BRIDGE PRACTICE, WATCHKEEPING AND SAFETY PROCEDURES

PREPARATIONS FOR GETTING UNDERWAY

 Hoist Papa Flag And Ensure Hotel Flag Is Ready To Be Hoisted

 Pilot Card And Manoeuvring Information Sheet Must Be Ready
 All Publications Must Be Updated To The Lastest Weekly Notice To Mariners
 Passage Planning Shall Be Ready
 Ensure Correct Large Scale Chart Is Going To Be Used
 Clocks Must Be Synchronized According To The Master Clock
 2 Hours Notice To Engine Room
 Equipments To Be Tested:
 Steering Gear And Emergency Steering Steer
 Auto Pilot And Course Recorder
 Emergency Steering Gear And Steering Gear Power Failure
 Internal Communication
 GMDSS Equipment
 Navtex And Weather Forecast And Nav Warning Equipments
 Control System Power Failure
 Radars, ARPA, Echo Sounder, GPS, Binoculars
 Azimuth Mirror, Pelorus, Sextant, VHF, Aldis Lamp, Alarms, Whistles And Batteries
 Navigation Lights, Emergency Nav Lights, Window Wipers, Whistle, Speed Log
 RPM Indicator, Magnetic Compass, Gyro Repeaters
 Engine Telegraph And Engine Movement Recorder
 Bridge Controls Of Engine Ahead And Astern
 Rudder Angle Indicator And Verify Actual Rudder Movement
 Tidal And Current Information
 All Documentation Must Be Ready
 All Cargo Gear And Gangway Are Properly Secured
 Stowaway Search
NAVIGATIONAL PUBLICATIONS TO BE CONSULTED BY THE OFFICER OF THE WATCH

 Passage Plan Verified By Master

 Largest Scale Relevant Charts
 Admiralty List Of Light And Fog Signal
 Admiralty List of Radio Signal
 Admiralty Tide Table
 Admiralty Tidal Stream Atlas
 Admiralty Sailing Directions
 Chart Catalogue
 Notices to Mariner [Annual, Weekly,cumulative list]
 Admiralty Routeing Guide Chart
 Mariner’s Handbook
 International Code Of Signal

METHODS OF SECURING CARGO BELLOW AND ON DECK

 Consult Cargo Stowage And Deck Cargo And Securing Manual

 Cargo Should Be Stowed In A Way That The Ship And Personnel Are Not Put In Danger
 Secure The Cargo To Prevent Shifting
 Provide Adequate Ventilation
 Do Not Exceed Structural Limitations
 Protect Cargo Against Damage By Water
 Heavy And Long Cargo Should Be Stowed Fore And Aft Such As Beam And Pipes
 Dunnages Should Be Arranged So That Cargo Is Well Supported
 Dunnages
 Timber
 Plywood
 Pape Roll
 Mats
 Avoid excess loading on deck
 Ensure the ship will have adequate stability through out the voyage
 Deck fitting should be not damaged ot impeded e.g ventilations
 Cargo on deck should not interfere the bridge operation
 Nothing must obstruct the safe access around the vessel
 The stow should be solid and compact as practible
 Incompatable cargo should be separated
 TYPES OF STOWAGE

 Cross Stowage
 Side Stowage
 Single Stowage

 REASONS FOR STOWAWAY SEARCH

 To Avoid Transportation Of Unauthorised Person Onboard

 To Avoid Expenses In Desembarkation And Tickets For Them
 Avoid Fines In Futures Port Of Call
 Repatriation Costs
 Legal Costs Of Establishing The Identity [Nationality]
 Avoid Employment Of Translator
 Feeding And Medical Expenses

 FAMILIARIZATION WITH ICS [INTERNATIONAL CHAMBER SHIPPING GUIDE]

PUTTING FWD best practice and recomendation on bridge safe management in the
navigating vsl.
The Guide Comprises 4 Parts:

1. PART A: GUIDELINES TO MASTERS AND NAV. OFFICERS

It Gives A Guideline On:

 Bridge Organization
 Duties Of OOW
 Passage Plan
 Maritime Pilotage
 Operations And Maintenance Of Bridge Equipment
 Master/Pilot Exchange Pilot Card
 Dynamic Positioning

