LIETUVOS AUKŠTOJI JŪREIVYSTĖS MOKYKLA

Navigacijos katedra

“WATCH KEEPING AND GLOBAL SECURITY IN SHIPPING”

Locijos, laivo valdymo ir budėjimo laivo tiltelyje terminija bei kalbos praktika.

Parengė: 19-LI-65 gr. stud. Oleg Kuchorenko

Tikrino: lekt. Vilma Pranckevičiutė

Klaipėda, 2020
 CONTENTS
1. THE PRINCIPES OF WATCH KEEPING NAD SAFETY PRECAUTIONS DURING A
WATCH. OFFICER’S DUTIES.....................................................................................................3
1.1. Bridge organization.........................................................................................................3
1.2. Safety precautions during a watch...................................................................................4
1.3. Duties of the Officers of the Watch.................................................................................5
1.3.1. Primary duties..........................................................................................................5
1.3.2. Watchkeeping..........................................................................................................5
1.3.3. Navigation...............................................................................................................5
1.3.4. Radiocommunications.............................................................................................5
1.3.5. Additional duties.....................................................................................................5
2. HANDING OVER A WATCH. EFFECTIVE TEAMWORK PROCEDURES....................6
2.1. Handing over a watch......................................................................................................6
2.2. Effective teamwork procedures.......................................................................................7
2.2.1. Coordination and communication...........................................................................7
3. KEEPING A LOG AND OTHER VOYAGE RECORDS ON BOARD SHIP......................8
3.1. GUIDELINES FOR THE RECORDING OF EVENTS RELATED TO
NAVIGATION............................................................................................................................8
3.1.1. MCA Guidance Notes - Navigational Records.......................................................9
3.2. Official Log Book..........................................................................................................11
3.2.1. Symbols and abbreviations used in official deck log book...................................11
3.2.2. Instructions for recording information in the official deck log book....................13
3.3. GMDSS Radio Log.......................................................................................................15
4. TERMINOLOGY OF COLREGS. APPLICATION OF COLREGS TERMS TO
PRACTICAL SITUATIONS. REPORTS ON COLLISIONS......................................................16
4.1. General Definitions of COLREG TeRMINOLOGY (Part A, rule 3)..........................16
4.2. Definitions of Lights and shapes terminology (Part C, Rule 21).................................18
4.3. Claims/Reports on collisions….....................................................................................18
5. GLOBAL SECURITY IN SHIPPING..................................................................................20
5.1. Ship and Port security. ISPS code.................................................................................20
5.2. Ship Security Plan (SSP)...............................................................................................21
5.2.1. Security guidelines for Ship Plan..........................................................................21
5.3. Company Security Officer (CSO).................................................................................22
5.4. A ship security officer (SSO)........................................................................................23
5.5. Security levels...............................................................................................................24
5.6. Security measures on board...........................................................................................24
5.6.1. Guidance for establishing security measures based on security level:..................24
6. REFERENCES......................................................................................................................26
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1. THE PRINCIPES OF WATCH KEEPING NAD SAFETY PRECAUTIONS DURING
A WATCH. OFFICER’S DUTIES.

1.1 BRIDGE ORGANIZATION.

All times, ships need to be navigated safely in compliance with the COLREGS and also to
insure that protection of the marine environment is not compromised.
All ship’s personnel who has navigational watch duties will be part of the bridge team.
When deciding the composition of the watch on the bridge, which may include
appropriately qualified ratings, the following factors, iner alia , must be taken in account:
 The need to ensure that the bridge is never left unattended;
 Weather conditions, visibility and whether there is daylight or darkness;
 Proximity of navigation hazards;
 Use and operational condition of navigation aids such as radar or electronic
position-indicating devices, and any other equipment affecting the safe navigation
of the ship;
 Whether there are radio duties to be performed;
 Unmanned machinery space (UMS) controls, alarms and indicators provided on the
bridge;
 Any unusual demands on the navigational watch that may arise as a result of
special operational circumstances.
In determining whether the composition of the navigation watch is adequate to ensure that
a proper look-out can be maintained continuously, the master should take into account all
relevant factors including the following:
 Visibility, state of weather and sea;
 Traffic density, and other activities occurring in the area which the ship is
navigating;
 The attention is necessary when navigating in or near traffic separation schemes
or other routering measures, within industrial controlled work zones;
 Proper working hour regulations;
 Knowledge of each OOW, and familiarity of the OOW with the ship’s equipment;
 Radiocommunication activities, availability of assistance to be summoned
immediately to the bridge when necessary;
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  Rudder and propeller control and ships maneuvering characteristics;
 The operational status of bridge instrumentation and controls, including alarm
systems;
 The size of the ship and field of vision available from the conning position.
In compliance with the COLREGs, proper look-out must be maintained at all times
to serve the purpose of:
 Maintaining a continuous state of vigilance by sight and hearing as well by all
other available means, with regard to any significant change in the operation environment
 Fully appraising the situation and the risk of collision, stranding and other danger
to navigation;
 Detecting ships or aircraft in distress, shipwrecked persons, wrecks, debris and
other hazards to safe navigation.

