NAVIGATIONAL

WATCHKEEPING II
For Oceangoing Officers

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 NAVIGATIONAL WATCHKEEPING-II
Course Catalogue
This course forms part of the proposed Modular Framework for professional qualifications based on a degree program in
Nautical Sciences. The Program gives students an in-depth expertise of; establishing of a bridge team, planning of a
passage and managing a naval vessel as a Deck Officer and ultimately as the captain of the vessel. The emphasis is
upon bridge team establishment and management and especially on safe navigation.

This semester, you are going to learn mainly the bridge team management, passage planning and
the international rules, regulations and responsibilities about pollution prevention at sea.

Course objectives are;

To explain guidelines for the composition and management of the bridge team,
To introduce students the duties and responsibilities of the officer of the watch and
crew of the bridge team,
To develop an understanding on general rules and regulations about watchkeeping
under normal and different conditions and in different areas,
To give an idea about familiarization with bridge equipment and regular and
emergency checklists directly related to the ship,
To give knowledge about the reasons of error chains,
To introduce the duties and responsibilities regarding to passage planning,
To give an idea about emergencies and contingency plans,
To develop an understanding on international rules, regulations and responsibilities
about pollution prevention at sea.
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 Course Learning Outcomes
Students who successfully pass the course will acquire knowledge and skills on

I. Bridge team composition and management procedures and principles,

II. Watchkeeping arrangements and general principles of watchkeeping,
III. Principles to be observed in keeping a navigational and radio watch,
IV. Principles of engineering watch and communication between bridge and
engine control room,
V. Items and procedures to be included in masters standing and night orders ,
VI. Guidelines for taking over the watch at sea and in port and at anchor,
VII. Regular checks on bridge equipment,
VIII. Guidelines for the management of safe ship operations,
IX. OOW duties and responsibilities,
X. Navigation with pilot on board,
XI. Relations and information exchange between the master and the pilot,
XII . Error chains and the reasons for errors,
XIII. Passage planning and bridge preparation,
XIV. Accomplish watchkeeping at extraordinary conditions,
XV. Procedures to be followed during emergencies,
XVI. International rules, regulations and responsibilities about pollution
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prevention at sea.
-SWIFT, A.J., Bridge Team Management (Second Edition), London
1993, The Nautical Institute.

-Bridge Procedures Guide (Fifth Edition 2016), Marisec

Publication, London, International Chamber of Shipping.

-STCW (STCW Convention and STCW Code) including 2010

Manila Amendments, IMO, London 2011, ISBN: 978-92-801-1528-4.

-MARPOL 73/78 (Birletirilmi 2002 Basks),

eviri:Prof.Dr.Mkerrem Fatma LKIIK, stanbul 2005, Deniz
Ticaret Odas Yayn No:68.

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REFERENCES

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References

6
 Week Topics Course
Outcomes

Bridge Team Composition

1 - Team members definition I,II,IV
- Role of team members

Course - Delegation of authority

- The master and the bridge team
- Basic principles for effective teamwork
- Briefing of watchkeeping personnel
- Periodic checks of navigational equipment
Bridge Team Management
- The human element within a bridge team
- The master role

Plan 2
Watchkeeping Procedures
- Types of watchkeeping
- Basic principles
- Masters standing orders
- Bridge deck log book
- Navigation with pilot onboard
I,II,III,IV,V,
VI,XI,XIV

- Preparation for sea

- Taking over the watch during navigation and in port
- Watchkeeping under different conditions and in different areas

Watchkeeping Procedures
3 - Regular checks on bridge equipment I,III,IX
- Bridge checklists
- Emergency check lists

Navigational and Engineering Watch

4 - Basic principles to be observed in keeping navigational watch I,III,IVI
- Principles of safe manning
- Calling the master
- Error chains
- Engineering watch

