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    <title>Transport Research International Documentation (TRID)</title>
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    <copyright>Copyright © 2026. National Academy of Sciences. All rights reserved.</copyright>
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    <managingEditor>tris-trb@nas.edu (Bill McLeod)</managingEditor>
    <webMaster>tris-trb@nas.edu (Bill McLeod)</webMaster>
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      <title>Transport Research International Documentation (TRID)</title>
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      <title>THE NAUTICAL INSTITUTE ON BRIDGE MANNING</title>
      <link>https://trid.trb.org/View/401479</link>
      <description><![CDATA[Recommendations issued by the Nautical Institute in December 1988 on the matter of bridge manning are presented, together with a list of observations on the subject. Trials are called for to evaluate the safety of one-man bridge operation.]]></description>
      <pubDate>Thu, 21 Jul 1994 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/401479</guid>
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      <title>BRIDGE MANNING</title>
      <link>https://trid.trb.org/View/401480</link>
      <description><![CDATA[This article addresses the subject of safe ship operations with respect to bridge manning. It does not discriminate between ship size or type, but comments are made concerning the areas of operation. Compiled with the assistance of seafarers, surveyors, insurers, lawyers and consultants, the article deals with casualty information and risk analysis; the situation at sea; the design and condition of ships; operational aspects; human factors; the reliability of sensors and alarms; risk assessment; the commercial dimension; advice to masters; and the future. An annex to the article summarizes comments received from Nautical Institute members on the matters of the one-man bridge and maintenance of a lookout.]]></description>
      <pubDate>Thu, 21 Jul 1994 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/401480</guid>
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      <title>THE PRIDE OF SEABOURN'S FLEET</title>
      <link>https://trid.trb.org/View/401494</link>
      <description><![CDATA[The SEABOURN PRIDE, claimed to reflect a new concept in high class cruising in the smaller ship range, is described. The ship was designed in Norway and built in Germany for the Seabourn Cruise Line (SCL) of Norway. The overall length of the 9,975 gt ship is 133.80m and its breadth is 19m. It has a capacity for 212 passengers, berthed in 112 spacious and luxuriously appointed cabins that all face seaward. The bridge is of a radical new design, being laid out for one man watchkeeper operation. It is also the first cruise ship designed for immediate and smooth transition to the requirements of the GMDSS (Global Maritime Distress and Safety System).]]></description>
      <pubDate>Thu, 21 Jul 1994 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/401494</guid>
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      <title>RESEARCH TO INVESTIGATE ONE-MAN BRIDGE OPERATION AT NIGHT</title>
      <link>https://trid.trb.org/View/401504</link>
      <description><![CDATA[The undertaking of a research project to investigate one-man bridge operation at night is discussed. The project is sponsored by the UK Department of Transport and the College of Maritime Studies in Warsash.  Work began in November 1988. The research involves the conduct of trials that compare bridge operations with and without a lookout, during the day and at night; the initial use of vessels under 1,600 gross tons in the limited European area; the determination of whether such vessels can operate safely without a rating lookout in the hours of darkness; the investigation of whether additional equipment is required to ensure safe operation without a rating lookout.]]></description>
      <pubDate>Thu, 21 Jul 1994 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/401504</guid>
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    <item>
      <title>STEERING CONTROLS FOR A ONE-MAN BRIDGE</title>
      <link>https://trid.trb.org/View/401868</link>
      <description><![CDATA[Designing a one-man bridge appears to be a complex job that involves a new set of human and technical considerations. Layout and instrumentation, and specifically the design of steering control systems, are important among these considerations and are discussed by the author.  The three figures that illustrate the text show the layout of the control system for the twin rudders of two new Carnival cruise liners; an example of an illuminated overhead panel; and a diagram of the simple and basic control hierarchy for steering gear systems that is preferred by many system suppliers.]]></description>