1.2 SAFETY PRECAUTIONS DURING A WATCH.

International Regulations for Preventing Collisions at Sea apply to all vessels upon the
high seas and in all waters. These rules help to regulate traffic at sea and investigate
circumstances related to accidents, incidents and complicated situations. A proper look shall
maintained all times in compliment with rule 5 of COLREGs. Full attention to look out duties
must be given by bridge team on watch. A helmsman while steering should not be considered to
be the look-out.
The OOW must always comply with the COLREGs. Compliance not only concerns the
conduct of vessel under the steering and sailing rules, but also displaying the correct lights and
shapes and making sound and lights signals
The master of every ship is bound to insure that watchkeeping arrangements are adequate
for maintaining a sage navigational watch. Effective bridge resource and team management
should eliminate the risk that an error on the part of the person could result in any dangerous
situation.
The bridge organization should be properly supported by clear navigation policy
incorporating shipboard operational procedures in accordance with the ship’s Safety
Management Systems as a required by the ISM code.
In order to prevent fatigue, the STCW Code stipulates that the bridge team members must
take mandatory rest periods. Rest periods of at least 10 hours in any 24 hour period. If the rest
taken in two separated periods, one of those periods must be not less than 6 consecutive hours.

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 Bridge have at least one or more of the following electronics aids: radar/ARPA, ECDIS,
AIS, GPS. All of these devices are designed and integrated to provide information to the Officer
of the watch, leading to a better understanding of what is happening and help keep ship in safety.

1.3 DUTIES OF THE OFFICERS OF THE WATCH.

Under the STCW Code, the OOW is masters representative and is primarily responsible at
all times for the safe navigation of the ship and for complying with the COLREGS.
1.3.1 Primary duties

Primary duties in order to maintain a safe navigation watch, the primary duties of OOW
will involve watchkeeping, navigation and GMDSS radio watchkeeping.
In support of primary duties the OOW need to be conversant with the means and best
practices of controlling the speed and direction of the ship, handling characteristics and stopping
distances. Also needs to be fully conversant with shipboard obligations with regard to pollution
prevention, reporting and emergency situations. The OOW should know the location of all the
safety equipment on bridge and how to operate that equipment.
1.3.2 Watchkeeping

The watchkeeping duties of the OOW include maintaining a look-out and general
surveillance of the ship, collision avoidance in compliance with COLREG, recording bridge
activities, and making periodic checks on the navigation equipment in use. Procedures for
handing over the watch and calling for support on the bridge should be in place and understood
by the OOW.
1.3.3 Navigation

The navigation duties of the OOW are based upon the need to execute the passage plan
safely and monitor the progress of the ship against the plan.
1.3.4 Radiocommunications

During distress incidents, one of the GMDSS qualified personnel should be designated to
have primary responsibility for radiocommunications. On passengers ships, that person can have
no other duties during distress situations.
1.3.5 Additional duties.

There may also be a number of additional duties for the OOW to undertake while on
watch. General communications, cargo monitoring, the monitoring and control of machinery,
and the supervision and control of ships safety systems.

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 2. HANDING OVER A WATCH. EFFECTIVE TEAMWORK PROCEDURES.

2.1 HANDING OVER A WATCH.

A change of the watch is a link that needs an overlap to pass over navigational duties
smoothly. This overlap is required to collect information, to adjust to the situation and to allow
to adapt to darkness at night before taking over.
The OOW should not hand over the watch if there is any reason to believe that the
relieving officer is unfit to, or temporarily unable, carry out his duties effectively. If in any
doubt, the OOW should call the master.
Illness or the effects of fatigue, alcohol or drugs could be reasons why the relieving officer
is unfit for duty.
Before taking over the watch, the relieving officer must be satisfied as to the ship’s
position, and confirm its intended track, course and speed, and engine controls as appropriate , as
well as nothing any dangers to navigation expected to be encountered during his watch.
The relieving officer should also be satisfied that all other members of the bridge team for
the new watch are fit for duty, particularly as regards their adjustments to night vision.
If a maneuver or other action to avoid hazard is taking place at the moment the OOW is
being relieved, handover should be deferred until such action has been completed.
When changing over thee watch relieving officer should personally satisfy themselves
regarding the following:
 Standing orders and other special instructions of the master relating to navigation of
the ship;
 Position, course, speed and draught of the ship;
 Prevailing and predicted tides, currents, weather, visibility and the effect of these
factors upon course and speed;
 Procedures for use of main engines to maneuverer when the main engines are on
bridge control;
 Any special deck work in progress.
They should also satisfy themselves regarding navigation situation, including:
 The operational condition of all navigational and safety equipment being used
during the watch;
 The presence and movement of ships in the vicinity;
 The condition and hazards likely to be encountered during the watch;
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  The possible effects or heel, trim and water density on under keel clearance.

