Grade 11

Navigational Watch ǁ
2nd semester

Prerequisite: Navigational Watch 1

Safety 1
Subject Description:

This course in Navigational Watch ǁ is an

introduction to STCW 1978, as amended. This also
complies with the International Rules for Preventing
Collision at Sea ( COLREG)

This is designed for Senior High School (SHS)

students to enhance their knowledge,
understanding, and proficiency in accordance with
maritime workplace standards.
Navigational Watch 2 has been divided into three
(3) lesson:

Lesson 1: Demonstrate how to keep a proper

look-out by sight and hearing. ( 20 hrs.)

Lesson 2: Explain Bridge Watch Keeping (20 hrs)

Lesson 3: Apply Basic Knowledge of collision

avoidance as per International Rules of
the Road. (40 hrs)
OVERVIEW:

 General principles of safe manning,

consistent with those agreed with IMO
OVERVIEW:

 And at all times, ships need to be navigated

safely in compliance of COLREGS and to
ensure the protection of the environment not
compromised.

 An effective bridge organization should

manage efficiently all the resources available to
the bridge and promote good communication
and team work.
OVERVIEW:

 The need to maintain a proper look-out

 The bridge organization should be

properly support by a clear navigation
policy incorporating shipboard
operational procedures, in accordance
with ship’s safety management system as
required by the ISM code.
 Lesson 1

Learning objectives 1:
At the end of our lesson the students shall be
able to:

 1.1 Explain the watch keeping arrangements

in maintaining a safe navigational watch

 1.2 Discuss the ratings forming part of

Navigational watch in obtaining the ultimate
purpose of a safe navigational watch

1
 Lesson 1

Principles of Navigational
Watch
 Lesson 1

Basic Principles of Navigational Watch

BASIC PRINCIPLES TO BE OBSERVED IN KEEPING A

NAVIGATIONAL WATCH

 Parties shall direct the attention of ship owners,

ship operators, masters and watch keeping
personnel to the following principles which shall
be observed to ensure that a safe navigational
watch is maintained at all times.

1
 Lesson 1

Basic Principles of Navigational Watch

 The master of every ship is bound to ensure that

watch keeping arrangements are adequate for
maintaining a safe navigational watch.
 Under the master’s general direction, the officers
of the watch are responsible for navigating the ship
safely during their periods of duty when they will
be particularly concerned with avoiding collision
and stranding.

1
 Lesson 1

Basic Principles of Navigational Watch

The basic principles, including but not limited

to the following, shall be taken into account
on all ships:
 Watch arrangements
 Fitness for duty
 Navigation
 Navigational equipment
 Navigational duties and responsibilities
 Look-out
 Navigation with pilot embarked
 Protection of the marine environment
1
 Lesson 1

Watch arrangements under STCW code

The composition of the watch shall at all
times be adequate and appropriate to the
prevailing circumstances and conditions and
shall take into account the need for maintaining
a proper lookout.

1
 Lesson 1

Watch arrangements under STCW code

 When deciding the composition of the watch on

the bridge which may include appropriate deck ratings,
the following factors, among other things, shall be
taken into account:
--- at no time shall the bridge be left unattended;
--- weather conditions, visibility and whether there
is daylight or darkness;
--- proximity of navigational hazards which may make
it necessary for the officer in charge of the watch
to carry out additional navigational duties;
1
 Lesson 1

Watch arrangements under STCW code

--- use and operational condition of navigational
aids such as radar or electronic position- indicating
devices and any other equipment affecting the safe
navigation of the ship;
--- whether the ship is fitted with automatic
steering;
--- any unusual demands on the navigational watch
that may arise as a result of special operational
circumstances.
---unmanned machinery space (UMS) controls,
alarms and indicators provided on the bridge
1
 Lesson 1

Look-out
In addition to maintaining a proper look-out for the
purpose of fully appraising the situation and the
risk of collision, stranding and other dangers to
navigation, the duties of the look-out shall include
the detection of ships or aircraft in distress,
shipwrecked.

