Bridge Watch Keeping - 2nd Mates (FG).

Watch Keeping Arrangements & Procedures: -

Maintaining a safe navigational watch is to be adhered to, by all
means, following the operational guidelines for officers taking
responsibility of the watches. The Bridge organization should
ensure following:

 Safe manning
 Navigational safely – COLREGS ’72. (Rules 1 to 38)
 Protection of the marine environment
 An effective bridge organization
 Good communication & teamwork.
 Need for proper lookout
 Elimination of dangerous situation resulting from risk of error
by one person.

 Navigation policy - the ISM Code.

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 The Officer on watch (OOW) should perform their duties
effectively for the safety of life, property & the ship besides
environmental protection. The OOW is the representative of
the Master and should act in accordance with the relevant
rules & regulations of STCW.

Initially and at any time on passage, Master shall review

manning levels, considering weather, restricted waters, traffic
conditions, operational level of Equipment’s& fatigue levels
of Bridge teams. For example, many occasions may
necessitate calling a lookout man, Master or a backup officer
on bridge.

Master has the overriding authority and responsibility with

respect to safety & pollution prevention. The Company has
established English as a working language on board.

 These requirements are as per Chapter VIII of STCW Code.

I. Watch keeping: -
The ships personal are divided into various groups for the
uninterrupted operation of vessel. In the traditional watch-
keeping system at sea, the watch keeping teams are divided
into 3 groups. Each watch has 4 hours duration & each
watch-keeper has to keep 8 hours watch a day, with in
between rest for 8 hours, while at sea.
II. Fitness for Duty

All persons who are assigned duty as officer in charge of a

watch or as a rating forming part of a watch shall be provided
with a rest period of not less than:
 a) a minimum of 10 hours of rest in any 24-hour period; and
b) 77 hours in any 7-day period.
c) The hours of rest may be divided into no more than two
periods, one of which shall be at least 6 hours in length,
and the intervals between consecutive periods of rest shall
not exceed 14 hours.

Rest periods laid down above need not be maintained in case

of an emergency or in other overriding operational conditions.
Musters, firefighting and lifeboat drills, and drills prescribed by
national laws and regulations and by international instruments,
shall be conducted in a manner that minimizes the disturbance
of rest periods and does not induce fatigue.

Records of daily hours of rest of seafarers are to be maintained

in a standardized format & available for monitoring onboard.
The Seafarer shall receive a copy of the record duly signed by
Master & the seafarer, which may be subjected to verification
by the regulatory bodies.
III. Application and intent of COLREGS ’72 during watch-
keeping:

Always comply with the COLREGS ’72 & ensure following;

a) Conduct of vessels under steering & sailing rules,

b) Display correct lights & shapes
c) Make correct sound & light signals.
d) Caution when approaching other vessels, as they may not
display their correct light or shape signals.
e) Where traffic flow is regulated (like port approaches &
TSS), expect heavy traffic. In these circumstances it is
prudent to allow extra sea room, as long as it is safe to do.

IV. Comply with following for collision avoidance detection

and early actions;
 a) In clear weather take frequent compass bearings.
b) Take extra care of large ships, tows or ships at close
range.
c) Keep in mind that even with bearing change, risk of
collision may exist.
d) Use Radar & radar plotting aids effectively for assessing
risk of collision.
e) Early & positive identifications and actions should always
be taken.
f) Check and ensure that actions taken are having desired
effect.
g) VHF radio should not be used for collision avoidance.
h) Strictly avoid wastage of time, misunderstandings and
miscommunications.

V. Recording of bridge activities is essential;

a) Proper, formal record of navigational activities in logbooks is

required.
b) Course recorders, echo sounders, NAVTEX receivers etc.
records are to be retained for the voyage suitably with date &
time marked.
c) To allow ship's actual track to be reconstructed, sufficient
information of position, course & speed should be recorded
in the bridge logbook or using approved electronic means.
d) All positions marked on the navigational charts should be
retained until the end of the voyage.

Watch keeping arrangements and principles to be observed: -

Part 1 – Certification.

1. The officer in charge of the navigational or deck watch shall

be duly qualified in accordance with the provisions of chapter II
or chapter VII of STCW appropriate to the duties related to
navigational or deck watch-keeping.
2. The officer in charge of the engineering watch shall be duly
qualified in accordance with the provisions of chapter III or
chapter VII appropriate to the duties related to engineering
watch-keeping.

Part 2 – Voyage Planning: General requirements.

3. The intended voyage shall be planned in advance, taking

into consideration all pertinent information, and any course laid
down shall be checked before the voyage commences.

4. The Chief engineer officer shall, in consultation with the

Master, determine in advance the needs of the intended
voyage, taking into consideration the requirements for fuel,
water, lubricants, chemicals, expendable and other spare parts,
tools, supplies and any other requirements.

5. Planning prior to each voyage:

The Master of every ship shall ensure that the intended route
from the port of departure to the first port of call is planned
using adequate and appropriate charts and other nautical
publications necessary for the intended voyage.

6. Verification and display of planned route:

When the route planning is verified, taking into consideration all

pertinent information, the planned route shall be clearly
displayed on appropriate charts and shall be continuously
available to the officer in charge of the watch. OOW shall verify
each course to be followed prior to using it during the voyage.

7.Deviationfrom planned route:

If a decision is made, during a voyage, to change the next port

of call of the planned route, or if it is necessary for the ship to
deviate substantially from the planned route for other reasons,
then an amended route shall be planned prior to deviating
substantially from the route originally planned.

Part 3 – Watch-keeping Principles in general.

8. Watches shall be carried out based on the following bridge

and engine-room resource management principles:
a) proper arrangement for watch-keeping personnel shall
be ensured in accordance with the situations and
resources.
b) any limitation in qualifications or fitness of individuals
shall be taken into account when deploying watch-
keeping personnel;
c) understanding of watch-keeping personnel regarding
their individual roles, responsibility and team roles shall
be established;
d) Watch-keeping personnel shall understand functions and
operation of installations/equipment, and be familiar with
handling them;
e) Watch-keeping personnel shall understand information
and how to respond to information from each
station/installation/equipment. This information shall be
shared amongst all watchkeepers.
f) Watch-keeping personnel shall maintain an exchange of
appropriate communication in any situation;
g) Watch-keeping personnel shall notify the Master/Chief
engineer officer/officer in charge of watch duties without
any hesitation when in any doubt as to what action to
take in the interest of safety.

Part 4 – Watch-keeping at sea.

Principles applied for watch-keeping (General).

9. Parties shall direct the attention of companies, Masters,

Chief engineer officers and watch-keeping personnel to the
General principles, which shall be observed to ensure that safe
watches are maintained at all times.

10. The Master of every ship is bound to ensure that watch-

keeping arrangements are adequate for maintaining a safe
navigational or cargo watch. OOW should follow Master’s
watchkeeping instructions in totality.

11. The Chief engineer officer of every ship is bound, in

consultation with the Master, to ensure that watch-keeping
arrangements are adequate to maintain a safe engineering
watch.

12. Protection of marine environment.

The Master, officers and ratings shall be aware of the serious

effects of operational or accidental pollution of the marine
environment and shall take all possible precautions to prevent
such pollution.

Part 4-1. Principles to be observed in keeping a

navigational watch.

13. The officer in charge of the navigational watch is the

Master’s representative and is primarily responsible at all times
for the safe navigation of the ship and for complying with the
International Regulations for Preventing Collisions at Sea,
1972, as amended.

Lookout:

14. A proper lookout shall be maintained at all times in

compliance with rule 5 of the International Regulations for
Preventing Collisions at Sea, 1972, as amended and shall
serve the purpose of:

a) maintaining a continuous state of vigilance by sight and

 hearing, as well as by all other available means, with
regard to any significant change in the operating
environment;
b) fully appraising the situation, the risk of collision and other
dangers to navigation;
c) detecting ships or aircraft in distress, shipwrecked
persons, wrecks, debris, and other hazards to safe
navigation.

15. The lookout must be able to give full attention to the

keeping of a proper lookout and no other duties shall be
undertaken or assigned which could interfere with that task.

16. The duties of the lookout and helmsperson are separate

and the helmsperson shall not be considered to be the lookout
while steering, except in small ships where an unobstructed all-
round view is provided at the steering position. Also, there is no
impairment of night vision or other impediment to the keeping of
a proper lookout.

The officer in charge of the navigational watch may be the sole

lookout in daylight provided, it is established that it is safe to do
so.

Sole look out:

Under the STCW Code, the OOW may, in certain circumstances

when the Master has decided that it is safe to do so, be the sole look-
out in daylight.
In making this decision, the Master should consider certain factors
including:
• Weather conditions;
• Visibility;
• Traffic density;
• Proximity of dangers to navigation;
•Attention needed when navigating in or near a traffic separation
scheme (TSS); and
Defects affecting aids to navigation, propulsion or steering.

The Master should also be satisfied that:

• The OOW is fit for duty;
• The ability of the OOW to safely navigate the ship is not
compromised by the volume of the anticipated workload;
• The OOW knows who will provide back-up assistance, in what
circumstances back-up should be called and how to call it quickly;
and
• Back-up personnel are aware of required response times and any
limitations on their movements, and they can hear and respond to
alarms or communication calls from the bridge.

The OOW should not be the sole look-out during hours of darkness.

