EXACT COLLEGES OF ASIA

Suclayin, Arayat, Pampanga

I. NAME OF PROGRAM Bachelor of Science in Marine Transportation

II. COURSE DESCRIPTIVE TITLE/ Deck Watchkeeping 2 COURSE CODE
CODE (D-Watch 2) D-Watch 2
III. PRE-REQUISITE/ CO- COURSE CREDIT
REQUISITE/ CREDIT UNIT UNIT
3
IV. COURSE DESCRIPTION The course includes in how to plan, conduct passage
planning and maintain a safe navigational watch.
V. MODULE TITLE/NUMBER MODULE NUMBER
2
VI. INCLUSIVE WEEK Week Number 6, 7, 8, 9, 10, 11, 12, 13 & 14
VII. COURSE OUTCOME

CO1: Explain the operational procedures of steering control systems and the selection of the
mode of steering suitable for the prevailing weather, sea and traffic conditions and intended
maneuvers.

CO2: Perform assigned watchkeeping duties as part of the bridge team, in different weather,
sea and traffic conditions, utilizing all bridge equipment in ensuring the safety of navigation

VIII. MODULE RESOURCES

1. TABLE A-II/1 Function 1: Navigation at the Operational Level

2. CMO No. 67, series of 2017: Revised PSG for BS Marine Transportation and BS Marine
Engineering Programs

https://www.imo.org/en/OurWork/Safety/Pages/Preventing-Collisions.aspx
http://www.maritimeknowhow.com/home/colregs/colregs-questions-and-answers-q-a
http://www.maritimeknowhow.com/home/colregs/colregs-questions-and-answers-q-a/rule-1-application
COURSE MODULE
(Paper-Based)
STUDENT’S COPY

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Topic 1 LO2.1 Methodologies/Activities SCHEDULE

Principles of Determine the - Interactive discussion on the Week 6
Navigational Watch watchkeeping watchkeeping principles in general
principles in including the use of Ship’s Routeing 5 hours
general including - Students will perform essay on the topic
the use of Ship’s - Case Analysis on the Recent Maritime
Routeing and in Accidents due to failure of poor
the protection of navigational watch
marine
environment.

PRINCIPLES TO BE OBSERVED IN KEEPING A NAVIGATIONAL WATCH

Relieving officers shall personally satisfy themselves regarding the:

The officer in charge of the navigational watch is the master’s representative and is primarily
responsible at all times for the safe navigation of the ship and for complying with the
International Regulations for Preventing Collisions at Sea.

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 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.

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

Officer of the Watch

(OOW)

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Master’s Standing Orders

The standing orders are a set of guidelines to ensure safe ship navigation and operations whether at sea
or at port. These set of guidelines by the Master encompass a very wide array of aspects of navigation
and rules of conduct for the officers. Standing orders are to be followed at all times by the officer on duty
and is duly signed by every officer on board, making them liable to adhere to the orders. That is to say
that the standing orders are in-force and applicable at all times the ship is at sea, at port or at anchor. The
following is an example of the Master’s Standing Orders:

MASTER’S STANDING ORDERS (Sample only. Maybe different from other vessel)

1. While keeping bridge watch, always be alert and quick. At all times, all navigational aids made available
on board should be used for the safe navigation of the vessel.
2. Relieving officer should arrive bridge at least 10 minutes prior commencement of watch to familiarize
himself with the ongoing activity.
3. Ensure that following are checked/acquainted with (but not limited to) prior taking over watch.
Vessel’s position, course and speed.
Course plotted on the chart
Prevailing/Predicted tides, currents, weather and visibility.
Operational condition of all navigational & safety equipment and all alarm systems on
the bridge.
Gyro/Magnetic Compass errors.
Movement of vessels in vicinity/ Effect on own ship.
Identification of shore lights/buoys/other nav. marks etc.
Conditions/Hazards/No Go areas to be encountered during the watch.
Possible effect of any heel, trim, squat etc. on UKC.
Any operation being carried out on the vessel, which the OOW should be aware of.
4. Read and understand following prior taking over watch
Standing orders.
Master’s supplementary instructions/night orders.
Passage plan
Navigational warnings/ forecasts.
5. Do not take over watch if there is any doubt of any kind.
6. Do not hand over watch if it is suspected that the reliever is not comfortable to take over the
responsibility.
7. Immediately after taking over the watch, check and mark the DR position of the V/L at the end of your
watch, on the chart.
8. Be guided by Bridge procedure guide, Bridge Team Management, Fleet Operation Manual and various
other publications for executing a safe passage.
9. Alteration of course shall be done in hand steering. Check the vessel’s position before altering course
and as soon as the vessel settles on the new heading.
10. While altering course, avoid giving very large rudder angle (except in emergency) which will overload the
engines suddenly. In normal conditions a rudder angle of 5 deg may be sufficient. However, when
alteration of course is done, weather conditions & presence of other traffic/dangers should be kept in mind
and alteration to be planned accordingly. It is a good practice to use the Trial manoeuvre facility on the
ARPA radar. When the vessel is in sea speed, inform E/Room prior alteration of speed is done.

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11. Compass error is to be obtained at least once every watch and results to be noted in the Compass error
logbook. If the error cannot be obtained, reason for same to be logged.
12. Deck logbook and all other log books/Bridge checklists to be completed during the change of watch.
13. Mark and sign course recorder chart at the end of every watch.
14. Weather messages (EGC) and weather faxes are to be taken regularly.
15. International regulations for preventing collisions at sea shall be strictly adhered to.
16. Proper lookouts shall be kept at all times. Extra lookouts including lookouts on foc’sle should be called
out when needed. During daylight hours, the bridge may be manned by the OOW alone, who can also
perform the lookout duties. However, during hours of darkness, bridge shall not be left with the OOW
alone.
17. As far as practicable, keep at least 2 miles off from all passing vessels and avoid crossing ahead of other
vessels within this range.

18. In general, position fixing is to be done as per the following minimum.

Hourly by GPS in open passage

10 minutes or less as required when coasting.
At least every 5 minutes/when passing every navigational marks/alteration points, when the
vessel
is in restricted waters or being piloted.
19. Visual bearings should be used for position fixing whenever available.
The priority of modes for fixing should be Visual, Radar, GPS, and Celestial observation.
Parallel indexing should
be done whenever possible.
20. All watch keeping officers should get Celestial fixes & record calculations in the Sight book on a
regular basis.
21. While coasting and in restricted waters, GPS fixes should be used only for cross reference against
terrestrial fixes.
22. Soundings should be checked/recorded regularly when the vessel is within 100 mtrs depth.
23. All information regarding port of call should be read and understood from Guide to tanker ports/Sailing
directions and any other publications available.
24. Check and record hand steering at least once during every watch.
25. Gyro compass should be compared with magnetic compass at regular intervals.
26. Whenever a distress message is received on the DSC equipment, DO NOT ACKNOWLEDGE to the
distressed vessel. Call Master immediately.
27. At night, keep a physical check at regular intervals, if the navigation lights are working.
28. At night, Aldis signalling lamp should be kept ready for use.
29. Persons other than those required for the safe navigation of the vessel should not be allowed in the
wheelhouse, during navigational watch.
30. Any activity (for example chart correction, reading, using computers & prolonged stay inside the chart
room etc) by the OOW which can deviate his attention from safe navigation, shall not be carried out.
31. The GMDSS equipment/batteries should be checked daily/weekly/monthly as per the requirements and
logged by the assigned officer.
32. Whenever there is an incoming telephone call through Inmarsat, wait for 5 rings. If I have not answered
the call within 5 rings, attend the call and take down the message/get the name and contact number of
the person called and inform me.

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33. The presence of Master in the wheelhouse does not exonerate the OOW from continuing his normal
watch keeping duties. I shall verbally specify when taking over conn from OOW and handing over conn to
OOW. This shall be recorded in the logbook by the OOW.

ADDITIONAL INSTRUCTIONS WHEN

NAVIGATION WITH PILOT ON BOARD.

1. Keep in mind that the presence of pilot on board does not relieve the Master or OOW of his obligations
and responsibilities.
2. Pilot exchange information card to be kept ready for handing over to the pilot as soon as he boards.
3. Keep an accurate check on vessel’s position at all times.
4. Check soundings frequently & if required keep the echo sounder continuously on.
5. Follow the pilots instructions regarding engine movements and also check that the helmsman is properly
executing helm orders.
6. Repeat telegraph and helm orders before and after executing same.
7. If in doubt as to the intentions of the pilot, seek clarification and also inform master immediately.
8. All events pertaining to the navigation of the vessel under pilotage, including times of passing prominent
navigational marks,should be recorded in the bridge bell book.

SHIP AT ANCHOR

1. Exhibit the proper lights and signals. In restricted visibility, make the appropriate sound signals.
2. Plot the position on the appropriate chart. Check the position at regular intervals and ensure that vessel
is not dragging anchor.
3. Make use of the anchor watch facility on GPS.
4. Ensure that ME and other machinery are at a state of readiness as per master’s instructions.
5. Maintain proper lookout and anti-pilferage watch when required.
6. Keep a record of launches/any other crafts coming alongside with reason for same.
7. Notify master, engine room and anchoring crew if you suspect that the vessel is dragging anchor. Take
appropriate remedial measures.
8. Notify master immediately if any other vessel in the anchorage area starts dragging anchor or if any other
vessel anchors very close to own vessel which is causing concern.
9. Notify master immediately if weather deteriorates or visibility reduces.
10. Ensure that an inspection of the vessel is made at regular intervals.
11. Maintain Security watches as per ISPS requirements.

CALLING THE MASTER.

Officer on watch should notify the master immediately under following circumstances.
1. If the officer to be relieved feels that the relieving officer is not comfortable to take over watch.
2. If the relieving officer is in any doubt to take over a watch.
3. If unable to maintain vessel’s course and speed.

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4. If own vessel starts dragging anchor, another vessel starts dragging anchor in the same anchorage
area,or if another vessel anchors very close to own vessel.
5. If restricted visibility is encountered or suspected or if visibility deteriorates to less than 5 miles due to any
reason.
6. In heavy traffic conditions or the movements of other vessels are causing concern.
7. If in any doubt as to whose duty is to keep clear.
8. If the vessel whose duty is to keep clear is not doing so,
- when own vessel is 5 miles from the other vessel, or
- Before Time to CPA is 15 minutes.
9. Failure to sight land, a navigational mark or to obtain soundings by the expected time.
10. Land or any navigational mark is sighted or change in soundings occurs unexpectedly.
11. On the breakdown of engines, steering gear or any other navigational equipment.
12. In heavy weather if in doubt about the possibility of weather damage.
13. If a sudden change of weather, wind force or sea condition is experienced.
14. If the barometer falls 5mb or more during one watch or 3mb or more in one hour.
15. Upon receiving any heavy weather forecast or storm warning.
16. Upon hearing or receiving any distress, urgency or safety messages.
17. If any oil slick or discoloration of sea water is noticed near, around or in the wake of the vessel.
18. If any aircraft, helicopter or naval ship is passing at close range and or if either of them is trying to attract
the vessel’s attention.
19. Whenever a routine message is received in the Inmarsat.
20. In any other emergency or situation in which OOW is in doubt.

WHENEVER THE OOW STARTS DOUBTING WHETHER IT IS REQUIRED TO CALL MASTER OR

NOT…...........………………CALL THE MASTER IMMEDIATELY

Despite the requirement to notify the master immediately in the foregoing circumstances, the OOW in
addition should not hesitate to take immediate action, including using Ship’s ME for the safety of life,
cargo and the ship, where the circumstances so require.

SAFETY HAS PRIORITY OVER SCHEDULE !