1
 Lesson 1
IRPCS

Rule 5 (Look-out) Every vessel shall at all times maintain a proper look-out by sight
and hearing as well as by all available means appropriate in the prevailing
circumstances and conditions so as to make a full appraisal of the situation and or
the risk of collision. 1
 Lesson 1

KEEP A LOOK-OUT

You must pay attention to everything – not just looking

ahead out of the bridge windows but looking all around the
vessel, using all your senses and all personnel and equipment
available to you. There must always be someone looking-out. If
weather or the situation around you causes concern, then
more lookouts may be needed and you must call them without
hesitation.
You must use all of that information continuously to assess
the situation your vessel is in and the risk of collision
1
 Lesson 1

The requirement to ‘maintain a proper

lookout’ includes:
Looking and listening – maintain a continuous
watch by sight and by hearing, both inside and
outside the wheelhouse

Looking means looking out of the windows, all

the time.
Using ECDIS – the prime function of ECDIS is to
help you be sure that your ship is not moving into
danger. Its other functions are useful but you must
not get distracted by them.
1
 Lesson 1
Using ARPA – you must be aware of the effects of
clutter, of small targets and the range and limitations of
the set.
Using a radio – you must listen to what is going on
around you but you must always think carefully
before calling other ships on VHF. It always takes
more time than you think and it may cause delay and
confusion.

Monitoring sound signals – ensure you can hear what

is going on outside the wheelhouse. Be aware of the
effect of keeping a closed wheelhouse and of
distracting noises inside it
1
 Lesson 1
Using a depth indicator – frequently and
systematically monitor the depth of water
beneath your keel. The seabed is often the
nearest point of danger.

Avoid distractions such as wheelhouse and

deck lights, other people, navigational records
and routine paperwork, including chart
corrections.
Always remember that you are on bridge watch to
keep the ship safe, as set out in Rule 2 on responsibility

1
 Lesson 1
To assess the risk of collision you must continuously
ask yourself:

Is a collision possible, because of the action (or

inaction) of any vessel in the vicinity – including your
own vessel?

Is a collision probable? If so, the risk of collision is

already here and you need to act urgently. See also
Rule 7 on RISK OF COLLISION.
a.)Every vessel shall use all available means
appropriate to the prevailing circumstances and
conditions to determine if risk of collision exists. If
there is any doubt such risk shall be deemed to exist.
1
By all available means:
1. Simply by looking
2. Binoculars
3. Radar or ARPA
4. VHF radio
5. ECDIS
6. Compass bearing you may sometimes use
the relative bearing
7. Radar bearings
8. Plotting detected objects
b.) Proper use shall be made with radar equipment if
fitted and operational, including long range scanning to
obtain early warning of risk of collision and radar plotting
of equivalent systematic observation of detected objects.

c.) Assumptions shall not be made on the basis of scanty

information especially, scanty radar information

d.) In determining if risk of collisions exist, the ff

considerations shall be among those taken into account:
(ǀ.) such risk shall be deemed to exist if the compass
bearing of an approaching vessel does not appreciably
change;
(ǁ.) Such risk may sometime exist even when
an appreciable bearing change is evident,
particularly approaching in a very large vessel
or tow or when approaching a vessel at close
range.
 Lesson 1

SUMMARY :

Always keep a proper look out.

1
 Lesson 1
The lookout requirement of Rule 5 relies heavily on
common sense and good seamanship.

If you are able to comply with the Steering and

Sailing Rules (Part B of the Rules) and with Rule 34--
all of which depend on lookout information--you will
no doubt have met the demands of Rule 5. A proper
lookout, therefore, provides all the information
needed to comply with those Rules. If the
information collected by the lookout is insufficient,
then the master must intensify his or her lookout
efforts (for example, by turning on the radar) or
reduce the need for information (for example, by
slowing a fog bound vessel).
 Lesson 1

The purpose of the lookout is simple,

so simple that it can easily be
overlooked. As the purpose of the
navigation rules is to prevent
collisions, it follows that the purpose
of the lookout is to collect the
information needed to avoid collisions.