17. In determining that the “composition of the navigational

watch” is adequate to ensure that a proper lookout can
continuously be maintained comply with those described in this
section of the STCW Code, as well as the following factors:

a) visibility, state of weather and sea;

b) traffic density, and other activities occurring in the area in
which the vessel is navigating;
c) the attention necessary when navigating in or near traffic
separation schemes or other routeing measures including
any additional workload, if any.
d) the fitness for duty of any crew members on call who are
assigned as members of the watch;
e) the knowledge and experience of each officer of the
navigational watch, and the familiarity of that officer with
the ship’s equipment, procedures, and maneuvering
capability;
f) radio communication activities, and the operational status
of bridge instrumentation and controls, including alarm
systems;
g) rudder and propeller control and ship maneuvering
 characteristics;
h) the size of the ship and the field of vision available from
the conning position;
i) to ensure detection by sight and hearing, any external
development;
j) any other relevant standard, procedure or guidance
relating to watch-keeping arrangements and fitness for
duty which has been adopted by the Organization.

Watch arrangements:

18. When deciding the composition of the watch on the bridge,

which may include appropriately qualified ratings, the following
factors, inter alia, shall be taken into account:

a) at no time shall the bridge be left unattended;

b) weather conditions, visibility and whether there is daylight
or darkness;
c) proximity of navigational hazards which may make it
necessary for the officer in charge of the watch to carry
out additional navigational duties;
d) use and operational condition of navigational aids such as
ECDIS, radar or electronic position-indicating devices and
any other equipment affecting the safe navigation of the
ship;
e) whether there are radio duties to be performed;
f) Procedures for use of unmanned machinery space (UMS)
controls, alarms, and indicators.
g) any unusual demands on the navigational watch that may
arise as a result of special operational circumstances.

Handing / Taking overNavigationalwatch:

19. The officer in charge of the navigational watch shall not

hand over the watch to the relieving officer if there is reason to
believe that the latter is not capable of carrying out the watch-
keeping duties effectively, in which case the Master shall be
notified.

20. The relieving officer shall ensure that the members of the
relieving watch are fully capable of performing their duties,
particularly as regards their adjustment to night vision.

Relieving officers shall not take over the watch until their vision
is fully adjusted to the light conditions.

21. Prior to taking over the watch, relieving officers shall satisfy
themselves as to the ship’s estimated or true position and
confirm its intended track, course and speed, and UMS controls
as appropriate and shall note any dangers to navigation
expected to be encountered during their watch.

22. Relieving officers shall personally satisfy themselves

regarding the:
1) standing orders and other special instructions of the
Master relating to navigation of the ship;
2) position, course, speed and draught of the ship;
3) prevailing and predicted tides, currents, weather, visibility
and the effect of these factors upon course and speed;
4) procedures for the use of main engines to maneuver when
the main engines are on bridge control;
5) navigational situation, including, but not limited to:

i. the operational condition of all navigational and safety

equipment being used or likely to be used during the
watch;
ii. the errors of gyro and magnetic compasses;
iii. the presence and movement / location of ships in sight or
known to be in the vicinity;
iv. the conditions and hazards likely to be encountered during
the watch;
v. the possible effects of heel, trim, water density and squat
 on under-keel clearance.

23. If, at any time, the officer in charge of the navigational

watch is to be relieved when a manoeuvre or other action to
avoid any hazard is taking place, the relief of that officer shall
be deferred until such action has been completed.

 The following are to be checked during Handing / Taking

over watch during normal conditions.

1. Be on watch 10-15 minutes earlier always and at nighttime, it

helps to adjust the night vision.
2. Read and sign any orders from Master in night order book/
bridge order book.Check for any other verbal instructions by the
Master / Mate or notices to Engine room / Anchor stations.
3. Inspect all the charts likely to be used in the watch for the
following: -

Check courses to be steered, distances marked on the chart

and compare with the courses and distances as per the
passage plan for the voyage. Ensure that the largest scale
chart is used. Check that courses plotted are clear of dangers
to surface navigation. Check that ‘no go” areas are marked.

Check the unit of depth and that the courses are plotted clear of
shallows in accordance with company’s UKC policy. Check
estimated time for next alteration of course. Check wheel over
positions, abort points & contingency anchorages. Check for
land / island on the chart, radar conspicuous objects and
approx. time for the land fall on the radar. Check navigational
marks and their characteristics including lights & buoys. Check
if any reporting is to be done by SRS / VTS.

Read all relevant notes on the chart: - local magnetic

anomalies, correct, submarine exercise areas, firing zones,
special areas, information pertaining to offshore installations
etc.
Check the T & P notices relevant to the chart. Check if any low
pressure marked on the chart (including forecast low pressure).
Check if clocks/ calendar to be advanced / retarded. Refer to
routeing chart for all the climatological & tidal information.
Check normal atmospheric pressure for the area where the
vessel is navigating.

4. Ensure all the relevant publications are available for use for
the watch.
5. Read and sign the navigation & meteorological warnings
received and check if any information is relevant to own vessel.
6. Check the updates related to piracy, if applicable.
7. Check that weather fax and Navtexmessages are received
during previous watch.
8. Check the state of visibility and that the manning level of the
bridge is as per company’s instructions and all are fit.
9. Understand the traffic situation & discuss with the outgoing
OOW.
10. Check CPA/ TCPA limit on ARPA, whether Sea stabilized
or ground stabilized.
11. Check gyro & Magnetic courses steered by auto pilot and
any set allowed.
12. Check the tachometer & note down RPM
13. Check BNWAS, GPS, AIS and their settings are in order.
14. Ensure VHF is on and level of volume is audible enough.
15. Check various settings on ECDIS, SVDR/ VDR and Echo
sounder.
16. Check auto pilot for the settings, true course steered and
compasses compared.
17. Check smoke detector panel and status of automatic fire
doors/ watertight doors (if fitted).
18. Check if any permit has been issued as per SMS
procedures.
19. Should enquire if crewhas taken up any critical jobs. (Hold,
tank, confined spaces etc.)
20. Check that day light signaling lamp is working.
 21. Check operational condition of all navigational& GMDSS
equipment.
22. Check if vessel is unusually trimmed or listed and any
ballast or cargo transfer operations are in progress.
23. Check wind, sea and swell conditions.
24. Check the ships position once outgoing OOW has plotted it
and verify.
25. Check if any action is to be taken to abide with COLREGS.
26. Compare checklist for taking over watch & relevant
procedures in the SMS. Watch should not be taken over when
course is being altered for traffic or in case of a way point.

Checklist-1. Handing Over & Taking over Navigational

Watch.

Reliev Relievi
ed ng
Officer Officer
 Is there any reason to believe that the relieving
officer is not capable of carrying out the watch
keeping duties effectively?
(If so inform Master else proceed further down
the list) 
 Are all members of the relieving watch fully
capable of performing their duties?  
 Has the vision of all members of the relieving
watch fully adjusted to the prevailing light
conditions? 
 Has the relieving officer been acquainted with
the following information?
- standing orders and other special instructions
of the Master relating to navigation of the ship 
- position, course, speed and draught of ship 
- course plotted on chart 
- prevailing/predicted tides, currents, weather 
and visibility
- operational condition of all navigational 
 equipment and safety equipment on the
bridge
- gyro/magnetic compass errors 
- movement of vessels in vicinity/effect on own 
ship
- identification of shore lights, buoys etc. 
- conditions/hazards likely to be encountered 
on watch
- possible effect of any heel, trim, water density
and squat on under keel clearance.
 Any special Deck work in progress (as
applicable)
- Ballast/De-ballast operations
- Internal transfer of cargo
- Hatch / Tank cleaning operation/STS transfer
- Any other operations.

Performing Navigational Watch.

24. The officer in charge of the navigational watch shall:

a) keep the watch on the bridge;

b) under no circumstances leave the bridge until properly
relieved;
c) Continue to be responsible for the safe navigation of the
ship, despite the presence of the Master on the bridge,
until informed specifically that the Master has assumed
that responsibility and this is mutually understood.

25. During the watch, the course steered, position and speed
shall be checked at sufficiently frequent intervals, using any
available navigational aids necessary, to ensure that the ship
follows the planned course.

26. The officer in charge of the navigational watch shall have

full knowledge of the location and operation of all safety and
navigational equipment on board the ship and shall be aware
and take account of the operating limitations of such
equipment.

27. The officer in charge of the navigational watch shall not be

assigned or undertake any duties which would interfere with the
safe navigation of the ship.

28. When using radar, the officer in charge of the navigational

watch shall bear in mind the necessity to comply at all times
with the provisions on the use of radar contained in the
International Regulations for Preventing Collisions at Sea,
1972, as amended in force.

29. In cases of need, the officer in charge of the navigational

watch shall not hesitate to use the helm, engines and sound
signaling apparatus. However, timely notice of intended
variations of engine speed shall be given where possible or
effective use shall be made of UMS engine controls provided
on the bridge in accordance with the applicable procedures.

30. Officers of the navigational watch shall know the handling

characteristics of their ship, including its stopping distances,
and should appreciate that other ships may have different
handling characteristics.

31. A proper record shall be kept during the watch of the

movements and activities relating to the navigation of the ship.

32. It is of special importance that at all times the officer in

charge of the navigational watch ensures that a proper lookout
is maintained. In a ship with a separate chartroom, the officer in
charge of the navigational watch may visit the chartroom, when
essential, for a short period for the necessary performance of
navigational duties, but shall first ensure that it is safe to do so
and that proper lookout is maintained.

33. Operational tests of shipboard navigational equipment shall

be carried out at sea as frequently as practicable and as
circumstances permit. Whenever appropriate, these tests shall
be recorded. Such tests shall also be carried out prior to port
arrival and departure.

