BRIDGE EQUIPMENT, WATCH KEEPING &

COLLISION REGULATION
SEM - V

CAPT. SHIV SWAROOP

NAUTICAL FACULTY
Watch Keeping
 General Principles Applying to Watch Keeping
1. Parties shall direct the attention of companies, masters, chief
engineer officers and watch keeping personnel to the
principles, which shall be observed to ensure that safe
watches are maintained at all times.
2. The master of every ship is bound to ensure that watch
keeping arrangements are adequate for maintaining a safe
navigation or cargo watch. Under the master’s general
direction, the officers of the watch are responsible for safely
navigating the ship during their periods of duty.
3. The chief engineer officer of every ship is bound to ensure, in
consultation with the master, to ensure that watch keeping
arrangements are adequate to maintain a safe engine watch.
4. 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.
 Principles for Keeping Safe Navigational Watch
• The officer of the navigational watch is the master’s represent
ative and is primarily responsible at all time and comply with
collision regulations as required.
• A proper look out shall be maintained at all times in
compliance with rule no-5.
• Maintain a continuous state of vigilance by sight and hearing,
as well as by all other available means.
• Fully appraising the situation and the risk of collision,
stranding and other dangers to navigation.
• Detecting ships or aircraft in distress, shipwrecked persons,
wrecks, debris and other hazards to safe navigation.
• The lookout must be able to give full attention to the keeping
of a proper lookout and no other duties shall be undertaken
which could interfere with that task.
• The duties of the lookout and helmsman are separate and the
helmsman shall not be considered to be lookout while
steering , except in small ships.
Officer of The watch As Sole Lookout : The officer of the
watch may be the sole lookout in daylight provided that:
1. The situation has been carefully assessed and it has been
established without doubt that is safe to do so.
2. Full account has been taken of all relevant factors,
including but not limited to:
- State of weather
- State of visibility
- Traffic density
- Proximity of dangers to navigation
- The assistance is immediately available if required
-The attention necessary when navigating near or in TTS.
 Composition of Navigational Watch : In determining the
composition of the navigational watch, the master shall take
into account all relevant factors, as well as the following:
1. Visibility, state of weather and sea.
2. Traffic density and other activities occurring in area.
3. The attention necessary when navigating near or in TSS.
4. The additional workload caused by the nature of the ship’s
function, immediate operating requirements and anticipated
measures.
5. The fitness for duty of any crew members assigned the watch
6. The knowledge of, and confidence in the professional
competence of the ship’s officers and crew.
7. The experience of each officer of the navigational watch, and
the familiarity of that officer with the ship’s equipment,
procedures and manoeuvring capability.
8. Activities taking place on board ship at any particular
time, including radio communication activities, and
availability of assistance if required.
9. The operational status of bridge equipment and controls
including alarm systems.
10. Rudder & propeller control and ship’s manoeuvring
characteristics.
11. The size of ship and the field of vision from bridge.
12. The configuration of the bridge, to the extent such config
uration might inhibit a member of watch from detecting
by sight or hearing any external development.
13. Other relevant standard, procedure or guidance relating
to watch keeping arrangements and fitness for duty
which has been adopted by the organization.
Watch Arrangement in Bridge: When deciding the composition of
the watch on the bridge, which may include appropriate qualified
ratings, the following factors shall be considered.
1. At no time shall the bridge be left unattended.
2. Weather conditions visibility and there is daylight/darkness.
3. Proximity of navigational hazards which may make it neces
sary for the officer of the watch to carry out additional
navigational duties.
4. Use and operational condition of navigational aids such as
ECDIS, radar, GPS or any other device.
5. Whether the ship is fitted with automatic steering.
6. Whether there are radio duties to be performed.
7. Unmanned machinery spaces controls, alarms & indicators