If due to some reason, master cannot be contacted by normal means, use public address system or if
required use general alarm.

MASTER’S STANDING ORDERS FOR PORT WATCHES

1. All officers to read, understand and comply with the terminal/port regulations, loading/discharging
requirements of the vessel/Terminal and emergency procedures.
2. Moorings to be tended at regular intervals to keep the vessel tightly alongside at all times. Special
attention to be given when there is a very large tidal range/strong current/when the wind direction and
speed change suddenly/when the wind is blowing continuously from the jetty side/or when other vessels
are passing by.
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3. Gangway watch and anti-pilferage watch should be maintained including a record of all persons
boarding/leaving the vessel. Visitors to be met at the gangway by OOW and briefing to be carried out as
in the visitor’s pass given to them. Ensure that the passes are collected when they leave the vessel.
4. A record should be made of launches or any other crafts coming a/s the vessel with the reason for
same.
5. Water should not be allowed to collect on deck. Any draining of water through scuppers should be done
only under continuous attendance with the terminal’s permission. Plugs to be tightened in place
immediately after draining the water. Oil/oily sheen should not be allowed to escape over the side.
6. Cargo operations should be carried out as per the load/discharge plan and in compliance with FOM and
all other publications available on board with respect to tanker operations.
7. P/R entry procedures and checklists to be complied with.
8. All company checklists and terminal checklists are to be filled up as required, and the status of same to
be maintained throughout the operation.
9. The CCR should always be manned. At intervals, OOW to take rounds on deck and in P/R after being
relieved from the CCR by Ch. Officer/Master or any other mate.
10. Cargo manifold should be manned at all times during cargo operation. Regular rounds to be made on
deck and in P/R by deck and P/R watch personnel to ensure that there is no leakage, or any abnormal
happenings. If any, call master immediately.
11. During commencement/completion of loading/discharging, ballasting /de-ballasting, topping off tanks,
final stripping of tanks and COW, Ch. Officer shall be present in CCR. During these times, OOW may be
required on deck as directed by Ch. Officer.
12. Status of all valves used during the operation should be entered in the CCR log with time.
13. Ullages, loading/discharge rate, pump rpm, discharge pressure, manifold pressure should be logged at
hourly intervals. Status of tanks which are not currently being loaded/or discharged, also should be
monitored regularly.
14. All logs/records pertaining to cargo operations should be filled as required, during the watch.
15. During cargo operation, all cargo tanks branch IG valves should be kept locked in open position.
16. During cargo operation, maintain a pressure of 500 mm aqua (or as close to this)in cargo tanks. Incase
of IG failure during discharging, the discharge rate should be reduced immediately/discharging stopped if
required and close deck isolation valve and maintain positive pressure in the tanks. Inform master
immediately.
17. Continuous watch should be kept over the side for any oil/oily sheen, and on the funnel for black smoke
emission. If any inform master immediately.
18. Shore leave for crew should be stopped 4 hours prior to the estimated time of completion of cargo
operations and notice to be displayed at the gangway accordingly. On completion of shore leave, ensure
that all personnel are on board.
19. While a/s berth, Navtex receiver should be kept on and check messages at least once during the watch
for local weather and nav. warnings, and inform the master as the case may be. Also keep taking the
weather messages, weather fax for the ocean area.
20. 2 hours prior departure, notice to be given to E/R for ME readiness. All equipment to be tested for
vessel’s departure from port & for sea passage.ME to be tried out only after consulting with master.
21. During discharging, if there is any difficulty in maintaining a minimum of 100 PSI discharge pressure at
the ship’s rail, inform the master immediately.
22. Security watches to be kept & all measures to be taken as required by the Ship’s Security Plan.

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________________________
_
Capt. XXXXXXXXXXXXX
Master
XX June 20XX
SIGNATURE OVER PRINTED NAME

C/O _______________________________

2/O ________________________________

3/O ________________________________

https://www.academia.edu/38288126/Master_standing_order

Master’s Night Orders

The night orders are a supplement to the standing orders that come into force as the Master proceeds to
take rest during the night. The standing orders are in force at all times whereas the night orders add
specific points to the withstanding standing orders. The Master writes the night orders every night, with
specific regard pertaining to the existing state of the weather, sea and traffic. These are generally
handwritten and again, duly signed by every OOW. One should read these orders carefully because the
Master uses his experience and expertise to determine safe navigation in is absence and therefore lays
down instructions as to the plotting intervals, temperature/pressure reading intervals and so on and so
forth. The captain is liable for the entire ship and putting that trust onto the officers is a very big deal. The
following is an example of the Master’s Night Orders:

Night Orders

1. Required to be written by master before he is going to take a rest at night.

2. A set of instructions to OOW in written format.

3. Depends on the events expected at the night.

4. Generally includes following points:

• To comply with standing orders.

• Follow the laid courses.

• Check and plot positions at required intervals.

• Keep proper look out and comply with ROR.

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• Calling master at required position, if applicable.

• Anti-piracy watch if required.

• Preparations before proceeding to pilot stations.

• Inform ETA.

• Slow down one hour (or as required for engine) before end of passage position.

• Call master at the marked position.

• Rigging pilot ladders in time.

• Stand by crews in time.

• Check the vessel’s position frequently if at anchor.

• Calling master if in any doubt.

[https://www.marineinsight.com/guidelines/masters-standing-and-night-orders/]

Relieving officer shall personally satisfy themselves regarding the:

1. Standing orders and other special instructions of the master relating to the navigation of the
ship.

2. Position, course, speed and draught of the ship;

3. Prevailing and predicted tides, currents, weather, visibility and the effect of these factors upon
course and speed;

4. Procedures for the use of main engines to maneuver when the main engines are on bridge
control; and

5. Navigational situation including, but not limited to:

a. The operational condition of all navigational and safety equipment being used or likely to
be used during the watch,

b. The errors of gyro and magnetic compasses,

c. Presence and movement of ships in sight or known to be in the vicinity,

d. The conditions and hazards likely to be encountered during the watch, and

e. Possible effects of heel, trim, water density and squat on under keel clearance.

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

7. The officer in charge of the navigational watch shall keep the watch on the bridge.

8. In no circumstances leave the bridge until properly relieved; and

9. 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.

10. 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.

11. The officer in charge of the navigational watch shall have full knowledge of the location and
operation of all safety and navigational equipment on board the ship and shall be aware and
take account of the operating limitations of such equipment.

12. 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.

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

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

15. Officers of the navigational watch shall know the handling characteristics of their ship,
including its stopping distances, and should appreciate that other ships may have different
handling characteristics.

16. A proper record shall be kept during the watch of the movements and activities relating to
the navigation of the ship.

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

18. Operational tests of shipboard navigational equipment shall be carried out at sea as
frequently as practicable and as circumstances permit, in particular before hazardous conditions

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affecting navigation are expected. Whenever appropriate, these tests shall be recorded. Such
tests shall also be carried out prior to port arrival and departure.

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 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 UMS controls, alarms and indicators are 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, (SOLAS) 19741.

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The officer of the navigational watch shall take into account:

1. 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

2. That with a ship under automatic steering, it is highly dangerous to allow a situation to
develop to the point where the officer in charge of the navigational watch is without assistance
and has to break the continuity of the lookout in order to take emergency action.

3. Officers of the navigational watch shall be thoroughly familiar with the use of all electronic
navigational aids carried, including their capabilities and limitations, and shall use each of these
aids when appropriate and shall bear in mind that the echo sounder is a valuable navigational
aid.

4. The officer in charge of the navigational watch shall use the radar whenever restricted
visibility is encountered or expected and at all times in congested waters; having due regard to
its limitations.

5. The officer in charge of the navigational watch shall ensure that the 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.

6. 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.

SHIPS' ROUTEING
The practice of following
predetermined routes for
shipping originated in 1898 and
was adopted, for reasons of
safety, by shipping companies
operating passenger ships
across the North Atlantic.
Related provisions were
subsequently incorporated into
the original SOLAS Convention.

Traffic separation schemes and

other ships' routeing systems
have now been established in most of the major congested, shipping areas of the world, and the
number of collisions and groundings has often been dramatically reduced.

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IMO's responsibility for ships' routeing is enshrined in SOLAS chapter V, which recognizes the
Organization as the only international body for establishing such systems.

Rule 10 of the COLREGs prescribes the conduct of vessels when navigating through traffic
separation schemes adopted by IMO. IMO's responsibilities are also determined under the
United Nations Convention on Law of The Sea (UNCLOS), which designates IMO as "the
competent international organization" in matters of navigational safety, safety of shipping traffic
and marine environmental protection.

Routeing measures adopted by IMO to improve safety at sea includes the following:

 traffic separation schemes

 two-way routes

 recommended tracks

 deep water routes (for the benefit primarily of ships whose ability to manoeuvre is
constrained by their draught)

 precautionary areas (where ships must navigate with particular caution) and

 areas to be avoided (for reasons of exceptional danger or especially sensitive ecological

and environmental factors)

Ships' routeing systems, including traffic separation schemes, that have been adopted by IMO,
are contained in the recent IMO Publication, Ships' Routeing - currently 2019 Edition, which is
updated when schemes are amended or new ones added.

The publication includes General provisions on ships' routeing, which are aimed at
standardizing the design, development, charted presentation and use of routeing measures
adopted by IMO.

The provisions state that the objective of ships' routeing is to "improve the safety of navigation in
converging areas and in areas where the density of traffic is great or where freedom of
movement of shipping is inhibited by restricted searoom, the
existence of obstructions to navigation, limited depths or
unfavourable meteorological conditions".

Elements used in traffic routeing systems include:

 traffic separation scheme: a routeing measure aimed TSS

at the separation of opposing streams of traffic by

appropriate means and by the establishment of traffic
lanes

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 traffic lane: an area within defined limits in which one-way traffic is established. natural
obstacles, including those forming separation zones, may constitute a boundary
 separation zone or line: a zone or line separating traffic lanes in which ships are
proceeding in opposite or nearly opposite directions; or separating a traffic lane from the
adjacent sea area; or separating traffic lanes designated for particular classes of ship
proceeding in the same direction

 roundabout: a separation point or circular

separation zone and a circular traffic lane within
Roundabout
defined limits
 inshore traffic zone: a designated area between
the landward boundary of a traffic separation
scheme and the adjacent coast
 recommended route: a route of undefined width,
for the convenience of ships in transit, which is
often marked by centreline buoys

Deep water route

 deep-water route: a route within defined
limits which has been accurately surveyed
for clearance of sea bottom and submerged
articles
 precautionary area: an area within defined
limits where ships must navigate with
particular caution and within which the
direction of flow of traffic may be

recommended
 area to be
hazardous or it is exceptionally important to
avoid casualties and which should be avoided
by all ships, or by certain classes of ships

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Precautionary Area Area to be avoided

WEATHER ROUTEING

Weather conditions can also affect a ship's navigation, and in 1983 IMO adopted resolution
A.528(13), Recommendation on Weather Routeing, which recognizes that weather routeing - by
which ships are provided with "optimum routes" to avoid bad weather - can aid safety.

It recommends Governments to advise ships flying their flags of the availability of weather
routeing information, particularly that provided by services listed by the World Meteorological
Organization.

PROTECTION OF THE MARINE ENVIRONMENT

The master, officers and ratings shall be aware of the serious effects of operational or
accidental pollution of the marine environment and shall take all possible precautions to prevent
such pollution, particularly within the framework of relevant international and port regulations.

OPERATIONAL DISCHARGE OF OIL FROM SHIPS

Ship-related operational discharges of oil include the discharge of bilge water from machinery
spaces, fuel oil sludge, and oily ballast water from fuel tanks. Also other commercial vessels
than tankers contribute operational discharges of oil from machinery spaces to the sea. Cargo-
related operational discharges from tankers include the discharge of tank-washing residues and
oily ballast water.