2.2 EFFECTIVE TEAMWORK PROCEDURES

An effective bridge organization should manage efficiently all the resources that are
available to the bridge and promote good communication and teamwork.
The bridge team is established so that the most effective use can be made of available
manpower in order that established work procedures are followed, risk is minimized and ships
are navigated safely.
The master and pilot’s, as necessary, will need to support of the team, which will comprise
the OOW, a helmsman and look-out as required. The OOW is in charge of the bridge and bridge
team for that watch, until relieved.
Its is important that the bridge team works together closely, both within a particular watch
and across watches, since decision made on one watch may have an impact on another watch.
The bridge team also as an important role in maintain communications with the engine
room and other operating areas on the ship.
Working within the bridge team, team members should be asked to confirm that they
understand the tasks and duties assigned to them. The positive reporting on events while
undertaking tasks and duties is one way of monitoring the performance of bridge team members
and detecting any deterioration in watchkeeping.
When a pilot is on board ship, he will temporarily join the bridge team and should be
supported accordingly.
2.2.1 Coordination and communication

The ability of ship’s personnel to coordinate activities and communicate effectively with
each other is particularly viral during emergency situations. During routine sea passages, port
approaches and pilotage, the bridge team personnel must always work as an effective team.
All non-essential activity or distractions to watchkeeping should be avoided.
A bridge team which has a plan that is understood and is well briefed, with all members
supporting each other, will have good situation awareness. Its members will then be able to
anticipate dangerous situations arising and recognize the development of a chain of errors, thus
enabling them to take action to break the sequence.

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 3. KEEPING A LOG AND OTHER VOYAGE RECORDS ON BOARD SHIP.

Its important that a proper, formal record of navigational activities and incidents, which are
of importance to safety of navigation, is kept in appropriate logbooks.
Paper records from course recorders, echo sounders, NAVTEX receivers etc. should also
be retained at least for duration of the voyage, suitably date and time marked if practicable.
In order to allow the ship’s actual track to be reconstructed at a later stage, sufficient
information concerning position, course and speed should be recorded in the bridge logbook or
using approved electronic means. All positions marked on the navigation charts also need to be
retained until the end of the voyage.
A logbook (a ship's logs or simply log) is a record of important events in the management,
operation, and navigation of a ship. It is essential to traditional navigation, and must be filled in
at least daily.

3.1 GUIDELINES FOR THE RECORDING OF EVENTS RELATED TO NAVIGATION

Regulation V/28 of the 1974 SOLAS Convention, as amended, requires all ships engaged
on international voyages to keep on board a record of navigational activities and incidents which
are of importance to safety of navigation and which must contain sufficient detail to restore a
complete record of the voyage, taking into account the recommendations adopted by the
Organization.
This resolution aims at providing guidance for the recording of such events:
1.) Recording of information related to navigation
In addition to national requirements, it is recommended that the following events and
items, as appropriate, be among those recorded:
1.1) before commencing the voyage
Details of all data relating to the general condition of the ship should be acknowledged and
recorded, such as manning and provisioning, cargo aboard, draught, result of stability/stress
checks when conducted, inspections of controls, the steering gear and navigational and
radiocommunication equipment.
1.2) during the voyage
Details related to the voyage should be recorded, such as courses steered and distances
sailed, position fixings, weather and sea conditions, changes to the voyage plan, details of pilots'
embarkation/disembarkation, entry into areas covered by, and compliance with, routeing
schemes or reporting systems.
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 1.3) on special events
Details on special events should be recorded, such as death and injuries among crew and
passengers, malfunctions of shipboard equipment and aids to navigation, potentially hazardous
situations, emergencies and distress messages received.
1.4) when the ship is at anchor or in a port
Details on operational or administrative matters and details related to the safety and
security of the ship should be recorded.
2.) Method of recording
SOLAS regulation V/28 requires that, if the records of navigational activities are not
maintained in the ship's log-book, they should be maintained in another form approved by the
Administration. Methods of recording should be permanent and may be handwritten, electronical
or mechanical.
3.) Non-duplication
In general, information on the events and items specified in paragraph 1, which are
adequately recorded in a special-purpose log, need not be duplicated in the ship's log book.
4.) Preservation of records
In order to be able to restore a complete record of the voyage, records should be
maintained as follows:
4.1) each page of the ship's log-book should have a page number printed on it and
handwritten records, which need correction, should not be erased or removed but should be
rewritten after crossing out the incorrect version;
4.2) the times used in automatic and permanent recording facilities should be
synchronized by using a common clock;
4.3) electronically or mechanically input records should be protected by means to
prevent them from being deleted, destroyed or overwritten; and
4.4) irrespective of the method of recording, ships should keep records for as long as
the Administration concerned requires, provided the fixed period is not less than one year.
3.1.1 MCA Guidance Notes - Navigational Records.