This fundamental reason for

maintaining a proper lookout is
something to keep in mind.
At sea, What are the Primary Duties of
Officer on Watch (OOW) on Ship’s Bridge?
 Lesson 1

Primary Duties of Officer on Watch

(OOW) on Ship’s Bridge?

A deck officer assigned with the duties of watch keeping

and navigation on a ship’s bridge is known as the officer on
watch (OOW).

While keeping a watch on the bridge he is the

representative of the ship’s master and has the …

total responsibility of safe and smooth navigation of the

ship.
 Lesson 1

Officer on Watch (OOW) is also in charge of the bridge

team, which is there to support him in the navigation
process.

He is also responsible to ensure that the ship complies

with COLREGS and all the orders of the master are
followed with utmost safety under all conditions.
 Lesson 1

The three main duties of an officer on

watch (OOW) are:

Navigation
Watch keeping
GMDSS radio watch keeping
 Lesson 1

Duties of OOW

Maintaining a proper watch along with general

surveillance of the ship

Monitoring and recording all bridge activities

Checking navigational equipment in use at regular

interval of time
 Lesson 1

Duties of OOW

The officer in charge of the navigational watch

may be the sole look-out in daylight provided
that on each such occasion-

The duties of the look-out and helmsperson are

separate and the helmsperson shall not be
considered to be the look-out while steering,
 Lesson 1

Duties of OOW

Following a proper navigation plan to avoid any kind

of collision according to COLREGS

Must know how to use Automatic Radar Plotting Aid

(ARPA)

Must know how to use 

Electronic Chart and Display System (ECDIS)
 Lesson 1

Duties of OOW

Keep a continuous watch on GMDSS radio for any

kind of distress or general signals

Prepare, execute, and monitor a safe passage plan

Ensure handling over of the watch is done

according to shipboard operation procedures
 Lesson 1

Duties of OOW

Asking for support whenever required

Contact master when need arise

Should be fully aware of all safety equipment

on board ship
 Lesson 1

Duties of OOW

Must use helm and signaling apparatus whenever

required

Must know how to use all equipment meant for

prevention of pollution at the sea and safety of lives

Should not leave the bridge unattended during his

watch
 Duty Officer taking over the watch
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
watchkeeping duties effectively, in which case the master
shall be notified.

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.
 Duty Officer taking over the watch

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 unmanned
machinery space controls as appropriate and shall note any
dangers to navigation expected to be encountered during their
watch.
 Duty Officer taking over the watch

Relieving officers shall personally satisfy themselves

regarding the following-

standing orders and other special instructions

of the master relating to the navigation of the
ship;
position, course, speed and of the ship;
 Duty Officer taking over the watch

Relieving officers shall personally satisfy themselves

regarding the following-

prevailing and predicted tides, currents,

weather, visibility and the effect of these
factors upon course and speed;

the operational condition of all navigational and

safety equipment being used or likely to be used
during the watch;
 Duty Officer taking over the watch

Relieving officers shall personally satisfy themselves

regarding the following-

the errors of the gyro and magnetic compasses;

the presence and movement of ships in sight or

known to be in the vicinity;
 Duty Officer taking over the watch

Relieving officers shall personally satisfy themselves

regarding the following-

the conditions and hazards likely to be encountered

during the watch; and

the possible effects of squat on under-keel clearance.

Performing the navigational watch

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 manoeuvre or action
has been completed.
The officer in charge of the navigational watch
shall-
keep the watch on the bridge;

in no circumstances leave the bridge until properly

relieved

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; and

notify the master when in any doubt as to what action

to take in the interest of safety.
The officer in charge of the navigational watch
shall-

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.