Before international regulations were introduced to prevent oil pollution from ships, the normal
practice for oil tankers was to wash out the cargo tanks with water and then pump the resulting

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mixture of oil and water into the sea. Also, oil cargo or fuel tanks were used for ballast water
and, consequently, oil was discharged into the sea when tankers flushed out the oil-
contaminated ballast water to replace it with new oil.

 Crude oil washing systems (COW) means that the cargo tanks, where tankers carry the
oil they transport, are cleaned by means of high-pressure flushing with crude oil ("oil to
remove oil") or crude oil plus water. This reduces the quantity of oil remaining on board
after discharge. The residues from such tank washing are pumped into slop tanks and left
in a reception facility in port.

 Segregated ballast tanks (SBT). Ballast water is taken on board to maintain stability, such
as when a vessel is sailing empty to pick up cargo or after having unloaded cargo. Ballast
water contained in segregated ballast tanks never come into contact with either cargo oil or
fuel oil.

 Clean ballast tanks. To have so-called dedicated clean ballast tanks (CBT) means that
specific cargo tanks are dedicated to carry ballast water only.

 Operational oil separation and filtering equipment with an automatic stopping device.
Bilge water is produced when the machinery spaces of a vessel are cleaned. Leaking
cooling water often becomes contaminated with fuel oils and lubricant oils. Vessels in
operation produce oil-contaminated bilge water to a variable extent. With the right
equipment on board, dirty bilge water can be processed in a way that separates most of the
oil from the water before it is discharged into the sea. If the oil content exceeds the limit, the
discharge is automatically stopped (bilge alarm).

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SPECIAL AREAS – MARPOL 73/78

In a sea area with Special Area status under the international MARPOL Convention Annex I (so
far, only the Mediterranean Sea area, the Baltic Sea area, the Red Sea area, the Gulf of Aden
area, the Antarctic area, and the North West European waters) , it is altogether forbidden for oil
tankers to discharge oil, oily sludge and oil-contaminated residues from tank washing, or heavily
oil-contaminated ballast water.

All oily wastes (mixtures) must be kept on board and stored in so-called slop tanks until the
vessel reaches a reception facility in port. Furthermore, it is not allowed to discharge bilge water
unless it has been properly cleaned and contains no more than 15 mg of oil per litre.

Most sea areas are not Special Areas, but in accordance with international regulations under
MARPOL, attempts are nevertheless made to make large oil tankers and product carriers have
equipment for crude oil washing and segregated ballast tanks. According to MARPOL Annex I,
adopted in 1978, all new crude oil tankers of 20,000 dwt and above, and all new product carriers
(30,000 dwt and above), must have SBT. Existing tankers over 40,000 dwt must be fitted either
with SBT or with COW systems. For an interim period it was also allowed for some tankers to
use CBT.

All oil tankers and other large vessels must be fitted with the equipment described above for
bilge water cleaning. However, it has been emphasized that bilge water also contains traces of
detergents used in the cleaning process. When mixed, the residues of oil and detergents form a
stable emulsion with another density than oil. This sometimes milk-like but highly oil-
contaminated mixture is not always "recognized" by the separation and filtering equipment, and
thus discharged into the sea.

ACCIDENTAL POLLUTION
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Contrary to chronic pollution, accidental pollution is the result of sudden events, independent of
human will. It may, for example, occur following the rupture of a pipeline, a fire or a
shipwrecking.

Accidental chemical pollution at sea is generally caused by ship-source spills. These events
may be due to:

 structural failure or lack of maintenance of the ship, causing a crack in the hull or
damage in the machine room,

 adverse weather conditions,

 inappropriate manoeuvres during navigation (leading to collision or grounding•),

 incidents during cargo loading/unloading operations,

 problems related to the cargo such as explosion or containers•breaking loose.

The container ship Rena grounded off the north coast of New Zealand, 20 km from the port of
Tauranga, in 2011. It was stuck on a reef known for its flora and fauna and was carrying 2,876
containers of goods, including 153 of hazardous substances. In total, 1,007 containers and
1,700 tonnes of fuel oil were recovered. Thousands of volunteers came to help clean up the
oiled shoreline.

MV RENA

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The spill caused major impact: approximately 2,000 birds were killed. On 8th January, the ship
broke in two due to adverse weather conditions. The bow section of the vessel remained on the
reef, while the stern section shifted and sank 30 m away.

The authorities decided to dismantle the wreck. This was a huge operation which began by
cutting up the partially submerged section of the Rena and removing the scrap metal by boat.

In 2013, the container ship MOL Comfort was caught in a storm and broke in two in the Indian
Ocean with 4,382 containers and 3,000 tonnes of fuel on-board. The day after the incident, the
stern section sank. Three weeks later, a fire broke out on-board the bow section, which finally
also sank a month after the incident, taking some 2,400 containers and 1,600 tonnes of fuel with
it down 3,000 metres to the ocean floor.

A joint investigation was instigated by the ship owners and builders to determine the exact
cause of the disaster. Before the conclusions of this investigation had been drawn, the decision
was made to reinforce the central part of the hull of the MOL Comfort’s six sister ships.

Website / References:

 https://imunotes.in/principles-to-be-observed-in-keeping-a-navigational-watch/

 https://www.imo.org/en/OurWork/Safety/Pages/ShipsRouteing.aspx

 https://www.classnk.or.jp/hp/pdf/activities/statutory/mlc/flag/dma/CD-PL04-15.pdf

 http://oils.gpa.unep.org/facts/operational.htm

 https://www.chemical-pollution.com/en/sources-pollution/accidental-pollution.php

CASE STUDY VIDEOS

1. MV Rena accident – 10:28 mins

2. VLCC Tankers Ship Collision at Sea – 3 mins
3. Ship accident collision due to inaction – 3 mins
PRINCIPLES NAV WATCH VIDEOS:

1. Maritime Training Watchkeeping – 2 mins

2. Bridge Watchkeeping Videotel –
3. Bridge Watchkeeping Marine Online (Bridge Procedures) – 23 mins
4. Duties & responsibilities of OOW Marine Online – 17 mins
5. Factors to be taken into account – 12 mins
6. 3/O Daily Routine – 6 mins
7. Proper Lookout – 2 mins

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WRITTEN ASSESSMENT NO. 7

1. Explain the watchkeeping principles in general including the use of ship’s routeing and in the
protection of marine environment.

Use:
• at least 2 sheets of short white bond paper
• Arial font type – Size 12

Topic 2 LO2.2 Methodologies/Activities SCHEDULE

Bridge Maintain proper - Conduct demonstration to maintain Week 7
Watchkeeping – records of the proper records of the movements and
Bridge Logbook movements and activities relating to the navigation of the 5 hours
recording activities relating ship
to the navigation - Students will perform return
of the ship demonstration on Bridge Log book
recording

DIFFERENT ENTRIES TO BE MADE IN BRIDGE LOG BOOK OF THE SHIP

Being a deck officer of a ship involves myriad responsibilities that are spread across the
different aspects of the vessel’s operation. It is a challenging job wherein the responsible
person has to ensure that the ship is navigating safely on the correct path and complying with all
the navigational rules i.e. Rules of the Road (ROR). Not only is the safe navigation the prime
responsibility but it’s documentation also holds equal importance to lend credibility as well as
accountability to the task being executed.

It can be said that as far as the navigation of the ship is concerned, the safety of the ship’s staff
is solely in the hands of navigating deck officer (also termed the Officer Of The Watch) and the
assistance rendered in carrying out his duties by another crew member on the bridge. An agile
watch by these people ensures that the ship is never in an emergency situation such as
collision, grounding etc. that exposes the vessel to damage and liabilities.

Utmost safety can be ensured by following the rules and regulations of the sea, company
checklist and last but not the least, filling out the bridge logbook which keeps the record of the
situations tackled by the ship while at sea.

Accountability for shipboard operations are of umpteen importance; in that, the tasks that are
carried out as well as the existing conditions they are carried out under have to be recorded in
order to have a formal/official document supporting the efficiency and reasoning behind the job
that has been undertaken. In case of an unfortunate incident, it is this record that lends

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credibility to insurance claims and thereby ensures that the competency of the officer recording
the incident can be measured and a judgment reached accordingly.

It is for this reason that pretty much every task for every department has to have to have some
record in some log book. The Deck Log Book, therefore, is a prime piece of document that has
in its record all actions that are undertaken in the bridge.

The logbook used to record various data, scenario, and situations (including emergency
situation and action) which are later used for reference, case study and for marine
insurance purpose in case of damage to the ship or loss of ship’s property should be properly
filled without any errors.

It is because of this that one must be entirely sure of the entry that is to be made in the deck log
book before making such an entry. Supplementary logs are thereby kept in a place which
requires data to be recorded prior to making an official entry into the logbook. For example, the
position is entered along with the heading, speed etc in the chart/position logbook which is then
used to make an official entry into the bridge logbook towards the end of the watch.

Following are the entries which must be filled up by the Deck officer during his/her watch:

 The position of the ship in Latitude and Longitude at different intervals.

 Time to be noted when Navigation marks are passed
 Time, details and reason if there is any course alteration

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 Meteorological and weather conditions including details of sea, swell etc along with the
Beaufort scale that is prevalent
 Movement of the ship at sea including rolling, pitching, heaving etc
 Details of any abnormal condition
 Speed of the propulsion engine and speed of the ship in knots
 If involved in any kind of accidents like stranding, grounding etc. then details for the
same
 Entry to be made if any physical contact with floating object or vessel is made
 Details of the distress signal received
 Entry for what kind of assistance is given to the distress signal sender
 If salvage operation is performed, complete details to be entered
 If there is an oil spill or other pollution accident, position of the ship, time and complete
incident to be recorded
 Record of general watch routines performed including fire watch
 Time of arrival and departure and ETA.
 If berthing or anchoring is planned, time for the same to be noted.
 Heading and Compass error
 Drills and training carried out as well as inspections with regard to stowaways and
security-related measures
 Record of stores, fresh water etc received

Also, any other entries as required by master, company, and administration should also be
recorded in the logbook without fail.

Additionally,

 An original page should never be removed from the Logbook. This is because the Deck
Logbook is used as official evidence in case of an unfortunate event
 Only official designations and symbols to be used
 If there is insufficient space in the Remarks section, insert a gummed paper strip instead
of making the logbook clumsy. This shouldn’t be necessary as there is ideal space to
record everything in precise language

Remember that the logbook entry carries the OOW’s signature which means that the OOW is
responsible for all that is recorded by him which is a mark of his competency and accuracy of
the data that is entered.

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IMPORTANT POINTS FOR LOGBOOK KEEPING ON SHIPS

“If a person intentionally destroys or mutilates or renders illegible any entry in any statutory log
book on ship, he will be liable for a fine or be arrested for destruction of official records”. How
often have we come across such disclaimers onboard while maintaining the ships’ official
records? Be it the Official Log Book, Oil Record Book or the Engine / Deck Log Books, all have
to be maintained in manners that best represent the ship and the owners / managers.

OFFICIAL LOG BOOK

The heads of their respective departments are fully and the only ones authorized to maintain
this statutory log book and the Master has the overall responsibility to oversee its authenticity
and appropriateness. The log book is considered to be a running log of all official events such
as Arrival / Departure of the vessel to / from port, Draughts, Freeboards, Onboard Emergency
Drills, Crew onboard, Fuel/Fresh Water ROB, Master’s Handing Over/Taking Over,
etc. Although some flag states do provide a short guide for keeping the official log book and
while some don’t, it is imperative that all entries must be made in a professional and legible
manner. A few pointers while making such entries –

 All entries should be made as soon as practicable after an event occurs, since all the logs
are running records of the vessel it makes record keeping vulnerable if delayed in entirety.
 Only authorised personnel should make such entries. Master may designate personnel to
do so.

