Bridge Watch Keeping.

1 Introduction.

2 Objectives.
Establish watch keeping arrangements and procedures:
􀂾 Understand Responsibilities of the officer of the watch in
all waters
􀂾 Composition of the navigational watch:

3 Responsibilities of the officer of the watch:

To understand the following:
1: Need to maintain continuity of the watch
2: Calling the relief
3: Fitness for duty
4: Key elements of Handing/Taking over the navigation watch
5: Carry out ‘Checks’ on navigational status,
6: Planning ahead for eventualities during the watch
7: Be prepared to take appropriate action
8: Vessel arriving port
9: Need to take rounds in accommodation and on deck
Under the STCW you are primarily responsible at all times for the safe
navigation of the ship with particular regards to avoidance of collision
and stranding.
As master’s representative, you are in charge of the bridge and
therefore, in charge of the bridge team, until you are properly relieved.
You must ensure strict compliance with:
􀂃 Company’s shipboard operational procedure pertaining to the
navigational watchkeeping or bridge procedures.
􀂃 Master’s Standing Orders.
􀂃 Maintaining a Safe Manning Level for bridge watch at all times
for the prevailing circumstances and conditions.
Wrong actions on your part could be detrimental to the safety of life
property and protection of environment. It is imperative that you fulfil
your duties to best of your ability.

For maintaining a safe watch, you must keep in mind the three letters
ASK:
A for attitude,
S for skill, and
K for knowledge.
Accident statistics indicate that the majority collisions and grounding
incidents are attributed to carelessness or a complacent attitude
and not due to lack of knowledge and skill.
Upon departure from a port, when the vessel reaches deep and safe
waters, a course is set and engines brought to maximum revolutions.
The Master writes down his instructions in the bridge order book or
advises verbally when he needs to be called. He then hands over the
watch to the Officer in-charge of the navigational watch (OOW).
The OOW, having assisted the Master/Pilot to navigate through the
narrow channels or confined waters of the port, now has the duty to
􀂜 Inform Port Control VTS pilot disembarked
􀂜 Plot the position at the start of the sea passage,
􀂜 Bring the distance measuring log in operation and confirm its
reading and input,
􀂜 Verify the ship's intended track,
􀂜 Verify errors of gyro and magnetic compass and adjust the
course being steered. (This is then marked on the course board).
􀂜 Recheck on the readiness of vessel for sea including:
a) Securing of cargo gear,
b) Battening down of hatches,
c) Closing down of water tight doors
d) Lowering of flags,
e) Securing of pilot ladder, anchors, gangway, any loose ropes
hanging overside or any other loose items on deck.Though these processes should
have been completed prior sailing,the same need to be checked again and a positive
report about such securing obtained and entered in the log.
When satisfied, the OOW shall inform the Master and take over the
watch.
At sea, the vessel is operational throughout the day and night. The
vessel is navigated in accordance with the requirements of the
planned passage. The OOW maintains the navigational watch during
his hours of duty as per watchkeeping arrangement established by the
Master. A series of activities are carried out during each watch.
4 Handing over / Taking over a navigational watch.
At the end of the watch, the OOW hands over the navigation of the
vessel to the relieving officer.
Handing/Taking over a navigational watch is of great importance. This
is an appropriate time to check:
􀂜 The position,
􀂜 Set due to current and the wind,
􀂜 Weather and visibility,
􀂜 Course and speed,
􀂜 Errors on the compasses,
􀂜 Status of the navigational equipment, and
􀂜 The traffic in the area.
Such checks allow correction to prevent continuation of any error. It
also requires that the watch keepers should also check that:
􀂜 The vessel is following the planned passage,
􀂜 All the risks have been recognised and the preventive
measures are being taken and 􀂜 The equipment is functioning normally.

Key Elements.

As stated earlier, maintenance of continuity is paramount. The

changing over of watch is an opportune time to check all aspects of
navigation and to ensure that no errors or omissions are being carried
over.
The errors or omissions though not intentional could cause serious
consequences and therefore need a closer review. The types of errors
or omissions that have been made are:
• Ambiguity in position fixes due to error in the plotting methods;
• Position fixes from various sources not matching
• Position fixes being obtained from only one source and not
being verified by other navigational aids,
• Charted depths not matching with the obtained soundings.
• Error on equipment, such as error of compass, being wrongly
applied, etc.
The watch-keeping officer may carry on with these errors without
realising the same. This is the reason that the relieving officer is
required to review the status all over again.
These errors are not figments of imaginations. An officer laid a course
on the chart as 256° but set the autopilot to 265° . The error was
observed only at the handing over process.
Distractions could be caused due to
• Workload, stress or fatigue
• Unexpected VHF call which occupies the full attention of the
OOW and results in the exclusion of more urgent needs
• Unexpected calls from engine room,
• Inadequacy and confusion due to lack of experience
• These errors, if not rectified in time, could result in formation of
an error chain. An effective way to detect an error is by cross
checks. Error thus detected can be eliminated. The effective
time to correct such errors is at the time of handing over /
taking over watch as the crosschecks can now be carried out
by a second person.
Check on errors are traditionally explained as ' a stitch in time saves
nine" or " but for the horse shoe nail the battle was lost"
This process of error proliferation occurs every day and some times it
is fatal.
The key elements to successful handing / taking over and to reduce
possibility of errors therefore are:
• Carry out ‘Checks’ on navigational status,
• “Plan’ for eventualities during the watch, and
• ‘Be Prepared’ for taking appropriate action.