2PART A: BRIDGE CHECKLISTS

 Deals With Checklists Such As:

 Familiarization With Bridge Equipment

 Preparation For Sea
 Preparation For Arrival In Port
 Passsage Plan Appraisal
 Navigation In Coastal Waters/Restricted Visibility

3.PART B: EMERGENCY CHECKLIST

 Main Engine Or Steering Failure

 Collision - Man Over Board - Fire - Flooding
 SAR
 Abandon Of Vessel

1.PART C: COMMUNICATIONS

 Ship To Shore - Shore To Ship [Pilot Exchange Form]

 Pilot Card
 Wheel House Posters
 Required Board Arrangement For Pilots
 Distress Alert And Frequency To Use
 Guidance On Steering Gear Test Routines

PRIOR TO PROCEEDING TO SEA AND MAKING A PORT

Understand That The First Part Of The Voyage Is Properly Planned Before Getting Underway
And Demonstrate Knowledge Of Passage Planning.

The Voyage Plan Is Divided In 4 Sections:

1. Appraisal
2. Planning
3. Execution
4. Monitoring
 The Plan Is From Berth To Berth And Any Change To Intended Voyage Must Be Included In
The Plan.

The Master Is Overall Responsible For The Plan But He May Delegate The Tasks To The
Respective Officer [2nd].

The Passage Plan Ensures That The Bridge Team Is Fully Aware Of The Intended Voyage And
Of The Contingency Plan [To Cater For Exepcional Circumstances].

Specific Attention Must Be Paid To Adequate Underkeel Clearance Throughout The Period Of
Passage From Berth To Berth.

The Passage Plan Would Highlight “No Go Areas” And Contain Relevant Contingencies For
Dealing With Possible Emergencies And Be Security Assessed.

Navigation Warnings, Focal Points And Areas Of Specific Operations Would Be Highlighted
Within The Final Plan.

Communication Points, Radar Conspicuous Targets And Position Monitoring Methods Would
Be Noted On The Chart.

 DUTIES OF A OOW WHILE A PILOT IS ONBOARD

1. The OOW Remains The Master Representative In The Absence Of The Master While
Pilot Onboard.
2. Maintain A Proper And An Effective Lookout At All Times
3. Monitor The Ship’s Position By All Available Means
4. Ensure The Underkeel Is Adequate
5. Managing The Bridge Personnel And Ensure That The Pilot’s Instruction Are Correctly
Executed
6. Ensure That The Pilot Is Made Familiar With Bridge Instructions.
7. Monitor All Bridge Equipment After Getting Underway And Monitor Vessel’s
Position Frequently
8. Demonstrate A Knowledge Of Navigational Marks Buoyage And Traffic Near Port
Entrance
9. Make sure the hotel flag is hoisted
10. Maintain the log book
IALA System Has 5 Types Of Marks:

 LATERAL MARKS: Are Used For Well Defined Channels And Shows The Port
And Starboard Sides Of The Route To Be Followed

 CARDINAL MARKS: Are Used With The Cardinal Points Of The Compass,
Indicate:
 Where A Mariner Can Find Navigable Water
 The Safe Side On Which To Pass A Danger
 The Deepest Water Is On The Nammed Side Of The Mark
 PREFERRED CHANNEL: Their Main Colour, Light Colour, Top Mark Shape Show
The Direction Of The Preferred Channel
These Buoys Are Always Red Or Green Light Of Characteristics Flash [2+1]

 ISOLATED DANGER MARK: Located Above Isolated Danger Which Has

Navigatable Water All Around It

 SPECIAL MARKS: Indicates Special Hazards Such As: Ocean Data Acquisition
System Buoys, Traffic Separation, Military Exercise Zone, Pipelines Underwater
Cables, Spoil Zones Where Anchorage Is Unsafe, Recreation Zones, TSS.
 SAFE WATER: Indicates Navigable Water All Around The Mark. Can Be Used
As Mid Channel, Centreline Or Landfall Buoy. It Has A White Light Occulting
 Or Isophase Or Single Long Flashing Every 10 Seconds Or Morse