Passage Planning
- Responsibility for passage planning
- Stages of planning
5 - Route selection XIII
- Planning
- Deviation and contingency planning
- Executing the plan
- Monitoring the plan
- Position fixing methods
Emergencies
- Contingency plans for emergencies
6 - Main engine failure XV
- Steering gear failure
- Malfunction of navigational equipment
- Safe water areas
- Preplanned anchoring
- Emergency anchoring
Revision Of The First Six Weeks Topics
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7 Quiz/Midterm exam
Course Plan
Emergencies
8 - Abort and point of no return
- Necessary alterations to the passage plan
- Adverse weather
- Restricted visibility
9 Emergencies
- Abort and point of no return
- Necessary alterations to the passage plan
- Adverse weather
- Restricted visibility

Maritime Pollution
10 - Introduction
- Application
- Annexes of Maritime Pollution Convention

11 Simulator Work

12 Simulator Work

Maritime Pollution
13 - Garbage management plan
- Special area garbage discharge
- Garbage record book
14 General Review of the Course
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 Course Catalogue
Assesment Criteria
Effects on Grading %
Midterm Exam/Quiz % 30

Simulator/Practice % 10

Final Exam % 60
TOTAL %100
Pass Criteria is at least 50 out of 100,
INTRODUCTION

WHY DO WE NEED
THIS NAVIGATIONAL
WATCHKEEPING
COURSE?
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 NAVIGATIONAL WATCHKEEPING-II
In the past, commercial voyages at sea were considered to be an adventure.
Today, most commercial voyages are not adventures. The main aim of the
voyages is to carry cargoes and personnel from one place to another and to
complete the voyage safely and succesfully.
Mainly, there are four types of transportation in the world. Ground, railway,
waterway and airway transportation. As you know that the cheapest
transportation way is waterway tranportation and a ship can carry more cargo
than any other vehicle in the world. Waterway transportation is 14 times
cheaper than air transportation. 7 times cheaper than ground transportation
and 3.5 times cheaper than railway transportation.
Although the main aim is to complete the voyage safely and succesfully and
delivering the cargo, sometimes voyages are not completed and cargoes not
always delivered. Non completion of voyages and non delivery of the cargo
always comes as a shock to the mariners concerned, to the shipowners, the
charterers, the shipper and the public in general. We expect cargoes to be
delivered on time and ships to safely about their business.

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 NAVIGATIONAL WATCHKEEPING-II
Even today, although ships have reliable and powerful engines and the latest
technology helping the mariner, the voyage at sea is still a risk and the ship and
its crew subject to the dangers of voyages.
Non completion of voyages may not just be the result of a hostile environment.
The majority of incidents at sea are the result of human error. In many of these
cases, information which could have prevented the incident occuring was
available but was either unappreciated or not used.
Most accidents occur, and is going to occur in the future, because there is no
system in operation to detect and consequently prevent one person making a
mistake, a mistake of the type all human beings are liable to commit.
The main aim of this course is to decrease the number of mistakes which all type
of human beings could make. This course; NAVIGATIONAL WATCHKEEPING-II ,
is designed to give students an in-depth expertise of; establishing of a bridge
team, planning of a passage and managing a naval vessel as a Deck Officer and
ultimately as the captain of the vessel. The emphasis is upon bridge team
establishment and management and especially on safe navigation.
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Safe navigation means that the ship is not exposed
to undue danger and that at all times the ship can
be controlled within acceptable margins.

To navigate safely at all times requires effective

command, control, communication and
management. It demands that the situation, the
level of bridge manning, the operational status of
navigational systems and the ships' engines and
auxiliaries are all taken into account.

It is people that control ships, and it is therefore

people, management and teamwork which are the
key to reliable performance. People entrusted with
the control of ships must be competent to carry
out their duties.
People also make mistakes and so it is necessary
to ensure that monitoring and checking prevent
chains of error from developing. Mistakes cannot
be predicted, and once a mistake has been
detected, it is human nature to seek to fit
circumstances to the original premise, thus
compounding a simple error of judgement.