The following notes give guidance on recording navigational activities based on the
requirements of investigation authorities in following up an incident:
1.) Paper Navigation Charts - Providing sufficient information relating to a ship's position,
course and speed has been recorded elsewhere to enable an accurate reconstruction of her
passage, there is no requirement to retain such information annotated on paper charts. Following

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a navigational accident or incident however, the paper charts in use must be retained, and the
information shown must not be altered or erased.
2.) ECDIS - The record of the previous 12 hours and of the voyage track to be preserved
following a navigational accident or incident.
3.) ECS/AIS/ARPA - Voyage recording information to be preserved for as long as the
system in use allows; it should not be manually deleted. Following a navigational accident or
incident, every effort should be made to preserve and copy the recorded voyage data.
4.) Bridge Deck Log - To contain sufficient navigational information to reconstruct a
voyage including:
 the recording of position at regular intervals
 alterations of course and speed
 weather and sea conditions
 precautions taken in restricted visibility or heavy seas
 significant navigational events.
To be retained either onboard or ashore for at least 7 years.
5.) Engine Movement Record Book (Bell Book) - To be retained for the duration of the
voyage and preserved following a navigational accident or incident.
6.) Automatic Engine/Propeller pitch/bow thruster movement record - To be retained for
the duration of the voyage and preserved following a navigational accident or incident.
7.) Automatic Course Record - To be retained for the duration of the voyage and preserved
following a navigational accident or incident.
8.) Navtext Messages - To be retained for the duration of the voyage and preserved
following a navigational accident or incident.
9.) Passage Plan - To be preserved following a navigational accident or incident.
10.) Echo Sounder Trace - To be preserved following a navigational accident or incident.
11.) GMDSS Log Book - Retained onboard until completed then dispatched to MCA
Southampton Marine Office.
12.) Chart Correction Log - To be preserved following a navigational accident or incident.
13.) Pre-sailing check lists - To be retained for duration of the passage.
14.) VDR - in accordance with IMO Guidelines (See ANNEX 10 - Voyage Data
Recorders)

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 3.2 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 man.
Entries in the Official Deck Log Book should be made in accordance to the requirements
of the Merchant Shipping (Masters and Seamen) Laws of 1963 to 1997 and any other national
legislation in force in the Republic.
3.2.1 Symbols and abbreviations used in official deck log book

Table 1. Wind force

Beaufort scale Velocity Height of waves

Symbol Name Knots M/sec Average Max

0 Calm 0-1 0 - 0,2 - -
1 Light Air 1-3 0,3 - 1,5 0,1 m 0,1 m
2 Light Breeze 4-6 1,6 - 3,3 0,2 m 0,3 m
3 Gentle Breeze 7 - 10 3,4 - 5,4 0,6 m 1,0 m
4 Moderate Breeze 11 - 16 5,5 - 7,9 1,0 m 1,5 m
5 Fresh Breeze 17 - 21 8,0 - 10,7 2,0 m 2,5 m
6 Strong Breeze 22 - 27 10,8 - 13,8 3,0 m 4,0 m
7 Near Gale 28 - 33 13,9 - 17,1 4,0 m 5,5 m
8 Gale 34 - 40 17,2 - 20,7 5,5 m 7,5 m
9 Strong Gale 41 - 47 20,8 - 24,4 7,0 m 10,0 m
10 Storm 48 - 55 24,5 - 28,4 9,0 m 12,5 m
11 Violent Storm 56 - 63 28,5 - 32,6 11,5 m 16,0 m
12 Hurricane 64--- 32,7--- 14,0 m -