Process of handing / taking over a watch

1. Receive true course, gyro course and compass course from
the outgoing OOW.
2. Ensure helmsman /lookout is capable of carrying out his duty
and has taken over duty properly.
3. Read, understand and sign the Master’s standing instructions
and daily orders.
4. Check the ship’s position, planned course and course being
steered by gyro and magnetic compass. Ensure the course
board is updated with current courses.
5. Check error on compass and that it is being applied correctly
6. Verify the speed and draught of the ship. Ensure present draft
is prominently displayed on the draft board
7. Observe prevailing weather and sea condition, visibility, sea state,
tides and their effect on present course
8. Understand the operational status of all navigation equipment
9. Be aware of the presence and movement of all traffic in vicinity
10. Be aware of conditions and hazards likely to be encountered
during the watch
11. Be aware of the effects of heel, trim, water density and squat
on under keel clearance
12. Understand the state of internal ship systems, engine and
cargo monitoring, communications and crew availability
13. Ensure that the required lookout and helmsman, as
appropriate, are on duty, alert and properly instructed.
14. Obtain from outgoing OOW verbal instructions, if any, and
occurrences of importance during previous watch.
15. Read log entries made by outgoing OOW
16. Take full charge of the watch on time
17. If at any time the OOW 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.
18. Obtain a positive report about rounds made in accommodation,
remote areas and where necessary, on deck.
Read the log entries made at the end of watch by OOW, copy them in
your technical journal and explain them.
5 Composition of the navigational watch:
An effective bridge organization should efficiently manage all
resources available to the bridge and promote good communications
and teamwork. The bridge organization should be properly supported
by a clear navigation policy incorporating shipboard operation
procedures, in accordance with the company’s safety management
system onboard ship as required by the ISM code.
In determining that the composition of navigational watch is adequate
to ensure maintenance of a proper lookout, you should consider
relevant factors including the following:
♦ Visibility, state of weather and sea;
♦ Traffic density and other activities occurring in the area in
which the ship is navigating
♦ The additional workload caused by the nature of the ship’s
functions, immediate operating requirements and anticipated
manoeuvres;
♦ The fitness for duty of any crewmembers on call that are
assigned as members of the watch.
♦ Knowledge of and confidence in the professional competence
of the ship’s officers and crew.
♦ The experience of each OOW, and the familiarity of the OOW
with the ship’s equipment, procedures and manoeuvring
capability.
♦ Activities taking place on board the ship at any particular time,
including radio communication activities, and the availability of
assistance to be summoned immediately to the bridge when
necessary.
♦ The operational status of bridge instrumentation and controls,
including alarm systems.
♦ Rudder and propeller control and ship manoeuvring
characteristics.
♦ The size of the ship and the field of vision available from the
conning position;
♦ The configuration of the bridge, to the extent such
configuration might inhibit a member of the watch from
detecting by sight or hearing any external development.
♦ Any other relevant standard, procedure or guidance relating to
watch-keeping arrangements and fitness for duty.

