HSC TYPE RATING AND SAS BRIDGE RESOURCE MANAGEMENT … · (CBT), lecture and exercises on simulator. 2.4 Exercises are controlled by an instructor and, initially, allow the trainees

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REVAL MARITIME SCHOOL Doc No DCD0000138

Manual Documentation

Section QUALITY MANUAL

Sub Sect ÕPPEKAVAD

Title ÕK-1221 HSC rating and BRM

HSC TYPE RATING AND SAS BRIDGE RESOURCE MANAGEMENT TRAINING COURSE

THIS COURSE IS HAS BEEN DEVELOPED ON A BASIS OF IMO MODEL COURSE 1.22 (SHIP SIMULATORS AND BRIDGE TEAMWORK) „TRAINING PROGRAM IN BRIDGE RESOURCE MANAGEMENT‖ OF MARINE SAFETY DIRECTORATE, TRANSPORT CANADA AND SAS BRM TRAINING COURSE OF SAS FLIGHT ACADEMY. 1 Purpose ......................................................................................................................... 3 2 Scope ............................................................................................................................ 3 3 Duration of the course ................................................................................................. 4 4 Objective of the course ................................................................................................ 4 5 Course Conditions ....................................................................................................... 5 6 Entry standards ............................................................................................................ 5 7 Assessment .................................................................................................................. 5 8 Course certificate, diploma or document ................................................................... 6 9 Course intake limitations ............................................................................................. 6 10 Maximum Number of Students in a Course ................................................................ 6 11 Course Duration ........................................................................................................... 6 12 Staff & Minimum Instructor Qualifications ................................................................. 6 13 Teaching facilities and equipment .............................................................................. 7 14 Teaching aids (A) .......................................................................................................... 8 15 IMO and other references (R) ....................................................................................... 9 16 Textbooks (T) ................................................................................................................ 9 17 Internet website references ......................................................................................... 9 Detailed training syllabus .................................................................................................. 10 HSC type rating and Bridge Resource Management training course detailed training syllabus for navigation officers (42 hours). ...................................................................... 10 1. Review of basic principles (2,5 hours) ...................................................................... 10 2. Familiarization with the bridge (1,5 hour) ................................................................. 10 3. The Human (3,5 hours) ............................................................................................... 10 4. Communication (3,5 hours) ....................................................................................... 11 5. The Team (4 hours) .................................................................................................... 13 6. Management & Leadership (3,5 hours) ..................................................................... 14 7. Crisis (3 hours) ........................................................................................................... 15 8. Planning (1,5 hour) ..................................................................................................... 15 9. Standard maneuvers (1,5 hours) ............................................................................... 15 10. Wind and current effects (1 hours) ............................................................................ 16 11. Operation in shallow waters (1 hours)* ..................................................................... 16 12. Bank, channel and interaction effects (1 hours)* ..................................................... 16 13. Anchoring and mooring (1.5 hours)* ......................................................................... 16 14. Planning and carrying out a voyage in normal and emergency situations (11 hours) .................................................................................................................................. 17 15. Rules and regulations (2,0 hours) ............................................................................. 18 HSC type rating and Bridge Resource Management training course detailed training syllabus for watch engineers forming part of bridge team (36 hours). .......................... 19

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16. Review of basic principles (2 hours) ......................................................................... 19 17. Familiarization with the engine controls and monitors (1 hour) ............................. 20 18. Operational procedures (2.5 hours) .......................................................................... 20 19. The Human (3 hours) .................................................................................................. 21 20. Communication (3 hours) .......................................................................................... 22 21. The Team (3 hours) .................................................................................................... 23 22. Management & Leadership (3 hours) ........................................................................ 25 23. Crisis (3 hours) ........................................................................................................... 25 24. Planning (1 hour) ........................................................................................................ 26 25. Engine control in normal and emergency situations (10.5 – 12,5 hours) ............... 26 26. Rules and regulations (2,0 hours) ............................................................................. 28

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1 Purpose

1.1 To provide masters, navigating officers and watch engineers forming part of bridge team

as well for pilots awareness and guidance to good operating practices by regular use of

sound and proper procedures to ensure the safety of the ship, its personnel, cargo and

protection of the environment.

1.2 To provide masters, navigating officers and watch engineers forming part of bridge team

necessary type rating training in accordance to requirements of HSC Code Ch. 18 Reg.

18.3 in subject areas as applicable.

2 Scope

2.1 Compliance with the Convention on Standards of Training, Certification and

Watchkeeping for Seafarers, 1978 as amended in 1995 (STCW) which provides in

Chapter VIII, Part 3-1 of the non-mandatory ―Code B‖ guidance on keeping a

navigational watch and Chapter VIII and part 3-2 guidance on „Principles to be

observed in keeping an engineering watch‖. ―Code B‖ suggests that shipping companies

take initiative in implementing Bridge Resource Management (BRM) concept on their

vessels.

2.2 Compliance to HSC Code Ch. 18 Reg. 18.3 to provide to masters, navigating officers

and watch engineers forming part of bridge team necessary type rating training.

2.3 This course is practical and theoretical and consists of a series of exercises performed

on a ship handling simulator. Classroom lectures, to provide the necessary theoretical

background for the exercises, are included. Particular items dealt within these lectures

are illustrated either by including them as part of an exercise or by a separate simulator

demonstration. Bridge teamwork is dealt with interactive Computer Based Training

(CBT), lecture and exercises on simulator.

2.4 Exercises are controlled by an instructor and, initially, allow the trainees to become

familiar with the equipment, the controls and the instrumentation provided by the

simulator.

2.5 The exercises increase in complexity as the course progresses and as trainees become

familiar with the maneuvering characteristics of the ship model and its response to the

engine and helm in various conditions. The final exercises deal with the planning and

execution of a coastal passage from port to port, under normal and emergency

conditions and will make use of the knowledge and skills learned in all of the previous

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exercises. Equipment as well engine failure or malfunction will be introduced during the

later exercises to afford trainees practice in taking emergency preventive action and to

practice on bridge teamwork in critical situations.

2.6 During exercises, trainees are expected to make use of effective bridge procedures, to

comply with International Regulations for Preventing Collisions at Sea, 1972 (COLREG

1972) and to observe the basic principles of keeping a navigational watch, as set out in

regulation Vlll/2, section A-VllI/2 and B-Vlll/2 of the STCW 95 Convention and Code.

They will assume the different roles of the bridge watchkeeping team, the roles being

rotated to allow each trainee an opportunity to act as master for some of the exercises.

Also chief engineer will participate in exercise as responding to engine and engine

systems malfunctions.

2.7 Each exercise will be preceded by a session for briefing and planning and be followed

by a debriefing.

2.8 Great portion of training, particularly in respect of BRM will be carried with help of CBT.

3 Duration of the course

3.1 Duration of the course has been established as 40 hours for navigators and 36 hour for

engineers (4-5 days) what can be changed taken in to account trainees previous

knowledge and experience, for those who have not passed BRM training.