provided on the bridge, procedures for their use and their
limitations.
8. Any unusual demands on the navigational watch that may
arise as a result of special operational circumstances.
Taking Over a Navigational Watch :
1. Relieving officer should reach bridge 15 minutes before.
2. OOW shall not hand over the watch to the relieving officer
if there is reason to believe that the later is not capable of
carrying out watch keeping duties effectively, in which case
the master should be notified.
3. Relieving officer shall ensure that the member of his
watch are fully capable of performing their duties, particu
larly their adjustment to night vision.
4. Relieving officer shall not take over watch until adjusted
fully to the light conditions.
5. Prior to taking over watch, relieving officers shall satisfy
themselves of ship’s position, intended track, course and
controls, also take note of any danger ahead.
6. Relieving officers shall personally satisfy themselves :
(a) Standing orders & special instructions of the master in
regard to navigation of the ship.
(b) Position, course, speed and draft of the ship.
(c) Prevailing and predicted tides, currents, weather, visibility
and effect of these factors upon course & speed.
(d) Procedure to use main engine, when main engines are in
bridge control.
(e) The operational condition of all navigational and safety
equipments being used or likely to be used during watch.
(f) The errors of gyro and magnetic compasses.
(g) The presence and movement of ships in sight or known to
be in the vicinity
(h) conditions and hazards likely to be encountered in watch.
(i) The possible effect of heel, trim, water density and squat
on under keel clearance.
7. If at any time the OOW is to be relieved when a manoeuvre
or other action to avoid hazard is taking place, the relief of
that officer shall be deferred until such action is over.
Performing the Navigational Watch:
1. The officer of the watch shall keep the watch in bridge.
2. In no circumstances leave the bridge until properly relieved
3. 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 taken the control.
4. During the watch shall check the course steered, speed and
position of the ship at frequent interval, and to ensure that
the ship follows intended track.
5. The OOW shall have full knowledge of the location and ope
ration of all safety and navigational equipment on board the
ship and shall be aware and take account of the operating
limitations of such equipments .
6. The OOW of navigational watch shall not be assigned
or undertake any duty which would interfere with the safe
navigation of the ship.
7. When using radar the OOW shall bear in mind the necessity
to comply at all times with the provisions on use of radar
contained in the international regulations for collision
prevention.
8. In case of need the OOW shall not hesitate to use the helm,
engines and sound signalling appliances.
9. The OOW shall know the handling characteristics of the
ship, and be aware that other may have different handling
characteristics.
10.The OOW shall be thoroughly familiar with the use of all
the navigational aids carried and other equipments in the
wheel house, their capability and limitations.
11.The OOW shall make use of radar when in restricted visibi
lity conditions and all the time when in congested waters.
12. The OOW shall change the range scales from lower to
higher to detect the targets early.
13. When radar is in use the OOW shall select an scale and
observe the display carefully, and shall ensure that plott
ing of targets is done in ample time to obtain proper details.
 Handing Over Navigational Watch :
1. Call the relieving officer well in time (15 minutes before).
2. Reliever officer has to adjust himself to the bridge condition.
3. Relieving officer has to satisfy himself of ship’s position,
course and speed.
4. Relieving officer is to be well aware of the navigation situation
around the ship (head on, crossing, overtaking & no of ships).
5. Relieving officer should be well aware of manoeuvring
characteristics of the ship.
6. He has to read the standing orders, night orders and any
special orders of the master.
7. His navigational watch members are to be in their duty place.
8. Relieving officer is to be aware of any manoeuvre, alteration of
course and any other important event about to take place.
9. Relieving officer has to acknowledge that “ I have the watch
control”, and record in the log book.
10 Off watch officer to complete all the log books and record
book of his watch, before leaving the bridge.