.6 Need to maintain the continuity in watch keeping

In the performance of his duties, the OOW carries out a number of
functions almost simultaneously. This naturally keeps him quite busy.
Let us list out the number of tasks / functions that demand his
attention. The Master being the overall in charge needs to be kept
informed of progress of the voyage. The information that is required by
the Master is normally recorded as standing orders or the specific
orders in Bridge Order book or on some ships called Bridge Night
order book.
Navigational safety of the vessel requires that
􀂜 The position is monitored at all times,
􀂜 The navigation instruments are working satisfactorily,
􀂜 Appropriate lookout is maintained,
􀂜 The pre-planned course is actually made good.
Maintenance of internal security requires that
􀂜 The safety of the crew is ensured,
􀂜 General fire watch is maintained,
􀂜 Engine room is kept informed of any changes
Safety of the cargo requires that
􀂜 The hatches, tanks and openings are secured weather tight,
􀂜 Ventilation is provided where required,
􀂜 The deck cargo, where carried, is secured properly.
General safety of the vessel requires that
􀂜 Weather watch is maintained,
􀂜 Where necessary, precautions against wet weather, rolling or
pitching, are taken in sufficient time so as not to cause damage
to persons, the ship or the cargo
Attend to information external to the ship including
􀂜 Navigational warnings,
􀂜 Latest weather reports,
􀂜 Communications with charterers, owners, other vessels in
vicinity, VTS, port control, pilots etc.
Records to be maintained
Some of the orders may be of lasting importance and need to be
noted in the bridge order book. For example, maintaining a minimum
specified safe distance from all traffic during a passage across ocean.
Orders / Information of current importance may only be marked as
annotations on the chart or may be passed on verbally. These may
include the times of calling the master at course alteration points The
OOW needs to be aware of such orders / information.
Changes of status
Monitoring the changes in situation as the status of the situation may
be different towards the end of a watch from what it was at the start of
the watch. The changes in such situation may include
􀂜 Change in draft due to ballast / de-ballast operation,
􀂜 Changes in course, deviation to another port,
􀂜 Change in the errors on navigational equipment,
􀂜 Change in weather,
􀂜 Change in movement of vessels in vicinity, etc.
The relieving OOW should be familiar with these changes. All the
aspects need to be watched and cared for by every watchkeeping
officer, irrespective of his rank or experience. There is therefore a
need to maintain continuity in the watch. This can be achieved only by
ensuring that a proper handing/ taking over process is followed.
Calling the relief
The standby man on the bridge calls the relief. On most of the ships it
is done on the internal telephone. Where it is necessary to send the
standby man, the OOW should ensure that it is safe to do so.
In order to provide the relieving officer sufficient time to freshen up
and be ready, the time of calling is normally decided among the
watchkeepers. Where there is any doubt, it should be clarified before
the relief goes to sleep.
Where necessary, follow up calls should be made for heavy sleepers
and the relief should be informed of a change in weather conditions so
that he arrives prepared with raincoat or dons warm clothing
accordingly.

Remember :

Weather changes in some areas of the world can be quite dramatic

and the person sleeping in his cabin would be unaware of the same.
The relieving OOW should arrive early on the bridge in order to:
a). Read, understand and sign the Master’s night orders,
b). Sight the chart for any annotations,
c). Inquire about any verbal orders, and
d). In general, get used to the bridge situation.
At night, the watch shall not be taken over till the relieving OOW
gets used to night vision.
STCW95 requires that the relieving officer shall personally satisfy
himself regarding:
• Standing orders and other special instructions of the Master
relating to navigation of the ship;
• Position, course, speed and draught of the ship;
• Prevailing and predicted tides, currents, weather, visibility and
the effect of these factors upon course and speed;
• Procedures for the use of main engines to manoeuvre when
the main engines are on bridge control; and
• Ensure his watchkeeping team is fit and capable of performing
the watch.

.7 Fitness for duty and fatigue

It is a well-known fact that prolonged mental and physical activity or
inadequate rest can induce fatigue. Fatigue causes an individual to
become so tired that he is unable to carry out his duties efficiently.
The danger of mental fatigue is that it can creep up on individuals
without them being aware of it. Consequently, an individual may focus
attention only on what he considers important whereas other
peripheral warnings may go unnoticed. This is a dangerous situation
particularly where the task on hand demands added vigilance.
On specialised cargo carriers, prolonged hours of work is a common
phenomenon. Masters many times alter the conventional watch
keeping hours in order to provide sufficient rest to the watchkeepers
and provide a change in routine.

In order to maintain fitness for duty the administration and the

management company should:

1 Establish and enforce rest periods for watchkeeping personnel;

2. Require that watch systems be so arranged that the efficiency
of all watchkeeping personnel be not impaired by fatigue and
that duties are so organised that the first watch at the
commencement of a voyage and subsequent relieving watches
are sufficiently rested and otherwise fit for duty.
Note the words "at the commencement of the voyage.” Very often
the entire ship's complement, including officers and other watch
keepers, are busy in completing cargo operations and other essential
tasks before sailing. The Master may therefore specifically rest some
of the officers and watch keepers so that they can keep watch
immediately on sailing.
Fitness of relief watch
When handing over the watch, it is imperative that the OOW ensures
that the relieving officer and members of his team are in complete
fitness and are capable of performing the navigational watch at sea.
In this regard, the officer in charge of the navigational watch shall not
hand over the watch to the relieving officer if there are reasons to
believe that the latter is not capable of carrying out the watchkeeping
duties effectively. In such case the Master shall be notified.
This is not as easy as it sounds. If the relieving officer is your senior,
you may have to use some tact to ensure that he goes back to sleep
and the Master makes some other arrangements.
The relieving officer shall ensure that the members of the relieving
watch are fully capable of performing their duties. Whenever there is
any doubt the Master shall be notified. Particular attention shall be
given to the adjustment of night vision of the relieving team.
Relieving officers shall not take over the watch until their vision is fully
adjusted to the light conditions.
.8 ‘Checks’ on navigational status
In order to perform efficient checks on the navigational status of the
vessel the OOW should report to bridge about 15 minutes before
commencement of watch and check the navigational situation
including, but not limited to the following:
1. Inspect the chart to ensure:
a) Appropriate scale in use
b) Charts in use are corrected up to date,
c) Inspect and actually verify the course/s laid;
d) Verify the previous positions marked on the chart and
ascertain the course and speed being made good;
e) Inspect the set/drift experienced,
f) Check the charts to see which lights will be seen during the
watch and which navigational hazards to expect during the
watch.
2. Compare the above observation to ensure that it is
according to the passage plan.
3. Read, understand and sign Master’s night orders,
4. Plot present position and ensure that it conforms to earlier
charted positions, in so doing verify:
a). The depth obtained from echo sounder matches with charted
position (adjusted for vessel’s draft and location of transducer)
b). Position obtained from other sources conforms to charted
position
c). Check azimuth book for error obtained and that it is being
correctly applied
5. Check the steering including
a) Course being steered correctly
b) Auto-pilot settings are appropriate as per weather conditions
c) Auto-pilot is steering well as per present settings
d) Course board is updated for current courses
e) Check on operational status of navigational equipment
including:
f) Time and course being displayed on the course recorder is
set correctly
g) Check that VHF watch is being maintained on channel 16
h) Check latitude/speed input to gyro is correctly fed
i) Check navigation lights sentinel for bulbs glowing and test
failure buzzer.
6. Check that the inputs to radar, GPS, course recorder are
appropriate
Normally most integrated navigational equipment relies on data that is
supplied automatically. However, this needs to be checked. One way
to ensure is to ascertain that the logs and gyros are working in
efficient condition. Remember we are moving to an automated world
to ease our labour but this brings along more monitoring in any case.
Note in your journal the data that each of the instruments
receives from external source.

.8 ‘Checks’ on navigational status

In order to perform efficient checks on the navigational status of the

vessel the OOW should report to bridge about 15 minutes before
commencement of watch and check the navigational situation
including, but not limited to the following:
1. Inspect the chart to ensure:
a) Appropriate scale in use
b) Charts in use are corrected up to date,
c) Inspect and actually verify the course/s laid;
d) Verify the previous positions marked on the chart and
ascertain the course and speed being made good;
e) Inspect the set/drift experienced,
f) Check the charts to see which lights will be seen during the
watch and which navigational hazards to expect during the
watch.
2. Compare the above observation to ensure that it is
according to the passage plan.
3. Read, understand and sign Master’s night orders,
4. Plot present position and ensure that it conforms to earlier
charted positions, in so doing verify:
a). The depth obtained from echo sounder matches with charted
position (adjusted for vessel’s draft and location of transducer)
b). Position obtained from other sources conforms to charted
position
c). Check azimuth book for error obtained and that it is being
correctly applied
5. Check the steering including
a) Course being steered correctly
b) Auto-pilot settings are appropriate as per weather conditions
c) Auto-pilot is steering well as per present settings
d) Course board is updated for current courses
e) Check on operational status of navigational equipment
including:
f) Time and course being displayed on the course recorder is
set correctly
g) Check that VHF watch is being maintained on channel 16
h) Check latitude/speed input to gyro is correctly fed
i) Check navigation lights sentinel for bulbs glowing and test
failure buzzer.
6. Check that the inputs to radar, GPS, course recorder are
appropriate
Normally most integrated navigational equipment relies on data that is
supplied automatically. However, this needs to be checked. One way
to ensure is to ascertain that the logs and gyros are working in
efficient condition. Remember we are moving to an automated world
to ease our labour but this brings along more monitoring in any case.
Note in your journal the data that each of the instruments
receives from external source.