Passage planning is conducted to assess the

safest and most economical sea route between
ports. Detailed plans, particularly in coastal
waters, port approaches and pilotage areas, are
needed to ensure margins of safety. Once
completed, the passage plan becomes the basis
for navigation. Equipment can fail and the
unexpected can happen, so contingency planning
is also necessary
Ergonomics and good design are essential elements of
good bridge working practices.
Watchkeepers at sea need to be able to keep a look-out,
as well as monitor the chart and observe the radar.
They should also be able to communicate using the VHF
without losing situational awareness.
When boarding or disembarking pilots, handling tugs or
berthing, it should be possible to monitor
instrumentation, particularly helm and engine indicators,
from the bridge wings.
Bridge notes should be provided to explain limitations of
any equipment that has been badly sited, pointing out
the appropriate remedies that need to be taken.
The guiding principles behind
good management practices are:

clarity of purpose;
delegation of authority;
effective organisation;
motivation.
BRIDGE TEAM COMPOSITION

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 BRIDGE TEAM COMPOSITION
Team Members Definition
Role of Team Members
Factors for the Composition
Delegation of Authority
The Master and The Bridge Team
Bridge Teamwork
Basic Principles for Effective Bridge Teamwork Procedures
Assignment of Duties and Procedures for The Bridge Team Personnel
to Work as an Effective Team
Procedures for an Efficient Bridge Organization
Briefing of Watchkeeping Personnel
Periodic Checks of Navigational Equipment
Periodic Checks Compliance with SOLAS Chapter V
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 BRIDGE TEAM COMPOSITION

The bridge team is established so that the most effective use can
be made of available manpower in order that;
- Established work procedures are followed,
- Risk is minimized and
- Ships are navigated safely.

All ships personnel who have bridge navigational watch duties

will be part of the bridge team.

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 BRIDGE TEAM COMPOSITION
Master - The ship owner's representative, overall in command and
responsible of the ship and for the performance of watchkeeping
officers and also the pilot.
Officer of the Watch (OOW) - Officer in charge of a bridge navigational
watch. The master's representative at the bridge and responsible for
conning the ship during his watch . He is in charge of the bridge and
the bridge teamfor that watch, until relieved.
Extra Officer on the Bridge - Officer assisting the master and the
OOW on the bridge as required.
Helmsman - Deck rating assigned to keep a navigational watch .
Carries out helm orders from the conning officer.
Lookout - Deck rating appointed by the master to observe and report
all relevant observations for safety of navigation.
Pilot - Usually a local expert hired to assist in the safe navigation of a
vessel in port or restricted areas. He will temporarily join the bridge
team when he is on board and advise accordingly.
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 BRIDGE TEAM COMPOSITION
The "Master" controls the movement of the vessel in
compliance with the Rules of the Road and recommended
traffic schemes consistent with good seamanship
practices. He regulates the course and speed, ensures the
safe navigation of the vessel, and supervises the overall
watch organization.

The "Watch Officer" assists the master and usually mans

the radar. He establishes the vessel's position and advises
the conning officer of such position and other information
such as drift, existence of navigation dangers, course and
speed of other vessel in the vicinity. He will monitor the
execution of helm and engine orders, coordinate all
internal and external communications, record all required
entries in logbooks and perform other duties as required
the master.
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 BRIDGE TEAM COMPOSITION
Under certain circumstances, the master may consider it necessary
to have the support of two navigating officers, one as OOW, the other
as back-up or radar observer. The master must clearly state the
responsibilities of the two officers. Supporting the master will
indicate that the ship is in a very high-risk situation such as:
- Narrow margins of safety requiring very careful track maintenance
such as transiting channels and approaching traffic congested areas;
- Reduced under-keel clearance like when vessel navigate in coastal
and shallow waters;
- Heavy traffic (narrow channels and passages);
- Heavy weather conditions (storms and very rough seas);
- Poor visibility; or any combination of similar factors.

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 BRIDGE TEAM COMPOSITION
The additional officer's role is to provide the master with radar-based
traffic information, assist in locating buoys or landmarks as in the case of
landfall and to giving general backup to the OOW on the chart or whatever
tasks the master deems appropriate under varying conditions (like assisting
in communications, internal coordination and other supportive roles).