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 Table 2. Weather
Wind direction Weather
N Clear
NNE Partly clouded
NE Clouded
ENE Sand Storm
E Fog, haze
ESE Drizzle
SE Rain
SSE Snow or sleet
S
SSW
SW
WSW
W
WNW
NW
NNW

Table 3. Fog and visibility scale

Name Visibility in N.M.
0 Dense fog Less than 45 metres
1 Thick fog Less than 180 metres
2 Fog Less than 360 metres
3 Moderate fog Less than 0,5 N.M.
4 Thin fog Less than 1 N.M.
5 Poor visibility Less than 2 N.M.
6 Moderate visibility Less than 5 N.M.
7 Good visibility Less than 10 N.M.
8 Very good visibility Less than 30 N.M.
9 Excellent visibility More than 30 N.M.

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 Table 4. Sea condition
Symbol Name Height of waves
0 Calm (glassy) 0 Metres
1 Calm (rippled) 0 - 0,10 M
2 Smooth 0,10 – 0,50 M
(wavelets)
3 Slight 0,50 – 1,25 M
4 Moderate 1,25 – 2,50 M
5 Rough 2,50 – 4,00 M
6 Very Rough 4,00 – 6,00 M
7 High 6,00 – 9,00 M
8 Very High 9,00 – 14,00 M
9 Phenomenal 14,00--- M

3.2.2 Instructions for recording information in the official deck log book

1 Time format in four digits using 00.01 to 24.00.

2 Barometer reading in bars.
3+4. Air and Sea temperature in degrees Celsius (°C). 5 Relative humidity in %. 0
6+7. On completion of every watch, record in the first column the direction of wind and in
the second column the wind force in the beau fort scale.
8. Record the true course that was marked on the chart.
9. Variation of the gyro compass.
10. Deviation of magnetic compass.
11+13 Record the readings of gyro and magnetic compass respectively. 12. Record the
course followed by the helms man.
14. Record the indication of the log reading (in nautical miles) on the completion of every
watch (not the covered distance).
15. Record the covered distance on the completion of every watch.
16. Look out name(s).
17. On the completion of every watch, write down sea conditions, weather conditions,
clouds and visibility according to table on the first page. Complete also nautical remarks and
entries according to national and international rules and regulations; measures takes in the
interest of sea-worthiness; safety of life at sea; care of cargo; safety of vessel and environmental
protection.
18. Signature of officer of watch
19. Record the soundings of bilges/empty tanks.

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 20. The Master of every vessel, on the completion of the Official Log Book, must bear in
mind the following:
20.1 All entries must be in readable hand writing, and must record all events clearly,
briefly and accurately.
20.2 Enter precise reports of events that are related to the governing of the ship
(voyage, route, bearings,
parallaxes, position, meteorological observations etc) as well as essential or
extraordinary incidences, that occur during sailing or while in port, and that are related to the
ship, her crew her passengers and her cargo, e.g. fire fighting drill, or lifeboat launching to the
sea, damage of cargo, illness or accident of a passenger or member of her crew etc.
20.3 Upon the arrival or departure of a vessel from a port, the following must be
recorded:
20.3.1 Forward draft, aft draft and midship draft.
20.3.2 Present quantity of cargo or ballast.
20.4 Upon the departure of the vessel from every port, in addition to the entries of
paragraph 20.3, the following must be recorded:
20.4.1 Officers and seamen on bridge watch.
20.4.2 The quantity of fuel and fresh water received at port.
20.4.3 Number of passengers embarked on board.
20.5 Upon the arrival of the vessel at a port, in addition to paragraph
20.3, the following must be recorded:
20.5.1 Whether the deck watch is still kept or if dispersed, the exact time of
dispersion.
20.5.2 Whether the ship or cargo has been found damaged or suspected to be
damaged.
20.5.3 The number of passengers disembarked.
20.6 During the staying of a vessel in a port, the following must be recorded:
20.6.1 The daily quantity of cargo loaded or discharged and the type of cargo.
20.6.2 The receipt, if any, of fuel, fresh water and other supplies.
20.6.3 Whether any member of the crew or a passenger was sent to a doctor.
20.6.4 Every unexpected incident or accident that according to the judgement of the
vessel’s Master has to be recorded in the Official Log Book.
20.7 During sailing, the following must be recorded:

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 20.7.1 Every parallax of a light house or cape
20.7.2 Every change of vessel’s sailing course.
20.7.3 Every change of wind conditions or sea conditions
20.7.4 At noon time the following:
20.7.4.1 The position of the ship (fixed or dead reckoning). 20.7.4.2 Mean true course.
20.7.4.3 The distance covered by the ship over the last 24 hours in nautical miles.
20.7.4.4 The duration of the voyage over the last 24 hours taking into consideration the
hour
change.
20.7.4.5 The average speed of the vessel over the last 24 hours.
20.7.4.6 The lee-way due to wind or current in nautical miles per hour and the direction of
the leeway.
20.8 Every other observation is recorded according to the Master’s judgement as well as
the discharge of fuel oil, lubricating oil, and in general, substances and material that cause sea
pollution.