7. Use and check of main engines

The main engines are under the control of the OOW. This brings some
responsibilities as each ship’s engines have peculiar requirements
and it is necessary to familiarise with them. However, all said and
done the engines are at your disposal. Be familiar with the procedures
for the use of main engines to manoeuvre when the main engines are
on bridge control. Check the tachometer for the rpm and the status of
engine to ensure that they are in accordance with planned passage.
Check that the UMS control settings are appropriate.
8. Check on the operational condition of any safety equipment
being used including: -
Smoke detector
Inert Gas System
Engine room fire alarm on UMS vessels and the emergency
STOP device
Frequently step outside the wheelhouse and make yourself
familiar with the situation. Simultaneously ensure that:
Navigation lights are burning brightly,
Shore lights and navigational marks in the vicinity are
identified,
The presence of other vessels in vicinity is detected by sight or
by hearing,
The movement of traffic in vicinity is identified and verified with
the radar picture.
Ensure that the lookout is alert and aware of his functions.
Planning for eventualities during the watch
Having looked at the routine checks, we should now see the
situations, which arise unplanned or for which we should be prepared.
A vessel on a coastal passage is likely to pick up shore lights,
navigational marks etc. As a part of the passage plan, it is necessary
to know its characteristics and calculate the raising / dipping distances
and the likely bearing at which it will be raised. At the same time, the
lookout should be informed of approximate direction in which this light
will be picked up.
Navigational watch can be efficiently executed if it is properly planned.
Upon confirming the present position on the chart, the OOW should
work out estimated positions at certain time intervals, say every half
an hour, and at the end of the watch. He should inspect the chart to
identify:
􀂜 The depths to be encountered during the watch,
􀂜 Any significant depth changes and times of its occurrence,
􀂜 The conditions and hazards likely to be encountered during the
watch,
􀂜 Any lights, conspicuous buoys, landmarks that may be picked
up during the watch, the characteristics and time of its occurrence and estimated time
of arrival at such positions
􀂜 Check on the operational condition of all navigational
equipment likely to be used during the watch,
􀂜 Familiarisation with the weather forecast and tidal streams to
be encountered.
􀂜 Inspect and confirm safe passing distance off dangers
􀂜 Plan of action to enter or leave a traffic separation scheme
􀂜 Reporting of positions to vessel traffic services, if any
Be prepared for taking appropriate action
Being prepared means to keep the situation under control. Situations
do vary from time to time. OOW should be aware of the changes.
Some of these are discussed below:
Deviation of the vessel from the track.
The vessel is likely to deviate from the track due to forces of current
and wind. The OOW should plot the vessel’s position frequently to
detect the deviation and apply corrections to bring the vessel back on
the track.
Increase of traffic density
Where the traffic density is increasing, call the helmsman to the
bridge, switch on the Radar and if warranted alert the engine room.
Reduction of visibility
Call the lookout man or post additional lookouts, alert the Master and
the engine room, if the traffic density is also heavy, alert other OOWs
to assist you. When necessary make appropriate sound signals,
switch on the navigation lights even in daytime as when close quarter
situation develops, the navigation lights indicate the aspect better.
Reduce speed to safe speed.
Onset of heavy weather
Call out the crew to tighten the deck cargo lashings, trim ventilators,
ensure that all weather tight doors and hatch coamings and tank
openings are closed properly, secure sounding pipes and air pipes,
ensure that the anchors are properly secured and the spurling pipes
are closed. Inform Master of the action taken and if the ship is
labouring heavily, CALL THE MASTER. Under such circumstances
the course and or speed needs to be adjusted to make the vessel ride
comfortably.
.9 Ocean passage
Watchkeeping during ocean passages will require all the activities
related to performing a navigational watch as discussed previously. In
addition, priority is given to the following
Lookout
During ocean passages, the principle threat to a vessel is the risk of
collision. It is of utmost importance that an approaching vessel is
detected early and avoiding action is taken in sufficient time. The
emphasis therefore must be given to keeping an efficient lookout.
COLREGs Rule 5 states:
Every vessel shall at all times maintain a proper look out by sight
and by hearing as well as by all available means appropriate to
the prevailing circumstances and conditions so as to make a full
appraisal of the situation and the risk of collision.
Priorities between visual lookout and radar lookout vary under
different conditions of visibility.
Electronic Navigation Aids
When out of the sight of land, the navigational accuracy depends
greatly on instruments. It is therefore necessary that the officer of the
watch monitors the equipment and ensures its accuracy. During each
watch, the principal instruments directing the navigation of the ship
should be checked with other sources of position fixing as well as with
estimated position. Any deviation detected should be investigated and
corrected.
Gyro compass is more commonly used to steer the vessel during
ocean passages. It is therefore important to check the compass error,
compare the compasses and monitor the courses steered.

Celestial Navigation
In case of failure of electronic navigational aids, the only recourse a
navigator has, to fix his vessel’s position, is with the help of celestial
bodies. There is therefore a need to practice this art. Learn to
calculate position based on this observation as accurately as possible
and cross check positions obtained from electronic navigational aids.