It is difficult to establish hard and fast rules as to how the tasks of the
bridge team should be distributed. It may depend upon the abilities and
experience and personal factors of the personnel involved, the
circumstances requiring the additional personnel involvement types of
bridge equipment and the layout of the bridge. The important thing to bear
in mind is that each member of the team knows what role that he is required
to carry out and the roles of other members of the team. As stated above
this must preclude unnecessary duplication of tasks and, more importantly,
ensure that other tasks are not ignored or overlooked.
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 BRIDGE TEAM COMPOSITION
The bridge team plays a very important role in the safe conduct of a
ship at sea and in port. It is therefore necessary to have a well-organized
bridge team that is able to carry out its tasks efficiently and effectively.
The bridge team also has an important role in maintaining the
communication with the engine room and other operating areas on the
ship.
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 master and pilot, as necessary will support the team, which will
comprise the Officer of the Watch (OOW), a helmsman and lookout(s) as
required.

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 BRIDGE TEAM COMPOSITION
All members must observe navigational standards of operation and
practice good teamwork.
A well-defined bridge organization details specific duties and
responsibilities of individual members with allowance for flexibility.
There maybe differences in styles but common or standard
procedures must be established agreed upon and followed.
The team must share a common goal; i.e. a safe and successful
voyage based on the principle, "safety of life, property and
environment."
Team members must fully understand and should be capable of
performing their roles and tasks professionally and diligently
Work related stresses to be minimized and well handled.

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 FACTORS FOR THE COMPOSITION
The fitness for duty of any crew members on call who are assigned as
members of the watch,

Knowledge of, and confidence in, the professional competence of the

ships officer and crew,

The experience of each officer of the navigational watch, and the

familiarity of that officer with the ships 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 the bridge instrumentattion and controls,

including alarm systems,

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 FACTORS FOR THE COMPOSITION
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

inhabit a member of the watch from detecting by sight or hearing any
external development,

Any other relevant standart procedure or guidance relating to

watchkeeping arrangments and fitness for duty which has been adopted
by the organization.

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FACTORS FOR THE COMPOSITION

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 FACTORS FOR THE COMPOSITION
In determining that the composition of the navigational watch is
adaquate to ensure that a proper lookout can continuously be
maintained, the master should take into account all relevant factors as
well as the following:
Visibility, state of weather and state,

Traffic density, and other activities occuring in the area, in which the
vessel is navigating,

The attention is necessary when navigating in or near traffic seperation

schemes or other routeing measures,

The additional workload caused by the nature of the ships functions,

immediate operating requirements and anticipated manoeuvres,

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 DELEGATION OF AUTHORITY
The master has the ultimate responsibility for the safety of the ship.
Delegation of authority to the OOW should be undertaken in
accordance with agreed procedures and reflect the ability and
experience of the watchkeeper.
Similarly, when a pilot boards, the master may delegate the conduct
of the ship to the pilot, bearing in mind that pilotage legislation varies
from country to country and from region to region.
Pilotage can range from optional voluntary pilotage that is advisory
in nature to compulsory pilotage where the responsibility for the
conduct of the navigation of the ship is placed upon the pilot.

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 THE MASTER AND THE BRIDGE TEAM

The master has the overriding authority and responsibility to make

decisions with respect to safety and pollution prevention.

The bridge team should have a clear understanding of;