34. The officer in charge of the navigational watch shall make

regular checks to ensure that:

a) the person steering the ship, or the automatic pilot is

steering the correct course;
b) the standard compass error is determined at least once a
watch and, when possible, after any major alteration of
course; the standard and gyrocompasses are frequently
compared and repeaters are synchronized with their
master compass;
c) the automatic pilot is tested manually at least once a
watch;
 d) the navigation and signal lights and other navigational
equipment are functioning properly;
e) the radio equipment is to be functioning properly;
f) the UMS controls, alarms and indicators are functioning
properly. (STCW/CONF.2/34 I:\CONF\STCW\2\34.DOC)

35. The officer in charge of the navigational watch shall comply

with all the SOLAS 1974*, as amended regulations. The officer
of the navigational watch shall consider:

a) the need to station a person to steer the ship and to put

the steering into manual control in good time to allow any
potentially hazardous situation to be dealt with in a safe
manner;
b) that, with a ship under automatic steering, it is highly
dangerous to allow a situation to develop to the point
where the officer in charge of the navigational watch is
without assistance and has to break the continuity of the
lookout in order to take emergency action.

36. Officers of the navigational watch shall be thoroughly

familiar with the use of all electronic navigational aids carried,
including their capabilities and limitations including the echo-
sounder which is a valuable navigational aid.

37. The OOW shall use the radar whenever restricted visibility
is encountered or expected, and at all times in congested
waters, having due regard to its limitations.

38. The OOW shall ensure that the Radar range scales
employed are changed at sufficiently frequent intervals so that
echoes are detected as early as possible. It shall be borne in
mind that small or poor echoes may escape detection.

39. Whenever radar is in use, select the appropriate range

scale andensure that plotting or systematic analysis is
commenced in ample time.
40. The officer in charge of the navigational watch shall
“notifyMaster”when in doubt.

 Various occasions when OOW should “call Master” on

the bridge, while on navigation watch is enlisted below:

The Officer on Watch (OOW) when on duty is in charge of

the ship’s navigation and safety. While on the bridge,
he/she is the representative of the ship’s Master and must
carry out all the orders as put forth by the Master.

While navigating the ship, the officer in charge has to take

independent decisions to ensure a smooth passage of the
ship. However, a list of situations, wherein the officer on
watch must call Master to the bridge to avoid any kind of
danger for the ship is prepared for compliance as follows.

a) Danger to the ship due to traffic or movement of other ships.

b) Dangerto ship or ship’s stability because of heavy weather.
c) Malfunctioning of alarms or Signaling equipment.
d) On encountering restricted visibility.
e) Difficulty in maintaining a proper course.
f) Breakdown of propulsion system, steering gear, or
machinery or any Navigational equipment.
g) During maneuvering.
h) On unexpected sighting of land or navigation mark.
i) On encountering navigational hazards such as rocks,
icebergs, shipwrecks, uncharted objects etc.
j) Failure to sight land or navigation mark.
k) Sudden change in sounding or readings inappropriately.
l) On encountering suspicious ship or boat heading towards
your ship (especially in piracy affected areas).
m) Breakdown of radio equipment’s or on receiving
emergency or any important message fromnearby port or
ship or RCC.
n) As per Masters standing orders and daily Night orders.
o) Apart fromtheabove-mentioned situations, the officer in
charge should always call Master in case of an emergency or
when in doubt about a particular situation.

Once on the bridge, Master may take the control of the ship
and will inform OOW. This can to be recorded in the ship’s
logbook.

41. Despite the requirement to notify Master immediately in the

foregoing circumstances, the officer in charge of the
navigational watch shall, in addition, not hesitate to take
immediate actions for the safety of the ship, where
circumstances so require.

When the Master has arrived on the bridge, his decision to take
over control of the bridge from the OOW must be clear &
unambiguous.

42. The OOW shall give watch-keeping personnel all

appropriate instructions and information which will ensure the
keeping of a safe watch, including a proper lookout.

Navigation - General principles:

 Description of the bridge team:

a) Bridge Team means all persons with bridge navigational

watch duties with OOW as in-charge.
b) Master and Pilot will support the team, which will comprise
OOW, helmsman & look-out(s) as required.
c) Bridge team mustwork together closely, both within a
particular watch & across watches.
d) Bridge shall maintain communications with the engine
room & other operating areas on the ship.
e) Master - Overriding authority and responsibility with
 respect to safety & pollution prevention.
f) The bridge team should have a clear understanding of:

1) information to be routinely reported to the Master

2) requirements to keep the Master fully informed
3) Circumstances under which the Master should be
called.
4) Master’s decision to take over control should be clear
and unambiguous duties.

g) Duties of bridge team should be clearly assigned.

h) Team members should confirm that they understand the
tasks & duties assigned to them.
i) During routine sea passages or port approaches the
bridge team must also work as an effective team and
communicate effectively.
j) All non-essential activity on the bridge should be avoided.
k) Ability of ship's personnel to co-ordinate & communicate
effectively is vital during emergency situations.

 In case of deviation from or leaving the passage plan,

comply following;
o Temporary deviation - return to original plan as soon
as safe.
o If the OOW has to leave the passage plan track (say,
reporting of ice may require alteration of course),
then the OOW should prepare & proceed along a
new temporary track clear of any danger.
o At the first opportunity, inform Master
o Plan will need to be formally amended & a briefing
made to other members of the bridge team.
 The STCW advises Governments to prescribe a maximum
blood alcohol level of 0.08 % (asper OCIMF 0.04%) during
watch-keeping and prohibit alcohol consumption prior to
watch commencement.
 The STCW requires OOW to have knowledge of written &
spoken English that is adequate to understand Charts,
 navigational publications, Meteorological information& all
messages concerning ships safety & operations and
adequate to communicate with other ships, ports & coast
stations.
 Every ship owning and management company shall have
a Navigation policy & company SMS procedure. The
guidelines shall cover;

1) Safety of life & ship which gets precedence over all

considerations;
2) Allocation of bridge watch keeping duties & responsibilities
3) Procedures for voyage planning & execution;
4) Chart & nautical publication correction procedures;
5) Operation of all equipment &machinery;
6) Advice concerning emergency responses;
7) Ship position reporting procedures;
8) Accident & near miss reporting procedures;
9) Recording of voyage events;
10) Familiarization training & handover at crew changes;
11) Recognized system for identifying special training needs;
12) Company contacts including DPA under ISM.

 Master's standing orders, as per SMS manual should be

written to reflect Master's own particular requirements &
circumstances specific to the ship, her trade & the
experience of the bridge team employed at that point in
time.

Standing orders & instructions should operate without conflict

within the ship's safety management system.

Masters standing orders should be read by all officers before

the voyage commences, signed & available on bridge.

These are to be supplemented with Master’s night

orderswith specific instructions for the night, well understood
and duly acknowledged by each watch-keeper. The handing
 over watch-keeper shall explain & clarify the contents as
required to the taking over watch-keeper.

Monitoring the progress of the ship;

Good navigational practice demands that the OOW;

a) Understands capabilities & limitations of navigational aids

& systems and continually monitors their performance;
b) Uses the echo sounder to monitor changes in water depth;
c) Uses dead reckoning techniques to check position fixes;
d) Cross checks positions using independent sources
e) Particularly important when using GPS or Loran-C etc.
f) Uses visual navigation to support electronic aids -
landmarks (coastal areas) celestial navigation (open
water).
g) Does not become over reliant on automated navigational
equipment, including electronic chart systems, thereby
failing to make proper navigational use of visual
information.

Plotting positions from electronic position-fixing systems.

The OOW should bear in mind that:

 If chart datum differs from the datum (usually WGS84) used
by the electronic position-fixing system, a datum shift will
have to be applied to the position co-ordinates before they
are plotted on the chart:

 On charts with very old survey source data, accuracy may be

poor in certain areas: OOW should not rely totally on
electronic position fixing and should use visual & radar
techniques to maintain safe distances off land / obstruction.

Checklist-2 . Navigation. Daily tests & Checks.

  Have the following equipment been tested /checked:
- bridge telephones 
- bridge watch-keeping radio telephony receiver, VHF
radio telephone, Navtex 
- clocks and chronometers 
- general emergency alarm signal 
- Radio Room auto alarm/internal test of DSC on
VHF/MF/HF, printers and batteries on/off load 
- ship's whistle (no trials in poor visibility or when
other vessels are nearby) 
- radars (if in use) 
- navigation light panel and alarm 
- navigational aids in use for position fixing 
- Automatic Identification System (AIS) 
- Communication with Master’s telephone and ECR
telephone 

Check list-3. Navigation. Passage Plan Appraisal

(Including plans & publications to be referred).

 Largest scale (appropriate) charts for the passage 

selected?
 All charts to be used, corrected up to date from latest 
information available?
 All navigational warnings affecting the area, including 
ice information, if applicable applied to the plan?
 Sailing directions, lists of lights and other relevant 
publications on board corrected up to date?
 Draught of the ship during the various stages of the
passage estimated and availability of adequate under 
keel clearance confirmed?
 Sailing directions/Ocean Passages for the World 

 Current atlas consulted to obtain direction and rate of 

set?
 Tide tables and tidal atlas consulted to obtain times, 
 heights, direction and rate of set?
 Climatological information for weather characteristics of 
the area taken into account?
 Charted navigational aids and coastline characteristics 
for landfall and position monitoring purposes studied?
 Requirements of traffic separation and routeing scheme 
checked?
 Volume and flow of traffic likely to be encountered/ 
considered?
 Adequate coverage of position fixing methods, including 
the range and viable use of radio aids ensured?
 The maneuvering characteristics of the ship studied to
decide upon safe speed and, where appropriate, 
allowance for turning circle at course alteration points?
 (If a Pilot is to be embarked) A careful study of the area
at the Pilot boarding point for pre-planning intended 
maneuvers made?
 All available port information data studied? 

 Any additional items that may be required by the type of

ship, the particular locality, or the passage to be 
undertaken, checked?
 Any effects due to type/stowage of the cargo (e.g. 
dangerous cargo/Deck cargo) accounted for?
 Confirm load-line regulations are not infringed? 

 Confirm warranty limits are not infringed? 

 Confirm vessel not entering war zone inadvertently? 