3.2 For periodical refresher training purposes duration of the course may be reduced up to

28 hours (3 days), provided that attendee has participated on the course with similar

content and had a possibility of practical implementation of knowledge received during

previous training course. Course instructor is authorized to decide duration of the

refresher course within limits as above.

3.3 Without BRM & ERM module the duration of the course is 20 hours

4 Objective of the course

4.1 The trainees who successfully complete this course will have developed experience in

handling ships under various conditions and will make a more effective contribution to

the bridge team during ship maneuvering in normal and emergency situations. Important

part of the course is familiarization of trainees with International and national rules and

regulations related to bridge watch keeping, bridge teamwork, reacting to emergency

situations on High Speed Crafts.

4.2 In particular, trainees will gain:

4.2.1 familiarization with the use of engines and helm for ship maneuvering

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4.2.2 an understanding of the effects on the behavior of the ship of wind, current, shallow

water, banks and narrow channels and condition of loading

4.2.3 a greater awareness of the importance of planning a passage or maneuver and the

need for an alternative plan

4.2.4 a greater understanding and awareness of efficient bridge procedures and bridge

teamwork during watchkeeping and ship handling, in normal and in emergency

situations

4.2.5 a greater awareness and understanding of a good interactive communication style

and benefit of building up a common shared mental model of the planned passage

4.2.6 familiarization with rules and regulations and application of these in daily operation of

the HSC and possible emergency situations

5 Course Conditions

5.1 SAS Bridge Resource Management training and Type Rating Training Course in

accordance to HSC Code Ch. 18 Reg. 18.3 have facilities suitable for a teaching

environment including class rooms and debriefing rooms and meets all other

requirements for course delivery including the course curriculum as contained in this

document.

5.2 SAS Bridge Resource Management training is delivered in compliance to BRM training

program of SAS Flight Academy under the license agreement with SAS Flight Academy.

6 Entry standards

6.1 Trainees wishing to enter this course should have a minimum of six months

watchkeeping experience as officer in charge of a navigational watch/engineering watch

as appropriate. Navigation officers should also have completed a course of training

which meets or exceeds the standard set out in IMO Assembly resolution A.483 (XII),

Training in radar observation and plotting. It is presumed that navigating watchkeeping

personnel are holders of GMDSS ROC or GOC certificates and familiar with use of

Sailor or SCANTI GMDSS equipment.

6.2 For reference to refresher course entry standards see 3.2.

7 Assessment

7.1 Continuous assessment of trainees is carried out during the training course, however

final assessment is based on final simulator exercises and written examination (on

http://www.sasflightacademy.com/

http://www.sasflightacademy.com/

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paper or computer). Assessment score, including CBT, in order to complete training

course successfully, must be more than 80%.

7.2 Evaluation based on progressive performance and recorded over the duration of the

course

8 Course certificate, diploma or document

8.1 Those who successfully completing training course, will be issued a certificate indicating

that holder of this certificate has successfully completed SAS Bridge Resource

Management and Type Rating Training and passed examination in accordance to HSC

Code Ch. 18 §

9 Course intake limitations

9.1 The course intake max limitation is 6 – 8 persons. Minimum number of trainees is 2. To

allow each trainee to spend a reasonable proportion of the time engaged in exercises,

the intake is limited to two bridge teams, each consisting of two, three or four persons.

One team is carrying out an exercise while the other is being lectured, debriefed or

planning the next exercise. The two teams are identified as Group A and Group B in the

timetables.

9.2 When recruiting trainees for this course, consideration is given to their length of watch

keeping experience and the sizes and types of ship for which they require training, so

that persons with widely differing experience and training needs are not in the same

group.

10 Maximum Number of Students in a Course

10.1 4 students per Bridge

11 Course Duration

11.1 40 hours for navigation officers

11.2 36 hours for engineering officers

11.3 Refresher course see 3.2

12 Staff & Minimum Instructor Qualifications

12.1 The instructor in charge hold a certificate as Master, have 2 years’ experience in

HSC handling ships and have the training and experience necessary to operate a

simulator. An additional instructor with qualification of Master is to supervise additional

group of trainees. Additional instructor with qualification of Master will be responsible for

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delivering of subjects related to international and national legislation. Lecturer

responsible for human behavior issues is involved. All instructors have a theoretical and

practical knowledge of their subject beyond that required by STCW 1995 Convention.

Instructors have attended a course in the use of a simulation facility for training

purposes or have a long time experience in using simulator equipment for training

purposes.

12.2 Leader of the course and preferably additional instructor is the holder of Training

Certificate for SAS Bridge Resource Management Workshop Leader.

13 Teaching facilities and equipment

13.1 This course is carried out using specially designed model of High Speed Craft

navigation bridge and using simulator software designed by Poseidon Simulation AS

(Norway) with two own ships operating in one environment. One of these with fully

equipped bridge, including instruments showing course, speed, rudder angle, rate of

turn, engine RPM and propeller pitch and relative wind direction and speed. The model

used is HSC catamaran. The model generates realistic responses to the use of engine

and rudder under various conditions. The simulator have a 120 degree (allows to

observe 360 degree) visual system capable of handling a number of ships in addition to

land masses. The simulator generates realistic radar signals, AIS signals and echo

soundings, simulates and emulates navigation receivers providing two alternative means

of fixing position. Several types of real equipment are integrated into the simulator

(DGPS receiver, AIS receiver, engine, bow thruster, rudder and autopilot control, wind,

speed, ROT, rudder angle, engine revolution indicators etc.).

13.2 Maneuvering information, in the form set out in IMO Assembly resolution A.601 (15),

is provided for the model in use. The bridge is equipped with a simulated EPIRB, SART,

VHF, MF/HF, INMARSAT A, B and C, NAVTEX, connected to the instructor station, for

communicating with pilot stations, VTS, port services and other ships during exercises.

The instructor or other simulated ship act as the other stations in answering or initiating

calls. Similarly, an internal telephone/radio telephone to the engine room is connected to

the instructor station.

13.3 Means of producing the sound signals required by COLREG 1972 are provided for

other ships in the vicinity as well as for own ship.

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13.4 Adjacent to the simulator there is a room where briefing and debriefing is held. There

is a wall projector showing the recorded scenario/exercise or as it is seen from the

instructor station. The room is suitable for displaying charts on the walls and have an

overhead projector and a blackboard. Video recording and playback facilities are

provided.

13.5 There is a room where lecturing is held. Each trainee have a personal computer

equipped with a SAS Bridge Resource Management interactive CBT programme.

13.6 Ship handling and maneuvering simulator including machinery operation simulator in

compliance to STCW Section A-I/12 and B-I/12 § 38 and § 42 as applicable includes:

13.6.1 Duplicated radar displays (X-band and S-band)

13.6.2 Integrated Duplicated Electronic Chart Display Information System (ECDIS)

13.6.3 Integrated AIS system

13.6.4 Ships internal radio communication system

13.6.5 Simulated engine room video monitoring system

13.7 Integrated GMDSS communication simulator in compliance to STCW Section B-/12

§ 41

13.8 Integrated Recording/playback facility for debriefing

13.9 Selection of multimedia instructional resources including CBT in subject areas.

13.10 SAS Flight Academy BRM multimedia training program

14 Teaching aids (A)

14.1 A1 Instructor Manual

14.2 A2 Bridge Resource Management (BRM) interactive Computer Based

Training programme developed by SAS Flight Academy, Sweden.