Watch Keeping in Different Weather Conditions

1. In Clear Weather
2. In Hours Of Darkness
3. In Coastal & Congested Water
4. In Rough Weather
5. Ice Navigation
6. Ice Patrolling.
1. In Clear Weather:
• The OOW should take frequent and accurate compass
bearing of appropriate targets
• The OOW should make an early assessment of risk of
collision
• The risk of collision may exists when approaching a very large
ship or a tow
• The OOW shall take early and positive action in compliance
with the Collision Regulations
• The OOW shall ensure that the desired effect or result is
achieved by the action taken
• In clear weather, whenever possible the OOW should
practice with radar , all other navigational equipments and
Radar plotting
2. In Hours of Darkness:The master and officer of the
navigational watch, when arranging for look out duties shall
have due regard to the following:
• Bridge equipment s & navigational aids available for use
• Limitations of the bridge equipments
• Experience & knowledge of the OOW
• Type & size of the ship
• Location & area in which the ship is (TSS & Congested water)
• Arrival & departure port in hours of darkness
• If there is restricted visibility
• If the ship is in heavy traffic area
3. In Coastal & Congested Water:
• The largest & suitable chart of the area available
• The charts should be updated with the latest notices
• Position of the ship shall be fixed at regular intervals by
more than one method (terrestrial or celestrial )
• The OOW shall positive identify all the relevant navigational
marks (light houses, buoys & other marks)
• Even though pilot is on board, the Master & OOW are not
relieved of their duties & obligation for the safe navigation
• Proper exchange of information between the pilot, master
and OOW
• Mater & OOW shall closely co-operate with the pilot and
maintain a proper check on the position & movement of ship
• If any doubt on the pilot’s action, the OOW shall inform
master and take appropriate action.
4. In Rough Weather:
• Inform all the department about the weather condition
• Ensure life lines are rigged on deck
• Ensure notices are placed and announcement made, for crew
not to go on deck
• Ensure all weather deck openings (hatches, covers, air pipes,
sounding pipes, doors & ventilators) are closed properly
• All the loose items on deck and other places are well secured
and lashed
• Vessel on hand steering and look out placed as required
• Monitor weather messages and barometer pressure
• If required alter course and reduce the speed of the ship
• Inform relevant shore authorities owner, charterer, shipper
and agents
5. Ice Navigation : Navigation in ice waters can be a real task
for ships comparing to navigation in other areas. As the ship
moves ahead cracking & smashing through the frozen seas.
While moving towards subzero temperature with ice
covered waters, the ship’s captain & OOW has to be
extremely cautious and must pay utmost attention to the
type of ice, thickness and its exact location in the subzero
areas. If there is any kind of mis-judgement during the ice
navigation, a deviation from the navigable route would lead
to additional fuel and vessel get stuck in thick ice leading to
dangerous situation and damage to the vessel. The sea-ice
which on an average is 2-3 meter thick, ships are to specially
designed with an appropriate ice class.
Most merchant ships & fishing vessels which are not ice
strengthened must keep from all ice waters & subzero areas .
 Condition In Ice Regions (In Polar Region)
• In high latitude direction change fast with the movement
• Near the poles the meridians converge
• Excessive longitudinal curvature renders the meridians and
parallels difficult to use.
• All zones meet at the poles and local time has little
importance
• At poles sun rises and sets once a year
• The moon rises each month and provide illumination when
full moon.
• The planets rise & set once each sidereal period (12 yrs for
Jupiter,30 yrs for Saturn)
• Fog is more frequently observed or it is there all the time.
6. The ice patrol:
• The ice patrol contribute to the safety of life and safety of
navigation at sea
• It increases the safety & efficiency of navigation
• It provides protection to the marine environment
• Designated ships & air crafts are employed for ice patrol to
give warning to the ships in the area of ice
• U.S. Government continues the overall management of ice
patrol service, study about ice and observation of ice
• Ice patrol services may be discontinued if the concerning
authority / government decides to do so.
 Precaution When Approaching Ice Area
• Engine & steering gear system should be reliable and in good
condition
• All the navigational & communication equipment must be in
operational
• Radars should be maintained for peak performance
• Ships should be ballasted & trimmed properly, so that the
propeller is immersed completely
• Ballast & fresh water tank should not exceed 90% of capacity
• Good search lights should be available for night navigation
• Crew members are to be provided with appropriate warm
clothes
• Ship should have additional provision & fuel
 Preparation for Proceeding to Sea
• Passage plan prepared & readily available in bridge
• Magnetic compass, gyro compass & repeaters checked
• Echo sounder checked for working and paper roll standby
• All navigational (bridge) equipments checked for readiness
• All the ship’s clocks synchronized (E/R, Bridge & other places)
• Bridge & Engine Room telegraph checked and recorded
• Primary & emergency navigational lights checked & ready
• Propeller & rudder checked, clear of obstruction
• All the day signals (shapes), sound signaling appliances &
various flags checked and ready for use
• Window vipers and clear view screens checked for working
• Steering gear system checked from main & secondary position
• All communication equipments checked & ready for use
• All the log books (radar, GPS, Echo sounder & movement )
ready for use
• Main engine tried and ready for departure
• Pilot embarkation / disembarkation arrangements made
• All charts & publication corrected & ready for use
• Mooring lines & winches checked for use
• Cargo hold cleared, inspected, cover closed & cranes parked
• Both anchors and associated gear checked & ready for use
• Stowaway search carried out and reported
• Ensure all the crew members on board
• Port clearance certificate received
• Port control informed for readiness to sail, pilot informations
obtained
 Making Landfall-To reach land after a long journey. After a long
voyage when a vessel is nearing a port/port limit is called making a
landfall. As the land is sighted OOW is to inform the master. Proper
& frequent fixing of the ship’s position is to be carried out, to reach
the designated place