 Checklist-4. Navigation. Passage Planning.

 Does the passage plan indicate the following items?

- course tracks and distances with respective margins

of safety.
- radar conspicuous targets should be prominent.
- projected with ETA(s) at alter course positions.
- tidal streams with indicated maximum/minimum
rates and directions.
- visible landmarks, transits or clearing bearings.
- VHF calling/communication points.
- where expected use of the echo sounder would be
anticipated.
- next chart indication to allow positional transfer.
- crossing traffic or known areas of heavy traffic
density.
- traffic separation schemes and relevant references.
- those positions on route where extra personnel may
be required.
- station call points for advising the Master, engine
room, pilot stations etc.
- positions where anchors should be prepared.
- advance warning of potential hazards or dangers.
- raising/dipping ranges of lights that would aid
position fixing methods.
- alternative position fixing methods for night or day
passage.
- those positions where manual steering must be
engaged.
- navigational warnings that might be currently
affecting chart.
- navigational radio aids and their accuracy within
charted area.
- ‘no go’ areas highlighted.
- position reporting schemes’ format available.
 Watch-keeping under different conditions and in different
areas.

 Clear weather:

Even-though clear weather & open waters is considered to be

easier for Navigation, incidents & accidents have happened
many times. Hence same level of caution is to be exercised in
these conditions too.

43. The officer in charge of the navigational watch shall take

frequent and accurate compass bearings of approaching ships
as a means of early detection of risk of collision and shall bear
in mind that such risk may sometimes exist even when an
appreciable bearing change is evident, particularly when
approaching a very large ship or a tow or when approaching a
ship at close range.

The officer in charge of the navigational watch shall also take

early and positive action in compliance with the applicable
International Regulations for Preventing Collisions at Sea,
1972, as amended and subsequently check that such action is
having the desired effect. A lookout is a must, even if you do
not sight any ships for long during open sea passages.

When planning ocean passages, consult following:

 small scale ocean planning &routeing charts providing

information on ocean currents, winds, ice limits etc.;
 gnomonic projection charts for plotting great circle routes, if
required;
 Load line zone chart
 charts showing any relevant ships' routeing schemes.
 Anticipated meteorological conditions. E.g.
o favorable ocean currents
o Ice / poor visibility
o Seasonal TRS activity
o Weather routeing services - ALRS & Volume D of IMO
 Landfall targets radar & visual ranges, rising & dipping
ranges & arcs/colors of sectored lights.

44. In clear weather, whenever possible, the officer in charge of

the navigational watch shall carry out radar practice.

Check list-5 . Navigation. Deep sea.

 Is keeping a lookout-out being given due priority 

 Have all charts and nautical publications to be used
been corrected up to date? 
 Have Checklists for HO/TO of watch & Passage Plans
been complied? 
 Are Navarea warning broadcasts being monitored? 
 Are long-range weather reports being monitored? 
 Are changes to local weather being monitored and
barometer regularly observed? 
 Is the ship participating in ship reporting systems (e.g.
INSPIRES, AMVER)? 
 Is the ship’s position being fixed at regular intervals? 
 Are the errors of gyro/magnetic compasses being
checked once a watch? 
 Are celestial navigation techniques being practiced? 
 Is the vessel steering the desired course? 
 Have measures been taken to protect the environment
from pollution by the ship and to comply with applicable
pollution regulations? 

 Restricted visibility.

45. When restricted visibility is encountered or expected, the

first responsibility of the officer in charge of the navigational
watch is to comply with the relevant rules of the International
Regulations for Preventing Collisions at Sea, 1972, as
amended with particular regard to the sounding of fog signals,
proceeding at a safe speed and having the engines ready for
immediate maneuver.

Normal procedures for safe Navigation are to be complied with,

besides following.

1. During restricted visibility, inform the Master immediately.

2. Inform E/R & reduce speed of the vessel. Check the
tachometer to ensure that RPM is being reduced, to comply
with COLREGS rule no 19. (Power Driver vessel must have
engines ready for immediate maneuver).
3. Visual Observance: Check all the targets visually, especially
smaller targets that may not be picked up by radar.
4. Change in bridge watch keeping level: In consultation with
Master, deploy look outs and, check for any sound signal from
other vessels in the vicinity.
5. Whistle: Ensure that the whistle is working properly and start
fog signals.
6. Navigation Lights: Switch on the navigation lights if not
already done and check that all these lights are burning
properly.
7. Radar & ARPA: Start acquiring the targets on Radar
&HOARPA. Check AIS targets and compare data of both ARPA
and AIS.
8. Hand steering: Revert to hand steering, switch on another
steering pump if not done earlier.
9. Stop works on deck, if required: Stop any job which may
prevent sound signal of other vessels to be heard properly.
10. Open Bridge Doors: Ensure that the bridge doors are kept
open and is without any obstruction for easy bridge wing
access.
11. VHF: Ensure VHF channel 16 is switched on and is audible
enough for all the safety related messages.
12. Keeping record: Keep record of all activities on the bridge.
 13. Follow all Procedures: Follow all the SMS procedures
including compliance of any check list for restricted
visibility.Company instructions for bridge manning level must be
complied with. Resting periods must be taken care of.

Check list-6 (Additional). Navigation. Restricted Visibility.

 Have the following equipment been brought into

operation?
- radar, ARPA or other plotting facilities 
- manual steering 
- VHF 
- fog signaling apparatus 
- navigation lights 
- echo sounder, if in shallow waters 
- watertight doors, as appropriate 
 Have lookout(s) been posted? (in a position where
sound signals can be heard and light from other
vessels, buoys can be seen) 
 Have the Master and engine room been informed? 
 Have engines been put on stand-by? 
 Are the 1972 International Regulations for Preventing
Collisions at Sea (COLREGS) being complied with,
particularly with regard to Rule 19 and proceeding at a
safe speed? 
 Is the ship ready to reduce speed, or turn away from
danger? 
 If the ship's position is in doubt, has the possibility of
anchoring been considered? 

 Handing over / Taking over watch in restricted visibility or

at night at sea.

Towards the procedures of handing over / taking over watch in

restricted visibility, all the requirements of normal handing
over / taking over watch is to be followed and in particular
following.

1. Master and Engine roominformed. Master is expected to be

on bridge immediately and Engine room shall be ready to
reduce speed, if required.
2. Appoint adequate manpower including lookout personnel.
3. Keep the Fog horn ready and sound it as per COLREG.
4. For restricted visibility situation, the OOW should know the
stopping distance of the ship at any particular RPM in order to
control the ship during emergencies.
5. Reduce the speed of the ship depending on visibility and
traffic.
6. Ensure Navigation Equipments and lights are Working
Properly:
7. The OOW must ensure that the navigation charts are
properly checked for correct routeing and a good radar watch is
carried out.
7. Stop all other normal deck works, if required.
8. Ensure that the bridge door is kept open and is without any
obstruction for easy bridge wing access
9. Follow all the important procedures for restricted visibility as
mentioned in COLREG Rule-19 and monitor channel 16
continuously.

Blind pilotage means, the navigation of the ship through

restricted waters in low visibility with little or no recourse to the
visual observations of objects outside the ship. The principal
non-visual aid to navigation that enables this to be done is high
definition warning-surface Radar, but all available non-visual
aids are usable.

The key to Blind pilotage is the principle of the parallel indexing.

The running of a parallel index line provides real-time
information on the ships lateral position, relative to the planned
track. On chart, a line is drawn from the edge of a radar
conspicuous object, parallel to the planned track. The
perpendicular distance from the object to the track is then
measured (say 2 NM off). The range strobe on the Radar is
then set to this range (2 NM) and a line drawn on the Radar
display parallel to the planned course on a scale appropriate to
the range in use.

CHART RADAR

The Navigating Officer (NO) should remain on bridge in poor

visibility & conduct blind pilotage with another officer (Blind
safety officer -BSO) for monitoring & backup. Master should
have easy access to the blind pilotage position & Navigating
officer. In good visibility, the BSO acts as a useful check on the
visual plan. In marginal visibility, the bridge team continues use
of any visual information to supplement the Radar display. In nil
visibility, the Navigating officer conducts the blind pilotage from
the bridge Radar display, monitored by the BSO. Good
communication is required amongst the team members.
Parallel indexing is useful to verify that the ship passes a fixed
object at a desired safe distance. It does not fix the ships
position. It can be used on relative & ground stabilized true
motion of Radar.

In hours of darkness.

46. The master and the officer in charge of the navigational

watch, when arranging lookout duty, shall have due regard to
the bridge equipment and navigational aids available for use,
their limitations, procedures and safeguards implemented.

 Coastal and congested waters:

47. The largest scale chart on board, suitable for the area and
corrected with the latest available information, shall be used.
Fixes shall be taken at frequent intervals and shall be carried
out by more than one method whenever circumstances allow.
When using ECDIS, appropriate usage code (scale) electronic
navigational charts shall be used and the ship’s position shall
be checked by an independent means of position fixing at
appropriate intervals.

48. The officer in charge of the navigational watch shall

positively identify all relevant navigation marks.

Comply with following while Navigating in coastal or restricted

waters: -

 Use the most suitable large scale charts on board

 Fix the position of the ship at frequent intervals
 Identify all relevant navigation marks positively
 UseVisual& Radar position fixing and monitoring techniques
 Be aware of ships' routing& ship reporting, VTS.
 Knowledge of draught, stability, maneuvering characteristics.
 Shallow water effects, squat, may have a critical effect on
maneuverability of the ship & causes an increase in draught.
 Squat effect varies in proportion to the square of the ship's
speed & will therefore reduce as speed is reduced.

Passage planning in coastal or restricted waters:

 Margins of safety are critical, as time is limited.