.10 Coastal passage and congested waters

During coastal passage, the OOW is generally busy plotting the
vessel’s position, manoeuvring the vessel when required, to avoid
collision and to alter the course as per passage plan. He therefore has
little time to do other duties not related to navigation. Time
management becomes very essential to ensure that all the
navigational tasks are carried out at the appropriate time and in
accordance with the required accuracy and efficiency.
Where the OOW has to plot the ship’s position, he shall ensure that
the lookout is alert. He shall also assess the situation around him and
avoid being absent when ships are approaching and a risk of collision
is present. This again calls for planning so that collision avoidance and
position fixing get equal priority. In cases when the OOW finds it
difficult to manage both, he should not hesitate to call the Master.
OOW must understand that calling for assistance is not a sign of
inefficiency.
Continuous monitoring of vessel’s position for safe navigation and
collision avoidance is of equal importance. The officer of the watch will
therefore have to understand how to set the priorities and how to
manage time.
In coastal waters, the navigator has to allow for:
􀂜 Navigation in close proximity to navigational hazards viz.
shallow waters, oil fields, etc. This is best done when these are
marked out conspicuously when passage planning.
􀂜 Strong tidal currents;
􀂜 Compliance with traffic separation schemes or prohibited
zones;
􀂜 Changes in the way the position is ascertained
􀂜 Identification of land marks and the navigational aids;
􀂜 Plotting of position frequently and comparing the same with
various methods available
􀂜 Adjustment of courses to allow for deviations;
􀂜 Increase in traffic density including the presence of fishing
vessels and or sailing vessels as on the Indian coast
􀂜 Necessity of hand steering and therefore the additional
requirement of a stand-by seafarer on or off the bridge.
􀂜 Reports to be made to VTS, where required;
􀂜 Take avoiding action such that sufficient depth is maintained
under keel. Plan in advance to ensure vessel does not come in
close proximity to other navigational hazards.

Note: - Under keel clearance is not totally covered in your course

but it is sufficient to mention here that the vessel's virtual draft
increases in direct proportion to the cube of the speed and the
depth of the water, which is called SQUAT

􀂜 Be prepared to use the engines, if necessary, to ensure

adequate sea room.
􀂜 Use the largest scale chart suitable for that area and corrected
up-to-date
􀂜 Plot vessel’s position at regular intervals and more frequently
when in confined waters. The position shall be compared with
the estimated position.
􀂜 Adjust course if vessel is found to have deviated from the
planned track due to any cross-track error
􀂜 Take a fix at every alteration of course and at regular intervals
thereafter,
􀂜 Check soundings and log at regular intervals, record them.
􀂜 Where navaids are available, vessel’s position to be fixed by
using more than one method.
􀂜 Where necessary allow for set and drift to keep vessel on the
planned track.
􀂜 Identify positively all relevant navigational marks.
􀂜 Call the Master before a potentially dangerous situation
becomes critical
􀂜 Study the chart and expect to pick up landmarks before they
are actually seen.

.11 Vessel arriving port

The following is a checklist prepared on one of the ships for arrival

port. Do check the list. Note in your technical journal the process of
checking every item on the checklist
Preparation for arrival in port
1. Port information available
2. Instructions for pilot/tugs/berthing received and acknowledged
3. Latest weather reports obtained,
4. Tides and currents for port / adjacent areas calculated
5. Calculated / known minimum and maximum depths of water in
port approaches channels and at berth.
6. Large scale charts for port’s pilotage water available.
7. Master / Pilot information exchange forms prepared.
8. Any restrictions on draught, air draught within limits for bridges
and berth, trim, speed, entry times, etc.
9. Relevant approach charts and nautical publications are
corrected up to date and course laid off.
10. The latest navigational messages received for the area,
11. ETA sent to pilot station at appropriate time with all relevant
information required e.g. details of dangerous / hazardous
good carried.
12. Pilot ladder ready.
13. All navigational equipment has been tested
14. Course recorder has been checked.
15. Clocks have been synchronised
16. Internal communication equipment has been tested.
17. Signalling equipment, including flags / lights have been
checked.
18. Deck lighting has been tested.
19. Mooring machinery tested, lines prepared.
20. Manual Steering has been tested and engaged in sufficient
time for the helmsman to become accustomed before
manoeuvring commences
21. The crew has been advised of the time of “stand by“ for
entering the port.
22. The VHF channels for the various services (e.g. VTS, pilot,
tugs, berthing instructions) have been noted and a radio check
carried out.
23. Cargo handling gear in state of readiness.
24. Engine room has been notified at least one hour prior arrival.
25. Engine tested for satisfactory operation ahead and astern.
26. Steering gear system has been tested (both motors be running
when manoeuvring).
27. Anchoring/berthing, establish of proper anchorage.
28. Which side to jetty?
29. Ship or shore gangway.
30. Mooring lines.
31. Accommodation ladder.
32. Cargo Documents ready.