Precautions While Making Landfall:

• Plot & fix vessel’s position frequently
• Inform the Master about the landfall
• Positively identify the light houses and coastline
• Check all the equipments for readiness
• Contact port control and obtain needed information (going along
side, pilot boarding details & anchoring )
• Monitor the echo sounder for change in depth of water
 Preparation For Arrival In Port
• Prepare list of Port, Pilot & VTIS contact channel numbers
• Check all the navigational equipment for readiness
• Ensure up dated passage plan ready
• In engine room and all concerned
• Obtain pilot boarding arrangements from the port
• Cargo loading / discharging plan ready
• Pilot information exchange card ready
• Ensure mooring winches & cargo gear ready for use
• Port papers and other documents ready for port authorities
• Appropriate country n pilot flag ready for hoisting
• Calculate latest ETA for arrival at designated area
 Ship’s Routeing
Routeing-It is an art of achieving a safe & economically efficient
passage across the ocean, taking into account all the available
resources ie, meteorogical and oeanographic factors.
Advantages of Routeing- The following advantages of routeing add
up to the greater , more economically efficient & scheduled
operation of the ship:
• Less chances of heavy weather damage to the ship
• Less chances of cargo shifting
• More comfortable to crew on board
• Faster passage resulting in time and fuel saving
• Planning and fixing of next voyage of the ship
• Safety of ship, cargo & crew
• Protection of marine environment
• Reduction of losses to the owner (cargo damage, delay)
 Factors Influencing The Routeing
1. Distance between the port
2. Ocean currents (in favour or against )
3. Wind & sea waves
4. Ice Condition at sea
5. Fogy conditions in the area
6. Very low temperatures