 Maneuvering characteristics, any limitations or peculiarities
of the ship, reliability problems with propulsion & steering
systems may influence coastal routes selected.
 Shallow water, squat can reduce under keel clearances.
 Ships' routeing schemes & reporting systems along the
route, as well as VTS, should be taken into account.
 Coastal weather bulletins, gale warnings & coastal
navigational warnings, NAVTEX, may require changes to be
made to the route plan.
 Check list-7 . Navigation. Coastal waters & TSS.

 Have all charts and nautical publications to be used

been corrected up to date? 

 Are local/coastal warning broadcasts being monitored? 

 Is participation in area reporting systems
recommended? 
 Have courses been laid well clear of obstructions? 
 Is the ship's position being fixed at regular intervals? 
 Is the vessel steering the desired course? 
 Are the errors of gyro/magnetic compasses being
checked regularly? 
 Has manual steering been checked, if automatic
steering has been engaged for a prolonged period? 
 Is radar performance and radar heading line marker
alignment checked? 
 Has echo sounder been checked? 
 Is OOW prepared to use the engines and call a look-
out or a helmsman to the bridge? 
 Considering threat of piracy and armed robbery; have
measures been taken to monitor boats, crafts
approaching or operating in the vicinity? (as applicable) 
 Have measures been taken to protect the environment
from pollution by the ship and to comply with applicable
pollution regulations? 

 Responsibility of the OOW prior “approaching a port”

1. Master and all navigational watch-keeping officers

should, well before hand, thoroughly study the Sailing
Directions and the chart of the approaches to the port.
2. Passage plan for arrival at the port to be followed.
3. Communicate to the arrival port, by VHF, the ETA of the
ship and obtain instructions, if any. Inform Master.
4. Carry out control testing, as per Master’s
 instructions.Proper functioning of all the Navigational
equipmentsshould be checked.
5. Give notice to the engine room, Anchor party / berthing
party, as required in advance.
6. Consult Chief Officer and check that Mooring ropes /
accessories and fenders are being kept ready for berthing.
7. Synchronize clocks of the bridge, the engine room and
the auto-recorder of the bridge – ER telegraph.
8. Call up standby seaman on bridge& compare
compasses.
9. Change over to hand steering and switch on the other
steering motor also.
10 Try out the steering system.
11. If daytime, keep flags ready – Red Ensign, Courtesy
flag, house flag, G, Q, H, etc.
12. Try out all Navigational lights, signaling lamp & sound
signals.
13. Check communication system to the forward and aft
stations and to the steering gear compartment.
14. Have pilot ladder, life buoy with SI light & heaving line
kept ready to be rigged (also flood light at night). Comply
with the instructions from Pilot station /Port Control..
15. Keep ‘Pilot information card’ ready for presentation to
the pilot as soon as he enters the wheelhouse. This card
is separate from, and in addition to, the ‘Wheel-house
Poster’ displayed in the wheelhouse.
16. After ringing Stand-By below (SBB) on the telegraph,
Master would try out the engine by going astern. Make
necessary entries in the log book.
17. Keep a record of all events and their timings in the
Bridge Notebook / log book.

 Navigation with pilot on board:

49. Despite the duties and obligations of pilots, their

presence on board does not relieve the Master or the officer
in charge of the navigational watch from their duties and
 obligations for the safety of the ship. The Master and the pilot
shall exchange information regarding navigation procedures,
local conditions and the ship’s characteristics. The Master
and/or the officer in charge of the navigational watch shall
co-operate closely with the pilot and maintain an accurate
check on the ship’s position and movement.

50. If in any doubt as to the pilot’s actions or intentions, the

officer in charge of the navigational watch shall seek
clarification from the pilot and, if doubt still exists, shall notify
the Master immediately and take whatever action is necessary
(before the Master arrives).

(a) Passage planning & pilotage - Pre-arrival planning:

 Preliminary plan covering pilotage & roles of bridge team.

 Plan even if Master has a Pilotage Exemption Certificate.
 Planning for anchoring off the port or aborting port entry in
the event of problems arising should feature as part of the
plan.
 The plan should also identify charted features that will assist
monitoring progress & include contingency measures in the
event of primary equipment failure, poor visibility etc.
 The Pilot Card should also be updated. - Information on
draught & ship's speed that is liable to change as the loading
condition of the ship changes, as well as a checklist of
equipment available & working.

(b) Pre-arrival information exchange with the pilot:

 Exchange information with pilot before boarding.

 24 hours before ETA - time for more detailed planning.
 Also ship/pilot communications will be firmly established.
 Information Exchange forms can be used for this purpose
 Exact detail can vary ship/ship, trade/trade, port/port.
 Keep preliminary information exchange to a minimum,
 Limit information to that necessary to assist in the pilotage.
 Support with a graphical route plan.
 Passage can last for several hours; circumstances can alter
significantly necessitating changes to the plan.
 Preferred way of working can also vary between pilots.
 Detailed exchanges take place when pilot arrives on board.

(c) Pilot on board:

 Discuss pilotage passage plan.

 Any amendments to the plan should be agreed.
 Any consequential changes in individual bridge team
responsibilities to be made, before pilotage commences.
 Where pre-arrival exchange has not taken place extra time
& sea room may need to be allowed before pilotage
commences in order to discuss the plan fully.
 Pilot Card and Wheelhouse Poster.
 Wheelhouse Poster - summary of maneuvering information.
 Maneuvering booklet containing more detailed information.

(d) Preparingtheoutward-bound pilotage plan:

 After berthing and before the pilot departs the ship.

 Discuss the outward-bound pilotage passage plan.
 Bearing in mind that the precise way of working within any
pilotage area can vary between pilots.

Procedures to follow for Navigation with a pilot on board: -

(aa) Responsibilities
 Once pilot is on the bridge, he joins the bridge team.
 Pilot has a specialized knowledge of local waters and the
Port.
 Master may delegate the conduct of the ship to the pilot who
directs the navigation of the ship in close co-operation with
the Master and/or the OOW.
 Responsibility of Pilot/Master must be agreed & understood.
 Presence of a pilot does not relieve the Master or the OOW
of their duties & obligations forthe safety of the ship.
 Both should be prepared to exercise their right not to
proceed to a point where the ship would not be able to
manoeuvre or would be in any danger.

(bb) Master/pilot information exchange on boarding.

 Prepare preliminary pilotage passage plan in advance.

 Discuss & agree with pilot after boarding, amend if
required in consultation with concerned.
 Where lack of time/sea room does not allow full
discussion, discuss bare essentials immediately & balance
as soon as possible.
 On a long pilotage, review & update the plan in stages.

(cc) Monitoring the pilotage: -

 Safe progress along planned tracks should be monitored.

 Regular position fixing and monitoring under keel clearance
required.
 Verbal orders – check/confirm –ensure same is correctly
carried out.
 Monitor rudder angle/rpm when helm/engine orders are
given.
 Communication – Pilot/Bridge team in English language.
 If Master leaves the bridge, OOW should seek clarification
from pilot when in any doubt as to the pilot's actions or
intentions.
 If a satisfactory explanation is not given, notify Master, taking
whatever action is necessary, before Master arrives.
 Whenever there is any disagreement with the decisions of
pilot, cause of concern should be made clear to pilot &
clarifications sought.
 During pilotage, the ship will need to be secured for sea.
 Excessive deck lighting, if used, may cause visibility
interference.
 (dd)Procedures/Precautions for Pilot Embarkation &Dis-
embarkation: -

The Master shall further assure the safety of the pilot during
embarking or disembarking by providing a good lee to the
pilot boat.

A responsible Deck Officer will be designated, who shall

ensure safe embarkation and disembarkation of the pilot.
He / She shall verify the safe condition of the ladder including
each step, safe access and appropriate rigging of the pilot
ladder.

Combination ladder is to be rigged for vessel with > 9 M

freeboard. Ladder should be rigged with all steps firmly
resting against the shipside & clear of all discharges.

Ladder shall be rigged at the correct height from water level,

as required by the pilot station.

Manropes shall be rigged properlyand a heaving line and life

buoy with SI light kept standby. Adequate lighting shall be
focused at the location, at night. The step ladder should be
rigged to give safe access to / from the deck.

The officer shall stay in contact with the bridge always and
escort the pilot to / from the bridge, as the case may be.

Check list-8. Navigation. Pilot Embarkation / Disembarkation.

 Have the following been advised of the ETA/ETD?

- the Master 
- the engine room 
- the pilot station 
 Has it been agreed which side the pilot will 
 embark/disembark?
 Has the engine room been advised of the time of "stand-
by"?
 Has the pilot ladder been rigged safely as per the
regulations, with proper lighting / communication. 
 Have the pilot embarkation/disembarkation
arrangements been checked and found ready for use? 

 Has a Deck officer been nominated to meet the pilot and

conduct him to/from the bridge.

Note: Where embarkation/disembarkation involves the use of a
helicopter, the guidance in the ICS Guide to Helicopter/Ship
Operations on marine pilot transfer, communications and
ship operating procedures should be followed.
Check list-9. Master / Pilot, Information exchange and navigation
with pilot onboard.

 Immediately on arrival on bridge has pilot been informed 

of ship’s heading, speed, engine setting and draft?
 Has a completed pilot card been handed to the pilot? 