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.

Officers of the navigational watch shall make the most

effective use of all navigational equipment at their disposal.
The officer in charge of the navigational watch
shall-
When using radar, the officer in charge of the navigational
watch shall bear in mind the necessity to comply at all
times with the requirements in force on the use of radar
contained in the International Regulations for Preventing
Collisions at Sea 1972.

In cases of need, the officer in charge of the navigational watch

shall not hesitate to use the helm, engines and sound signalling
apparatus. However, timely notice of intended variations of
engine speed shall be given where possible or effective use
made of unmanned machinery space engine controls provided
on the bridge in accordance with the applicable procedures.
The officer in charge of the navigational watch
shall-
A proper record shall be kept during the watch of the
movements and activities relating to the navigation of
the ship.

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

of the navigational watch ensures that a proper look-out 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 a proper look-out is maintained.
The officer in charge of the navigational
watch shall make regular checks to
ensure that-

the person steering the ship or the automatic pilot is

steering the correct course; 

the standard compass error is determined at least once a

watch and, when possible, after any major alteration of
course; the standard and gyro compasses are frequently
compared and repeaters are synchronized with their
master compass;
The officer in charge of the navigational
watch shall make regular checks to
ensure that-
the automatic pilot is tested manually at least once a
watch;

the navigation and signal lights and other

navigational equipment are functioning properly;

the radio equipment is functioning properly

The officer in charge of the navigational watch shall
bear in mind the necessity to comply at all times with
the requirements in force of the International
Convention for the Safety of Life at Sea, 1974. The
officer in charge of the navigational watch shall take
into account-
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; and

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 look-out in
order to take emergency action.
The officer in charge of the navigational watch shall use
radar whenever restricted visibility is encountered or
expected, and at all times in congested waters, having due
regard to its limitations.

The officer in charge of the navigational watch shall ensure

that 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.
Whenever radar is in use, the officer in charge of the
navigational watch shall select an appropriate range scale
and observe the display carefully, and shall ensure that
plotting or systematic analysis is commenced in ample time.
The officer in charge of the navigational
watch shall notify the master
immediately-
(a) if restricted visibility is encountered or expected;
(b) if the traffic conditions or the movements of other ships
are causing concern;
(c) if difficulty is experienced in maintaining course;
(d) on failure to sight land, a navigation mark;
(e) if, unexpectedly, land or a navigation mark is sighted or a
change in soundings occurs;
(f) on breakdown of the engines, propulsion machinery,
steering gear or any essential navigational equipment, alarm
or indicator;
g) if the radio equipment malfunctions;
(h) in heavy weather, if in any doubt about the possibility of
weather damage;
(i) if the ship meets any hazard to navigation, such as ice
(j) in any other emergency or if in any doubt.

Despite the requirement to notify the master

immediately in the circumstances referred to in the
previous slide, the officer in charge of the
navigational watch shall in addition not hesitate to
take immediate action for the safety of the ship,
where circumstances so require.
 Watchkeeping under different conditions
and in different areas
Clear weather
(a) 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 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
requirements in force of the International Regulations for
Preventing Collisions at Sea 1972 and subsequently check that
such action is having the desired effect.
(b) In clear weather, whenever possible, the officer in charge of
the navigational watch shall carry out radar practice.
 Watchkeeping under different conditions
and in different areas
Restricted visibility

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 requirements in force of the
International Regulations for Preventing Collisions at Sea 1972
with particular regard to the sounding of fog signals, proceeding
at a safe speed and having engines ready for immediate
manoeuvre. In addition, the officer in charge of the navigational
watch shall-
In addition, the officer in charge of the
navigational watch shall-

a) inform the master;