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 Entries to be signed where required by the person making such entry and by the person
witnessing the event.
 All entries must have a date and time recorded
 It will be the Master’s responsibility to ensure the Official log book is accurately filled and
signed.
 Entries made in the log must not be amended or deleted under any circumstances unless
the Master authorizes the cancellation. If it is to be done, it is a good practice to make sure
the entry is stroked out with a single line and an initial put against the omitted entry.
 If the entries cannot be contained within the log books’ pages due to their length, they must
be entered separately in a separate document, endorsed and attached to the log book. A
reference number may be given for easy record tracking.

Website / References:

 https://www.marineinsight.com/marine-navigation/different-types-of-entries-to-be-made-
in-the-bridge-log-book-of-the-ship/

 https://www.marineinsight.com/guidelines/important-points-for-logbook-keeping-on-
ships-part-1/

BRIDGEWATCH LOGBOOK VIDEOS:

1. Bridge Logbook What to write? – 2 mins

2. Bridge Logbook – 2 mins

3. What inside deck logbook – 7.16 mins

4. Official Logbook – 6 mins

WRITTEN ASSESSMENT NO. 8

1. List down all the information needed to be record in the bridge logbook.

Use:
• at least 2 sheets of short white bond paper
• Arial font type – Size 12

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Topic 3 LO2.3 Methodologies/Activities SCHEDULE

Collision avoidance Demonstrate - Video film showing of a scenario related Week 8 - 9

in Narrow Channel collision avoidance to collision avoidance in a narrow
in a narrow channel with congested traffic flows and 10 hours
channel with parallel indexing techniques during
congested traffic restricted visibility.
flow and parallel
indexing - Conduct demonstration and return
techniques during demonstration of collision avoidance in a
restricted visibility. narrow channel with congested traffic
flow

- Conduct demonstration and return

demonstration of parallel indexing
techniques during restricted visibility

CASE ANALYSIS : COLLISION IN NARROW CHANNEL

In 2009 a collision occurred in Hong Kong waters causing the loss of 18 lives. The two ships
involved were a fully loaded bulk carrier with a length of about 220 meters and a 12 meter draft,
and a smaller supply boat with an estimated draft of 5-6 meters.

The crux of the matter is whether or not the area along the Hong Kong channel marked by
buoys CP1 to CP8 is a narrow channel.

The channel is used by all ocean going vessels, and all ocean going vessels are required to
have onboard a licensed pilot. Therefore, from practical point of view, the pilots’ opinion as to
whether or not the channel is narrow should be a deciding factor. Of all the known replies from
the pilots, none has testified to the contrary.

Though this alone could be sufficient to prove the point, it would be more convincing if we could
find some legal support in addition to this common understanding. This legal support must come
from the “International Regulations for Preventing Collisions at Sea, 1972”, or the “Colregs”.

The Colregs are all about collision avoidance; it covers all areas upon the high seas and all
waters connected therewith navigable by seagoing vessels (Rule 2, 1 (a)). Thus, it also covers
the area from buoys CP1 to CP8.

Rule 8 of the Colregs covers basic principles of collision avoidance, and when the available sea-
room is reduced until it becomes a narrow channel then Rule 9 (Narrow Channel) applies.

Rule 8 (c) says, “If there is sufficient sea room, alternation of course alone may be the most
effective action to avoid a close-quarter situation…”

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The reason behind this is that alternation of course (versus alteration of speed) can “be large
enough to be readily apparent to another vessel observing visually or by radar” (Rule 8 (b)).

The Colregs do not define what is sufficient sea room. Actually, one can note that the Colregs
tries very hard not to give any figures to all the possible situations (safe speed is another one);
for the reason that interactions between ships are too complicated even without the
consideration of topographic and weather condition. Sometimes, to be apparent to the other
ship, an alteration of 30-45 degrees from her original heading may still not be a big alteration.

If a fullyloaded 220 meter bulker has already made a 45 degrees turn, then it may be better for
her to continue the turn to make a 360 degree turn as this maneuver would take up less sea
room.

On average, a complete turn would be about 3 to 4 ship’s length which is about 660 to 880
meters. This diameter is called turning circle and not affected by her speed.

The concept of turning circle is important, as it is a key factor to test the maneuverability of a
ship. As a ship may be required to alter her course both to the starboard side and to the port
side, therefore, we are talking about sufficient sea room on both sides of a ship. If one side of
the channel has insufficient sea room, we would probably accept this is a narrow channel
because a ship may not able to do what is being specified in rule 8 (b) and (c).

If we study the area between buoys CP1 to CP8, with the above parameters in mind, we would
agree that the area will not have sufficient sea room for a large alternation of course.

Now, we can turn to Rule 9 and see more about narrow channels and the actions required for
ships navigating in the channel. Rule 2, 8, and 18 are reproduced at the end of this for easy
reference.

A. According to Rule 9 (a): A vessel proceeding along the course of a narrow channel or fairway
shall keep as near to the outer limit of the channel or fairway which lies on her starboard side as
is safe and practicable.

Keeping to the outer limit provides more room for passing ships on a reciprocal course. This will
also minimize the chance of meeting end on with ships on a reciprocal course.

In other words, although the Colregs do not state it specifically, it actually treats a clear pass
port to port (by keeping to starboard side of the channel) preferable than a head-on situation
though each can still avoid collision by altering of course to starboard side.

B. According to Rule 9 (b): A vessel of less than 20 metres in length or a sailing vessel shall not
impede the passage of a vessel which can safely navigate only within a narrow channel or
fairway.

According to Rule 18, except where Rule 9 (narrow channel), Rule 10 (traffic separation
schemes and Rule 13 (Overtaking) require, a power driven vessel including a fully-loaded 220
meter bulker should keep out of the way of a sailing vessel. (See Rule 18 (a) (iv)) and a fishing
vessel ( see Rule 18 (a) (iii)).
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Certainly this is not the case in the area between buoys CP1 to CP8 where neither sailing
vessel nor fishing vessel are allowed to stay or fish inside the area if their presence would
impede the safe passage to the 220 m fully-loaded bulker.

If patrol service can be directed to chase sailing vessels and fishing vessels away from
obstructing the channel, it is another way of confirming that this is a narrow channel.

In other words, had the channel NOT been a narrow channel, a fully loaded bulker should have
no priority over the fishing and sailing vessels and in compliance with Rule 18 (a), she should
keep out of the way of the sailing and or fishing vessel inside the channel.

C. According to Rule 9 (c): A vessel engaged in fishing shall not impede the passage of any
other vessel navigating within a narrow channel or fairway.

The argument regarding a fishing vessel is the same as those already provided in B.

D. According to Rule 9 (d): A vessel shall not cross a narrow channel or fairway if such crossing
impedes the passage of a vessel which can safely navigate only within such channel or fairway.

The latter vessel may use the sound signal prescribed in Rule 34(d) if in doubt as to the
intention of the crossing vessel.

There are two vessels here: Vessel A is a crossing vessel, Vessel B is one which can safely
navigate only within such channel or fairway. “Navigate” should include “action to avoid
collision”, then we shall again look into the definitions of “sea room”, “large alternation”,
“alternation of course”. All these elements are making a fully loaded bulker to treat the area
between CP1 and CP8 a narrow channel.

There are two clear messages from this section:

First, Vessel A should not cross a narrow channel or fairway if such crossing impedes the safe
passage of vessel B.

Second, which is actually also very clear, if vessel B can only navigate safely within such
channel or fairway, this channel has to be a narrow channel.

It is likely that Vessel B can use her own discretion to determine whether she can safely
navigate only within such channel or not.

Vessel B is not supposed to be told or to be judged whether she is within a narrow channel or
not, and further, if Vessel B is in doubt as to whether she is navigating inside a narrow channel
or not, she should treat it as a narrow channel, and proceed to the starboard side of the
channel, this is “ordinary practice of seamen” (Rule 2 (a)). Rule 9 (d) gives Vessel B and Vessel
A different right to sound the signal prescribed in Rule 34(d) questioning the intention or action
of the other vessel.

E. According to Rule 9 (e) (i): In a narrow channel or fairway when overtaking can take place
only if the vessel to be overtaken has to take action to permit safe passing, the vessel intending

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to overtake shall indicate her intention by sounding the appropriate signal prescribed in Rule
34(c)(i). The vessel to be overtaken shall, if in agreement, sound the appropriate signal
prescribed in Rule 34(c) (ii) and take steps to permit safe passing. If in doubt she may sound the
signals prescribed in Rule 34(d).

Since it is a matter of fact that along the area between buoys CP1 to CP8, no overtaking would
be allowed (referring to a fully-loaded bulker of 220 meters) This channel must be something
narrower than a narrow channel if not a narrow channel itself.

This is because in a narrow channel (as stated in Rule 9 (e) (i)) overtaking can be considered.
While from CP1 to CP8, overtaking would never be considered by the fully loaded bulker, nor by
the port authority (as we reasonably suggest) nor by any fully loaded bulker of similar size (as
we reasonably suggested). When in one area where overtaking can be considered and in
another area overtaking is totally out of question, we can logically deduce that the latter is
narrower than the former.

Given above, with the common consensus of all the users of the narrow channel, and the legal
support deduced from the Colregs, we can conclude that the channel between CP1 to CP8 is a
narrow channel as far as a fully loaded 220 meter bulker is concerned.

Narrow Channel

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INTERNATIONAL REGULATIONS FOR PREVENTING COLLISIONS AT SEA

RULE 2 Responsibility

(a) Nothing in these Rules shall exonerate any vessel, or the owner, master or crew thereof,
from the consequences of any neglect to comply with these Rules or of the neglect of any
precaution which may be required by the ordinary practice of seamen, or by the special
circumstances of the case.

(b) In construing and complying with these Rules due regard shall be had to all dangers of
navigation and collision and to any special circumstances, including the limitations of the
vessels involved, which may make a departure from these Rules necessary to avoid immediate
danger.

RULE 8 Action to avoid collision

(a) Any action taken to avoid collision shall, if the circumstances of the case admit, be positive,
made in ample time and with due regard to the observance of good seamanship.

(b) Any alteration of course and/or speed to avoid collision shall, if the circumstances of the
case admit, be large enough to be readily apparent to another vessel observing visually or by
radar; a succession of small alterations of course and/or speed should be avoided.

(c) If there is sufficient sea room, alteration of course alone may be the most effective action to
avoid a close-quarters situation provided that it is made in good time, is substantial and does
not result in another close-quarters situation.

(d) Action taken to avoid collision with another vessel shall be such as to result in passing at a
safe distance. The effectiveness of the action shall be carefully checked until the other vessel is
finally past and clear.

(e) If necessary to avoid collision or allow more time to assess the situation, a vessel shall
slacken her speed or take all way off by stopping or reversing her means of propulsion.

(f) (i) A vessel which, by any of these Rules, is required not to impede the passage or safe
passage of another vessel shall, when required by the circumstances of the case, take early
action to allow sufficient sea-room for the safe passage of the other vessel.

(ii) A vessel required not to impede the passage or safe passage of another vessel is not
relieved of this obligation if approaching the other vessel so as to involve risk of collision and
shall, when taking action, have full regard to the action which may be required by the Rules of
this Part.

(iii) A vessel the passage of which is not to be impeded remains fully obliged to comply with the
Rules of this Part when the 2 vessels are approaching one another so as to involve risk of
collision.