3.3 GMDSS RADIO LOG

A Radio log with adherence to the SOLAS Ch V and Merchant Shipping regulations is
required to be maintained onboard most merchant ships / vessels. It should be retained onboard
on the navigating bridge well-situated near the radio equipment. Again, it is liable for
compulsory examination during surveys.

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 4. TERMINOLOGY OF COLREGS. APPLICATION OF COLREGS TERMS TO
PRACTICAL SITUATIONS. CLAIMS ON COLLISIONS.

Ship sailing on the high seas have to abide by certain rules; otherwise there would be many
collisions. These rules have been compiled by the leading maritime nations of the world and are
called The International Regulations for Preventing Collisions at Sea or the Rules of the
Road. They provide for almost all occasions of two vessels approaching one another where risk
of collision exists.
Rules of the road are divided into parts and parts in to sections. There are 5 parts:
- Part A: General
- Part B: Steering and sailing rules
- Part C: Light and shapes
- Part D: Light and sound signals
- Part E: Exceptions
Every part and sections contains a certain rules and instructions, which should be followed
and applied in certain situation either on navigation watch during long voyages in open seas or
maneuvering in narrow channels in close with other ships.
As example bridge team during navigation watch should keep proper look-out in
compliance with the COLREGs rules to prevent risk of collision, or previse any other danger to
save navigation of the ship. A special system of light and sound signals has been established by
these Regulations. This signals should be used by vessels in different conditions of sailing.
So the main practical application of COLREG’s terms is the purpose to regulate the vessel
in any situational so that the misunderstanding the other’s intention does not result in a collision.
These regulations specify the direction in which vessel must change course in particular situation
and instruct on speed.

4.1 GENERAL DEFINITIONS OF COLREG TERMINOLOGY (PART A, RULE 3).

For the purpose of these Rules, except where the context otherwise requires:
(a) The word "vessel" includes every description of water craft, including non-displacement
craft and seaplanes, used or capable of being used as a means of transportation on water.
(b) The term "power-driven vessel" means any vessel propelled by machinery.
(c) The term "sailing vessel" means any vessel under sail provided that propelling machinery,
if fitted, is not being used.

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(d) The term "vessel engaged in fishing" means any vessel fishing with nets, lines, trawls or
other fishing apparatus which restrict manoeuvrability, but does not include a vessel fishing with
trolling lines or other fishing apparatus which do not restrict manoeuvrability.
(e) The word "seaplane" includes any aircraft designed to manoeuvre on the water.
(f) The term "vessel not under command" means a vessel which through some exceptional
circumstance is unable to manoeuvre as required by these Rules and is therefore unable to keep
out of the way of another vessel.
(g) The term "vessel restricted in her ability to manoeuvre" means a vessel which from the
nature of her work is restricted in her ability to manoeuvre as required by these Rules and is
therefore unable to keep out of the way of another vessel.
The following vessels shall be regarded as vessels restricted in their ability to manoeuvre:
(i) a vessel engaged in laying, servicing or picking up a navigation mark, submarine cable
or pipeline;
(ii) a vessel engaged in dredging, surveying or underwater operations;
(iii) a vessel engaged in replenishment or transferring persons, provisions or cargo while
underway;
(iv) a vessel engaged in the launching or recovery of aircraft;
(v) a vessel engaged in minesweeping operations;
(vi) a vessel engaged in a towing operation such as renders her unable to deviate from her
course.
(h) The term "vessel constrained by her draught" means a power-driven vessel which
because of her draught in relation to the available depth of water is severely restricted in her
ability to deviate from the course she is following.
(i) The word "underway" means that a vessel is not at anchor, or made fast to the shore, or
aground.
(j) The words "length" and "breath" of a vessel mean her length overall and greatest breadth.
(k) Vessels shall be deemed to be in sight of one another only when one can be observed visually
from the other.
(l) The term "restricted visibility" means any condition in which visibility is restricted by fog,
mist, falling snow, heavy rainstorms, sandstorms or any other similar causes.
(m) The term Wing-In-Ground (WIG) craft means a multimodal craft which, in its main
operational mode, flies in close proximity to the surface by utilizing surface-effect action.