The information that should be routinely reported to the master.
The requirements to keep the master fully informed.
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.
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 BASIC PRINCIPLES FOR EFFECTIVE BRIDGE TEAM PROCEDURES
- Whenever a ship is put at sea, the master and navigating officers have
duties both in public and commercial law to navigate competently at all
times. Upon their actions depend the successful outcome of the voyage,
safety at sea and protection of the marine environment.
- Watchkeeping officers, through their diligence and professionalism,
provide a highly valued service to society.
-Competence in navigation and seamanship is based upon a sound
knowledge of principles and rules, experience at sea and proficiency in
carrying out duties diligently. This applies particularly to Bridge Team
Organization, which have to be brought on the bridge.
- Every maritime accident has brought an impact in the maritime world.
Accidents happen from time to time, and often their result leads to the
formulation and implementation of new regulations, requirements or
recommendations by various national or international maritime authorities,
organizations and companies. Such are geared towards addressing these
particular incidents by providing attainable solutions, one of that is
providing training for the people concerned. 36
BASIC PRINCIPLES FOR EFFECTIVE BRIDGE TEAM PROCEDURES
Statistics show that about 80% of maritime
accidents are caused by human error. In such case,
people on board ships are the central focus and the
main contributor to accidents that happened. The
greatest responsibility in ensuring that a ship
reaches its destination safely and efficiently lies in
the hands of every mariner. How accidents can be
avoided and prevented at sea depends on the
people on board who can either make them happen
or not. In a broad perspective, the goal of every
mariner is centered in the safety of life, property and
the environment.
Effective bridge team organization should
minimize if not eliminate the risk that an error on the
part of one person could result to a dangerous
situation. The bridge organization should be
properly supported by a clear navigation policy
incorporating shipboard operational procedures, in
accordance with the Ship's Safety Management
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System.
ASSIGNMENT OF DUTIES AND PROCEDURES FOR THE BRIDGE
TEAM PERSONNEL TO WORK AS AN EFFECTIVE TEAM
* Duties should be clearly assigned, limited to those duties that can be
performed effectively, and clearly prioritized. Team members should be
asked to confirm that they understand the task and duties assigned to
them.
* The positive reporting on events while undertaking tasks and duties is
one way of monitoring the performance of bridge team members and
detecting any deterioration in watchkeeping performance.
* There is a general obligation under the ISM Code (International Safety
Management Code) and the STCW Convention (Standards of Training,
Certification and Watchkeeping) for ship's personnel who are new to a
particular ship; to receive ship specific familiarization in safety matters. For
those personnel who have a direct involvement in ship operations such as
watchkeeping, a reasonable period of time must be allocated for them to
become acquainted with the equipment that they will be using and any
associated ship procedures. The familiarisation process must be covered in
written instructions that the company is required to provide to the master.38
ASSIGNMENT OF DUTIES AND PROCEDURES FOR THE BRIDGE
TEAM PERSONNEL TO WORK AS AN EFFECTIVE TEAM

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ASSIGNMENT OF DUTIES AND PROCEDURES FOR THE BRIDGE
TEAM PERSONNEL TO WORK AS AN EFFECTIVE TEAM
* An officer must be responsible for the bridge equipment and for one
to one training of new personnel, in a common language.

* This responsibility specifically includes navigational aids as fitted,

including but not limited to:
- ECDIS (Electronic Chart Display and Information System),
- ECS (Electronic Chart System)
- ARPA (Automatic Radar Plotting Aid)
- AIS (Automatic Identification System)
- Radar
- Echo Sounder
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ASSIGNMENT OF DUTIES AND PROCEDURES FOR THE BRIDGE
TEAM PERSONNEL TO WORK AS AN EFFECTIVE TEAM

* Self-teaching manuals, videos and computer based training

programmes are examples of other training methods that could be
used on board ships.
* It is the responsibility of the OOW to ensure that the seaman
assigned watchkeeping in duties:
* Has been properly instructed in look-out duties as to what is
expected of him;
* Knows how to report observations;
* Is adequately clothed and protected from the weather;
* Physically and emotionally prepared for lookout duties.

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ASSIGNMENT OF DUTIES ANDPROCEDURES FOR THE BRIDGE
TEAM PERSONNEL TO WORK AS AN EFFECTIVE TEAM
Minimum hours of rest for watch personnel
In order to prevent fatigue, the amended 2010 STCW Convention stipulates
that the minimum number of hours of rest for ratings and officers assigned
to the watchkeeping, designated safety, security or prevention of pollution
duties is 10 hours in any 24 hour period.
There are no exceptions from this rule. This does not mean that the other
14 hours should be spent on duty. The other personnel who do not have
watch-keeping, designated safety, security or prevention of pollution
responsibilities are exempted from this provision, but the Major Labor
Convention will apply (however this applies to very few crew and only on
larger ships).
The 24 hour period is calculated from the time the watchkeepers duty
starts, and not from 00:00 hours. The 10 hour rest period may be divided
into no more than two periods, one of which must be at least six hours long
and no period less than one hour. The rest period in any seven day period
must not be less than 77 hours. The minimum rest period is not obligatory
in the case of emergencies, drills or overriding operational conditions.
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 ASSIGNMENT OF DUTIES ANDPROCEDURES FOR THE BRIDGE
TEAM PERSONNEL TO WORK AS AN EFFECTIVE TEAM
In the amended 2010 STCW Convention there is an exception allowed. The
administration may allow an exception of rest hours provided that the rest
period is not less than 70 hours in any seven day period and is not allowed
for more than two weeks. However the 10 hour minimum per 24 hour period
is still in force. In addition, the rest hours may be within these two weeks of
exemptions divided into three periods. The interval between two periods of
exceptions on board shall not be less than twice the duration of the
exception. In practice this means that if you have reduced rest hours to 70
per week over a two week period the next four weeks have to comply with
the general rule of 77 hours rest per week and only two rest periods in any
24 hour period.
The administration should at all times take into account the guidance
regarding the prevention of fatigue. Administrations shall require that watch
schedules be posted and assessable in the working language or languages
of the ship and in English.