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RULE 18 Responsibilities between vessels

Except where Rules 9, 10 and 13 otherwise require:

(a) A power-driven vessel underway shall keep out of the way of:

(i) a vessel not under command;

(ii) a vessel restricted in her ability to maneuver;

(iii) a vessel engaged in fishing;

(iv) a sailing vessel.

(b) A sailing vessel underway shall keep out of the way of:

(i) a vessel not under command;

(ii) a vessel restricted in her ability to maneuver;

(iii) a vessel engaged in fishing.

(c) A vessel engaged in fishing when underway shall, so far as possible, keep out of the way of:

(i) a vessel not under command;

(ii) a vessel restricted in her ability to maneuver.

(d) (i) Any vessel other than a vessel not under command or a vessel restricted in her
ability to maneuver shall, if the circumstances of the case admit, avoid impeding the safe
passage of a vessel constrained by her draught, exhibiting the signals in Rule 28;

(ii) A vessel constrained by her draught shall navigate with particular caution having full
regard to her special condition.

(e) A seaplane on the water shall, in general, keep well clear of all vessels and avoid impeding
their navigation. In circumstances, however, where risk of collision exists, she shall comply with
the Rules of this Part.

Website / Reference:

 https://static1.squarespace.com/static/52f5e496e4b039b51c0fbabd/t/
5309c931e4b0dbc78d15f5cb/1393150257650/3+Narrow+Channel.pdf

CASE STUDY (MARINE ONLINE) VIDEOS:

To be presented the following week (Week 9)

1. Case Study 1 – 10 mins

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2. Case Study 2 – 7:28 mins

3. Case study 3 – 7:28 mins

4. Case study 4 – 8:20 mins

The Instructor will assign one case study for the 4 groups (10 students per group).
Each group will present a response to the case analysis assigned to them.

COLLISION AVOIDANCE / NARROW CHANNEL VIDEOS:

1. Rule 9 Narrow Channels – 7 mins

2. Rule 10 TSS – 7 mins

3. IRPCS Master Class Rule 10 TSS – 7 mins

4. Marine Radar Parallel Indexing – 12 mins

5. Collision at sea case study – 10:40 mins

6. A new case study – 3 mins

PERFORMANCE ASSESSMENT (FACE TO FACE CLASS):

Using checklist-based assessment, demonstration of collision avoidance in a narrow channel

with congested traffic flow and parallel indexing techniques during restricted visibility

WRITTEN ASSESSMENT NO. 9

1. Explain the importance of using the radar parallel indexing techniques during restricted
visibility and in restricted waters.

Use:
• at least 2 sheets of short white bond paper
• Arial font type – Size 12

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-------------------------------------------------------------------------------------------------------------------------------------------
---------------------------

Topic 4 LO2.4 Methodologies/Activities SCHEDULE

Keeping a radio Explain the - Interactive discussion on the principles to Week 10

watch principles to be
observed in be observed in keeping a radio watch: 5 hours
keeping a radio
watch. - Students will perform essay on the topic

https://www.fcc.gov/bureau-divisions/mobility-division/ship-radio-stations/global-maritime-distress-and-safety-system

https://weh.maritime.edu/stcw/2018/images/STCW_Chap_VIII.pdf [STCW CHAPTER VIII]

STCW CODE CHAPTER VIII STANDARDS REGARDING WATCHKEEPING

PART 4-3 - PRINCIPLES TO BE OBSERVED IN KEEPING A RADIO WATCH

General provisions

84 Administrations shall direct the attention of

companies, masters and radio watchkeeping personnel
to comply with the following provisions to ensure that an
adequate safety radio watch is maintained while a ship
is at sea. In complying with this Code, account shall be
taken of the Radio Regulations.

Watch arrangements

85 In deciding the arrangements for the radio

watch, the master of every seagoing ship shall: .

.1 ensure that the radio watch is maintained in accordance with the relevant
provisions of the Radio Regulations and the SOLAS Convention;

.2 ensure that the primary duties for radio watchkeeping are not adversely affected
by attending to radio traffic not relevant to the safe movement of the ship and
safety of navigation; and

.3 take into account the radio equipment fitted on board and its operational status.

Performing the radio watch

86 The radio operator performing radio watchkeeping duties shall:

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.1 ensure that watch is maintained on the frequencies specified in the Radio Regulations
and the SOLAS Convention; and

.2 while on duty regularly check the operation of the radio equipment and its sources of
energy and report to the master any observed failure of this equipment.

87 The requirements of the Radio Regulations and the SOLAS Convention on keeping a
radiotelegraph or radio log, as appropriate, shall be complied with.

88 The maintenance of radio records, in compliance with the requirements of the Radio
Regulations and the SOLAS Convention is the responsibility of the radio operator designated as
having primary responsibility for radiocommunications during distress incidents. The following
shall be recorded, together with the times at which they occur:

.1 a summary of distress, urgency and safety radiocommunications;

.2 important incidents relating to the radio service;

.3 where appropriate, the position of the ship at least once per day; and

.4 a summary of the condition of the radio equipment including its sources of energy.

89 The radio records shall be kept at the distress communications operating position, and
shall be made available:

.1 for inspection by the master; and

.2 for inspection by any authorized official of the Administration and by any duly
authorized officer exercising control under article X of the Convention.

https://www.slideshare.net/kixx24/14-gmdss

https://www.powershow.com/view/4270d6-ZTA3Z/
Global_Maritime_Distress_and_Safety_System_GMDSS_powerpoint_ppt_presentation

Digital selective calling or DSC is a standard for transmitting pre-defined digital messages via the medium-
frequency (MF), high-frequency (HF) and very-high-frequency (VHF) maritime radio systems. It is a core part of
the Global Maritime Distress Safety System (GMDSS).[1]

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A DSC touch screen control panel showing a (simulated) distress message. This unit made by ICS controls DSC messaging for VHF, MF

and HF transceivers

Contents

DSC was developed to replace a voice call in older procedures. Because a DSC signal uses a stable signal with a
narrow bandwidth and the receiver has no squelch, it has a slightly longer range than analog signals,[1] with up to
twenty-five percent longer range and significantly faster.[2] DSC senders are programmed with the ship's Maritime
Mobile Service Identity (MMSI) and may be connected to the ship's Global Positioning System (GPS), which allows
the apparatus to know who it is, what time it is and where it is. This allows a distress signal to be sent very quickly.[1]

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Not mandatory Part B (Guidance in keeping a radio watch) contains many operational
provisions about radio communications: one of the general, most important, requirements
recalls however that the Radio Regulations require that each ship radio station is only operated
under the control of adequately qualified and well instructed personnel, in particular in regard to
the distress alert, that shall only be sent on the authority of the Master or other person
responsible for the ship.

Prior to sailing, the radio operator should check that all distress and safety radio equipment and
the reserve source of energy are in an efficient working condition, all proper documents are

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available and corrected, the radio clock is correctly set against standard time signals, antennae
are correctly positioned, undamaged and properly connected and that routine weather and
navigational warning messages for the area in which the ship will be navigating are updated and
delivered to the Master.

On sailing and opening the station, the radio operator on watch should listen on the appropriate
distress frequencies for any possible existing distress situation, but also frequencies on which
general communications are likely to be exchanged, and properly report to the coast stations
when required; he should ensure the proper functioning of the Digital Selective Calling (DSC)
distress and safety radio equipment by means of a test call at least once each week and the
distress and safety radio equipment by means of a test at least once each day but without
radiating any signal (the results of these tests should be recorded in the radio log).

The distress alert or distress call has absolute priority over all other transmissions. All the
stations which receive such signals are required by the Radio Regulations to immediately cease
all transmissions capable of interfering with distress communications.

On receiving a distress alert or urgency message the radio operator on watch should alert the
Master and if designated as having primary responsibility for radio communications during
distress incidents should evaluate the situation and immediately assume responsibility for
following the appropriate procedures.

For safety messages usually only a note is taken.

Bridge-to-bridge communications should be exchanged on VHF channel 13. Bridge-to-bridge

communications are described as "Intership Navigation Safety Communications" in the Radio
Regulations.

Proper radio records should be kept at all times.

Website / References:

 https://d3n8a8pro7vhmx.cloudfront.net/torontobrigantine/pages/51/attachments/original/
1436196906/03_-_STCW_Code_Section_A-VIII.pdf?1436196906

 https://www.simonescuola.it/areadocenti/s591/
Modulo_3_Unita_1_STCW_provisions_about_watchkeeping_(con_metodologia_CLIL).pdf

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RADIOWATCH VIDEOS:

1. What is marine VHF Audiopedia – 4 mins

2. My HF Radio on boardship – 12 mins

WRITTEN ASSESSMENT NO. 10

1. Explain the principles to be observed in keeping a radiowatch.

Use:
• at least 2 sheets of short white bond paper
• Arial font type – Size 12

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Topic 5 LO2.5 Methodologies/Activities SCHEDULE

Use of reporting in Determine the - Interactive discussion on the principles to Week 11

accordance with the importance of
General Principles for reporting to the be observed in keeping a radio watch: 5 hours
Ship Reporting VTS in the safety
Systems and with of navigation and - Students will perform oral recitation on
VTS procedures the proper the topic
procedures in ship
reporting system - Conduct demonstration and return
and VTS demonstration on proper procedures in
procedure ship reporting system and VTS procedure
https://www.slideshare.net/MiguelDiazMedina1/the-bridge-procedures-guide
https://www.slideshare.net/loidagarcilazomillan/electronics-aids-to-navigation
https://www.imo.org/en/OurWork/Safety/Pages/VesselTrafficServices.aspx
https://www.imo.org/en/OurWork/Safety/Pages/ShipsRouteing.aspx
https://www.slideshare.net/shaileshshukla731/vessel-traffic-management-system

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1 General principles for ship reporting system

1.1 Ship reporting systems and reporting requirements are used to provide, gather or exchange
information through radio reports. The information is used to provide data for many purposes
including search and rescue, vessel traffic services, weather forecasting and prevention of
marine pollution. Ship reporting systems and reporting requirements should, as far as
practicable, comply with the following principles:

.1 reports should contain only information essential to achieve the objectives of the system;

.2 reports should be simple and use the standard international ship reporting format and
procedures; where language difficulties may exist, the languages used should include English,
using where possible the Standard Marine Navigational Vocabulary, or alternatively the
International Code of Signals. The standard reporting format and procedures to be used are
given in the appendix to this Annex;

.3 the number of reports should be kept to a minimum;

.4 no charge should be made for communication of reports;

.5 safety or pollution-related reports should be made without delay; however, the time and place
of making non-urgent reports should be sufficiently flexible to avoid interference with essential
navigational duties;

.6 information obtained from the system should be made available to other systems when
required for distress, safety and pollution purposes;

.7 basic information (ship's particulars, on-board facilities and equipment, etc.) should be
reported once, be retained in the system and be updated by the ship when changes occur in the
basic information reported;

.8 the purpose of the system should be clearly defined;

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.9 Governments establishing a ship reporting system should notify mariners of full details of the
requirements to be met and procedures to be followed. Details of types of ships and areas of
applicability, of times and geographical positions for submitting reports, of shore establishments
responsible for operation of the system and of the services provided should be clearly specified
Chartlets depicting boundaries of the system and providing other necessary information should
be made available to mariners;

.10 the establishment and operation of a ship reporting system should take into account:
.10.1 international as well as national responsibilities and requirements;
.10.2 the cost to ship operators and responsible authorities;
.10.3 navigational hazards;
.10.4 existing and proposed aids to safety; and
.10.5 the need for early and continuing consultation with interested parties including a sufficient
period to allow for trial, familiarization and assessment to ensure satisfactory operation and to
allow necessary changes to be made to the system;

.11 Governments should ensure that shore establishments responsible for operation of the
system are manned by properly trained persons;

.12 Governments should consider the interrelationship between ship reporting systems and
other systems;

.13 ship reporting systems should preferably use a single operating radio frequency; where
additional frequencies are necessary, the number of frequencies should be restricted to the
minimum required for the effective operation of the system;

.14 information provided by the system to ships should be restricted to that necessary for the
proper operation of the system and for safety;

.15 ship reporting systems and requirements should provide for special reports from ships
concerning defects or deficiencies with respect to their hull, machinery, equipment or manning,
or concerning other limitations which could adversely affect navigation and for special reports
concerning incidents of actual or probable marine pollution;

.16 Governments should issue instructions to their shore establishments responsible for the
operation of ship reporting systems to ensure that any reports involving pollution, actual or
probable, are relayed without delay to the officer or agency nominated to receive and process
such reports, and to ensure that such an officer or agency relays these reports without delay to

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the flag State of the ship involved and to any other State which may be affected;

.17 States which are affected or likely to be affected by pollution incidents and may require
information relevant to the incident should take into account the circumstances in which the
master is placed, and should endeavour to limit their requests for additional information; and

.18 the appendix to this Annex does not apply to danger messages referred to under regulation
V/2 of the 1974 SOLAS Convention, as amended. The present practice of transmitting such
messages should remain unchanged.