 DUTIES OF THE OOW WHEN APPROACHING A PORT

1. Read masters instruction and comply with company and port instructions
2. Necessary Flags Are To Be Ready
3. Get Documentation Ready
4. Derrick And Cranes Ready For Cargo Work
5. Gangway And Fenders Ready For Rigging Overside
6. Pilot Ladder Must Be Ready
7. Mooring Lines Must Be Ready For Running [Heaving Lines Should Be Distributed
Fore And Aft Springs Secured To Heaving Lines]
8. Engine Room Notice
9. Advising ETA To Port Authority
10. Crew Should Be Informed And To Make The Vessel Ready For Arrival
 11. Test Steering Gear And Communication Systems
12. Taking Charge Of Working Parts Fore And Aft
13. Anchoring Or Heaving And Safety Measures

IMO PRINCIPLES OF NAVIGATION WATCHKEEPING AND PORT DUTIES

 PRIOR TAKING OVER A WATCH, AN OFFICER OF THE WATCH SHOULD

1. Read And Note Standing Orders And Master’s Order Book

2. Read And Note Navigation Warnings
3. Study Latest Weather Report And Surface Analysis Facsimile
4. Study Charts Or Area Vessel Will Transit During His Watch And Check Course
5. Study Relevant Section Of Passage Plan
6. UMS Controls And Engineer On Duty
7. Check:
 Vessel Position
 True, Gyro, Magnetic Course, Speed, Draft
 Current And Weather
 Procedures For The Use Of Main Engines To Maneuver
 Condition And Operational Status Of Navigational Equipment
 Radar Status
 Compass And Gyro Error
 Vessels In The Vicinity And Movement Relative To Own Vessel
 Identification Of Shore Lights, Navigation Marks Both Visually And On
Radar
 Condition And Hazards Likely To Encountered During His Watch
 Steering And Effect Of Heel, Trim, Squat And List

 DUTIES OF THE OOW AT SEA

1. Keep Watch On Bridge [Shall In No Circumstances Leave Until Properly Relieved]

2. Maintain An Effective Lookout By All Available Means
3. Continuous Radio Watch
4. Ensure The Safe Navigation Of The Vessel During The Entire Voyage
 5. Appraise The Situation And The Risk Of Collision And Other Dangers To Navigation
6. Check The Course And Obtain The Gyro And Compass Error At Least Once A Watch
7. Speed Shall Be Checked At Sufficiently Frequent Intervals
8. Make Sure That The Ship Follows The Planned Course
9. Plot The Position Of The Vessel At Regular Intervals
10. Ensure Allowance For Leeway, Set, Rudder Carried
11. Ensure The Person Steering Or The Automatic Pilot Is Steering The Correct Course
12. Do Not Undertake Any Duty Which Interfere With The Safe Navigation Of The Ship
13. Make Full Use Of Navigational Aids Such As Echo Sounders, AIS, GPS, Radar, Etc
14. Have Full Knowledge Of The Location And Operation Of All Safety Equipment
15. Take Into Account The Operating Limitations Of Ship’s Equipments
16. Read Barometer Regularly
17. Be Aware Of The Ship’s Capabilities [Turning Cycles] And Emergency Stop Distances
18. Ensure That The Vessel Is Displaying The Correct Lights And Shapes
19. Ensure Weather Doors And Opening Are Closed When Not In Use
20. Not Hesitate To Use The Helm, Engines And Sound Signalling Apparatus
21. Continue To Be Responsible For The Safe Navigation Of The Ship, Despite The
Presence Of The Master On The Bridge Until The Master Informs Him Specifically
That He Was Assumed That Responsibility And This Is Mutually Understood.
22. A Record Shall Be Kept Of The Movements And Activities Of The Ship

66

 DUTIES OF THE OOW AT ANCHOR

1. Make Sure Instruction From The Master Or Chief Officer Are Being Followed
2. Ships Position, Swinging Circle As Marked On Chart
3. Length Of Anchor Chain In Use
4. Signals, Lights, And Shapes Being Used
5. Make Sure The Lighting On Deck Is Sufficient
6. Visitors’ Identity, Number, And Business
7. Onboard Work
8. Ensure That The Deviation Of The Vessel's Current Position From Measured Position
3Is Within The Value Given By Master
9. Check If There’s Any Oil Floating On Sea Around The Vessel
10. Monitor under Keel Clearance and Investigate Any Change In UKC On Similar
Heading Investigated
11. Make Sure That VHF Receivers Set To The Correct Working Channels
12. Check If There’s Any Ship [Anchored Or Underway] That Is Likely To Collide With
Own Vessel
13. Report And Record Necessary Matters
14. The Pilot Ladder Should Be Raised To The Deck Level When Not In Use
 15. Pay Strict Attention To Small Crafts Approaching The Vessel [ISPS Vigilance
Maintained]
16. Monitor The Anchor Chain For Excess Weight
17. Call The Master During Excessive Wind Velocity Or Reduced Visibility
18. Record