 Has the pilot been informed of the location of lifesaving 

appliances provided for his use?
 Have details of the proposed passage plan been
discussed with the pilot and agreed with the Master,
including:
 radio communications and reporting requirements 

 bridge watch and crew stand-by arrangements 

  deployment and use of tugs 

 berthing/anchoring arrangements 

 expected traffic during transit 

 pilot change over arrangements, if any 

 fender requirements 

 Particular areas of shallow water that the vessel might 

encounter with a reduced under-keel clearance?
 Tide or current features could be expected to affect 
the vessel’s ETA?
 Any changes in port regulations, regarding 
communications or navigational operations?
 Problems on route or in berthing due to present or 
projected weather conditions?
 Anyspecialized traffic known to be engaged on route 
towards the berth e.g., dredging operations?
 Assuming no traffic congestion, points on route where
speed reductions planned and subsequent ETA at 
destination?
 Are the progress of the ship and the execution of orders
being monitored by the Master and/or officer of the 
watch, continuously?
 Have the responsibilities within the bridge team for the 
pilotage been defined and are they clearly understood?
 Has the language to be used on the bridge between the 
ship, the pilot and the shore, been agreed?
 Are the E/Room and the ship’s crew being regularly 
briefed on the progress of the ship during the pilotage?
 Are the correct lights, flags and shapes being displayed? 

 Are there any navigational warnings, affecting the ships 

proposed track/route?
  Ship at anchor:

51. If the master considers it necessary, a continuous

navigational watch shall be maintained at anchor. While at
anchor, the officer in charge of the navigational watch shall:

a) determine and plot the ship’s position on the appropriate

chart as soon as practicable;
b) when circumstances permit, check at sufficiently frequent
intervals whether the ship is remaining securely at anchor
by taking bearings of fixed navigation marks or readily
identifiable shore objects;
c) ensure that proper lookout is maintained;
d) ensure that inspection rounds of the ship are made
periodically;
e) observe meteorological and tidal conditions and the state
of the sea;
f) notify the master and undertake all necessary measures if
the ship drags anchor;
g) ensure that the state of readiness of the main engines and
other machinery is in accordance with the Master’s
instructions;
h) if visibility deteriorates, notify the Master;
i) ensure that the ship exhibits the appropriate lights and
shapes and that appropriate sound signals are made in
accordance with all applicable regulations;
j) take measures to protect the environment from pollution
by the ship and comply with applicable pollution
regulations.

Comply with following while at anchor: -

 On anchoring, fix the anchor drop position, MARK ship's

swinging circle, based upon the length of cable in use.
 Select landmarks & transits for ease of monitoring
 Exhibit light & shape signals (COLREGS/local regulations)
 Check ship's position. Ensure anchor does not drag or ship
 move too close to any other anchored ship or outside the
swinging circle.
 Maintain a proper look-out.
 Make ship inspection rounds periodically, particularly if the
ship is anchored in waters which might present a risk of
attack by pirates or armed robbers.
 Master should be immediately notified if the ship drags her
anchor, & if sea conditions or visibility deteriorate.

Check list-10 . Anchoring and Anchor watch.

Preparation for anchoring:

 Vessel's position determined. 

 Master on bridge. 

 Planned anchoring position selected, considering the

following:
- Advice provided in Sailing Direction, other nautical 
publications and local information.
- International, National, local regulations. 

- Practice at the port and advice of port authorities. 

- Dangers of navigation. 

- Available depth of water in relation to draught. 

- Weather, sea state, current and tide. 

- Nature of bottom and scope of cable required. 

- Proximity to main shipping routes and vessels in the 

vicinity.
 Anchoring plan prepared, considering the following:
 - Speed reduction in ample time. 

- Direction/strength of wind, current, tidal stream 

when maneuvering at low speeds.
- Need for adequate sea room particularly to 
seaward.
 Considering threat of piracy and armed robbery; have
measures been taken to monitor boats, crafts 
approaching or operating in the vicinity? (as applicable)
 Bridge team available on bridge. 

 Vessel on hand steering. 

 Engines available for maneuvering. 

 Bridge navigation and communication equipment ready 

for use.
 Anchor stations called, well in time. 

 Communication between foc'sle and bridge checked 

and satisfactory.
 Power available on windlass; windlass tried out. 

 Anchor lashings removed; anchors kept ready for 

letting go/walking back (weather permitting).
 Lights/Shapes, sound signaling apparatus ready for 
use.
 Vessel's position plotted at frequent intervals. 

Methods to check if anchor is dragging ?

The first thing that we need to know for keeping a good anchor
watch is the position of the anchor. Hence note down the
position of the ship when the anchor is dropped (let go anchor
position).

Press the MOB button on the GPS when the anchor is dropped
to save the ships position.

If the anchor chain comes to long stay, then up & down

instead of short stay and again long stay, anchor may be
dragging.

Tie a flag / cloth on the anchor chain after anchoring and if

the flag / cloth has gone down, it gives indication of the chain
slipping & anchor dragging.

Calculate the swinging circle of the ship ,while the ship is at

anchor. This is approximately the length from the bridge to
foc’le + length of cable used, converted to nautical miles. If the
ship goes out of the swinging circle, the ship’s anchor is
dragging.

Set the swinging circle value in GPS (go to alarm setting in

GPS) and put on the “anchor alarm”. Test the alarm.
On ECDIS also the swinging circle & anchor watch can be set
and tested. But check if the ECDIS is giving visual or audible
alarm, if vessel moves out of the swinging circle.

Checking the visual or Radar bearings & range of two fixed

objects is the best way to confirm vessels anchored position.
Radar conspicuous objects or Racon (EBL /VRM) can also be
used.

Note that the ships anchor will be holding if its speed over
ground is zero & speed thru water will be equal to the
current. So, when the ship is dragging anchor, GPS will show
a negative speed, over ground.

Comply with following while taking over anchor watch: -

1. Read instructions/ standing orders / bridge orders from

Master and / or Chief Officer and comply with them.

2. Check position of own vessel by various methods to ensure

that she is not dragging anchor.
3. Check UKC and maintain VHF watch for instructions.

4. Check distance of all other vessels at the anchorage and that

own vessel is within the swinging circle always.

5 Look out for any nearby vessel’s dragging anchor and

vessel’s approaching your anchorage area.

6. Check the wind, sea, swell conditions and tide timings

continuously and asses the visibility.

7. Read & sign all meteorological & navigational warnings

received during watch.

8. Verify compass error and check ships heading especially

during change of tide.

9. Check SAT-C for routine messages, notify Master

accordingly.

10. Abide by all ISPS procedures and do not let unauthorized

boats / crafts be alongside own vessel. If bunker barge is
alongside, follow the Bunkering procedures & precautions.

11. In case cargo operations are conducted, follow all safe

operating procedures as per SMS. Attend to gangway / ladder if
rigged, for safe access.

12. Ensure appropriate lights & shapes are displayed.

 13. Ensure appropriate flags are hoisted/ lowered.

14. Some boats/ launches may be expected carrying stores,

crew, port officials, surveyors, auditors, inspectors, ship
chandler etc. Ensure that these boats are tended to safety.

17. Test controls and keep main engines in readiness, as

instructed.

18. Receive instructions from VTS/ Ports Control & notify all
parties as instructed.

19. Abide by company’s SMS procedures, checklists and all

additional measures as per Risk assessments.

Check list-11.Anchor Watch :

 Is vessel’s position determined and plotted on the 

appropriate chart as soon as practicable?
 Has anchor position of ship been reported to port 
authority?
 Anchor watch established. 

 Anchor bearings checked regularly at sufficient

frequent intervals and ships in vicinity 
plotted/monitored.
 Vessels swinging circle checked & position maintained
within. 
 Weather and tide information available
- meteorological, tidal condition and state of the sea 
being observed
 Lookout and VHF watch maintained. 
 Inspection rounds of vessel made as necessary . 

 Availability of main engines and machinery in 

accordance with Master's instructions.
 Appropriate lights and shapes exhibited. 

 Appropriate sound signals made in accordance with 

applicable regulations.
 Vessel's Deck and over-side well lit at night to prevent 
unauthorized access.
 Measures to protect environment from pollution taken. 

 Standing orders& night orders complied with.

 Considering threat of piracy and armed robbery; have

measures been taken to monitor boats, crafts 
approaching or operating in the vicinity? (as applicable)
 If vessel drags anchor, has Master been notified and all 
necessary and immediate measures undertaken?
 If visibility deteriorates, has Master been notified and all 
necessary measures undertaken?
 Have measures been taken to protect the environment
from pollution by the ship and to comply with applicable 
pollution regulations?

 Heavy weather Precautions & Actions on receiving Storm

warning and Distress alert .

Vessels at all times shall take adequate precautions prior to

&during heavy weather. While at sea or at anchor adequate
precautions are to be taken, to keep vessel away from stormy
weather. If in Port, vessel may have to move out, basis the
severity of the storm. On receipt of storm warning or impending
heavy weather, following actions are to be adhered to, besides
the standard precautions:

Inform Master, Chief Officer, Engine room and Catering Officer

and monitor weather continuously.

On Bridge try out all equipments, navigational aids & secure all
movable equipments. Be ready to use 2nd RADAR/ Steering
motor, sound & light signals and communication systems.
Increase the frequency of weather reports / warnings & track
the path of the storm. Prepare for restricted visibility and heavy
rolling / pitching. Post additional lookout. Caution all crew
members and restrict movements on deck. Take actions to
move away from the path of the storm & if at anchor plan to sail
out to safer areas, as deemed appropriate. Maintain logbook
entries of all the actions.

On deck ensure that the anchors, mooring ropes, hatch covers,

tank domes, cargo / containers, stores, lifeboats / life-rafts, WT
doors, cranes/derricks, gangways,sparesetc are doubly
secured. Spurling pipes, ventilators, air/sounding pipes, bobby
hatches, deck motors and other load line items are to be
covered. Stop all outdoor work and close WT doors. Check
stability & Ballast / cargo conditions (avoid slack tanks) and rig
lifelines on deck.

In Engine room, secure all spares, stores, E/R crane & loose
equipments. Carry out additional operational checks on Main
engine, Auxiliary engines, Motors & pumps, Emergency
generator / Fire pump, Steering etc. Check fuel tank soundings
& transfer oil to higher tanks for consumption. Check seaside
valves, sea chest and prepare for rough weather. Keep floor
plates & bilges clean for safety during rolling / pitching.