(b) post a proper look-out
(c) operate and use the radar.
Navigation with pilot on board
(a) Despite the duties and obligations of pilots, their
presence on board does not relieve the master or
officer in charge of the navigational watch from their
duties and obligations for the safety of the ship. The
master and pilot shall exchange information regarding
navigation procedures, local conditions and the ship's
characteristics. The master and 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.
 Navigation with pilot on board
(b) 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.
 Ship at anchor
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-

determine and plot the ship's position on the

appropriate chart as soon as practicable;

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;
 Ship at anchor
ensure that a proper look-out is maintained;

ensure that inspection rounds of the ship are made

periodically;

observe meteorological and tidal conditions and the

state of the sea;

notify the master and undertake all necessary measures if

the ship drags anchor;
 Ship at anchor
if visibility deteriorates, notify the master

ensure that the ship exhibits the appropriate lights and shapes
and that appropriate sound signals are made in accordance with
all applicable regulations; and
take measures to protect the environment from pollution by
the ship and comply with applicable pollution-prevention
regulations.
 Lesson 1
Procedure for Deck Officers

Port Watch
 Lesson 1

A Safe Port Watch Procedure for Deck Officers

The key activities involved during port operations are

a. loading and
b. unloading of cargo
c. Port authority
people coming onboard the ship for formalities, and
securing or stabilizing the ship as per the cargo loading and
unloading procedure.
 Lesson 1

When ship is in port for loading or unloading cargo, a deck

officer is very much responsible for the
a. safe operations,
b. security and
c. safety of the ship.

The port watch is carried out mainly by

2ndofficer and
3rd officer along with able seaman
 Chief officer takes care of the cargo operations.
 Lesson 1

Procedure for a safe port watch:

Make rounds to inspect the ship at appropriate

intervals.

Check the condition and securing of the Gangway

anchor chain and moorings, especially at the turn of
the tide and in berths having a large rise and fall; this
is to ensure that they are in normal working
condition.
 Lesson 1

Procedure for a safe port watch:

Check the draft, under-keel clearance and the

general state of the ship, to avoid dangerous listing
or trim during cargo handling.

Check the weather and sea state.

Observe all regulations concerning safety and fire

protection.
 Lesson 1

Procedure for a safe port watch:

 Check the water level in bilges.

 Knowledge of all persons

onboard and their location, especially those
in remote or enclosed spaces is to be kept.

 Exhibit and sound all lights and signals, where

ever appropriate and required.
 Lesson 1
Procedure for a safe port watch:

In bad weather or in receiving a storm warning,

take the necessary measures to protect the ship,
.
persons on board, and the cargo. Take every
precaution to prevent pollution of marine
environment by ship’s operations.
In an emergency threatening the safety of the
ship, raise alarm, inform the master, …….and
take all possible measures to prevent damage to
the ship, its cargo and the persons on board,
and, if necessary, request assistance from the
shore authorities or neighboring ships.
 Lesson 1

Procedure for a safe port watch:

Be aware of the ship’s stability condition so that, in

the event of fire, the shore fire fighting authority
may be advised of the approximate quantity of
water that can be pumped on board without
endangering the ship.

Offer assistance to ships or persons in distress.

 Lesson 1

Procedure for a safe port watch:

Take necessary precautions to prevent accidents

or damage when propeller is to be turned.

Enter in the appropriate log-book all important

events affecting the ship
 s s ess m e nt
Stu dent a
 Lesson 1

Things to Check After Cargo

Completion on Container Ships
 Lesson 1

1. Ship’s Draft
Draft is the most important thing to be checked
and reassured after cargo completion.

A proper visual check of the draft should be

made by the duty officer.

The draft obtained should be compared with the

expected departure draft and of course, should
closely match the same. If the actual draft
deviates too much from the expected departure
draft, it should be brought into the attention of
the Chief Mate.
 Lesson 1

2. Cargo Lashings
Lashings needs to be thoroughly checked which
includes:
Checking the lashing bar – turnbuckle unit
Checking of twist locks
Checking of hatch cover pins / cleats, which has to
be in closed position.