14.3 Each group are supplied with following:

14.3.1 A3 Charts, tide tables, current charts, list of lights and sailing directions for the

exercise areas.

14.3.2 A4 Equipment manuals and tables of corrections for simulated navigational aids.

14.3.3 A5 International Chamber of Shipping, Bridge Procedures Guide, 3rd edn. (London,

Witherby and Co., 1998).

14.3.4 Set of bride and engine room check lists

14.3.5 A6 A ship’s log-book and engine room log-book

14.3.6 A7 Maneuvering information for the ship model in use.

14.3.7 A8 CBT

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14.3.7.1 CBT 1 – PASSAGE PLANNING

14.3.7.2 CBT 2 – WATCH KEEPING

14.3.7.3 CBT 3 - SEACH AND RESCUE

14.3.7.4 CBT 4 – ECDIS, ELECTRONIC CHART DISPLAY

14.3.7.5 CBT 5 – NORWEGIAN MARITIME LEGISLATION

15 IMO and other references (R)

15.1 R1 International Convention on Standards of Training, Certification and

Watchkeeping for Seafarers, 1978, as amended in 1995.

15.2 R2 ILO/IMO Document for Guidance, 1985.

15.3 R3 International Regulations for Preventing Collisions at Sea, 1972 (COLREG

1972), as amended.

15.4 R4 IMO Assembly resolution A.601 (15) — Provision and display of maneuvering

information on board ships.

15.5 R5 Regulation of 9 May 2003 No. 687 concerning qualification requirements and

certificate rights for personnel on board Norwegian ships, fishing vessels and mobile

offshore units (the Qualification Regulation).

15.6 R6 Regulations of 5 January 1998 No. 6 concerning the construction, equipment

and operation of high-speed craft used as passenger craft or cargo craft.

15.7 R7 Regulation of 22 December 2000 No. 1574 concerning additional requirements

for the handling, controllability, equipment and operation of passenger high-speed craft

less than 24 m in length which are engaged on domestic voyages.

16 Textbooks (T)

16.1 T1 Bridge Resource Management, Student’s Workbook – or equivalent

16.2 T2 Bridge Team Management, Captain A. J. Swift, The Nautical Institute, London –

or equivalent

17 Internet website references

17.1 W1 www.maib.dtlrgov.uk.

17.2 W2 www.nautinst.org/marmeac.htm

17.3 W3 WWW.IMO.ORG

17.4 W4 Norwegian Maritime Directorate (NMD) http://www.sjofartsdir.no/972.html

17.5 W5 Estonian Maritime Administration www.vta.ee

17.6 W6 Finnish Maritime Administration www.fma.fi

http://www.maib.dtlrgov.uk/

http://www.imo.org/

http://www.sjofartsdir.no/972.html

http://www.vta.ee/

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Detailed training syllabus

HSC type rating and Bridge Resource Management training course detailed training syllabus for navigation officers (42 hours).

1. Review of basic principles (2,5 hours)

1.1. basic principles to be observed in keeping a navigational watch as set out in regulation VlIl/2 of STCW 95 convention and A-Vlll/2 of STCW 95 code (watchkeeping arrangements and principles to be observed):

1.1.1. planning prior to each voyage 1.1.2. verification and display of planned route 1.1.3. deviation from planned route 1.1.4. look-out 1.1.5. taking over the watch 1.1.6. performing the navigational watch 1.1.7. watchkeeping under different conditions and in different areas

1.2. datum used on charts 1.3. corrections for datum shift must be applied to the position obtained by certain

navigational aids to agree with the position obtained by visual or radar observations 1.4. methods commonly available for position fixing, with an indication of their accuracy 1.5. accuracy of range and bearing measurements required by the performance

standards for radar equipment 1.6. factors affecting radar detection, including blind shadow sectors 1.7. the characteristics of targets influence their detection range 1.8. fix based on radar observations and possible errors, how to minimize them 1.9. use of parallel indexing techniques for monitoring a ship’s movement 1.10. use of nautical publications, including:

1.10.1. — tide tables 1.10.2. — current charts 1.10.3. — notices to mariners 1.10.4. — list of lights 1.10.5. — sailing directions

2. Familiarization with the bridge (1,5 hour)

2.1. operation of the different bridge instruments 2.2. uses of the rudder and engine controls 2.3. parallax in the visual system

3. The Human (3,5 hours)

3.1. Human Performance & Limitations 3.1.1. Memory functions 3.1.2. Accidents at sea 3.1.3. Fatigue - reasons and consequences

3.2. Attitudes 3.2.1. What is an attitude

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3.2.2. Attitudes and consequences 3.2.3. Establishment of minimum standards of safety margins 3.2.4. Importance of using all available human resources

3.3. Situational Awareness 3.3.1. Define Situational Awareness 3.3.2. Factors influencing Situational Awareness 3.3.3. How to maintain good Situational Awareness 3.3.4. Signs of a loss of Situational Awareness.

3.4. Cultural Awareness 3.4.1. sensitivity to cultural differences and similarities 3.4.2. different types of culture (company, safety, professional, national, etc.) 3.4.3. methods for dealing with cultural differences 3.4.4. how culture can affect behaviour 3.4.5. what you can do about culture - the cultural wheel.

4. Communication (3,5 hours)

4.1. Communications and Briefings 4.1.1. the principles of good communication: Setting the climate, interactive, closed

loop 4.1.2. the importance of briefings, in particular:

4.1.2.1. a good master-pilot information exchange 4.1.2.2. a change of watch briefing.

4.1.3. the importance of debriefings. 4.1.4. master responsibility:

4.1.4.1. lead a pre-departure briefing which includes: 4.1.4.1.1. presentation of the route plan 4.1.4.1.2. interaction with the bridge team 4.1.4.1.3. setting of stipulated requirements 4.1.4.1.4. identification of possible weak links on the route 4.1.4.1.5. establishing standards and guidelines to be met during the

passage 4.1.4.1.6. setting the environment for an effective team oriented operation

4.1.4.2. briefing the pilot on the ship’s characteristics and equipment using the pilot card

4.1.4.3. pilot route plan and information on local conditions 4.1.4.4. responsibility to brief and coordinate operational factors with the

bridge team 4.1.4.5. establishing an open, interactive and closed loop communication style 4.1.4.6. during the voyage, briefing the team on any significant situations

encountered 4.1.4.7. during the voyage or as soon as possible after the voyage, debriefing

the team on any significant situations encountered 4.1.5. pilots responsibility:

4.1.5.1. present a route plan explaining his navigational intentions, enabling the bridge team to monitor the progress of the vessel along the planned track

4.1.5.2. briefing the bridge team on local conditions and traffic regulations 4.1.5.3. informing the bridge team before making any change of course and

speed

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4.1.5.4. Informing the bridge team of any changes or expected changes regarding traffic, weather, visibility, current etc.