(https://www.imo.org/en/OurWork/Safety/Pages/VesselTrafficServices.aspx)

A vessel traffic service (VTS) is a marine traffic monitoring system established by harbour or
port authorities, similar to air traffic control for aircraft.

The International Maritime Organization defines VTS as "a service implemented by a competent
authority designed to improve the safety and efficiency of vessel traffic and protect the
environment.

The service shall have the capability to interact with the

traffic and respond to traffic situations developing in the
VTS area".

Typical VTS systems use radar, closed-circuit

television (CCTV), VHF radiotelephony and automatic
identification system to keep track of vessel
movements and provide navigational safety in a limited
geographical area.

In the United States of America (USA), VTSs are

established and operated by the United States
Coast Guard (USCG) Navigation Center.

Vessel traffic services – VTS – are shore-side

systems which range from the provision of simple
information messages to ships, such as position of
other traffic or meterological hazard warnings, to
extensive management of traffic within a port or
waterway.

Generally, ships entering a VTS area report to the

authorities, usually by radio, and may be tracked by
the VTS control centre.

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Ships must keep watch on a specific frequency for navigational or other warnings, while they
may be contacted directly by the VTS operator if there is risk of an incident or, in areas where
traffic flow is regulated, to be given advice on when to proceed.

SOLAS Chapter V (Safety of Navigation) states that governments may establish VTS when, in
their opinion, the volume of traffic or the degree of risk justifies such services.

Vessel Traffic Service (VTS) allows the monitoring of vessels, in real time, to enable safe and
efficient traffic management in a specified maritime area, including the position of vessels in
order to immediately identify incidents that may generate risks for the crew and the
environment.

The systems displays a graphical environment with the movements of vessels in the approach
areas, putting each of these overlapping vessels to a digital nautical chart, in its real geodesic
position and informs the identification of each vessel.

In many waterways vessels operate independently in any traffic situation or time, without VTS.
However, knowing the types of services and roles assigned to the VTS is part of the procedures
used to determine whether the implementation of such a service is the appropriate action for a
particular area of interest.

VTS in Ports

A distinction must be made between the VTS dedicated to port service and the VTS dedicated
to the coastal service. The duties of a port VTS will be directed primarily to the traffic of the port
area and its direct access (inland waters and canals, in general), while a coastal VTS is
concerned with the transit of vessels for a given stretch of territorial sea.

Regarding the types of service for a port VTS, it is common to expect support services for
navigation or traffic organization, while a Coastal VTS usually will only have the information
service. However, a VTS station may be both, provided that fitted to it.

Benefits of the VTS

Basically, the VTS contributes to the following tasks:

1. Safety of life at sea and the safety of navigation by identifying and monitoring vessels,
by planning for movement of vessels in the VTS area and the disclosure of information and
assistance to the navigator;
2. Increased efficiency of maritime traffic;
3. Prevention of marine pollution and anti-pollution measures; and
4. Protection of communities and infrastructures in the VTS and adjoining area.

Additionally, a VTS can provide contribution to the increased efficiency of port activities and to
support security activities in the maritime sector.

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VTS COMMUNICATION PROCEDURES

Procedure on VTS

01. Ships to be subjected to Traffic Service

 Ocean-going ship for international route

 Ships over 300 tons for Gross Tonnage(But, except the inward fishing boats)
 Cargo Ships carrying dangerous goods as defined in the provisions of the Sea Traffic Safety
Act, Article 2)
 Tug Boat with its towage line over 200 m
 Fishing boat with its length 45m or longer
 Towing vessel for construction work
 Oil tanker or Waste Oil Carrier with gross tonnage of 300 ton or less
 Passenger ship within a control area (But cruise ship within a port is excluded)

02. Procedure of Report on Vessel Traffic Service(VTS)

(Report on the conditions of ships) The shipmaster of the vessel subjected to VTS should make
report on matters required for VTS business to the concerning VTS center according to the
reporting procedure as follows, in accordance with the provisions set by the Enforcement
Decree of the Public Order in Open Ports Act, Article 11.

01. Pre-Entry Report

 Report on expected entrance of a ship into VTS zone (10 miles before Reporting Line of
Location): Vessel Name, Call Sign, and Estimated Time to pass the reporting line of position,
Destination, Last departure port)
 Report on passing the line of navigationposition: Vessel Name, Time of passing,
Destinations, Estimated time to enter the destination
 Report on arrival at destination: Vessel Name, Call Sign, Entrance Location, Time

02. Report on Movement

 Report on expected movement (10 min before): Vessel Name, Location, Estimated Time of
Movement
 Report on movement completion: Vessel Name, Call Sign, Location, Time

03. Report on Departure

 Report on Expected Departure (10 min before): Vessel Name, Location, Estimated Time of
Departure
 Report on Departure: Vessel Name, Location, Call Sign, Departure Time, Destination
 Report on passing the line of navigation position: Vessel Name, Time of Passing

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04. VTS center can ask ships that are not subjected to VTS to report on a port of departure, a
port of arrival, time and purpose when they are sailing within the VTS zone if necessary.

05. The concerning pilotage company should make reports on the ship’s pilotage
boarding/getting off location base and the time to VTS center in accordance with the provisions
set by the Enforcement Decree of the Public Order in Open Ports Act, Article 11, Paragraph 3

03. Reporting Line of Navigation Position (Example for Yeosu Gwangyang Port)

 South Reporting Line: N 34° 35′ 00",

 East Reporting Line E 128° 00′ 00”

 North Reporting line N 34° 48′ 26" (the line connection No.5 DW buoy and No.6 DW buoy)

04. VTS SECTOR Classification (See the drawing)

Sector 1 South side of the VTS zone based on the North reporting line (located at N 34° 48′ 26" within VTS zone)

Sector 2 North side of the VTS zone based on the North reporting line (located at N 34° 48′ 26" within the VTS zone)

Sector 3 Sector 2: Area from Nak-po Port to Jungheung Port

05. VTS Report Frequency (VHF CH)

 VHF CH 12: Moving and Anchoring ships inside Sector 1

 VHF CH 67: Moving and Anchoring ships inside Sector 2
Channel change baseline North reporting line/Report on passing for entrance at CH67, for
departure at CH12)
 VHF CH 10: Supplemental channel or Port operation guide frequency within Sector 3)
 VHF CH 08/10/14/20/22/68 : VTS Operation Reserved Frequency
 VHF Uninstalled Ship : Mid-short wireless phone device SSB : 2,183.4khz/1,881.4khz

06. Obligation of Listening

Any ship moving or anchoring inside the VTS zone that is subjected to VTS should listen to the
VTS operation frequency as well as Emergency frequency in use of very high frequency (VHF)
wireless phone and etc. And for the ship not subjected to VTS should also open its VHF
wireless phone to listen to the VTS operation frequency while sailing inside the VTS zone, so
that it should take a route in order to avoid any interference to the navigation of other ships

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09. VTS Zone and Reporting Line of Position

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07. Special VTS and Navigation Method

 Any ship that is subjected to VTS, and entering or departing GS Caltex product port or GS
VCM product port follow the direction of the VTS center.
 Any ship that is sailing within the port limit should keep to the optimal speed so as not to
damage anchored ships or mooredships. In particular, ships sailing near Gwangyang Still Mill
pier and GS Caltex crude oil pier should sail along aroute as far as possiblefrom those piers.

8. Operation of the entrance navigation into the harbor inside the speed limit zone of
Special Water Area for Traffic Safety

From the effective date (Jan.12, 2006) of the Amended Enforcement Decree of the Sea Traffic
Safety Act which regulates the sea route and the navigation for the Special Water Area for
Traffic Safety in Yeosu region, any ship which wants to enter to the port using the entrance
route inside the speed limit zone of the special water area, should use the deep water
navigation route until the time that a separate amendment of the same notification is made.

Website / References:

 https://puc.overheid.nl/nsi/doc/PUC_2437_14/2/

 https://en.wikipedia.org/wiki/Vessel_traffic_service

 https://www.imo.org/en/OurWork/Safety/Pages/VesselTrafficServices.aspx

 https://sheltermar.com/vts/

 https://yeosu.mof.go.kr/eng/yeosu/cnt/selectContentsPage.do?cntId=VTS_communication

VTS GEN. PRINCIPLES FOR SHIP REPORTING SYSTEM VIDEOS:

1. What is VTS (Autopedia) – 4 mins.

2. VTS & VHF comm. – 33 mins.

3. Ship reporting sytem – 6.30 mins.

4. ARR report VHF – 2 mins.

5. JRC VTMS (Cebu) – 6 mins.

6. Sea Traffic Mgmt – 5 mins

7. VTS Center (Hamburg) – 5 mins.

8. VTS EN – 5 mins.

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9. VTS Air Traffic for ships – 3 mins.

Elements used in traffic routeing systems include:

◾traffic separation scheme: a routeing measure aimed at the separation of
opposing streams of traffic by appropriate means and by the establishment of
traffic lanes
◾traffic lane: an area within defined limits in which one-way traffic is established,
natural obstacles, including those forming separation zones, may constitute a
boundary
◾separation zone or line: a zone or line separating traffic lanes in which ships are
proceeding in opposite or nearly opposite directions; or separating a traffic lane
from the adjacent sea area; or separating traffic lanes designated for particular
classes of ship proceeding in the same direction
◾roundabout: a separation point or circular separation zone and a circular traffic
lane within defined limits

◾inshore traffic zone: a designated area between the landward boundary of a

traffic separation scheme and the adjacent coast

◾recommended route: a route of undefined width, for the convenience of ships in

transit, which is often marked by centreline buoys

◾deep-water route: a route within defined limits which has been accurately
surveyed for clearance of sea bottom and submerged articles

◾precautionary area: an area within defined limits where ships must navigate with
particular caution and within which the direction of flow of traffic may be
recommended

◾area to be avoided: an area within defined limits in which either navigation is

particularly hazardous or it is exceptionally important to avoid casualties and
which should be avoided by all ships, or by certain classes of ships

See also: MSC/Circ.1060, as amended Guidance note on the preparation of

proposals on ships' routeing systems and ship reporting systems.
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PERFORMANCE ASSESSMENT (FACE TO FACE CLASS)

Using a graded rubric, demonstrate the proper procedures in ship reporting system and VTS
procedures.