Any missing lashing units or twist locks should

be notified to the lashing foreman and should
be fixed before the termination of cargo
operations.
 Lesson 1

It is always a good practice to check the lashings as soon as

the cargo operations are completed on any particular bay.
This helps to avoid unnecessary rush to complete the lashing
checks by the time of cargo completion.
 Lesson 1

3. House keeping
As lashing gears are handled by shore
stevedores, there is a fair chance of finding
misplaced twist locks and lashing rods on deck,
lashing bridges and catwalks. This calls for the
need of a proper housekeeping once the cargo
operations are terminated.

Deck officers can ask the help of deck crew to make

sure that there is no loose objects and lashing gears
randomly thrown on deck and they should secure
the same.
 Lesson 1

3. House keeping

The securing of cargo gear, lifting

gear equipment such as cranes
should also be done.
 Lesson 1

4. Stowage Plan
It is the responsibility of the duty officer to ensure that
the loading and discharging of containers are done
strictly according to the pre-advised loading/discharge
plans. Special attention should be given to IMDG
containers and Reefers. Any loading or discharge of
containers not complying with the stowage plan should
be noted down and brought to the attention of the
Chief mate and the Planner. Re-stowing of containers
should also be cross checked with the pre-advised re-
stow plans.
 Lesson 1

5. IMDG and Reefer Containers

IMDG containers should be checked and
documented with great care.
1. Ensure that IMO Class of dangerous goods
and HAZMAT stickers are present on all visible
sides of the container.

2. Ensure that the containers are positioned as

per the loading plan.
Relevant parts of both SOLAS and MARPOL have been
worked out in great detail and are included in the
International Maritime Dangerous Goods (IMDG)
Code, thus making this Code the legal instrument for
maritime transport of dangerous goods and marine
pollutants. As of 1st January 2004, the IMDG Code
will become a mandatory requirement.
Classification of dangerous goods
For all modes of transport (sea, air, rail, road and
inland waterways) the classification (grouping) of
dangerous goods, by type of risk involved, has been
drawn up by the UNITED NATIONS Committee of
Experts on the Transport of Dangerous Goods (UN).
 Lesson 1

5. IMDG and Reefer Containers

IMDG containers should be checked and
documented with great care.
3. IMDG spotting plans, manifests and other
documentation should be done prior to
departure.

4. Fire plans should be updated with the final

IMDG spotting plans during the port stay.
 Lesson 1

Reefers contain very sensitive cargoes, which

demands great attention and care.

All reefers loaded onboard should be checked. A

proper cross check with reference to the reefer
manifest should be done.

The set points of the reefers, electrical

connections, terminals, water hose
connections should be carefully checked.
 Lesson 1

The reefers loaded onboard should be plugged

in and connected as soon as possible.
The electrician onboard is the person responsible
for the maintenance of the reefers; hence duty
officers should make use of his guidance when
handling reefers.

Any troubleshooting of reefers should be

immediately notified to the cargo planner and the
same should be fixed by a shore technician. Faulty
reefers should be rejected from being loaded
onboard.
 Lesson 1
6. Checklists and Log Books

There are also various checklists to be

examined and completed after the
termination of cargo operations. Such
checklists include vital factors that need to be
ensured and then documented. This again, is
the responsibility of the duty officer.
 Lesson 1

7. ISPS Code

The International Maritime Organization

(IMO) states that "The International Ship
and Port Facility Security Code (ISPS Code)
is a comprehensive set of measures to
enhance the security of ships and port
facilities, developed in response to the
perceived threats to ships and port facilities
in the wake of the 9/11 ...
There are total three security levels under
ISPS code:

LEVEL 1 – Normal Level

In normal level, both ships and port

operations are carried out in general way.
Minimum security measures are always
maintained on board and in port.
Minimum access in the ship is maintained at
all times.
There are total three security levels under
ISPS code:

LEVEL 2- Heightened Risk

In level 2, the threat to the security is higher
than the normal level.
Look-outs in no access zone and waterside
area is to be increased  by port and ship
authorities.
Preparing a full or partial search operation of
ship.
Access control is maintained all the time with
escorting the visitors and use of security
equipments like metal detector etc.
There are total three security levels under
ISPS code:
LEVEL 3 – Imminent danger
Level 3 is imposed when the probability of
security threat to ship or port authorities are
highest or imminent and specific protective
measures are to be maintained.
 No person is allowed to access the ship
without the authorization of port state official.
In level 3 all ship and port operations are
stopped and frequent security rounds and
duties are carried out by both ship staff and
port authorities. Boat patrol are done by port
state on the water side.
Preparation for evacuation of ship by its staff.
 Lesson 1

7. ISPS Security Rounds

The vessel is required to conduct an
International Ship and Port Facility Security
ISPS security check for :
a. stowaways,
b. any suspicious packages, or
c. contraband items as soon as the cargo
operations are completed and the shore
stevedores are off the vessel. Although the vessel
will be complying with the security measures as
per ISPS Code during its port stay, it is very
important to carry out a vessel search prior
departure.
 Lesson 1

8. Informing Pilots, Agents and Port

Control
As the cargo operations are completed and the
vessel is anticipating departure, the pilots and
company agents are expected to board the vessel. It
is a good practice to foresee the cargo completion
time and contact the Pilots, Agents accordingly
prior to cargo completion. This will avoid
unnecessary delays.
 Lesson 1

While contacting the Pilot, the expected

time of pilot boarding should be
enquired and the vessel and crew should
be ready for the same.
 Lesson 1

Company agents are required to come

onboard after cargo completion to exchange
any necessary documents with the Master or
Chief mate and to finish with the vessel for the
port.
If the vessel is required to establish
communication with the port control prior
departure, it should be done fairly soon after
the cargo operations.
 Lesson 1

9. Gearbox
Gear boxes are open bins that are kept on top of
flat racks. They contain the lashing gear units
such as twist locks, and stackers. Gear boxes are
loaded back onboard from the pier normally
after the completion of all container units,
making it the last move of the port stay. The
position of the gearboxes to be loaded should be
informed to the cargo foreman well in advance
from the time of cargo completion.
 Lesson 1

When choosing such positions, keep in mind

that the best preferable position will be the
centre pontoon of the hatches as loading on
the extreme ship side pontoons are not
suitable. If practical, all the gear boxes should
be loaded together in one bay. Once loaded,
the duty officer must visually examine and
confirmed the position of the gear boxes and
the same should be logged down.
 Lesson 1

As we have already stated in the

beginning that cargo completion is a very
critical time period, we assume that
keeping in mind these points can make
the whole process fairly smoother and
easier for the deck officers.
 Lesson 1

Important Points Ship’s Officer

On Watch Should Consider
During Restricted Visibility
 Lesson 1
One of the most dangerous conditions to
navigate a ship is restricted visibility because of
fog, heavy rain or dust storm. When the ship’s
officer gets information regarding such
upcoming weather condition, he or she should
take all the necessary precautions to ensure that
the ship sails through restricted visibility area
without confronting any kind of collision or
grounding accident.
 Lesson 1

Inform the Master

During restricted visibility, it is important that
the master is on the bridge. The 
OOW must call or inform the master regarding
the navigating condition. The officer should
also inform the engine room and ask the duty
engineer to man the engine room incase it is
on “unmanned” mode.
 Lesson 1

Appoint Adequate Man Power

It is important that enough man power is present

on the bridge in order to keep a close watch on
the ship’s course. Additional personnel must be
appointed as “lookout” at different locations on
the ship. If there is traffic in the area, the officer
must inform the engine room to have enough
manpower so that the engine is also ready for
immediate maneuvering.
Keep the Fog Horn Ready Lesson 1