      <pubDate>Thu, 21 Jul 1994 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/401868</guid>
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      <title>THE NEEDS OF EUROPEAN SHIPOWNERS</title>
      <link>https://trid.trb.org/View/402318</link>
      <description><![CDATA[A brief background on West European merchant fleets is first presented. A paramount factor affecting them is then described as being the internationalization of ship operations and standards. In seeking to be more competitive, European shipowners must employ technological advances that make ships easier to operate and enable one-man ship control from the bridge. What the shipowners can expect by way of radionavigational aids in this regard by the year 2000 is then discussed. Lastly, the human element in safe navigation is considered.]]></description>
      <pubDate>Thu, 21 Jul 1994 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/402318</guid>
    </item>
    <item>
      <title>NAVIGATION AIDS</title>
      <link>https://trid.trb.org/View/402345</link>
      <description><![CDATA[Navigational aids take many forms, ranging from shore-based lights to modern onboard computer systems. This feature takes a look at some of the high-technology equipment and its implications for ship operations. Its first article tells of developments at Krupp Atlas that are in the vanguard of navaid technology. The next discusses integrated bridge systems from Sperry that use a ring distribution network for the transmission of information between sensors and are suitable for one-man bridge operation. The third describes a new radar for river navigation, the RSR 1000 from Kelvin Hughes. The fourth is about the Plath VHF Direction Finder, suitable for use aboard ship and, as recommended by the IMO, at Vessel Traffic Service centers. The final article is a brief item telling how the Baltic port of Klaipeda, in the USSR, has commissioned a vessel traffic control system, and outlining the components of the system.]]></description>
      <pubDate>Thu, 21 Jul 1994 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/402345</guid>
    </item>
    <item>
      <title>SHIPBOARD INTEGRATION--THE FULL STORY</title>
      <link>https://trid.trb.org/View/402553</link>
      <description><![CDATA[By becoming the first ship classified for single-man bridge operation, the PETROBULK MARS, an 84,000 grt products carrier, has heralded a new era for shipboard manning. This feature assesses the impact of electronic integration, the phenomenon that is at the heart of this development and that is revolutionizing ship design and operation. The first half of the feature is an article titled "Integration: the Philosophy." It asks how much integration is genuinely needed, and whether customers' needs or designers' skills are driving development. The second half, "Integration:  the Hardware," describes how electronics manufacturers are responding to the integration challenge and what is on the market for shipowners.]]></description>
      <pubDate>Thu, 21 Jul 1994 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/402553</guid>
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    <item>
      <title>IMO AND ONE-MAN WATCHKEEPING</title>
      <link>https://trid.trb.org/View/403229</link>
      <description><![CDATA[In January 1989, the Subcommittee on Safety of Navigation of the IMO's Maritime Safety Committee established a Working Group to develop "clear guidelines" for the conduct of "trials and experiments of single-man watchkeeping." The Working Group prepared a document entitled "Draft Provisional Guidelines for Conducting Trials and Experiments in Which the Officer of the [Bridge and] Navigational Watch Acts as the Sole Look-Out [During Periods of Darkness] [When There is No Daylight." This article reprints the text of the document.]]></description>
      <pubDate>Thu, 21 Jul 1994 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/403229</guid>
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    <item>
      <title>NIGHTMARE WORLD OF THE ONE MAN BRIDGE OPERATION</title>
      <link>https://trid.trb.org/View/403457</link>
      <description><![CDATA[Theoretically, the technology to operate ships round the clock with a single watchkeeper already exists. This article is written from a viewpoint of strong opposition to one-man bridge operation (OMBO). It poses three questions that should be addressed before OMBO is even contemplated. These are: whether OMBO is really safe; whether it is economically justifiable; and whether it is socially desirable. Reasons are given why all three questions should be answered in the negative.]]></description>
      <pubDate>Thu, 21 Jul 1994 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/403457</guid>
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      <title>MINIMUM MANNING OF SHIPS BRIDGES</title>