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ASSIGNMENT OF DUTIES AND PROCEDURES FOR THE BRIDGE
TEAM PERSONNEL TO WORK AS AN EFFECTIVE TEAM
A seafarer who has their normal rest period disturbed by a call-out to work
must have adequate compensatory rest periods. Administrations require
that records of the daily hours of rest be maintained, and you must ensure
these records are correctly maintained. You should receive a copy of the
records pertaining to you, endorsed by the master and, after ensuring their
accuracy you should also sign them.

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ASSIGNMENT OF DUTIES AND PROCEDURES FOR THE BRIDGE
TEAM PERSONNEL TO WORK AS AN EFFECTIVE TEAM

The amended 2010 STCW Convention requires administration should put in

place adequate measures to prevent drug and alcohol abuse. There is also
a mandatory requirement for the administration to establish a limit of not
greater than 0.05% blood alcohol level (BAC) or 0.25 mg/l alcohol in the
breath or a quantity of alcohol leading to such alcohol concentration for
masters, officers and other seafarers while performing designated safety,
security and marine environmental duties.

Guidelines in part B of the STCW Code on watch-keepers recommend

seafarers should not consume any alcohol within four hours of going on
watch.

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 BRIDGE TEAMWORK
An efficient bridge organization will include procedures that:
* Eliminate the risk that an error on the part of one person may result in a
disastrous Situation;
* Emphasize the necessity to maintain a good visual lookout and to carry out
collision avoidance routines;
* Encourage the use of all means of establishing the ship's position so that in
the case of one method becoming unreliable others are immediately available;
* Make use of passage planning and navigational systems which allow
continuous monitoring and detection of deviation from track when in coastal
waters;
* Ensure that all instrument errors are known and correctly applied;
Accept a pilot as a valuable addition to a bridge team.
Individual role can only be achieved by each member of the bridge team
realizing that he has a vital part to play in the safe navigation of the ship and
that safety depends upon all personnel playing their part to the utmost of their
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ability.
 BRIDGE TEAMWORK
** Each team member must appreciate that the safety of the ship should never
depend upon the decision of one person only. All decisions and orders must be
carefully checked and their execution monitored. Junior team members must
never hesitate to question a decision if they consider that such a decision is not in
the best interest of the ship.

** An accident by its nature is unexpected, but most accident occurs because

there is no system in operation or a mistake of the type all human beings are
liable to make. Poor communications, both internal and external, are an indication
that situational awareness may be at risk. Internal communications may be
confused by physical causes such as noise, etc., or be caused by lack of common
language or differing procedural methods. External communication breakdown
may also be caused by non-common language or plain misunderstanding. In any
case, efforts must be made to overcome the cause of the communication
breakdown; otherwise, teamwork and mutual knowledge is at risk.
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BRIEFING OF WATCHKEEPING PERSONNEL

** The Officer Of the Watch should give watch keeping personnel all
appropriate instructions and information, he should verify if the watch
personnel understand their respective duties and know how to
discharge them.
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 PERIODIC CHECKS OF NAVIGATIONAL EQUIPMENT
** The OOW should undertake daily tests and checks on bridge
equipment, including the following:
* Manual steering should be tested at least once a watch when the automatic
pilot is in use.
* Gyro and magnetic compass errors should be checked once a watch where
possible and after any major course alteration
* Compass repeaters should be synchronized, including repeaters mounted
off the bridge, such as in the engine control room and at the emergency
steering position.