Ensure that the fog horn is working properly for the

restricted area. If the horn is air operated, drain the
line prior to opening the air to the horn.
 Lesson 1
 Reduce Speed:
Reduce the speed of the ship
depending on the visibility level. If
the visibility is less, bring down the
ship to maneuvering RPM.
 Lesson 1

Ensure Navigation Equipment and

Light Are Working Properly: 

Ensure that all important navigating

equipment and navigation lights are working
properly during restricted visibility. The OOW
must ensure that the navigation charts are
properly checked for correct routing and a
 good radar watch is carried out.
 Lesson 1

Stop All Other Works: 

Though it’s obvious, but never multi-task
during restricted visibility even if there are
more than sufficient people present on the
bridge. Also stop all other deck work and order
the crew to go to their respective rooms. This
is to prevent injury to personnel working on
open deck in case collision or grounding takes
place.
 Lesson 1

Follow All Procedures:

Follow all the important procedures for
restricted visibility as mentioned in COLREG
Rule -19.  

Also monitor channel 16 in the radio and

ensure that all important parameters of the
ship such as latitude and longitude, time,
speed etc. are noted in the log book.
 Lesson 1

Composition of the watch team under

STCW code

In determining whether the composition of the

navigational is adequate to ensure that a proper look-out
can be maintained continuously, the master should take
into account all relevant factors including the following:

o Visibility, state of weather and sea

o Traffic density and other activities occurring in the
area in w/c ship is navigating.
 Lesson 1

Composition of the watch team under

STCW code
o The attention necessary when navigating in or near
traffic separation scheme or other routeing measures

o Fitness for duty of any crew members on call who

are assigned as members of the watch, including
compliance with applicable work hour regulations

oKnowledge of and confidence in the professional

competence of the ship’s officers and crew
 Lesson 1

Composition of the watch team under

STCW code

o The experience of each officers on watch and the

familiarity of the equipment procedures and manuevering
capability

oActivities taking place on board the ship at any

particular time including; radio communication activities
and the ability of the assistance to be summoned
immediately to the bridge when necessary
 Lesson 1

Learning objectives 3:
At the end of our lesson the students shall be
able to:

 3.1 Explain and understand the standard

procedures in assessing watch keeper’s condition

1
 Lesson 1

Mental and health requirements of a

watch team personnel

According to STCW code in order to prevent fatigue

bridge team members must take mandatory rest period
at least 10 hours in a 24 hours period.
 Lesson 1

Mental and health requirements of a

watch team personnel

The International Labor Convention in its convention

ILO 180, which is subject to port state control,
stipulates a minimum rest period for seafarers in any
seven (7) day period of 77 hours .

This standard is likely to be more widely enforced ff

the adoption in 2006 of the ILO Maritime Labour
Convention (MLC)
 Lesson 1

Mental and health requirements of a

watch team personnel

Fatigue is generally describe as a state of feeling tired,

weary or sleepy that results from prolonged from
mental or physical worked, extended periods of anxiety,
exposure to harsh environments or loss of sleep.

The result is poor performance and diminished

alertness
 Lesson 1

ALCOHOL CONSUMPTION
The STCW code advises governments to prescribe a
maximum blood alcohol level of 0.05 % for ship’s
personnel during watch keeping and to

Prohibit alcohol consumption within 4 hours prior to

commencing a watch

The oil companies during their International Maritime

forum has established a maximum blood level to
0.04 %
 Lesson 1

Use of English
The STCW requires to have knowledge of written and
spoken English that is adequate to understand charts,
nautical publications meteorological information and
messages concerning the ships and safety operation.
Adequate to communicate other ships and in coast
stations.

Always communicate in English or a language that can

be understood on the bridge (see SOLAS Chapter V of
Reg. 14.4)
 Lesson 1

German Coast guard trainee[3].wmv

Video presentation
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