      <link>https://trid.trb.org/View/403567</link>
      <description><![CDATA[A one-man bridge watch, even when a ship is on autopilot, is illegal by night. This rule is shown to be one that has always been disregarded by officers and vessel operators. The author shows that assigning an additional watchkeeper under conditions of heavy weather, and especially when deck cargo is stowed aboard, is a valid idea. Other factors critical to bridge manning, such as length of voyage, human fatigue, workshifts, vessel traffic and alarm systems, are explained. The urgency of those safety matters is underscored by the occurrence of one accident at sea for every passing month.]]></description>
      <pubDate>Thu, 21 Jul 1994 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/403567</guid>
    </item>
    <item>
      <title>UK DEPARTMENT OF TRANSPORT TRIALS ON ONE-MAN BRIDGE OPERATIONS (OMBO), 1989</title>
      <link>https://trid.trb.org/View/403568</link>
      <description><![CDATA[The study described, which was sponsored by the Marine Directorate of the UK Department of Transport, begins an evaluation of bridge operations in ships of less than 1,600 grt with and without a rating lookout by night.  Two onboard maritime researchers collected data from two specific ships, each fitted with a Bridge Safety Alarm (BSA) system, over a 15-week period from February to May 1989. Based on the field tests and a literature review, various conclusions relating to the practicability of one-man bridge operations are enumerated. Changes to the bridge safety alarm system are recommended.]]></description>
      <pubDate>Thu, 21 Jul 1994 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/403568</guid>
    </item>
    <item>
      <title>WATCH ONE--TRIALS AND RESULTS</title>
      <link>https://trid.trb.org/View/403579</link>
      <description><![CDATA[A comprehensive description is given of the methodology and results of actual sea trials by seven participating ships in the development of the "Watch-One" concept of bridge operation. Criteria that are crucial to one-man bridge operation were analyzed and then evaluated during the actual trials performed by a maritime group led by Det norske Veritas. It is pointed out that the decision to use single- man watchkeeping should be determined less by time of day or night than by more critical circumstances, such as visibility and traffic conditions. Workload, fatigue, and personnel competence are additional criteria directly related to the level of efficacy of bridge manning. Bridge ergonomics and instrumentation, as well as alarm and monitoring systems, are shown to be other areas where navigational safety in one-man bridge operation can be enhanced.]]></description>
      <pubDate>Thu, 21 Jul 1994 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/403579</guid>
    </item>
    <item>
      <title>CRIMINAL LIABILITIES</title>
      <link>https://trid.trb.org/View/403607</link>
      <description><![CDATA[The articles comprising this feature on the subject of criminal liabilities are: "Criminal Liabilities of Marine Services," "Criminal Liability in Shipping--The Changing Emphasis," and "Aspects of the Shipmaster's Liabilities." All reproduce or extract papers presented at the maritime law forum, "Criminal Liabilities in Shipping," organized by the London Branch of the Nautical Institute in early 1990. The matters discussed include: how incident investigations develop; what makes a criminal; shipmaster's liability; the right of the master to be cautioned concerning his rights in any investigation; owner's liability; the HERALD OF FREE ENTERPRISE case; the BOWBELLE/MARCHIONESS collision; the power of the police to take blood samples; fines and jail sentences, including the jail sentence given the master of the IRVING FOREST as a result of the vessel's striking an oil rig; the legal ramifications of one-man bridge operation; the presence of alcohol in the bloodstream; fatigue; and the proper delegation of authority.]]></description>
      <pubDate>Thu, 21 Jul 1994 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/403607</guid>
    </item>
    <item>
      <title>ONE-MAN BRIDGE OPERATIONS IN THE SHORT-SEA TRADES</title>
      <link>https://trid.trb.org/View/403778</link>
      <description><![CDATA[The writer of this letter to the editor comments upon the risks that he feels are entailed in one-man bridge operations in the short sea trades.  The greatest of the dangers is fatigue, which he describes as being a constant problem because of insufficient time given to rest. The presence of a lookout as a backup to the Officer of the Watch would be helpful under these circumstances, but many ships do carry a lookout.]]></description>
      <pubDate>Thu, 21 Jul 1994 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/403778</guid>
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