4.1.6. the bridge team member to: 4.1.6.1. actively support and participate in all briefings and debriefings 4.1.6.2. ensure that good briefings and communications are used when

changing over the watch 4.1.6.3. actively participate in a working environment that supports effective

communications principles 4.1.6.4. should the principles of good briefings and communication not be

used by the master or pilot, the officer on watch should point this out in a diplomatic way so as not to threaten the leadership or command

4.2. Authority and Assertiveness 4.2.1. Define authority and assertiveness 4.2.2. The need for a balance between authority and assertiveness 4.2.3. Possible reasons for extremes 4.2.4. Dangers of the four extreme combinations 4.2.5. the master shall:

4.2.5.1. coordinate bridge activity so as to bring about an appropriate balance between his authority and the assertiveness of the bridge team members

4.2.5.2. provide corrective management actions when an imbalance occurs 4.2.5.3. when pilot is on board, the master coordinates bridge activity so as to

bring about appropriate balance between the pilot’s authority and the assertiveness of the bridge team

4.2.6. the bridge team members, including the pilot shall: 4.2.6.1. seek to achieve an appropriate balance between assertiveness and

authority 4.2.6.2. if the level of the master’s authority is so low as to threaten the safety

of the voyage, the bridge team shall increase the level of assertiveness to get essential tasks done and essential decisions made

4.2.6.3. if the level of the master’s authority is so high as to create excessive stress and workload, the bridge team may

4.2.6.3.1. — to avoid interpersonal conflicts 4.2.6.3.2. — lower their level of assertiveness unless safety is threatened

4.3. Challenge and Response 4.3.1. Define Challenge and Response 4.3.2. The importance to safety of establishing a Challenge and Response

environment 4.3.3. Fact: the whole team is involved in Challenge and Response 4.3.4. the master shall:

4.3.4.1. establish an open communication style on the bridge that encourages challenge and appropriate responses from the whole bridge team

4.3.5. the pilot shall: 4.3.5.1. request challenges 4.3.5.2. if time permits validate or deny a received challenge. If time does not

permit, respond cautiously 4.3.6. 8.3 bridge team member shall:

4.3.6.1. acknowledge or challenge concepts 4.3.6.2. when conning the vessel, state and discuss his own concepts 4.3.6.3. challenge whenever limits are exceeded or there is any doubt about

the situation compared to the original concept

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5. The Team (4 hours)

5.1. Short Term Strategy 5.1.1. when to apply a Short Term Strategy 5.1.2. the five + 1 steps of the Short Term Strategy:

5.1.2.1. Identify the problem 5.1.2.2. Build the plans 5.1.2.3. Check the plans 5.1.2.4. Summary briefing 5.1.2.5. Monitor 5.1.2.6. Debrief

5.1.3. Recognise the influence of Risk and Time on the decision making process 5.2. Workload

5.2.1. Range of workloads: 5.2.1.1. Underload 5.2.1.2. Normal 5.2.1.3. High 5.2.1.4. Overload

5.2.2. The importance of pre-planning 5.2.3. The problems at the start and during delegation 5.2.4. How to delegate correctly. 5.2.5. the master shall:

5.2.5.1. pre-plan, anticipating too high or too low workload, taking corrective actions to prevent their development

5.2.5.2. use of delegation to correct too high workload and too low workload 5.2.5.3. set priorities to escape from an overload situation 5.2.5.4. manage the total workload, including that of the pilot 5.2.5.5. maintain workload at a reasonable level of activity avoiding a false

feeling of confidence and habitual thinking 5.2.5.6. reduce the pilot’s high workload by all means available 5.2.5.7. use delegation as a method for training of subordinates

5.2.6. the bridge team members shall: 5.2.6.1. support the master in maintaining a reasonable workload, especially if

the bridge team member tends to deviate towards high or low workload 5.2.6.2. maintain workload at a reasonable level of activity avoiding a false

feeling of confidence and habitual thinking 5.2.6.3. reduce pilot’s high workload by all means available 5.2.6.4. assist the master in pre-planning 5.2.6.5. encourage delegation and assist the master at the start during

delegation 5.2.6.6. when appropriate, delegate to other officers correctly, but not lose

responsibility for important tasks normally under his/her control 5.2.7. the pilot shall:

5.2.7.1. support the bridge team in maintaining a reasonable workload 5.2.7.2. assist the bridge team at the start and during delegation 5.2.7.3. when appropriate, delegate to other officers, but not lose

responsibility for important tasks normally under his/her control 5.3. Humans & Automation

5.3.1. Automation characteristics and automation dangers 5.3.2. Your and other peoples attitudes towards automation

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5.3.3. The importance of applying BRM techniques to automation 5.4. Team State

5.4.1. Six Team States: 5.4.1.1. Optimum 5.4.1.2. Concerned 5.4.1.3. Alarmed 5.4.1.4. Bored 5.4.1.5. Inattentive 5.4.1.6. Inattentive at a critical phase

5.4.2. List the factors that have effect on the states 5.4.3. Recognise the states

6. Management & Leadership (3,5 hours)

6.1. Error Management 6.1.1. Types of errors 6.1.2. The difference between blunt and sharp end errors 6.1.3. Types of defences and countermeasures 6.1.4. A policy for responding to and learning from errors 6.1.5. the master shall:

6.1.5.1. take the initiative to apply Bridge Resource Management throughout each Voyage

6.1.5.2. establish specific preventive measures to guard against external and internal errors

6.1.5.3. establish an open climate for debriefing and learning from errors 6.1.6. demonstrate that the bridge team members, including the pilot, shall support

the master in all aspects above 6.2. Leadership Styles

6.2.1. Leadership styles 6.2.2. How to identify them 6.2.3. When to use each style

6.3. Decision Making 6.3.1. 3 categories of decision - skill based, rule based & knowledge based 6.3.2. How to classify a decision 6.3.3. The influence of initial preference and hidden pressure on decision making 6.3.4. the master shall:

6.3.4.1. assess the quality of information — verify its relevance and accuracy 6.3.4.2. search for missing information that might influence the decision 6.3.4.3. involve bridge team members in the process 6.3.4.4. be aware of elements of hidden pressure 6.3.4.5. respond appropriately to hidden pressure keeping safety the number

one priority 6.3.5. demonstrate that the bridge team members, including the pilot, shall actively

participate in the process if time permits 6.4. Management on the bridge

6.4.1. the master shall: 6.4.1.1. manage using a balance between performance- and people-oriented

styles 6.4.1.2. vary management style, within the balanced range, as appropriate 6.4.1.3. encourage officers to ask for challenging duties

6.4.2. the bridge team members, including the pilot shall:

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6.4.2.1. normally use a balanced management style 6.4.2.2. ability to work with managers of different styles, so as to maintain safe

working conditions, without threatening the command or leadership roles

7. Crisis (3 hours)

7.1. Crisis Management 7.1.1. Reptile and Controlling Brain functions in a crisis 7.1.2. Signs of stress and how it degrades performance 7.1.3. Strategy for managing a crew through crisis phases 7.1.4. the master shall:

7.1.4.1. monitor his/her own and other officer’s stress level during crises 7.1.4.2. make sure that bridge team members are aware of the dangers of

extreme stress and set standards procedures in place that allow bridge team members to cover for a fellow team member

7.1.5. ability to set in action emergency plans 7.2. Crowd Management

7.2.1. Important factors in managing a crowd in a crisis 7.3. Critical Incident Debriefing

7.3.1. How to conduct a critical incident debriefing

8. Planning (1,5 hour)

8.1. the master shall: 8.1.1. Create an emergency plan, whenever time permits, for problems not covered

by a standard operating procedure. Such strategy shall consist of specific steps:

identify the problem build plans to deal with the problem check the plans with the bridge team members by an interactive briefing perform a summary briefing on the mutually agreed combined plan monitor that the combined plan is followed

8.1.2. modify and update the combined plan if conditions change 8.2. the bridge team members, including the pilot shall:

8.2.1. actively support the master in his efforts to develop and start an emergency plan

8.2.2. start development of an emergency plan, when necessary

9. Standard maneuvers (1,5 hours)

9.1. turning-circle trial with given initial speed and rudder angle in loaded condition 9.2. zig-zag maneuvers 9.3. crash stop in loaded condition 9.4. coasting stop in loaded condition 9.5. maneuver from 3.1 to 3.4 in the ballast condition 9.6. recording times, positions, headings, speed and other relevant data 9.7. plot the maneuvers from the recorded data 9.8. compare plots of loaded and ballast conditions 9.9. trim affect to the pivot point during turns 9.10. make a pilot card and a wheelhouse poster 9.11. information in the maneuvering information booklet, how to use when

planning a maneuver

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10. Wind and current effects (1 hours)

10.1. standard maneuver with wind and current present for the loaded condition 10.2. maneuver in objective 4.1 for the ballast condition 10.3. recording times, positions, headings, speed and other relevant data 10.4. plot the maneuvers from the recorded data 10.5. comparing result with that of the same maneuver without wind and current 10.6. comparing the results for loaded and ballast conditions 10.7. comparing the difference in ship behavior under the influence of wind, of

current and of both wind and current 10.8. for various conditions of loading, the effect of wind in slow speed situations

11. Operation in shallow waters (1 hours)*

11.1. shallow water definition 11.2. in shallow water, a ship:

has increased directional stability has an increase in turning radius carries her way longer and responds slower to changes in engine speed has a smaller fall of speed during turns experiences a change of trim, usually by the head for a full hull form

11.3. that shallow-water effects become more marked as the depth decreases 11.4. squat 11.5. the squat in a given set of circumstances from the maneuvering information

supplied 11.6. a standard maneuver in shallow water 11.7. recording times, position, headings, speed and other relevant data 11.8. plotting the maneuver from the recorded data 11.9. comparing the resulting plot with that of the same maneuver carried out in

deep water 11.10. the reduction in under-keel clearance resulting from rolling and pitching 11.11. how shallow water affects ship maneuverability with water jets * - optional

12. Bank, channel and interaction effects (1 hours)*

12.1. the moments and forces affecting a ship’s behavior when navigating close to a bank or in a narrow channel

12.2. speed should be moderate in rivers, estuaries and similar channels to reduce shallow-water effects and to provide reserve power for correcting a sheer

12.3. the need for speed reduction to prevent damage being caused by the ship’s bow wave or stern wave

12.4. how a passing ship affects a moored ship 12.5. the interaction between passing and overtaking ships 12.6. how to pass or overtake another ship safely in a narrow channel 12.7. bank effect and interaction in exercises in confined channels * - optional

13. Anchoring and mooring (1.5 hours)*

13.1. selecting the position to anchor and mooring in a given area

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13.2. taking account of advice contained in sailing directions, of the wind and of current or tidal stream in the approach to the anchorage and mooring quay

13.3. using the ship’s maneuvering data, prepare an anchoring and mooring plan containing: approach tracks and courses to steer wheel-over positions points at which to reduce speed the position at which to reverse the engine the position to drop the anchor and to order the mooring lines to be given ashore means of monitoring progress and determining arrival at critical points

13.4. preparing a contingency plan outlining the actions to take in the event of an engine failure or steering failure at various stages of the approach

13.5. using a checklist for readiness for anchoring and mooring 13.6. carrying out the prepared anchoring and mooring plan 13.7. modifying the plan, if necessary, to take account of other ships already

anchored or moored 13.8. maintaining a record of engine movements and make appropriate entries in

the log-book 13.9. when anchoring is complete, fixing the ship’s position and check bearings in

the log-book (optional) 13.10. preparing a planned approach to a single-buoy mooring , taking account of

relevant factors in objectives 15.2 to 15.4 (optional) * - anchoring and single buoy mooring subjects are optional. Subjects related to mooring can be dealt instead of anchoring and single buoy mooring.

14. Planning and carrying out a voyage in normal and emergency situations (11 hours)

14.1. preparing a complete passage plan from harbor to harbor, taking account of the following: information from sailing directions and other navigational publications draught, squat and depth of water tide and current weather available navigational aids means of monitoring progress and determining arrival at critical points expected traffic traffic separation schemes requirements of vessel traffic services contingency plans for critical points of the passage

14.2. use of checklists for departure, for arrival and for coastal waters 14.3. use the ship’s maneuvering information, preparing a detailed plan for

approach to and departure from a pilot station and harbor 14.4. carrying out the planned passage and monitor the progress 14.5. complying at all times with the requirements of regulation VlII/2 and section

A-VlII/2 of the STCW 1995 and COLREG 1972 14.6. compliance with Rule 10 of COLREG 1972 when joining, leaving or

navigating in a traffic separation scheme 14.7. correct procedures when communicating with a vessel traffic service 14.8. approach to or departure from a pilot station, using the plan prepared in

objective 19.3

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14.9. approaching or leaving berths under various conditions of wind and tide 14.10. record of engine movements and make appropriate entries in the log-book 14.11. HSC Code subjects

14.11.1. Operation of the craft in failure mode of control, steering and propulsions and proper response

14.11.2. Handling of the craft in various conditions 14.11.3. Bridge communication procedures during normal and emergency

situations 14.11.4. Navigation procedures during normal and emergency situations

15. Rules and regulations (2,0 hours)

15.1. Norwegian maritime law an ship legislation 15.1.1. Qualifications & certificate rights, safe manning 15.1.2. Regulation of 9 May 2003 No. 687 concerning qualification requirements and

certificate rights for personnel on board Norwegian ships, fishing vessels and mobile offshore units (the Qualification Regulation).

15.1.3. Regulations of 5 January 1998 No. 6 concerning the construction, equipment and operation of high-speed craft used as passenger craft or cargo craft.