Note That Anchor Can Be Dropped By Gravity Or By Winch And 1 Shackle = 27.5m
 Watch Arrangements

 At No Time Shall The Bridge Be Left Unattended

 Watchkeepers Are Capable And Fit For Duty
 Proper Lookout Shall Be Maintained At All Times By All Available Means
 Correct Hand Over And Relief Watchkeeping Procedures
 Personnel Is Aware Of The Limitations Of The Vessel And Its Equipment
 Account For Weather Conditions And Visibility
 Proximity Of Navigational Hazards
 Use And Operational Condition Of Navigational Aids
 Whether The Ship Is Fitted With Automatic Steering
 Whether There Are Radio Duties To Be Performed
 Any Unusual Demands On The Navigational Watch That May Arise

 Fitness For Duties: The Watch System Shall Be Arranged In A Way That The
Efficiency Of The Watch Keeping Officers And Watch Keeping Ratings Are Not
Impaired By Fatigue.

 All Persons Who Are Assigned As OOW Or Part Of The Watch And Bridge
Team, Shall Be Provided A Minimum Of 10h Of Rest In Any 24hour Period
 Hours Of Rest May Be Divided Into No More Than 2 Periods, One Of Which
Shall Be Of 6 Hour Length At Least
 The Minimum Period Of 10h May Be Reduced To No Less Than 6 Consecutive
Hours Provided That Any Such Reduction Shall Not Extend For 2 Days And Not
Less Than 70h Of Rest Are Provided Each 7 Days Period

 Navigation: The Intended Voyage Shall Be Planned In Advance Taking Into

Consideration All Pertinent Information And Any Course Laid Down Shall Be Checked
Before The Voyage Commences.

 Navigational Equipment: The OOW Shall Make Use Of All Available Navigation
Equipment. When Using Radar, The Officer Of The Watch Shall Bear In Mind The
Necessity To Comply At All Times With The Provision On Use Of Radar Contained In
The Applicable Regulations For Preventing Collision At Sea.
  Lookout: In Addition To Maintaining A Proper Lookout For The Purpose Of
Appraising The Situation And The Risk Of Collision, Stranding And Other Dangers To
Navigation, The Duties Of Lookout Shall Include The Detection Of The Ships Or
Aircrafts In Distress, Shipwrecked Persons, Wreck, Etc.

 Monitoring: The Bridge Watch Keeper Has The Responsibility To Ensure The Safe
Conduct Of The Ship Along The Planned Track. This Is Achieved Through Monitoring
And Directing The Navigation Of The Ship In Relation To The Availability Of Safe
Water And The Movement Of Other Vessels.

 Navigation With Pilot On Board: Despite The Duties And Obligations Of A Pilot,
His Presence On Board Does Not Relieve The Master Or Officer In Charge Of The
Watch From Their Duties And Obligations For The Safety Of The Ship. The Master
And The Pilot Shall Exchange Information Regarding Navigation Procedures, Local
Conditions And The Ship’s Characteristics And They Have To Co-Operate Closely
With The Pilot And Maintain An Accurate Check Of The Ship’s Position And
Movement.