Types of Routeing
• Climatological routeing
• Weather routeing
• Weather routeing by master
• Shore base weather routeing
 Limitations Of Weather Routeing
1. Effect of waves from ahead will reduce the speed of the ship
2. Change of trim due to fuel, provision & water consumption
during the voyage
3. Waves from head will cause pitching, thus reduction in speed
4. Each officer has got his own way of assessing the situation
5. Un availability of relevant data from the sources
Sources for Routeing
1. Ship’s routeing guide
2. Routeing charts
3. Sailing directions
4. Authorized / recognized organizations
 Ship’s Reporting System
(Search & Rescue Ship Reporting Systems )
It is a system designed to provide in formations about the ships to the
shipping organizations in the event of a search & rescue operation in case
of an emergency at sea
There are various types of reports to be made by the ships while
navigating through the oceans and passing countries, they are mentioned
bellow
• AMVER
• Country wise report (when passing through their waters)
AUSREP
JASREP
MARDEP
INDSAR (ISLEREP & INSPIRES)
SINGREP
BRAZREP
CHINREP
CHILREP
AMVER-Automated Mutual-Assistance Vessel Rescue System
It is a worldwide voluntary reporting system sponsored by the
United States Coast Guard. It is a computer based global ship
reporting system used worldwide by search and rescue
authorities to arrange for assistance to ships & crews in
distress at sea. With AMVER, rescue coordinators can identify
participating ships in the area of distress and divert the best
suited ship or ships to respond. Participation in AMVER does
not put ships under any additional obligation to assist in
search and rescue efforts, beyond that which is required
under international law. Systems included with traffic
management ( including national reporting systems for deep
draught vessels & vessels carrying dangerous cargo) are given
in ALRS Vol-6 along with the reporting requirements
associated with entering port or passing.
 INDSAR-Indian (Maritime) Search And Rescue-It is a
computer based, voluntary & unique ship reporting system used by
Search & Rescue authorities to organize for assistance to ship &
crew in distress at sea. With INDSAR rescue cordinators can identify
participating ships in the area of distress and provide best suited
ships or ship to the distressed ship. Participating ships send voyage
messages to the INDSAR centre managed by the Indian Coast Guard
at MRCC via INMARSAT-C
INDSAR Is Applicable To The Following:
• Ships transiting through ISRR (300GRT & Above)
• Ships entering/leaving Indian ports within ISRR
• All Indian registered ships (Above 100 grt, coastal & foreign)
• All ships carrying dangerous goods, 20 yrs old & those need
assistance
 INSPIRES-(Indian Ship Position & Information Reporting Sys)
In order to exercise effective and open vessel management to
provide security to vessels & weather forecast to enhance safety of
navigation and incident of pollution from ships engaged in carriage
of dangerous cargoes. The Indian Navy in co-ordination with DG
shipping has established INPIRES.
The INPIRES has wider area of coverage in the Indian Ocean. Two
Indian Naval Communication Centres, one each at Mumbai &
Vishakhapatnam are functional to receive the INSPIRES messages
from ships.
INSPIRES Is Applicable To The Following:
• Ships transiting through ISRR (300GRT & Above)
• Ships entering/leaving Indian ports within ISRR
• All Indian registered ships (Above 100 grt, coastal & foreign)
• All ships carrying dangerous goods, 20 yrs old & those need
assistance
 ISLEREP (Ships Passing Indian Island Reporting System )
Applicable to the following ships
• All ships of 50 mtrs or more in length
• All Tankers, Gas tankers, Chemical tankers
• Ships coming with the INF code, regardless of length
• Ships engaged in towing or pushing, tow exceed 150 mtrs
• All ships passing Andman, Nicobar & Lakshadweep Island
within 20 miles
Types Of Messages (Reports)
• Sailing Plan Report
• Daily Position Report
• Deviation Report
• Arrival Report (Final Report)
1. Sailing Plan: Report Identifier AMVER/SP/……..
Required Infos A,B,E,F,G,I,L,Z
Optional Infos M,V,X,Y
Sailing plan may be sent within few hours prior to or after
departure.
2. Daily Position Rep: Report Identifier AMVER/PR/…….
Required Infos A,B,C,E,F,Z
Optional Infos M,X,Y
A position report should be sent within 24 hrs of departure and
subsequently at intervals not exceeding 48 hrs until arrival

3. Deviation Report: Report Identifier AMVER/DR/……..

Required Infos A,B,C,E,F,Z
Optional Infos I,L if destination or
route changes
• Arrival Report: Report Identifier AMVER/AR/FR/..
Required Infos A,K,Z
Optional Infos X,Y
Arrival report should be sent immediately prior to or on
arrival at the port of destination.
Concept Of INDSAR: On entering the INDSAR area or on
departure from an Indian port
• The ship should send a SP/ER to MRCC Mumbai
• A computerized plot will be maintained of ship’s position
• Ships to send PR each day, report gap not to exceeding 24 hrs
• All timings are to be in UTC / GMT
• Final report on arrival or departure from INDSAR area.
Form Of Message (Report)
A Name of ship & Call Sign
B Date & Time UTC/GMT
C Latitude & Longitude
E Course (In 3 digits)
F Estimated average speed (in 3 digits)
G Port of departure (latitude & longitude)
I Port of arrival (Destination, Latitude & Longitude)
K Port’s name, Time of arrival & latitude & longitude
L Route information (Main waypoints list)
M Current coast radio station
V On board medical resource
X Any comments (65 characters)
Y To be forwarded to any other (Port / Country/ Authority )
Z EOR (End of Report)