In accommodation, inform all crew members to secure items in

cabins & stores. Catering officer & crew should ensure that all
items, crockery/cutlery & stores in galleys, pantries, reefer
 chamber and mess-rooms, lounge etc are secured. Adjust the
menu, if required anticipating rolling /pitching of vessel.

Check list-12 . Navigating in heavy weather or near TRS.

 Have the following been informed?

- the Master 

- the engine room 

- the crew 

 Have cargo lashings been checked? 

 Have all moveable objects been secured at the following

locations?
- on Deck 

- below Deck (particularly in the ER, Galley and 

Storerooms)
- 

 Have all weather Deck openings been secured? 

 Have speed and course been adjusted as necessary? 

 Has the crew been warned to avoid Deck areas made 

dangerous by the weather?
 Have safety lines/hand ropes been rigged where 
necessary?
 Have instructions been issued on the following matters?
- monitoring weather reports 

- transmitting weather reports to the appropriate 

authorities or, in the case of tropical storms, danger
 messages in accordance with SOLAS ‘74 Chapter V.

 Entries you need to make in the deck logbook during a

watch at sea:

1. The position of the ship at intervals and courses steered.

2. Time to be noted when Navigation marks are passed.
3. Time/ position details and reason for all course alterations.
4. Meteorological and weather conditions including details of
 sea &swell etc. along with the Beaufort scale that is
prevalent.
5. Weather experienced and movement of the ship at sea
including rolling, pitching, heaving etc.
6. Engine speed and speed of the ship in knots.
7. Record of all emergency drills including security drills
carried out.
8. Time of arrival, anchoring, berthing and departure and
ETA.
9. Comparison of Compass witherrors
10. Sunrise, sunset, and celestial observations taken.
11. Soundings of all tanks and bilges, ballasting/de-
ballasting or transfer of liquids.
12. If vessel is involved in any kind of physical contacts,
accidents like collision,grounding, fire, man overboard etc.
then details of the same.
13. Details of the distress signal received and assistance
provided including rescue / salvage operations.
14. Any kind of pollution observed or cases where vessel
is involved with complete incident records.
15. All other entries as required by Master, Company,
and Administration shall be recorded in the log book with
details. All records are to be certified by OOW.

Note: Original pages of the log books should never be

removed, as these are authentic documents.

 Entries to be made on Radar log on board.

Entries in the Radar log will benefit in assessing the

performance of the Radar & history of its usage for
navigation. Normal entries to be made in Radar log and
duly certified by OOW are as follows.

Date / Voyage No / Type of Radar in use (X or S Band) /

 Period of use / Location / weather / Visibility / Performance
/ Remarks / OOW.

Entries in the Radar log shall include the status of the

equipment, verification with the performance monitor,
routine maintenance, troubleshooting incidences, under
performances in picking up targets & defects if any.

 Control Testing:

Within twelve hours before departure of the ship from port,

following systems to be checked and tested. Control testing is
to be done at least two hours before arrival port / anchorage
also.

 Ships telegraph movements and Main engine trials both

ahead & astern. (Propeller clearance & attending to
moorings/gangway)
 Main andAuxiliary steering gear and system. Change over
procedures for emergency steering system.
 The steering position indicator& Rudder angle indicators.
 Power unit failure alarms & Emergency power supply units
to all critical equipments.
 All Navigational lights & Sound signals.
 All the navigational equipments on bridge.
 All the communication equipments on bridge & radio
room.
 Means of communication between bridge, engine room,
steering flat, forward / aft stations etc.
 Automatic isolating arrangements and other automatic
equipments.
 All LSA / FFA equipments should be in order and Muster
lists posted.
 All the voyage charts & necessary publications available.
 Maintain a record of the control testing process. Any
deficiencies observed are to be rectified & controls tested
 again to ensure vessels readiness for the manoeuvering.

Ship Roueting System.

The purpose of ships’ routeing is to improve the safety of

navigation in converging areas and in areas where the
density of traffic is great or where freedom of movement of
shipping is inhibited by restricted sea-room, the existence of
obstructions to navigation, limited depths or unfavorable
meteorological conditions.

The Routeing measures are introduced in many coastal waters

to;
a) reduce risk of collision in areas of high traffic densities;
b) keep ships away from environmentally sensitive sea
areas;
c) reduce risk of grounding in shallow waters.

 The preciseobjective for anyrouteingsystem will

dependupontheparticularhazardous circumstances which it is
intended to alleviate.
 Mandatory ships' routeing schemes should always be used
unless ship has compelling safety reasons for not following.

Elements used in ship routeing systems include;

 Traffic separation scheme - aimed at separation of opposing

streams of traffic by establishing traffic lanes;
 Traffic lane - in which one-way traffic flows are established;
 Separation zone or line - a means to separate traffic lanes
 Roundabout - a separation point or circular zone & a
circular traffic lane within defined limits;
 Inshore traffic zone - a designated sea area between the
landward boundary of a TSS & an adjacent coast;
 Recommended route - undefined width, for convenience of
 ships in transit, often marked by centerline buoys;
 Deep water route - a route which has been accurately
surveyed for clearance of sea bottom & submerged articles;
 Precautionary area - an area where ships must navigate
with particular caution and within which the direction of flow
of traffic may be recommended;
 Area to be avoided - an area in which either navigation is
particularly hazardous, or it is exceptionally important to
avoid casualties, and which should be avoided by all ships,
or by certain classes of ship.
The ship Roueting system contributes to the safety of
navigation and should contain the following (general
provisions);

1) Planned track drawn in pencil, showing the true course of

each leg with distance;
2) Any speed changes required en route;
3) Wheel over positions for each alteration, where appropriate;
4) Turn radius for each course alteration, where appropriate;
5) Maximum allowable off-track margins for each leg, as at any
time the ship may need to leave the planned route
temporarily at short notice.
6) Marking relatively shallow waters & minimum clearing
distances in critical sea areas is but one technique which will
assist OOW when deciding quickly to what extent to deviate
without jeopardizing safety & marine environment. However,
in using this technique, care should be taken not to obscure
chart features.
7) The route plan should also take into account the need to
monitor the ship's position along the route, identify
contingency actions at waypoints& allow for collision
avoidance in line with the COLREGS.

(a) Planning using electronic chart display systems - 1

 This can be done using an ECDIS & ENC or RCDS

displaying RNC in conjunction with paper charts.
 When using ECDIS, navigating officer should be aware
that a safety contour could be established around the ship.
 Crossing of a safety contour will be automatically indicated
by the ECDIS while the route is being planned &
executed.
 When using a combination of electronic and paper charts,
particular care needs to be taken at transition points
between areas of electronic & paper chart coverage.

61
  Voyage involves pilotage, coastal & ocean water phases.
 Planning within anyone phase of the voyage should be
undertaken using either all electronic or all paper charts
rather than a mix of chart types.

(b) Planning using paper chart systems – 2.

 Where a passage is planned using paper charts, care should

be taken when transferring the details of the plan to an
electronic chart display system. However, paper charts are
displaced with EDCIS nowadays.

(c) Transferring route plans to other navigation aids;

 When transferring route plans to electronic navigation aids

such as GPS, the ship's position computed by GPS is
likely to be in WGS84 datum.
 Route plans sent to the GPS for monitoring cross track
errors must therefore be of the same datum.
 In the case of radars, routes & maps displayed on the
radar will be referenced to the position of the ship.

(d) Monitoring the route plan;

 When a route is planned through coastal or restricted waters,

allow due consideration to ensure that the progress of the
ship can be effectively monitored.
 Of particular importance is the need to monitor the position of
the ship approaching the wheel over position at the end of a
track & checking that the ship is safely on the new track after
the alteration of course.
 Distinctive chart features should be used for monitoring the
ship's position visually, by radar & by echo sounder, and
therefore need to be an integral part of the route plan.

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Ship Reporting & VTS:

Ship reporting system is required as per SOLAS Chapter V

(Regulation 28) for vessels (over 500 GT) engaged in
International voyages (over 48 hours). The report shall contain
the following;
1. Ships position
2. Ships course & speed
3. Details of any external or internal conditions affecting the
ships voyage or safe operation.
These daily reports of the entire voyage of ships are to be
retained by the company. Automated reporting system may be
used, provided that they include a recording function of its
transmission.

Ship reporting has been introduced by a number of coastal

states so that they can keep track, via radio, radar or
transponder, of ships passing through their coastal waters. Ship
reporting systems are therefore used to gather or exchange
information about ships, such as their position, course, speed
and cargo.

In addition to monitoring passing traffic, the information may be

used for purposes of search and rescue and prevention of
marine pollution. The use of ship reporting systems should form
a part of the passage plan.

Ship reporting systems can be adopted internationally by IMO.

Such systems will be required to be used by all ships, certain
categories of ships or ships carrying certain cargoes. The
Master of a ship should comply with the requirements of ship
reporting systems and report to the appropriate authority all
information that is required.

 A report may be required upon leaving as well as on

entering the area of the system, and additional reports or
information may be required to update earlier reports.

63
  Also make a report to relevant authorities when incident
involving another ship is observed or incident on own ship
involves:

o Discharge/probable discharge of oil/noxious liquids or

harmful substances above permitted level.
o Report if a ship has damage/failure/breakdownetc that
affects ship safety or impairs safe navigation
o However, reports are not required simply because there has
been a breakdown or failure of machinery or equipment.

