INTRODUCTION
Ergonomics play an important part in the interface between humans and equipment and nowhere more so than on the Bridge of a ship both during normal watchkeeping duties and when under Pilotage. Inadequate attention to ergonomics can increase the risk of marine related incidents.
ACKNOWLEDGING
Maritime pilots work daily in different conditions onboard a variety of vessels and are therefore able to offer valuable advice on bridge design.
CONSIDERING
The bridge design should be at least in line with the following guidelines:
EMPA recommends special attention be paid to the following :
( minimum requirements IMO. MSC/ circ. 982 – 5.1.1. )
- In any weather condition the visibility must be as unimpaired as possible from any position in the wheelhouse. This includes adequate wipers, de-icing, freshwater sprinkling systems and ventilation. Anti- glare screens should be fitted at least in front of the steering positions.
- On ships with closed bridge wings the docking workstations should offer a clear view of the ship’s side. Floor windows should be fitted where needed.
- The use of curtains around the chartroom or other bridge areas should be avoided as much as possible since this impairs the visibility.
( minimum requirements IMO MSC/ circ. 982 – 5.1.1.1.6. ).
- A visual reference of the ships headline should be provided in the view, capable of being illuminated for night use. A blue steering light on the foremast is recommended.
( minimum requirements IMO MSC/ circ. 982 – 5.1.1.1.8 ).
- Bridge wings should always be extended to the ship’s side. If this is not practicable extensible platforms should be provided.
- Wind deflecting techniques should be used for protection of the bridge team and to prevent wind interference in microphones and VHF’s.
( minimum requirements IMO MSC/ circ. 982- 5.1.2.1. )
( minimum requirements IMO MSC/ circ. 982 – 5.1.3.).
( minimum requirements are contained in IMO. MSC/ circ. 982 – 5.1.2.7. ).
- Regardless of arrangement adopted for installation of instruments, access to the bridge front windows should always be available. Where instruments consoles, with the exception of radar, are placed adjacent to the wheelhouse front, the depth should be not more than 250 mm.
- Where practicable a gyrocompass repeater should be placed amidships close to the bridge front window.
( minimum requirements IMO MSC/ circ. 982 – 5.2.5 and 5.3.6. ).
- Lights in compartments adjacent and leading to the wheelhouse should be fitted with door opening cut-out switches. All instruments should be fitted with day-light screens and adequate dimmers. Lighting systems and all indicators ( controls, alarms ) should be specially designed so as not to perturb the night vision of bridge users.
( minimum requirements IMO MSC/ circ. 982 – 5.2. ).
( mimimum requirements IMO MSC / circ.982 – 5.2.5.12 / 5.2.6.1.).
( minimum requirements IMO MSC/ circ. 982 – 5.2.3.).
- The reduction of noise levels in both wheelhouse and on bridge wings should be of primary concern. Engine room ventilation systems , window wipers and clear view screens are particular offenders in this respect.
( minimum requirements IMO MSC/ circ. 982 – 5.3.2. ).
( ECDIS, AIS : minimum requirements Chapter 5 of the SOLAS convention, rule 19 )
- On ships with an integrated bridge design all instruments needed for the navigation and communication of the ship ( engine and rudder control, radar, gps, ais, vhf ) should be located together within easy reach from the conning position.
- On all ships VHF, radar and AIS should be located close together.
- If fitted ECDIS displays should be installed close to the radar.
- On integrated displays of ECDIS – radar – AIS confusion regarding the source of information should be impossible.
- At all times confusion between different instruments should be avoided. In this respect particular attention should be given to the positioning and display of wind – rudder angle – rate of turn indicators ; engine revolutions / pitch indicators.
- When a central or unique display is used the display of the heading should always be most prominent and clearly visible from a distant. Confusion between Course over the Ground (COG) and Heading should be avoided.
- Instrument displays, controls and symbols used should be standardised as much as possible
- The installation Rate Of Turn indicators is recommended. Especially on large vessels and car carriers ROT indicators are indispensable. Care should be taken to avoid confusion between ROT indicators and rudder angle indicators.
- Location of the AIS pilot plug and power supply for Portable Pilot Units and POADS.
(minimum requirements IMO MSC/ circ. 982, Appendix 2)
-Each bridge wing should be provided with at least the following :
-Additional for ships manoeuvring within confined spaces the following instruments /controls might be very useful : rudder control, engine control, bow(stern)thrusters control, gyro repeater, SOG and COG indicators, Doppler log, VHF, ECDIS diplay.
- Adequate indication of ship’s speeds corresponding to the engine control calibrations must be given on or near to the control.
( minimum requirements IMO MSC/ circ. 982, Appendix 2 ).
- Adequate VHF facilities should always be provided. One terminal always to be adjacent to the radar and the conning position.
- standardisation of controls / display for all VHF equipment on the bridge. Automatic switching to a different channel should be avoided.
IN ADDITION
Large vessels should be required to provide :