WRITTEN ASSESSMENT NO. 11

1. Explain the importance of utilizing Vessel Traffic Service (VTS) for the safety of navigation.

Use:
• at least 2 sheets of short white bond paper
• Arial font type – Size 12

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Topic 6 LO2.6 Methodologies/Activities SCHEDULE

Bridge Resource Determine the - Collaborative discussion on the allocation Week 12

Management allocation of of assigned resources as needed in
assigned correct priority to perform necessary tasks 5 hours
resources as
needed in correct - Students will perform oral recitation on
priority to perform the topic
necessary tasks

https://d3n8a8pro7vhmx.cloudfront.net/torontobrigantine/pages/50/attachments/original/1436195046/08_-
_Navigation_safety_2_-_Bridge_Resource_Management.pdf?1436195046
https://nauticalinformation.blogspot.com/2007/12/bridge-resource-management-general.html
https://www.slideshare.net/lancergrindley/bridge-resources-management-lrg
BRIDGE RESOURCE MANAGEMENT

• Weakness in bridge organization and management has been cited as a major cause for
marine casualties worldwide.

• Accidents in operations are frequently caused by resource management errors.

• Bridge Resource Management reduces the risk of marine casualties by helping a ship’s
bridge crew anticipate and correctly respond to their ship’s changing situation.

WHAT IS BRIDGE RESOURCE MANAGEMENT?

• Bridge Resource Management (BRM), or as it is also called Bridge Team Management

(BTM), is the effective management and utilization of all resources, human and
technical, available to the Bridge Team to ensure the safe completion of the vessel’s
voyage.

• BRM focuses on bridge officers’ skills such as teamwork, teambuilding, communication,

leadership, decision-making and resource management and incorporates this into the
larger picture of organizational and regulatory management.

WHAT ARE THE OBJECTIVES OF BRIDGE RESOURCE MANAGEMENT?

• Share a common view of the intended passage and the agreed procedures to transit the
passage with all members of the Bridge Team.

• Develop and use a detailed passage plan to anticipate and manage workload demands
and risks.

• Set appropriate manning levels and make contingency plans based on anticipated
workload and risks.

• Make roles and responsibilities clear to Bridge Team members.

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• Involve all team members in problem solving.

• Acquire all relevant information early and anticipate dangerous situations.

• Team members clearly understand the chain of command including the way decisions
and instructions are made, responded to, and challenged.

BRIDGE RESOURCE MANAGEMENT & BRIDGE TEAM MANAGEMENT:

Situational Awareness and the conditions that affect Situational awareness of an OOW as
per BRM:

 BRM (Bridge Resource Management)

addresses the management of operational
tasks, as well as stress, attitudes and risk.
BRM recognizes there are many elements of
job effectiveness and safety, such as
individual, organizational and regulatory
factors, and they must be anticipated and
planned for.

 BRM enables the bridge team to mark the

abort points and various contingencies
(anchorage and berth).

 BRM begins before the voyage with the

passage plan and continues through the end of the voyage with the passage debrief,
debriefing or evaluation helps in improvement.

SITUATIONAL AWARENESS: (SA can be described as ‘being aware of what is

happening around you and understanding what that information means to you
now and in the future’. That is, the bridge crew must be able to identify key
aspects of the environment accurately, understand the meaning of what they
sense, and have a good sense of what can happen. )

• Present state of weather, wind, sea state, swell and visibility and the meterological
forecast.
• Present draft and depth of water, proximity of hazards and effect of squat.
• State of tide and current and effect of the same.
• Communications with VTS and any safety related communication with all the stations.
• All the displays on bridge – tachometer, rudder angle indicator, ROTI, UKC,
anemometer, inclinometer etc, also displays for course steered and course made good,
speed through water and speed over ground.

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• Awareness of own ship’s configuration, maneuvering characteristics (turning circle,

stopping distance etc).
• Awareness of the equipment and systems and the limitations. These include bridge
equipment, communication equipment, propulsion and steering.
• Adjustment of various setting for example radar, auto pilot etc.

Many factors can cause you to lose situational awareness, data not observed, either because it
is difficult to observe or your scanning of the environment is deficient due to:

• Passive, complacent behavior.

• Lack of training, lack of familiarization, lack of experience, lack of competency.
• Lack of interest, lack of motivation, fear, lack of communication skill.
• Over reliance on a person, system or equipment.
• Inability to understand change in traffic/ weather conditions.
• High work load, stress and fatigue.
• Ambiguity, confusion, distraction and interruptions etc.

Principles of Bridge Resource Management (BRM):

• Shared view of goals.

• Delegation of responsibilities
• Effective organization and sense of team owner ship in
achieving goals.
• Bridge Resource Management (BRM), or as it is called
Bridge Team Management (BTM), is the effective management and utilization of all
resources, human and technical, available to the Bridge Team to ensure the safe
completion of the vessel’s voyage.
• BRM focuses on bridge officer’s skills such as teamwork, team building, communication,
leadership, decision making and resource management and incorporate this into the
larger picture of organizational and regulatory management.
• BRM addresses the management of operational tasks, as well as stress, attitudes and
risk. BRM recognizes there are many elements of job effectiveness and safety, such as
individual, organizational and regulatory factors and they must be anticipated and
planned for.
• BRM enables the bridge team to mark the abort points and various contingencies
(anchorage and berth).

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• BRM begins before the voyage with the passage plan and continues through the end of
the voyage with the passage debrief, debriefing or evaluation helps in improvement.

Importance of Bridge Resource Management on board & factors that affect the effective
use of BRM with onboard situation:

When BRM is practiced correctly onboard the result should be a Bridge Team that:
• Maintain its situational awareness hence avoids accidents.
• Continually monitors the progress of the vessel making appropriate adjustments and
corrections as necessary to maintain a safe passage.
• Acquires relevant information early.
• Appropriately delegates workload and authority.
• Anticipates dangerous situations.
• Avoid becoming pre-occupied with minor technical problems and losing sight of the big
picture.
• Decides on meteorological warnings/ navigational warnings applicable to own vessel.
• Undertakes appropriate contingency plans when called for.
• Can be beneficial to make the short term strategy if required.
• Recognizes the development of an error chain; and
• Takes appropriate action to break the error-chain sequence.
• Debriefing can help in improvement of future passage plan and possible suggestion to
improve SMS checklists / procedures.

BRM tends to develop confidence in each individual, as it focuses on the human factor so hence
enables to fulfill the various requirements of charter party without compromising with ship’s
safety.

How to effectively use the various resources such as Navigational Equipment on the
bridge and available man power for safe keeping a safe navigational watch at sea based
on the principle of Bridge Resource Management:

Effectively use of various resources with respect to Navigational Equipment.

A mariner has many resources available to him for safe passage planning and execution and
monitoring. Some examples include:

 Electronic equipment (i.e. radar, echo sounder, GPS / DGPS, ARPA, gyro compass, AIS
etc).
 Charts and nautical publications, including electronic publications.
 Environmental factors (i.e. visibility, tide, wind, sea, swell & currents).
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 Electronic Chart and Display Information Systems (ECDIS).

 Vessel Traffic Services (VTS) and usage of IMO ship’s routeing.
 All the displays on bridge tachometer, rudder angle indicator, ROTI, UKC, anemometer,
inclinometer etc, also displays for course steered and course made good, speed through
water and speed over ground.
 Internal and external communication equipment.
 Met warnings and navigational warning through ECG, Navtex etc.
 Bridge Personnel (i.e. Master, Officer on Watch (OOW), helmsman, lookout etc.)
 Persons with local knowledge (i.e. Pilot).

Implementing Bridge Resource Management on vessel.

The Master can implement BRM by considering and addressing the following:

 Passage Planning:- covering ocean, coastal and pilotage waters. Particular attention is
paid to high traffic areas, shallow waters, or pilotage waters where the plan incorporates
appropriate margins of safety and contingency plans for unexpected (abort points and
contingency anchorages).

 Passage Plan Briefing:- all bridge team members are briefed on the passage plan and
understand the intended route and procedures to transit the route.

 Bridge Manning:- Master uses passage plan to anticipate areas of high workload and risk
and sets manning levels appropriately.

 Bridge Team Training (ashore and on-the-job) – is given all bridge members and they
are sure of their roles and responsibilities, both for their routine duties and their duties in
the event of an incident / emergency.

 Master’s Standing Orders- are read and signed before the commencement on the
voyage. Orders are clear on the chain of command, how decision and instructions are
given on the bridge and responded to, and how bridge team members bring safety
concerns to the notice of the Master. Master’s standing orders must not in conflict with
company’s standing orders/ procedures.

 Master / Pilot Exchange – the passage plan is discussed by the Master and the pilot and
changes made as necessary. Any new information is communicated to the rest of the
bridge team. When the pilot is onboard he/she should be supported as a temporary bridge
team member, relevant checklists to be complied with, pilot advice can be challenged as
and when required.

 End of Voyage Debriefing – provides the opportunity for the bridge team to review the
passage plan’s strengths and weaknesses, make suggestions for improved safety or
communications, and improve team problem solving skills.

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FACTORS TO BE TAKEN INTO ACCOUNT WHEN DETERMINING BRIDGE MANNING

LEVELS:

Determination of minimum safe manning levels (SOLAS CHAPTER V – Annex 2):-

The purpose of determining the minimum safe

manning level of a ship is to ensure that its
complement includes the grades/capacities and
number of persons required for the safe
operation of the ship and the protection of the
marine environment.

The minimum safe manning level of a ship

should be established taking into account all
relevant factors, including the following:

 size and type of ship;

 number, size and type of main propulsion
units and auxiliaries;
 construction and equipment of the ship;
 method of maintenance used;
 cargo to be carried;
 frequency of port calls, length and nature of voyages to be undertaken;
 trading area(s), waters and operations in which the ship is involved;
 extent to which training activities are conducted on board; and
 applicable work hour limits and/or rest requirements.

The determination of the minimum safe manning level of a ship should be based on
performance of the functions at the appropriate level(s) of responsibility, as specified in the
STCW Code, which include the following:

 navigation, comprising the tasks, duties and responsibilities required to:

1. plan and conduct safe navigation;
2. maintain a safe navigational watch in accordance with the requirements of the STCW
Code;
3. manoeuvre and handle the ship in all conditions; and
4. moor and unmoor the ship safely;
 cargo handling and stowage, comprising the tasks, duties and responsibilities required to
plan, monitor and ensure safe loading, stowage, securing, care during the voyage and
unloading of cargo to be carried on the ship;

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 operation of the ship and care for persons on board, comprising the tasks, duties and
responsibilities required to:

1. maintain the safety and security of all persons on board and keep life-saving, fire-fighting
and other safety systems in operational condition;
2. operate and maintain all watertight closing arrangements;
3. perform operations, as appropriate, to muster and disembark all persons on board;
4. perform operations, as appropriate, to ensure protection of the marine environment;
5. provide for medical care on board the ship; and
6. undertake administrative tasks required for the safe operation of the ship;

 In determining the minimum safe manning level of a ship, consideration should also be
given to:

1. the number of qualified and other personnel required to meet peak workload situations
and conditions, with due regard to the number of hours of shipboard duties and rest
periods assigned to seafarers; and

2. the capability of the master and the ship’s complement to co-ordinate the activities
necessary for the safe operation of the ship and the protection of the marine
environment.

See bridge resource management powerpoint presentation (PPT).

Website / References:

 Bridge Resource Management – cloudfront.net

 https://owaysonline.com/bridge-resource-management-on-ships/

BRIDGE RESOURCE MANAGEMENT (BRM) VIDEOS:

1. Bridge Procedures & BRM2 – 27 mins.

2. EP. 7 BRM (Principles) – 11 mins.

3. BRM (1) Videotel Human Factor – 23 mins.

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ORAL ASSESSMENT

- Students will perform oral recitation on the topic

WRITTEN ASSESSMENT NO. 12

1. What are the resources needed in performing Bridge Resource Management tasks and
explain their allocation in correct priority?