 Ships have an obligation under SOLAS to broadcast

danger messages to ships in the area & the nearest coast
station notifying the following conditions:

o Dangerous ice;
o Dangerous derelict or any other direct danger to navigation;
o Tropical storm;
o Sub-freezing air temperatures associated with gale force
winds causing severe ice accretion on superstructures;
o Winds of force 10 or above on the Beaufort scale for which
no storm warning has been reported.

 Reporting points are to be included in SOPEP with the list

of agencies or officials of administrations designated to
receive & process reports from ships. In the absence of a
local agency or if there is any delay in contacting a listed
reporting point the nearest coastal radio station,
designated ship movement reporting station or RCC
should be contacted by the fastest available means.

Ship reporting requirements may be referred to on charts and in

64
Sailing Directions, but lists of radio signals provide full details.
Details of IMO adopted systems are contained in Part G of the
IMO publication on Ship’s Roueting.

Vessel Traffic service (VTS);

A Vessel Traffic service (VTS) is a marine traffic monitoring

system established by Harbour or Port authorities, similar to Air
traffic control for Aircrafts. IMO defines VTS as “a service
implemented by a competent authority designed to improve the
safety & efficiency of vessel traffic, regulating them and
protecting environment.

The service centers have the capability to interact with traffic

and respond to traffic situations developing in the “VTS “area.
Typical VTS systems are Radar, CCTV, VHF radiotelephony,
and AIS to keep a track of the vessel movements in a limited
geographical area.

Passage planning & vessel traffic services: -

1) VTS services are particularly in ports & their approaches

2) Purpose is to monitor ships & optimize traffic management.
3) VTS may only be mandatory within territorial seas.
4) VTS requirements should form part of the passage plan.
5) Include specific radio frequencies that must be monitored by
the ship for navigational or other warnings
6) It gives advice when to proceed in areas where traffic is
regulated.
7) VTS reporting may be marked on charts.
8) Details are given in sailing directions & lists of radio signals.

 LIST OF PUBLICATIONS ON SHIPS

( NAVIGATION)

65
 1. Chart Catalogue - NP 131 Published Every Year.
2. Chart Folios with required Navigational Charts.
3. Chart Correction log.
4. Routeing Charts.
5. Ocean Passages ofthe World.
6. Sailing Directions.
7. Admiralty List of Light and Fog Signals.
8. Admiralty List of Radio Signals.
9. Nories / Burtons Tables.
10. Nautical Almanac Every Year.
11.Symbolsand Abbreviations Used on Charts (5011).
12. Weekly Notices to Mariners
13. Annual Notices to Mariners.
14. Cumulative Notices to Mariners.
(Published Every 6 Months)
15.ShipsRouteing guide.
16. IAMSAR. International Aeronautical and
Maritime Search and Rescue Manual.
17. Solas’74, as amended:
18.Marpol ‘73/78, as amended:
19.Admiralty Tide Tables.
20.Guideto Port Entry.
21. Collision regulations (COLREG’72, as amended)
22. STCW with 2010 amendments.
23. Sight Reduction Tables.
24. Tidal Stream Atlases.
25. Bridge Procedures Guide.
26. Mariners Hand- Book, NP 100.

 Effective communication on ships:

Communication is the process of exchanging subject matter,
information, knowledge and understanding between persons.
This process can be executed in three ways.

1. One way communication

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  Transmission from sender to receiver with no scope,
desire or intention for a reply.
o Fast and simple to a great extent.
o With no feedback, we are not sure if the message
was heard or understood.
o Crew may not hear the full message or misinterpret
it, resulting in confusion. This misunderstanding may
lead to wrong doings / mistakes.

2. Two-way communication

 Transmission of information back and forth between

persons
o This may be time consuming.
o Receipt of feedback may help either person to
determine whether the message has been received
and interpreted properly.
o If the message has been misunderstood or wrongly
conveyed, same can be corrected and send again.

Focusing on two-way communication is the key to increasing

safety on the vessel.

 Use standard, known, and agreed upon phrases to

simplify the process and reduce the chances of confusion
 Listen for ALL to respond to ensure the message has
been received, decoded, and the recipient is ready to act
on the message.

 If feedback is not received or the feedback is not relevant

to the expected response, then the message must be

67
 repeated. You may have to enhance the message using
more volume or gestures. Youmay be in a noisy
environment and it can be difficult to hear.
 Try to make eye or physical contact during the
communication process. This will improve awareness and
effectiveness of the message.

3. Non-verbal communication

It is the process of sending and receiving messages without

spoken or written words. In other words, any communication
made between two or more persons using facial expressions,
hand movements, body language, postures, signs & symbols,
charts/maps/graph, touch and gestures can be termed as non-
verbal communication.

The Non-Verbal Communication, unlike the verbal

communication, helps in establishing and maintaining the
interpersonal relationships, while the verbal’s only help in
communicating the external events. People use non-verbal’s to
express emotions and interpersonal attitudes, conduct rituals
such as greetings and bring forward one’s personality.

The non-verbal communication in the form of signals,

expressions add meaning over the verbal’s and help people to
communicate more efficiently. It supplements whatever is said
in words, such as people nod to acknowledge and move their
hands to give directions.

Effective communication on board a vessel also relies on crew

members being good listeners. They must be attentive in order
to receive and understand the complete message, as well as
make the speaker feel heard and understood.
Communication between two individuals should be simple. It is
important to remember that there are differences between
talking and communicating. When you communicate, you

68
should be successful in getting your point across to the person
you are talking to.

When we talk, we tend to erect barriers that hinder our ability to

communicate.

There are mainly six of these types of barriers to effective

communication.

1. Physical barriersare easy to spot with closed doors, walls

that are erected, and considerable distance between people at
work may goagainst the goal of effective communication.
Designing their workspaces around an “open office” plan is
preferred now-a-days. Here everyoneshall have their own
dedicated workspace with no visible barriers to prevent
collaboration with their co-workers. This encourages greater
openness and frequently creates closer working bonds.

2. Perceptual barriers in contrast, are internal. A case where

the person you are talking to,is not going to understand, or be
interested in what you have to say, you may end up without
conveying your points to them.

3. Cultural barriers exist everywhere. Different cultures,

whether they are a social culture of a race or simply the work
culture of a company, can hinder developed communication if
two different cultures clash. In these cases, it is important to
find a common ground to work from. Selection by ship-owners
of a certain mix of seafarers onboard with compatible cultural
backgrounds could be helpful, but not practical. On their part,
seafarers could dedicate time with their mates to develop
mutual understanding, which can also partly address the issue.

69
4. Language barriers are common and more so with various
nationalities working onboard ships. The need for a common
language onboard is considered essential for safe operation
of a ship, especially as ships are manned with crew
members from different parts of the world.

” Sea speak” is the official language of the seas that helps

to prevent any form of miscommunication. Since
miscommunication can easily lead to serious and dangerous
situation, seafarers on board use a specific language to
prevent accidents from happening.

English was chosen as the principlelexicons for Sea speak& in

1988, “IMO” made Sea speak the official language of the seas.

An important method of Sea speak is that numbers made up of

two or more digits are spoken in single digits. For example, the
number 33 is spoken as "three three" and the time 9:33 a.m. is
spoken as "zero nine three three." Any orders given are to be
repeated.

It is essential that all the persons onboard learn &understand

the relevant subjects in English and language known to them.
Communications should be in a common language and it is to
be noted that all the communications and publications of IMO
are in English.

Language barriers can be handled by using plain languages,

visual methods, translation services,interpreters, and effective
training.

5. Gender barriers is a matter which is given due importance,

such that more woman are enrolled as seafarers now-a-days.
As of now, women represent nearly two percent of the world's
1.2 million seafarers and 94 percent of female seafarers are

70
 working in the cruise industry. IMO is encouraging participation
of women in the shipping industry.

.
6 Psychological / Emotional Barriers:
In interpersonal communication, the psychological state of mind
of the sender, as well as that of the receiver makes a lot of
difference. When an individual is under emotion, his/her tone
overpowers the script of the message. This creates an obstacle
in normal communication leading to emotional barriers.

 Situational awareness.
Too many ships are grounding, colliding or coming into close
quarters with each other simply because Masters/ Seafarers
are at times unaware of what is happening within and around
their ships. In other words, they lacked situational awareness.
Situational awareness means:
 always having a good perception of your surroundings
 comprehending what is happening around you
 Predicting how this will affect your ship, for appropriate actions

The following are what you need to know to have good

situational awareness:
1) Be aware of your environment, including:
o Movement of other ships in the area.
o State of weather and Meteorological forecasts.
o Sea state& swell.
o Visibility and proximity of hazards.
o Draft of vessel,depth of water, UKC and effect of
squat.
o Effect of tide and current.

2) Having mode awareness:

71
 o Know your ships configuration, equipment and systems
and its working status. These systems include auto pilot,
steering,telegraph, Radar, GPS, AIS, Compass,
Propulsion and their engaged modes.

o Know the maneuvering characteristics of vessel (Turning

circle, stopping distance etc.)

o Familiar with all the displays on bridge and its settings

namely, Tachometer, Rudder angle indicator, ROTI,
Anemometer, Inclinometer, Barometer,Course recorder,
Echo sounder etc.

3)Keep spatial orientation—

o Ascertain the geographical position of the ship within the
operational location at all times, accurately.

4) Keep a time horizon and proper communication:

o Manage time for factors like fuel status and always allow
time for unplanned events or emergencies.
o Communications between vessel traffic services or coast
stations and/or other ships.
o Internal communication systems.

Factors adversely affecting situational awareness can be:

o Passive and complacent behavior
o Lack of training, familiarization, experience, understanding
and competency.
o Lack of motivation, interest, and communication skills.
o Over reliance on a person, equipment, or system.
o High work load, stress, and fatigue.
o Ambiguity, confusion, distraction, interruptions etc.

Put simply, situational awareness means having an accurate

understanding of what is happening around you and what is
likely to happen.
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