Protection Of The Environment: The Master And The Officer In Charge Shall Be Aware Of
The Serious Effect Of Operational Or Accidental Pollution Of The Marine Environments And
Shall Take All Possible Precautions To Prevent Such Pollution, Particularly Within Framework
Of Relevant International And Port Regulation
 WHEN TO CALL THE MASTER

 In Restricted Visibility
 Traffic Conditions Are Causing Concern
 Failure Of Any Essential Navigational Equipment
 Failure Of Engine, Steering Gear
 If Sighting A Landfall When Not Expected
 If Not Sighting A Landfall When Expected To
 Difficulty In Maintaining Course
 Heavy Weather
 When Sighting Oil Pollution On The Surface
 If A Schedule Fix Position Is Found To Be Unreliable
 If My Relieving Officer Is Not Fit To Take Over
 If Soundings Are Seen Shelving When Not Expected
 Emergencies
 When In Doubt

 DUTIES OF THE OOW WHEN IN PORT

1. Ensure The Safety Of Life, The Ship, the cargo ,The Port And The Environment
2. Observe International, National And Local Rules
3. Maintain Order And The Normal Routine Of The Ship.
4. Observe All Regulations Concerning Safety And Fire Protection.
5. Observe The Weather And Report Drastic Changes To The Master Or The Chief Officer.
6. Make Rounds To Inspect The Ship At Appropriate Intervals
7. Pay Attention To The Draught, Under-Keel Clearance And The State Of The Water
8. Monitor The Water Surrounding The Vessel For Marine Pollution
9. Periodically Check And Tend The Gangway And Moorings
10. Check The Water Level In Bilges And Tanks
11. All Persons On Board And Their Location
12. Be Aware Of The Ship's Stability Condition
13. Ensure Visitors Log Book, Helmets, And Instructions For Visitors By The Gangway
14. Ensure That Correct Lights, Shapes And Flags Are Displayed
15. Gangway Watch Shall Be Carried Out In Accordance With The Ship Security Plan.
16. Ensure All Restricted Areas Remain Secured Or Manned.
17. Gangways, Gangway Safety Nets, Accommodation Ladders, And Pilot Ladders Are
Properly Rigged And Kept At Safe Condition At All Times [Adequate Lighting Is To Be
Provided At Night]
18. Rat Guards Are To Be Always In Place On Mooring Ropes While At Berth.
19. Deck Scuppers Are To Remain Plugged Except Briefly Opened To Drain Rain Water.
20. Bilges Are Not To Be Pumped Out.

 DUTIES OF THE OOW DURING CARGO OPERATIONS

OoW Should Know:

1. Cargo Plan And Present State Of Cargo Operations

2. Ballast Plan And Present State Of Ballast Operations
3. The Number And Place Of Work Of All Shore Staff
4. All Work Being Carried Out By The Ship’s Crew
5. All Permit Ot Work That Have Been Issued
6. The Present Draught
7. The Times And Height Of Tides
8. Security Measures And Arrangements For Safe Access
9. Anti Pollution Measures
 10. Mooring Arrangement
11. Type Of Cargo Being Handled, Equipemnt Being Used And Its Operations And SWL
12. Present Status Of: Hatch Covers, Cargo And Ballast Valves, Pumps, Cargo Compartment
Access, Tank Manifolds, Etc

Ennsure That:

1. Cargo Is Being Handled In A Safe Manner And Is Not Damaged

2. The Cargo Is Stowed Properly In Accordance With Cargo Plan And Regulations
3. The Ship’s Fixtures And Fittings Are Not Damaged
4. Personnel Are Not In Any Hazard Wich May Cause Injury
5. The Quantity And Condition Of The Cargo Are Accurately Recorded
6. There’s Cooperation And Coordination Between All Parties Involved In The Cargo
Operation Ashore And Onborad

 IN RESTRICTED VISIBILITY

 Inform The Master

 Post Extra Look-Outs
 Exhibit Navigation Lights And Appropriate Sounds
 Operate And Use The Radar And Any Other Navigational Equipment Required For
Better Assessment Of Risk Of Collisio.

HANDING OVER AND RECEIVING THE WATCH

 AT SEA

Before Any Information In Exchanged, The Relieving Officer Should:

 Arrive In The Bridge Early Enough To Get Control Of The Vessel For The Prevailing
Circumstances Well Before Receiving The Watch
 Check The Position, Course And Speed Of The Ship
 At Night, Check That Appropriate Lights Are Switched On
 The Relieving Officer Must Be Satisfied With The Engine Controls As Appropriate
 Then The Releiving Officer Should Be Informed Of:

 The Depth Of Water And The Ship’s Draught

 State Of The Sea, Current And Wind
 All Work To Be Performed Onboard The Ship
 The Master’s Standing Orders
 Navigational Situation, Including But Not Limited To:
 The Operational Condition Of All Navigational And Safety Equipment Being Used
Or Likely To Be Used During The Watch
 Gyro And Compasses Errors
 Presence Of Movements Of Ships In Sight Or Known To Be In The Vicinity
 Conditions And Hazards Likely To Be Found During The Watch
 Weather Expected To Be Found
 The Possible Effects Of Trim, Heel, Water Density And Squat On Underkeel
Clearance
 The Signals And Lights Being Exhibited
 Standing Orders And Other Special Instructions Of The Master Relating To Navigation

Record In The Log Book Right Before Receiving The Watch With The Completed Checklist

 IN PORT

Prior To Taking Over The Deck Watch The Relieving Officer Shall Be Informed Of:

 The Minimum Depth Of The Water At The Berth

 The Ship's Draught
 The Level And Time Of High And Low Waters.
 Securing Of The Mooring
 State Of ME And Availability For Emergency Use
 Any Special Port Regulations
 All Work To Be Performed On Board The Ship, The.
 The Crew Members Required To Be On Board And The Visitors On Board.
 The Level Of Water In Bilges And Ballast Tanks.
 The Signals Or Lights Being Exhibited Or Sounded.
 The Master's Standing And Special Orders.
  Weather Forecast.
 Ascertain Which Officers Are Aboard.
 Posted Sailing Time.
 Determine The Availability Of Keys To Locked Spaces.
 If Cargo Operations Are Taking Place Check The Cargo Plan, Stability, Mooring, Etc.
 Amount And Disposition Of Cargo Loaded, Discharged Or Remaining And Any Ballast
Operations
 The Lines Of Communication Available Between The Ship And Shore Personnel
 The Procedures For Notifying The Appropriate Authority Of Any Environmental
Pollution

Relieving Officers, Before Assuming Charge Of The Deck Watch, Shall Verify That:

 The Securing Of Moorings And Anchor Chain Is Adequate

 The Appropriate Signals Or Lights Are Properly Exhibited Or Sounded
 Safety Measures And Fire Protection Regulations Are Being Maintained
 They Are Aware Of The Nature Of Any Hazardous Or Dangerous Cargo Being Loaded
Or Discharged And The Appropriate Action To Be Taken In The Event Of Any Spillage
Or Fire
 No External Conditions Imperil The Ship And That It Does Not Imperil Others
 In Addition:
 The Officer Being Relieved Should Accompany The Relieving Officer Around
The Ship To Point Out All Activities Taking Place On Board [Gangway], And
Answer Any Queries He May Have.
 If The Relieving Officer Is Not Happy About Any Operation, He Should Ask The
OOW To Correct The Fault Before Taking Over.

 AT ANCHOR

The Relieving Officer Shall Be Informed Of:

 Relevant Details Regarding Anchor And Cable

 Vessel’s Position
 Anchor Bearing
 Depth Of Water
 State Of The Tide
 REASONS FOR NOT HANDING OVER THE WATCH

If At The Moment Of Handing Over The Watch, An Important Operation Is Being Performed
Any Action To Avoid Hazard Is Taking Place At The Moment The OOW Is Being Relieved It
Shall Be Concluded By The Officer Being Relieved, Except When Ordered Otherwise By The
Master.

If Maneuvering Or Other Action To Avoid Hazard Is Taking Place At The Moment The Oow Is
Being Relieved, Handover Should Be Deferred Until Such Action Has Been Completed.

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 Unfit To, Or Is Temporarily
Unable To Carry Out His 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.

Illness Or The Effect Of Fatigue, Alcohol Or Drugs Could Be The Reasons Why The Relieving
Officer Is Unfit For His Duties.