15.1.4. Regulation of 22 December 2000 No. 1574 concerning additional requirements for the handling, controllability, equipment and operation of passenger high-speed craft less than 24 m in length which are engaged on domestic voyages.

15.1.5. Rules for high speed crafts 15.2. Estonian maritime law, rules and regulations

15.2.1. Estonian maritime safety law 15.2.2. Pilotage law 15.2.3. Qualification regulations

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HSC type rating and Bridge Resource Management training course detailed training syllabus for watch engineers forming part of bridge team (36 hours).

16. Review of basic principles (2 hours)

16.1. basic principles to be observed in keeping a engineering watch as set out in regulation VlIl/2 of STCW 95 convention and A-Vlll/2 part 3-2 of STCW 95 code and STCW.6/Circ.7 (Principles to be observed in keeping an engineering watch):

16.1.1. watch arrangements 16.1.2. taking over the watch 16.1.3. performing the engineering watch ensuring:

16.1.3.1. a sufficient number of qualified individuals should be on watch to ensure all duties can be performed effectively;

16.1.3.2. all members of the engineering watch should be appropriately qualified and fit to perform their duties efficiently and effectively or the officer in charge of the engineering watch should take into account any limitation in qualifications or fitness of the individuals available when making engineering and operational decisions;

16.1.3.3. duties should be clearly and unambiguously assigned to specific individuals, who should confirm that they understand their responsibilities;

16.1.3.4. tasks should be performed in a clear order of priority; 16.1.3.5. no member of the engineering watch should be assigned more duties

or more difficult tasks than can be performed effectively; 16.1.3.6. individuals should be assigned at all times to locations at which they

can most efficiently and effectively perform their duties, and individuals should be reassigned to other locations as circumstances may require;

16.1.3.7. members of the engineering watch should not be assigned to different tasks or locations until the officer in charge of the engineering watch is certain that adjustments can be accomplished efficiently and effectively;

16.1.3.8. instruments and equipment considered necessary for effective performance of duties should be readily available to appropriate members of the engineering watch;

16.1.3.9. communications among members of the engineering watch and between members of the engineering and navigational watches should be clear, immediate, reliable and relevant to the business at hand;

16.1.3.10. non-essential activity and distractions should be avoided, suppressed or removed;

16.1.3.11. all engine-room equipment should be operating properly and, if not, the officer in charge of the engineering watch should take into account any malfunction or inoperable equipment due to maintenance, which may exist when making operational decisions;

16.1.3.12. all essential information should be collected, processed and interpreted and made conveniently available to all for the performance of their duties;

16.1.3.13. non-essential materials should not be placed so as to hinder engine-room operations;

16.1.3.14. members of the engineering watch should at all times be prepared to respond efficiently and effectively to changes in circumstances;

http://www.imo.org/includes/blastData.asp/doc_id=5138/7.pdf

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16.1.3.15. clear and effective data monitoring to identify possible areas of concern in equipment or systems should be ensured so as to prevent breakdowns/accidents/incidents; and

16.1.3.16. effective methods of cross-checking information, data and indications should be developed to obviate the need for total reliance on any specific type of equipment, system or component.

16.1.4. watchkeeping under different conditions and in different areas 16.1.4.1. Restricted visibility 16.1.4.2. Coastal and congested waters 16.1.4.3. Ship at anchor

17. Familiarization with the engine controls and monitors (1 hour)

17.1. Plant arrangements, machinery and associated systems and equipment which form the simulated plant, such as:

17.1.1. tanks 17.1.2. valves 17.1.3. pipe systems 17.1.4. pumps 17.1.5. heat exchangers 17.1.6. oil treatment plant 17.1.7. line filters 17.1.8. electric generators 17.1.9. steam generators 17.1.10. main propulsion unit 17.1.11. local controls 17.1.12. distant controls

17.2. how the machinery and associated systems and equipment are arranged and linked together to form the plant, a block diagram illustrating this

17.3. the relationship between the block diagram and the plant mimic diagram 17.4. Instrumentation

17.4.1. the instrumentation used in the simulated plant to measure and indicate: 17.4.1.1. pressure 17.4.1.2. temperature 17.4.1.3. fluid level 17.4.1.4. volume/mass (quantity) 17.4.1.5. flow rate 17.4.1.6. speed of rotation 17.4.1.7. torque/power 17.4.1.8. voltage 17.4.1.9. current 17.4.1.10. CO2 content (of exhaust gases) 17.4.1.11. pressure/volume in the engine cylinder (―indicator diagram‖)

17.4.2. the alarms that are used to indicate malfunctions and faults 17.4.3. the recorder to obtain a cylinder PN diagram (―indicator card‖) with the engine

control at a specified power setting

18. Operational procedures (2.5 hours)

18.1. safe practices when preparing machinery units and associated systems for start up and operation

18.2. safe practices to be used for:

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18.2.1. opening and closing valves 18.2.2. starting and running pumps 18.2.3. operating water-circulation systems 18.2.4. admitting steam into a steam system 18.2.5. firing up an oil-fired boiler 18.2.6. filling oil tanks 18.2.7. operating centrifuges 18.2.8. keeping bilges empty 18.2.9. disposing of oil wastes

18.3. as far as practicable a check-list should be used for all machinery units and systems when:

18.3.1. preparing for use 18.3.2. starting up 18.3.3. entering normal operating mode

18.4. compile a check-list for the preparation, start up and operation of machinery unit or system

18.5. special requirements for connecting an electric generator into the electrical system in the terms of:

18.5.1. speed 18.5.2. voltage 18.5.3. frequency 18.5.4. synchronization

18.6. the use of the simulated plant, a check-list and the procedures for: 18.6.1. the opening and closing of valves in a system 18.6.2. the circulation of seawater 18.6.3. firing up the steam boiler 18.6.4. operating a fuel oil centrifuge 18.6.5. pumping out bilges

18.7. engine systems control during 18.7.1. maneuvers 18.7.2. crash stop

19. The Human (3 hours)

19.1. Human Performance & Limitations 19.1.1. Memory functions 19.1.2. Accidents at sea 19.1.3. Fatigue - reasons and consequences

19.2. Attitudes 19.2.1. What is an attitude 19.2.2. Attitudes and consequences 19.2.3. Establishment of minimum standards of safety margins 19.2.4. Importance of using all available human resources

19.3. Situational Awareness 19.3.1. Define Situational Awareness 19.3.2. Factors influencing Situational Awareness 19.3.3. How to maintain good Situational Awareness 19.3.4. Signs of a loss of Situational Awareness.

19.4. Cultural Awareness 19.4.1. sensitivity to cultural differences and similarities 19.4.2. different types of culture (company, safety,professional, national, etc.)

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19.4.3. methods for dealing with cultural differences 19.4.4. how culture can affect behaviour 19.4.5. what you can do about culture - the cultural wheel.

20. Communication (3 hours)

20.1. Communications and Briefings 20.1.1. the principles of good communication: Setting the climate, interactive, closed

loop 20.1.2. the importance of briefings, in particular:

20.1.2.1. a good master-pilot information exchange 20.1.2.2. a change of watch briefing.