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 4.2 DEFINITIONS OF LIGHTS AND SHAPES TERMINOLOGY (PART C, RULE 21).

(a) "Masthead light" means a white light placed over the fore and aft centerline of the
vessel showing an unbroken light over an arc of the horizon of 225 degrees and so fixed as to
show the light from right ahead to 22.5 degrees abaft the beam on either side of the vessel.
(b) "Sidelights" means a green light on the starboard side and a red light on the port side
each showing an unbroken light over an arc of the horizon of 112.5 degrees and so fixed as to
show the light from right ahead to 22.5 degrees abaft the beam on its respective side. In a vessel
of less than 20 metres in length the sidelights may be combined in one lantern carried on the fore
and aft centerline of the vessel.
(c) "Stern light" means a white light placed as nearly as practicable at the stern showing an
unbroken light over an arc of the horizon of 135 degrees and so fixed as to show the light 67.5
degrees from right aft on each side of the vessel.
(d) "Towing light" means a yellow light having the same characteristics as the "stern
light" defined in paragraph (c) of this Rule.
(e) "All round light" means a light showing an unbroken light over an arc of the horizon
of 360 degrees.
(f) "Flashing light" means a light flashing at regular intervals at a frequency of 120
flashes or more per minute.

4.3 CLAIMS/REPORTS ON COLLISIONS.

Now and then accident including collisions occur to ships. Sometimes they are inevitable
because they are beyond the control of man. In many cases the result from negligence of the
Rules of the Road. Collisions lead to material damage to the ship or cargo. When damage is not
great, the captains of both vessels usually settle the matter amicably.
If the damage is great, a dispute between the two parties may rise. To settle this dispute,
the parties either refer to arbitration or bring the case to the court. The court calls in the
witnesses, hears, examines, cross-examines them, inquiries into the ship’s logbooks, VDR
records, collects the evidence and passes the a decision.
Either or big or small damage is, captains manage to settle the matter or not. Accident
should be reported to CSO (Company Safety Officer)/DPA (DPA designated person ashore).
Accident report should include the following information :
 The name of the ship;
 IMO number or official number;
 Name and address of the shipowner;
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  Date and time of the incident;
 Geographical position of the incident;
 Brief details of the accident and the sequence of evemts leading to the accident
 Type and extend of the damage to the ship;
 Any loss of life or injuries suffered and the details of the relevant personnel;
 Any potential or actual pollution to the environment or any hazard to navigation as
a result of the incident;
 Name and port of registry of any other vessels involved in the accident;
 Weather conditions.
4.3.1 SMCP for Collision

.1 I have / MV ... has collided

~ with MV... .
~ with unknown vessel / object / ... .
~ with ...(name) light vessel.
~ with seamark ... (charted name).
~ with iceberg/ ... .
.2 Report damage.
.2.1 I have / MV .. has damage above / below water line.
.2.2 I am / MV ... not under command.
.3 I / MV cannot repair damage.
.4 I / MV ... can only proceed at slow speed.
.5 What kind of assistance is required?
.5.1 I require / MV ... requires / escort / tug assistance /... .

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 5. GLOBAL SECURITY IN SHIPPING.

American Bureau of Shipping (ABS) has devoted its energies to promoting safe and
efficient commerce by sea through the development and application of industry consensus
standards. Initially the emphasis was on safety, and ABS applied its technology and knowledge
to maintain safety through prevention of accidents caused by the forces of nature and human
error.
Commercial vessels employ special security measures under certain circumstances to
prevent piracy, smuggling or stowaways.
Ships are primer targets of acts of terror because of their mobility and high potential for
causing extensive damage to life, property, the environment, and the transportation and
economic infrastructure. In purpose to make ships less vulnerable to security threats, both at sea
and while in port the new ISPS code was established. Since the safest route for the terrorist to
enter any country is via sea, so the main objective of this code was to ensure the safety and to
escalate the security of the ship, port facilities, seafarers and government authorities.

5.1 SHIP AND PORT SECURITY. ISPS CODE.

On 12 December 2002 a new amendments was adopted to the International Convention

for the Safety of Life at sea (SOLAS, 1974), to enhance the security of ships and port facilities.
In addition to completing a new Chapter XI-2, “Special measures to Enhance Maritime
Security” a new International Code for the Security of Ships and of the Port Facilities
( ISPS Code) was approved.
Objectives of this code are:
 To establish an international framework involving co-operation between
Contracting Governments, Government agencies, local administrations and the
shipping and port industries to detect security threats and take prevent
measures against security incidents affecting ships or port facilities used in
international trade;
 To establish the respective roles and responsibilities of the contracting
Governments, Government agencies, local administrations and the shipping and
port industries, at the national and international level for ensuring maritime
security
 To ensure the early and efficient collection and exchange of security-related
information;
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  To provide a mythology for security assessments so as to have in place plans and
procedures to react to changing security levels.