 DUTIES OF LOOK-OUT

The Principal Duty Of The Lookout Is To Mantain A Continuous Watch For All Hazards That
May Impair The Safe Navigation Of The Vessel

Look Out Shall Report The Following To The OOW:

 All Ships Around The Vessel

 All Navigational Marks And Lights
 Any Floating Objects
 Any Sight Of Ice [No Matter In What Form]
 Sandbanks Or Prominent Navigational Features
 Derelicts And Any Other Hazard Considered Danger To Navigation
 The Malfunction Of The Ship’s Light And Correct Functioning At Hourly Intervals
 The Look Out Shall Remain At His Position Until Correctly Relieved Of His Duty

In Restricted Visibility He’s Posted In The Bridge Wings

DUTIES OF THE OOW IN DRY DOCK

 SPECIAL SAFETY MEASURES PRIOR TO ENTERING

 Man On Gangway At All Times Monitoring Who’s In And Out

 Lock All Possible And Unnecessary Access
 Lock All Ships Stores [Paint, Food, Bosun And Tool Stores]
 Secure All Tools After Job Completion
 Lock Cabins To Prevent Theft From Any Party

Main Danger On Drydock Is FIRE

 DUTIES WHEN IN DRY DOCK

 Obtain Telephone,Electricity And Water Pressure Fire Line

 Garbage And Sanitation Facilities As Soon As Possible
 Have Documentation Ready [Repairs List For Dry Dock Personnel]
 If Plug Need To Be Removed, Sight Their Removal, Retain The Plug For Safe Keeping
And Ensure Plugs Are Labelled After Removal
 Get the emergency contact
 Supervis work

 INTERNATIONAL SHORE CONNECTION

It’s A Connection Standard By Every Ship And Every Port, In Order To Provide A Common
Link Between Shore Hydrants And Ship’s Fire Main Lines.

It’s Employed Either Aboard The Vessel Itself Or Ashore In Conjunction With Local Fire
Brigade And In The Event Of Fire Breaking Out While The Vessel Is In Port.

The Shore Connection Is Usually Situated In Such Position As To Be Easily Accessible To The
Fire Brigade Officers [Near The Top Of Accomodation Ladders, Or Mate’s Office]

 ENTRIES IN THE LOG BOOK WHEN ENTERING DRY DOCK

  Tugs Engaged At Rendezvous Position
 Vessel Proceeding Towards Open Lock
 Line Ashore Forward/Aft
 Tugs Dismissed
 Morrings Carried Out Port/Starboard
 Vessel Stopped Making Headway Inside The Dock
 Dock Gates Closed
 Moorings Adjusted To Align Ship Fore/Aft
 Moorings Checked To Hold The Vessel
 Dock Pumps Commenced Pumping Out Dock Water
 Block Contact Made And Vessels Enter Critical Period
 Vessel Sewn On Blocks Fore/Aft
 Side Shores Passed To Port/ Starboard
 Residual Water Cleared From Dock
 Gangway Access Landed Between Shore/ Ships Side
 Gangway Walkable
 Pilot Dismissed
 Pumping The Dock Complete And Dock Floor Walkable
 Tank Soundings [Recorded In The Sounding Book As Well]
 PRIOR ENTERING IN DRY DOCK

Officer Of The Watch Should:

 Ensure All Hatches And Beams Are In The Stowage Position To Ensure Continuity
Strength Throughout The Ship’s Length
 Keep Derricks And Cranes Down And Secured, Not Flying
 Remove Free Surface In Tanks By Emptying The Tanks Or Press Up In Full Condition
 Sound All Tanks Before Entering [Record In Sounding Book]
 Sound All Tanks To Ensure Stability State When Leaving Dry Dock
 Lock Up Lavatories Before Entering Dry Dock
 Ship Should Have No List And Trim By Stern
 Ensure Fenders Are Rigged For Entry
 FFA And Hoses Be Should Ready

 WHEN ENTERING DRY DOCK WITH CARGO ONBOARD

Inform Authorities Where To Position Extra Shores Or Blocks, Because Of Stress Or Weight Of
Cargo And Give Cargo Areas A Lock Up Stow Whenever Possible.
 SUN RUN SUN

Is A Method Of Determining The Vessel's Position By Taking 2 Observation Of The Sun At

Diferent Times Using 2 Lines Of Position

 MERIDIAN PASSAGE

The Passage Of A Celestial Body Across An Observer's Meridian

 METHODS OF CHECKING IF THE VESSEL IS DRAGGING ANCHOR

 Take Radar Bearings And Ranges Of A Navigation Mark Or Light And Compare To The
Previous Position On The Chart

 Go Forward And Listen If There's Vibration Of Anchor Cable On The Seabed

 Take A Leading Line And Throw In The Water, If The Line Is Going On The Direction
Of The Anchor Then It’s Dragging