20.1.3. the importance of debriefings. 20.1.4. master responsibility:

20.1.4.1. lead a pre-departure briefing which includes: 20.1.4.1.1. presentation of the route plan 20.1.4.1.2. interaction with the bridge team 20.1.4.1.3. setting of stipulated requirements 20.1.4.1.4. identification of possible weak links on the route 20.1.4.1.5. establishing standards and guidelines to be met during the

passage 20.1.4.1.6. setting the environment for an effective team oriented operation

20.1.4.2. briefing the pilot on the ship’s characteristics and equipment using the pilot card

20.1.4.3. pilot route plan and information on local conditions 20.1.4.4. responsibility to brief and coordinate operational factors with the

bridge team 20.1.4.5. establishing an open, interactive and closed loop communication style 20.1.4.6. during the voyage, briefing the team on any significant situations

encountered 20.1.4.7. during the voyage or as soon as possible after the voyage, debriefing

the team on any significant situations encountered 20.1.5. pilots responsibility:

20.1.5.1. present a route plan explaining his navigational intentions, enabling the bridge team to monitor the progress of the vessel along the planned track

20.1.5.2. briefing the bridge team on local conditions and traffic regulations 20.1.5.3. informing the bridge team before making any change of course and

speed 20.1.5.4. Informing the bridge team of any changes or expected changes

regarding traffic, weather, visibility, current etc. 20.1.6. the bridge team member to:

20.1.6.1. actively support and participate in all briefings and debriefings 20.1.6.2. ensure that good briefings and communications are used when

changing over the watch 20.1.6.3. actively participate in a working environment that supports effective

communications principles 20.1.6.4. should the principles of good briefings and communication not be

used by the master or pilot, the officer on watch should point this out in a diplomatic way so as not to threaten the leadership or command

20.2. Authority and Assertiveness

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20.2.1. Define authority and assertiveness 20.2.2. The need for a balance between authority and assertiveness 20.2.3. Possible reasons for extremes 20.2.4. Dangers of the four extreme combinations 20.2.5. the master shall:

20.2.5.1. coordinate bridge activity so as to bring about an appropriate balance between his authority and the assertiveness of the bridge team members

20.2.5.2. provide corrective management actions when an imbalance occurs 20.2.5.3. when pilot is on board, the master coordinates bridge activity so as to

bring about appropriate balance between the pilot’s authority and the assertiveness of the bridge team

20.2.6. the bridge team members, including the pilot shall: 20.2.6.1. seek to achieve an appropriate balance between assertiveness and

authority 20.2.6.2. if the level of the master’s authority is so low as to threaten the safety

of the voyage, the bridge team shall increase the level of assertiveness to get essential tasks done and essential decisions made

20.2.6.3. if the level of the master’s authority is so high as to create excessive stress and workload, the bridge team may

20.2.6.3.1. — to avoid interpersonal conflicts 20.2.6.3.2. — lower their level of assertiveness unless safety is threatened

20.3. Challenge and Response 20.3.1. Define Challenge and Response 20.3.2. The importance to safety of establishing a Challenge and Response

environment 20.3.3. Fact: the whole team is involved in Challenge and Response 20.3.4. the master shall:

20.3.4.1. establish an open communication style on the bridge that encourages challenge and appropriate responses from the whole bridge team

20.3.5. the pilot shall: 20.3.5.1. request challenges 20.3.5.2. if time permits validate or deny a received challenge. If time does not

permit, respond cautiously 20.3.6. 8.3 bridge team member shall:

20.3.6.1. acknowledge or challenge concepts 20.3.6.2. when conning the vessel, state and discuss his own concepts 20.3.6.3. challenge whenever limits are exceeded or there is any doubt about

the situation compared to the original concept

21. The Team (3 hours)

21.1. Short Term Strategy 21.1.1. when to apply a Short Term Strategy 21.1.2. the five + 1 steps of the Short Term Strategy:

21.1.2.1. Identify the problem 21.1.2.2. Build the plans 21.1.2.3. Check the plans 21.1.2.4. Summary briefing 21.1.2.5. Monitor 21.1.2.6. Debrief

21.1.3. Recognise the influence of Risk and Time on the decision making process

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21.2. Workload 21.2.1. Range of workloads:

21.2.1.1. Underload 21.2.1.2. Normal 21.2.1.3. High 21.2.1.4. Overload

21.2.2. The importance of pre-planning 21.2.3. The problems at the start and during delegation 21.2.4. How to delegate correctly. 21.2.5. the master shall:

21.2.5.1. pre-plan, anticipating too high or too low workload, taking corrective actions to prevent their development

21.2.5.2. use of delegation to correct too high workload and too low workload 21.2.5.3. set priorities to escape from an overload situation 21.2.5.4. manage the total workload, including that of the pilot 21.2.5.5. maintain workload at a reasonable level of activity avoiding a false

feeling of confidence and habitual thinking 21.2.5.6. reduce the pilot’s high workload by all means available 21.2.5.7. use delegation as a method for training of subordinates

21.2.6. the bridge team members shall: 21.2.6.1. support the master in maintaining a reasonable workload, especially if

the bridge team member tends to deviate towards high or low workload 21.2.6.2. maintain workload at a reasonable level of activity avoiding a false

feeling of confidence and habitual thinking 21.2.6.3. reduce pilot’s high workload by all means available 21.2.6.4. assist the master in pre-planning 21.2.6.5. encourage delegation and assist the master at the start during

delegation 21.2.6.6. when appropriate, delegate to other officers correctly, but not lose

responsibility for important tasks normally under his/her control 21.2.7. the pilot shall:

21.2.7.1. support the bridge team in maintaining a reasonable workload 21.2.7.2. assist the bridge team at the start and during delegation 21.2.7.3. when appropriate, delegate to other officers, but not lose

responsibility for important tasks normally under his/her control 21.3. Humans & Automation

21.3.1. Automation characteristics and automation dangers 21.3.2. Your and other peoples attitudes towards automation 21.3.3. The importance of applying BRM techniques to automation

21.4. Team State 21.4.1. Six Team States:

21.4.1.1. Optimum 21.4.1.2. Concerned 21.4.1.3. Alarmed 21.4.1.4. Bored 21.4.1.5. Inattentive 21.4.1.6. Inattentive at a critical phase

21.4.2. List the factors that have effect on the states 21.4.3. Recognise the states

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22. Management & Leadership (3 hours)

22.1. Error Management 22.1.1. Types of errors 22.1.2. The difference between blunt and sharp end errors 22.1.3. Types of defences and countermeasures 22.1.4. A policy for responding to and learning from errors 22.1.5. the master shall:

22.1.5.1. take the initiative to apply Bridge Resource Management throughout each Voyage

22.1.5.2. establish specific preventive measures to guard against external and internal errors