** Checks on electronic equipment should both confirm that the piece of

equipment is functioning properly and that it is successfully communicating
to any bridge system to which it is concerned.
To ensure adequate performance, information from electronic equipment
should always be compared and verified against information from different
independent sources.
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 PERIODIC CHECKS COMPLIANCE WITH SOLAS CHAPTER V
Regulation 24: Use of heading and/or track control systems
** In areas of high traffic density, in conditions of restricted visibility and in all
other hazardous navigational situations where the automatic pilot is used, it
shall be possible to establish human control of the ship's steering
immediately.
In circumstances as above, it shall be possible for the officer of the watch to
have available without delay the services of a qualified helmsman who shall
be ready at all times to take over steering control.
The changeover from automatic to manual steering and vice versa shall be
made by or under the supervision of a responsible officer.
The manual steering shall be tested after prolonged use of the automatic
pilot, and before entering areas where navigation demands special caution.
Regulation 25: Operation of main source of electrical power and steering gear
** In areas where navigation demands special caution, ships shall have more
than one steering gear power unit in operation when such units are capable
of simultaneous operation.
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 PERIODIC CHECKS COMPLIANCE WITH SOLAS CHAPTER V

Regulation 26 : Testing and Drills on Steering Gear

** Within 12 hours before departure, the ship's steering gear shall be checked
and tested by the ship's crew and entered in the logbook. The test procedure
shall include, where applicable, the operation of the following:
The main steering gear
The auxiliary steering gear
The remote steering gear control systems
The remote steering gear control system power failure alarms
The steering positions located on the navigation bridge
The steering gear power unit failure alarms
The emergency power supply
The rudder angle indicators in relation to the actual position of the rudder
Automatic isolating arrangements and other automatic equipment
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 PERIODIC CHECKS COMPLIANCE WITH SOLAS CHAPTER V
Regulation 26 : Testing and Drills on Steering Gear
** The checks and tests shall include;
- The full movement (hard rudder) of the rudder according to the required capabilities
of the steering gear;
- A visual inspection of the steering gear and its connecting linkage; and hydraulic
liquid level.
- The operation of the means of communication between the bridge and steering gear
compartment.
- Simple operating instructions with a block diagram showing the changeover
procedures for remote steering gear control systems and steering gear power units shall
be permanently displayed on the Navigation Bridge and in the steering gear
compartment.
- All ship's officer concerned with the operation or maintenance of steering gear shall
be familiar with the operation of the steering systems fitted on the ship and with the
procedures for changing from one system to another.
** In addition to the routine checks and tests prescribed above, emergency steering drills
shall take place at least once every three months in order to gain proficiency in
emergency steering procedures. These drills shall include direct control from within the
steering gear compartment, the communications procedure with the bridge and, where
applicable, the operation of alternative power supplies. 56
PERIODIC CHECKS COMPLIANCE WITH SOLAS CHAPTER V

57
 STCW A-VIII/I
Herhangi bir 24 saatlik sre ierisinde asgari 10 saatlik dinlenme, ve
7 gnlk bir sre ierisinde 77 saat,
Dinlenme saatleri, biri en az alt saat uzunluunda olmak zere, iki
periyottan daha fazla paraya blnmemeli ve birbirini takip eden dinlenme
periyotlarnn arasndaki sre 14 saati amamaldr.
Dinlenme sresinin herhangi bir 7 gnlk sresi boyunca 70 saatten az
olmamas koulu ile taraflar bu belirtilen deerlere istisnalara msaade
edilebilir.
Gemide gerekleecek iki istisnai dnem arasndaki fasla, istisna
sresinin iki katndan az olamaz,
Dinlenme sreleri biri en az 6 saat olmak zere ve geriye kalan her iki
periyodun da 1 saatten az olmamas kouluyla 3 periyottan fazla paraya
blnemez.
Birbirini takip eden dinlenme sreleri arasndaki sre 14 saati amamaldr.