.12 Rounds in accommodation and on deck

There are many parts of the ship, which are not visited regularly.
Small deviations if any, not detected and corrected in time, may lead
to a disaster. There is therefore, a need to ensure that everything is
under control in remote parts of the vessel. Rounds should therefore
be made in the accommodation, decks, galley, stores etc.
Some vessels carry deck cargo. The lashing on these becomes loose
due to vessel’s movement in the seaway. These need to be checked
and tightened from time to time. The OOW upon being relieved should
therefore, take a round on deck and in accommodation. When taking
rounds, the OOW should ensure that:
a. No fire hazard exists
b. No apparent sign of flooding of vessel
c. Nothing unusual is detected including unsecured door, leaking
hydraulic line, loose electric connection
d. No loose or unsecured articles are detected in common rooms
e. Deck cargo lashings are tight and are in order. If necessary,
the crew should be called out and lashings tightened in
presence and to the satisfaction of relieved OOW. A positive
report of this should be made to the bridge.

.13 The bridge team

All ship’s personnel who have bridge navigational watch duties will be
part of the bridge team. The master and pilot (s), as necessary, will
support the team, which will comprise the OOW, a helmsman and
lookout (s) as required. The OOW is in charge of the bridge and the
bridge team for that watch, until relieved.
It is important that the bridge team works together closely, both within
a particular watch and across watches, since decisions made on one
watch may have an impact on another watch.
The bridge team also has an important role in maintaining
communication with the engine room and other operating areas on the
ship.
Duties and fitness of watch keeping officers:
In order to maintain a safe watch, the following are among your
primary duties:
􀂃 Your watch keeping duties are to include the following
􀂃 Maintaining a proper lookout,
􀂃 General surveillance of the ship,
􀂃 Collision avoidance in compliance with COLREGs,
􀂃 Recording bridge activities,
􀂃 Making frequent periodic checks on the navigational aids and
bridge equipments

Remember:
1. You responsible for safety of lives of your crew, property & the
environment. An error on your part may cause a disaster including
deaths.
2. You should be well versed with the handling characteristics of
your ship including procedures for use of engine in an emergency.
You will have no time to learn the ship’s manoeuvring characteristics
in an emergency.
3. A great number of accidents have occurred because of over
reliance on the automatic navigational aids & other automation.
Automation is excellent and today it is not viable to run a ship without
automation, but it is extremely dangerous to over rely on automation.
You must be a good monitor and supervisor to ensure that any
malfunctioning is promptly detected and rectified.
4. As navigational watch keeping officer, you continue to be
responsible for the safe navigation of the ship, despite the presence of
the master on the bridge. The master will specifically inform if he
wants to take over this responsibility.
Navigation:
1. General: It is important that you execute the passage plan as
prepared and monitor the progress of the ship relative to that plan.
2. Deviation from the plan: If you have to deviate from the
passage plan for any reason, you should return to the original plan as
soon as practicably possible. If you need to deviate from the original
plan for a longer time, due consideration must be given to all the
dangers, restrictions etc. The deviated plan should be made in the
same manner as a new plan. A briefing to this effect should be given
to the other concerned team members.
Do you know the grounding accident of Torrey Canyon?

SS Torrey Canyon was an LR2 Suezmax class oil tanker with a cargo capacity of
118,285 long tons of crude oil. She ran aground off the western coast of
Cornwall, United Kingdom, on 18 March 1967, causing an environmental
disaster. spilling an estimated 25–36 million gallons (94–164 million litres) of
crude oil.At that time she was the largest vessel ever to be wrecked
On making the landfall, the vessel was found to be about 17 miles off the course.
The watch officer altered the course to port in order to come back to the
original track. However, he decided to take the different route in order to save
some time. The deviated route was decided without considering
the proper passage planning procedures. The result was a disaster both for the
ship and for the environment.

Monitoring the Progress of the ship:

Good navigational practices demand that:

1. You are well versed with and fully aware of the capabilities of
your engines, steering systems, turning circle, stopping distances,
navigational aids and any other navigational systems being used.
Monitor their performance continuously.
2. You should cross check the position fixes using independent
source of information. This is particularly important when electronic
position fixing systems such as GPS, LORAN-C are used. Visual
position fixing must be used for cross checking the electronic aid fixes.
3. You should keep in mind that automation and automated
navigational equipment is very good but over reliance on it can be
very dangerous. In most of the cases, these work well however any
malfunctions should be promptly noticed and appropriate actions
taken.
4. Navigation in coastal or restricted waters: Navigating in
coastal/restricted waters you should:
a. Follow advice / recommendation as given in sailing
direction.
b. Calculate the tides and currents in advance.
c. Obtain weather information including visibility,
d. Identify primary & secondary position fixing methods
and their accuracy.
e. Note time of passing of danger points and arrange for
any extra precautions to be taken.
f. Obtain Information, if available, on likely traffic.
g. Arrange for monitoring local/coastal broadcasts.
h. Participate in area reporting system including vessel
traffic management system (VTMS).
i. Give required notice for use of the engines.
j. Post extra lookouts, if necessary.
k. Remember a helmsman engaged in steering is not a
look out and STCW does not permit one-man bridge
during the darkness period.
l. Use the most suitable largest scale chart available for
the area.
m. Plot position at frequent interval so that at no stage
there is chance of grounding or coming dangerously
close to any danger.
n. Positively identify all navigational marks.
o. Comply with the Coastal water routing scheme, ship
reporting systems and vessel traffic systems.
p. Give due consideration to squat and calculate it well in
advance. Remember that squat is proportional to the
square of the ship’s speed and that the speed is the
only function that determines squat that can be varied
as the other two functions viz. block coefficient and
draft can not be varied. Take into account and allow for
shallow water effects such as bank effect, smelling the
ground etc.
Take into account:
􀂃 Time and efforts needed to keep radio watch keeping & Radio
Communications
􀂃 Pollution Prevention and emergency situation
􀂃 Cargo monitoring if applicable viz. securing of cargoes,
refrigerated cargo temperatures etc.
􀂃 Monitor and control safety systems e.g. fire extinguishing
system, fire petrol etc.
􀂃 Bridge should never be left unattended. However, in a ship
with separate chartroom, a visit to that chartroom may be
made for a short period to carry out necessary navigational
duties after strictly ensuring that it is safe to do so.

Have you heard of the following accident, which occurred off the
coast of Australia?
A second officer, soon after taking over the midnight watch, left the
bridge and descended two decks down to his cabin to get a jacket and
some cigarettes. There was no lookout. While in cabin, he decided to
smoke a cigarette and thereafter fell off to sleep. Next, every one
woke up at 0515 hrs when the ship had run hard aground. The second
officer slept through the watch, no quarter call was given to the chief
officer, he slept through an intended 30 degrees alteration and he also
slept through the grounding.

Case Study JK Rani SCI-18 March 1986 Grounding at Fredrick Reef Australia
From Newcastle(Australia) to Japan with Cargo of Coal
CTL

Your duty and the master:

It should be clearly established in the company’s safety management

system that the master has the overriding authority and responsibility
to make decisions with respect to safety and pollution prevention. The
master should not be constrained by a ship owner or charterer from
taking any decision, which in his professional judgement is necessary
for safe navigation, in particular in severe weather and in heavy seas.
The bridge team should have a clear understanding of the information
that should be routinely reported to the master, of the requirements to
keep the master fully informed, and of the circumstances under which
the master should be called.
When the master has arrived on the bridge, his decision to take over
control of the bridge from the OOW must be clear and unambiguous.
Your duty and the Pilot:
Once the pilot has embarked and has arrived on the bridge the pilot
joins the bridge team temporarily and should be supported
accordingly. Study the pilot card and keep it ready for handing over.
The pilot has a specialized knowledge of navigation in local waters.
Depending on local pilotage laws, the 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. It is important
that the responsibilities of the pilot and the master are agreed and
clearly understood.
The presence of a pilot does not relieve the master or the OOW of
their duties and obligations for the 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.

(SAQ – Self Assessment Questions)

Emergencies do occur and it is necessary for a
watchkeeping officer to be ready for them. Describe the
actions that you would take in the following:

a. Vessels starts to swing rapidly and the off-course alarm

is ringing.
b. After sunset, the navigation light sentinel gives an alarm
and visually it appears that the forward masthead light is
not functioning.
c. On plotting the positions by visual bearings and GPS, it
is observed that a difference of three miles is observed.
d. Your charts are corrected up to date. In the approaches to
a port, it is observed that a buoy in the channel is displaying
lights of a wreck-marking buoy but it is not marked on the
chart.
e. In the middle of your watch, you are feeling very sick

Answers to (SAQ – Self Assessment Questions)

a. Switch over to hand steering, call the master, check

if the steering is working, if in traffic bring engines on
stand by and inform the engine room of the malfunction of
the steering so that they can depute someone to check.
b. Switch to the second light provided, if the same is also
not functioning, then send out a message to all ships
indicating that your ship is plying only with one masthead
light, call the master and the engineers to make effective
repair to electrical circuit.
c. Recheck the visual position by an alternate method such
as two ranges from Radar or by alternate GPS. It is possible
that the GPS has developed a fault without giving an alarm.
In coastal waters call the master if close to danger.
d. Accept that light as a warning, proceed with caution,
engines on standby, recheck with port authorities and if
there is not sufficient sea room stop engines call the master.
e. Call the Master and tell him your problem. Do not feel
embarrassed as you may not be functioning correctly and it
is unsafe to continue watchkeeping and the Master shall
understand the same.