22.1.5.3. establish an open climate for debriefing and learning from errors 22.1.6. demonstrate that the bridge team members, including the pilot, shall support

the master in all aspects above 22.2. Leadership Styles

22.2.1. Leadership styles 22.2.2. How to identify them 22.2.3. When to use each style

22.3. Decision Making 22.3.1. 3 categories of decision - skill based, rule based & knowledge based 22.3.2. How to classify a decision 22.3.3. The influence of initial preference and hidden pressure on decision making 22.3.4. the master shall:

22.3.4.1. assess the quality of information — verify its relevance and accuracy 22.3.4.2. search for missing information that might influence the decision 22.3.4.3. involve bridge team members in the process 22.3.4.4. be aware of elements of hidden pressure 22.3.4.5. respond appropriately to hidden pressure keeping safety the number

one priority 22.3.5. demonstrate that the bridge team members, including the pilot, shall actively

participate in the process if time permits 22.4. Management on the bridge

22.4.1. the master shall: 22.4.1.1. manage using a balance between performance- and people-oriented

styles 22.4.1.2. vary management style, within the balanced range, as appropriate 22.4.1.3. encourage officers to ask for challenging duties

22.4.2. the bridge team members, including the pilot shall: 22.4.2.1. normally use a balanced management style 22.4.2.2. ability to work with managers of different styles, so as to maintain safe

working conditions, without threatening the command or leadership roles

23. Crisis (3 hours)

23.1. Crisis Management 23.1.1. Reptile and Controlling Brain functions in a crisis 23.1.2. Signs of stress and how it degrades performance 23.1.3. Strategy for managing a crew through crisis phases 23.1.4. the master shall:

23.1.4.1. monitor his/her own and other officer’s stress level during crises

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23.1.4.2. make sure that bridge team members are aware of the dangers of extreme stress and set standards procedures in place that allow bridge team members to cover for a fellow team member

23.1.5. ability to set in action emergency plans 23.2. Crowd Management

23.2.1. Important factors in managing a crowd in a crisis 23.3. Critical Incident Debriefing

23.3.1. How to conduct a critical incident debriefing

24. Planning (1 hour)

24.1. the master shall: 24.1.1. create an emergency plan, whenever time permits, for problems not covered

by a standard operating procedure. Such strategy shall consist of specific steps:

identify the problem build plans to deal with the problem check the plans with the bridge team members by an interactive briefing perform a summary briefing on the mutually agreed combined plan monitor that the combined plan is followed

24.1.2. modify and update the combined plan if conditions change 24.2. the bridge team members, including the pilot and watch engineer shall:

24.2.1. actively support the master in his efforts to develop and start an emergency plan

24.2.2. start development of an emergency plan, when necessary

25. Engine control in normal and emergency situations (10.5 – 12,5 hours)

25.1. Auxiliary units and systems 25.1.1. prepare, start up, and put into the normal operating mode:

25.1.1.1. the seawater circulating system 25.1.1.2. the freshwater circulating system 25.1.1.3. the compressed air system 25.1.1.4. the fuel centrifuge

25.2. Diesel generator 25.2.1. prepare, start up, and run the diesel electric generator couple, synchronize

and load sheer 25.3. Steam boiler

25.3.1. prepare and raise steam to normal working pressure 25.3.2. put the steam boiler on line

25.4. Steam turbo generator 25.4.1. prepare, start up and run the steam turbo generator 25.4.2. connect the turbo generator to the main electrical system, applying control

on: 25.4.2.1. voltage 25.4.2.2. frequency 25.4.2.3. synchronization

25.4.3. load sharing between diesel- and turbo generators 25.5. Main-propulsion diesel engine

25.5.1. apply preparation procedures, including: 25.5.1.1. checking the seawater circulation through heat exchangers

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25.5.1.2. checking the freshwater circulation through engine and heat exchangers

25.5.1.3. checking the lubricating-oil circulation through engine and heat exchangers

25.5.1.4. confirming that the engine turning gear is disconnected 25.5.1.5. checking the fuel oil circulation through heaters to injection pump

inlets 25.5.1.6. confirming that compressed air is available for starting 25.5.1.7. confirming that the engine cylinder lubrication is functioning 25.5.1.8. turning the engine with starting air for one revolution with indicator

cocks open 25.5.2. apply preparation procedures, including:

25.5.2.1. confirming that all indicator cocks are closed 25.5.2.2. confirming fuel oil circulation 25.5.2.3. confirming of bridge order for engine movement 25.5.2.4. application of starting air for 3-4 revolutions 25.5.2.5. moving fuel control to required speed position

25.5.3. establish normal running mode and observe operating conditions, including: 25.5.3.1. temperatures of lubricating oil and cooling water 25.5.3.2. temperatures of exhaust gas from each cylinder 25.5.3.3. temperatures of engine exhaust gas at inlet and exit from turbo

charger 25.5.3.4. engine speed and power output 25.5.3.5. maintaining a check on fuel oil supply (service tank) 25.5.3.6. maintaining a check on fuel viscosity and temperature 25.5.3.7. applying changes of engine speed and power as directed by the

bridge and note changes in operating conditions 25.5.4. prepare, start and run the main propulsion unit and associated systems 25.5.5. set the main propulsion unit controls to maximum full ahead sea power as

directed from bridge control, and 25.5.6. apply maneuvering procedures and use the controls to obtain required power

outputs 25.6. Action during following malfunctions or faults:

25.6.1. Fuel injection timing (early/late) 25.6.2. Worn piston rings in one cylinder 25.6.3. Fire in the scavenge air space 25.6.4. Fouled turbo charger (exhaust side) 25.6.5. Fouled turbo charger (air side) 25.6.6. Fouled turbo charger air filters 25.6.7. Fouled scavenge air cooler/ports 25.6.8. Blackout 25.6.9. Clogged auxiliary machinery oil filters 25.6.10. Overheated main bearing 25.6.11. Fouled heat exchanger surfaces 25.6.12. Lubricating-oil circulation pump failure 25.6.13. Flooded bilge pump 25.6.14. Bridge control failure 25.6.15. Fire 25.6.16. Hull damage

Author Hinno, Tanel

Date 14/07/2015

Version 4

Page Page 28 of 28




Sub Sect ÕPPEKAVAD


26. Rules and regulations (2,0 hours)

26.1. Norwegian maritime law and ship legislation 26.1.1. Qualifications & certificate rights, safe manning 26.1.2. Regulation of 9 May 2003 No. 687 concerning qualification requirements and

certificate rights for personnel on board Norwegian ships, fishing vessels and mobile offshore units (the Qualification Regulation).

26.1.3. Regulations of 5 January 1998 No. 6 concerning the construction, equipment and operation of high-speed craft used as passenger craft or cargo craft.

26.1.4. Regulation of 22 December 2000 No. 1574 concerning additional requirements for the handling, controllability, equipment and operation of passenger high-speed craft less than 24 m in length which are engaged on domestic voyages.

26.1.5. Rules for high speed crafts 26.2. Estonian maritime law, rules and regulations

26.2.1. Estonian maritime safety law 26.2.2. Pilotage law 26.2.3. Qualification regulations

***

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