Use:
• at least 2 sheets of short white bond paper
• Arial font type – Size 12

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Topic 6 LO2.7 Methodologies/Activities SCHEDULE

Bridge Resource Demonstrate a - Conduct film showing on the certain Week 13

Management clear scenario about managing the bridge team
communication 5 hours
and - Conduct demonstration on a clear and
unambiguously as ambiguous communication in the
to transmission transmission and reception of information
and reception of
information during bridge management in a given
scenario

- Students will perform return

demonstration on the topic by team

BRIDGE RESOURCE MANAGEMENT

Bridge resource management or BRM was adopted in the early 1990s by the maritime industry
as a safety and error management tool and has now become an integral part of crew’s training.

BRM makes use of all available resources including equipment and information and human
resources to achieve safe operation. BRM plays an important role in environments where
human error can have devastating effects.

It has proven to be an important tool for improving safety in the maritime industry and thus
prevent the recurrence of incidents. It can thus help to support a safer and more efficient
execution of operations by blending technical skills and human skills.

BRM can be termed as the effective management and utilisation of all resources, human and
technical, available to the bridge team, to ensure the safe completion of the vessel’s voyage.

CRITICAL ELEMENTS OF BRM

Bridge resource management includes some critical elements without which it cannot achieve
its ultimate goal. Some of them are listed below:

Communication: The first cluster of BRM skills includes those related to effective
communication. Good communication between the crew members is the key to successful
BRM.

The effective transfer of information is a complex process. It requires information be conveyed

when needed, understood and acknowledged by the receiver and clarified if needed.

In many cases it has been seen that the information needed always existed but it was not made
available to those who needed it at the right time.

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The message was either not received or misunderstood. Another common cause of major
incidents was inaccurate, incomplete, ambiguous or garbled messages.

It is important for crew members to acknowledge and repeat orders to ensure that they are well
understood. Continuous interaction between humans and equipment leads to the vessel being
navigated in a safe and efficient manner.

It is the duty of all officers and crew members to cross check and cross question. Only then
effective communication can be achieved. It is also important to maintain a common language
on board the vessel so that communication can become easier and quicker.

Teamwork: BRM focuses on team building and team work. Working in a team helps to address
challenges together faced by crew members on a daily basis.

A team approach ensures that all crew members are involved in problem solving and are not
just mere spectators. We should borne in mind the famous proverb by Henry Ford, ‘Coming
together is a beginning, keeping together is progress and working together is success.

Team discussions are essential for learning and refining BRM. A good team should anticipate
dangerous situations and recognise the development of an error chain.

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On the bridge the watch officer and lookout personnel should work as a team to ensure safe
navigation. Safe and effective navigation is not one man’s job as there are many aspects to be
looked into.

It is important that the bridge team share a common view of the intended passage. If in any
doubt the lookout personnel should speak up. Every individual can contribute in his/her best
possible way and come up with better ideas when working as a team.

Decision making: This is a key skill in effective BRM. Decision making seems to be an
individual matter. We all agree that captain is the final authority on board the ship.

However it is quite important for the decision maker to take valuable inputs from officers and
crew members. Before taking any decision it is vital to gather relevant and pertinent information.
A wrong decision taken can led to many unwanted situations on-board ships.

It is therefore important to conduct regular meetings, interact with officers and crew members
and take opinions that can help to produce a final choice from several available options and
thus make a more deliberate and thoughtful decision.

Due to busy schedule and frequent port calls it is often not possible to gather all the information
in little time or to evaluate alternative solutions. In these cases decision taken is mostly based
on past experiences.

Captain being the most experienced person onboard is therefore regarded as the sole decision
maker. Reviewing the consequences of the decision taken is an integral part of decision
making.

Situational awareness: Every mariner should think and plan well ahead of time. Officers as
well as crew members should be aware of the external and internal conditions that can affect
ship safety.

Mariners should keep their eyes and ears open and active at all times and be prepared for the
unexpected. It is always important to correlate what is going on in the present to what has gone
on in the past and what may go on in the future.

Overlooking critical details or being indifferent to what is going on around, both can lower
situational awareness. We always need to be alert to avert accidents. Paying attention to the
on-going situation increases the response time to safely handle an unexpected event.

It is a common problem of getting preoccupied with minor problems and losing sight of the big
picture. Breakdown of situational awareness can result in incidents and accidents.

Officers often tend to sit in front of the radar or stand in one position than strolling from one side
of the bridge wing to the other. They are not aware of what exactly is happening outside the
bridge windows in a highly frequented sailing area.

Anticipating and responding correctly to the vessel’s changing situation can reduce near misses
to a great extent. Situational awareness is always important when conducting manoeuvres in a

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restricted area in poor weather where risks ought to be obvious. With awareness, one cannot do
wrong and without awareness, one cannot do good. Hence what is required is to keep the
thread of awareness running through all our actions.

Fatigue: Fatigue is a major issue among seafarers. Even though lot of automation has been
brought in to reduce the level of manning, the level of automation and level of complexity people
have to deal with can be very fatiguing in itself.

Many accident investigating report these days have fatigue as one of the main causes. A
grounding or collision for example caused by lack of attention by fatigued officer. The ability to
analyse is severely impaired due to tiredness.

Seafarers often work extra hours to meet the job orders on time so as not to upset their ship
owners. Seafarers always do not have the luxury to delay port arrivals or departure to
compensate with their rest hours.

They generally work long hours and even work at night as there is more demand in meeting
time schedules. Thus we see it is very important to manage crew’s duty schedule to preserve
their energy to the extent possible so that they have their clarity of mind.

Things can get lot smoother if proper work and rest hours are maintained on-board the ships.
Irregular sleep and poor rest causes distraction of mind leading to poor performance. In turn
awareness regarding the hazards of the task is reduced.

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Accidents often occur when workload demands exceed crew capabilities.

The need to emphasise bridge resource management continues to be a long standing effort.
Good BRM is a culture that needs to be embraced and practiced.

Bridge Resource management is important to all seafarers in helping them to work effectively in
all situations. It is an attempt to improve human’s ability to perform work using complex
machinery while simultaneously creating a safe environment.

Human factors contribute to a vast majority of shipping related accidents. No one is immune.
Bad things can happen to anyone. One must recognise the risks and avoid taking chances.
Safety is not something we have but we create it every day.

Website / Reference:

 https://www.marineinsight.com/guidelines/understanding-bridge-resource-management-
and-its-key-elements-on-board-ships/

BRM VIDEOS:

1. BRM Part 5 Videotel Emergency Procedures -

2. BRM Failure of communication – 4 mins.

3. Maritime Pilotage –

PERFORMANCE ASSESSMENT (FACE TO FACE CLASS):

1. Demonstration of a clear communication in the transmission and reception of information

during bridge management.

WRITTEN ASSESSMENT NO. 13

1. Explain the importance of clear communication in the transmission and reception of

information during bridge management.

Use:
• at least 2 sheets of short white bond paper
• Arial font type – Size 12

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Topic 7 LO2.8 Methodologies/Activities SCHEDULE

Blind Pilotage Demonstrate the - Conduct demonstration on appropriate Week 14

appropriate actions and proper procedures of
actions and proper navigational watchkeeping during blind 5 hours
procedures of pilotage in a given scenario
navigational
watchkeeping - Students will perform return
during blind demonstration on the topic by team
pilotage

BLIND PILOTAGE

Blind pilotage means the navigation of the ship through restricted waters in low visibility with
little or no recourse to the visual observation of objects outside the ship.

The principal non-visual aid to navigation that enables this to be done is high-definition warning-
surface radar, but all available non-visual aids are employed. The organization to achieve this is
called the blind pilotage organization, comprising a BP team, led by a BP Officer (BPO).

WHAT IS BLIND PILOTAGE?

 Navigating the vessel in restricted visibility

 The principle of non-visual aid to navigation is the ship’s radar.
 Other non-visual aids are also employed e.g. AIS, echo sounder, ROTI.

FACTORS TO CONSIDER

 The degree of risk involved in restricted waters must be carefully assessed prior to
entering. Bridge watches may be doubled up & watch level upgraded.

 Congestion due to other shipping should be considered. Both radars / ARPA should be
operational.

 Consequences of failure of radar or other vital aids should be considered & risk
assessment should be done.

 The availability of navigational aids, which can be used in restricted visibility, must be
taken into account. Racons, AIS buoys/stations, VTS, etc.

 Parallel indexing can be used as a powerful tool for position monitoring & execution of
passage.

 Draw one set of parallel index lines ahead of those in use.

 Plan the passage so as to Steer a course to pass a given distance off a radar
conspicuous point, Alter course off a navigational mark or point of land.
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ASSESSMENT OF THE RISK INVOLVED IN A BLIND PILOTAGE PASSAGE

Although normally the accuracy of blind pilotage is such that a ship can be taken to an open
anchorage and anchored within 50 yards of the desired place, the degree of risk involved,
particularly in restricted waters, must be carefully assessed.

Congestion due to other shipping, the consequences of a failure of radar or other vital aids once
the ship has been committed to her passage, and the number and quality of fixing marks must
be taken into account.

PARALLEL INDEX TECHNIQUE

The key to blind pilotage is the

principle of the parallel index. The
running of a parallel index line
provides real-time information on the
ship’s lateral position relative to the
planned track.

On the chart (Fig. 1), a line is drawn

from the edge of a radar-conspicuous
object, parallel to the vessel’s course

The perpendicular distance (or cross-

index range) from the object to the
track is then measured.

The range strobe on the radar is then set to this range, and a solid chinagraph line drawn on the
display parallel to the planned course on a scale appropriate to the range in use.

Positions 1, 2, and 3 on the chart and radar display show the ship on track at various instances
up to the time that the island is abeam to starboard.

Positions 4 and 5 show the ship off track to port. The exact distance off track can be measured
by dividers from the radar echo of the island to the nearest point of Radar clearing ranges are
similarly drawn at the maximum or minimum distances from the radar conspicuous objects to
keep the ship clear of dangers.

See blind pilotage powerpoint presentation (PPT).

Website / Reference:

 https://www.marineteacher.com/blind-pillotage

BLIND PILOTAGE VIDEOS:

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1. Demo Video Blind Pilotage – 1 min.

2. Marine Radar Parallel Indexing – 12 mins.

3. Parallel Index Demo – 6 mins.

PERFORMANCE ASSESSMENT (FACE TO FACE CLASS):

1. Demonstration of appropriate actions and proper procedures of navigational watchkeeping

during blind pilotage in a given scenario by the use of parallel indexing technique.

WRITTEN ASSESSMENT NO. 14

1. Explain the importance of parallel indexing techniques (by radar) during blind pilotage.

Use:
• at least 2 sheets of short white bond paper
• Arial font type – Size 12

https://www.google.com/search?
q=When+BRM+is+practiced+correctly+onboard+the+result+should+be+a+
Bridge+Team+&source=hp&ei=hUyYYZrxC9HGmAXAmYuoAw&iflsig=ALs
-wAMAAAAAYZhalYp2_3MN_LubGoPHRvvp14PoFihk&ved=0ahUKEwjax-
2s4qX0AhVRI6YKHcDMAjUQ4dUDCAc&uact=5&oq=When+BRM+is+pract
iced+correctly+onboard+the+result+should+be+a+Bridge+Team+&gs_lcp=
Cgdnd3Mtd2l6EANQ1h5Y1h5gsDhoAXAAeACAAYkBiAGJAZIBAzAuMZg
BAKABAqABAbABAA&sclient=gws-wiz

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