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 Functional Requirements to achieve its objectives:
 Gathering and assessing information with respect to security threats and
exchanging such information with appropriate Contracting Goverments;
 Requiring the maintenance of communication protocols for ships ant port facilities
 Preventing unauthorized access to ships, port facilities and their restricted areas;
 The introduction of unauthorized weapons, incendiary devices or explosives to
ships or port facilities.
Under the ISPS code for the vessels, we have a Company Security Officer (CSO) and
Ship Security Officer (SSO).

5.2 SHIP SECURITY PLAN (SSP)

The purpose of SSP is to contribute to the prevention of illegal acts against the ship, its
crew, and passengers.
Information of this plan should include warnings that the included information is sensitive
and must be protected.
This manual establishes and embodies the company security policy including plans,
procedures and guidelines in order to safeguard crew, other employees, visitors, ships and
cargoes from activities of terrorist or other criminal organizations. All employees have
responsibilities in following the Ship Security Plan.
This Security Manual has been compiled with the following references and these are listed
as a guide to assist in further revisions.
These references are held in the Head Office but do not need to be maintained as part of
the controlled library (unless stated elsewhere).
5.2.1 Security guidelines for Ship Plan

The SSP is not subject to inspection by officers appointed by a Contracting Government to

carryout control and compliance measures. If officers have clear grounds for non-compliance,
verification by reviewing this document may be allowed in exceptional circumstances, but the
following areas are considered confidential and cannot be subject to inspection without
agreement by the Master through the CSO:
- Identification of the restricted areas
- Procedures for responding to security levels
- Procedures for responding to security instructions Contracting Governments may give at
securitylevel three

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 - Duties of shipboard personnel assigned security duties
- Procedures for all security equipment
- Identification and location of the Ship Security Alert System
- Procedures and use of the Ship Security Alert System

5.3 COMPANY SECURITY OFFICER (CSO)

The CSO is responsible for all aspect of security.He is responsible for maintaining and
issuing a security level and when a higher security alert is implemented, he has pre-planned route
changes so that destinations can be altered at short notice. Any threat received should be treated
as ‘serious’ and he should obtain as much information as possible concerning that threat,
especially to the ship or facility concerned.
The CSO should work with the Ship Master and / or the Ship Security Officer (SSO) and
implement the necessary security response.
The CSO empowered by and acting on behalf of the company is responsible for:
- Continuous awareness of and assessment of the security levels
- Effecting the initial Security Assessment and ensure they are carried out
- The development and maintenance of the Ship Security Plan and that each ship reflects
accuratelythe ship specific information
- Modifying the SSP to correct deficiencies and satisfy the security requirements of the
individual ship
- Ensuring that any alternate or equivalent arrangements approved for a particular ship or
group ofships are implemented and maintained
- Ensuring adequate security training for personnel responsible for the security of the ship
- Promoting security awareness and vigilance
- Co-ordination and implementation of Security Plans with the SSO and relevant Port
Facility SecurityOfficers
- Ensuring consistency between security requirements and safety requirements
- Arranging security inspections and independent annual audits
- Developing the Security Manual and is the sole authority for changes and updates to
develop themanual
- Arranging annual exercises to confirm efficiency of the SSP
- Arranging for initial and subsequent verification of the ship
- Arranging internal audits and reviews security activities

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- Implementing his authority to set security level but not less than that set by the
ContractingGovernment
- Complying with security levels set by Port Authorities

5.4 A SHIP SECURITY OFFICER (SSO)

A ship security officer (SSO) is an important entity under the International Ship and Port
Facility (ISPS) code. The SSO is a person appointed by the company and the ship’s master for
ensuring the security of the ship. An SSO controls to regulate and maintain all the safety and
security protocols of the vessel. A ship Security Plan (SSP) is also included under the ISPS
Code for the vessels. The duty of an SSO is to perpetuate the plan. This officer is appointed by
the shipmaster or by the company itself.
The SSO is responsible to the Master for all matters affecting the security of the ship. In
particular he is responsible for:
- Developing, implementing, maintaining and revising, when necessary, the Ship Security
Plan in conjunction with the Master
- Coordinating implementation of the SSP with the CSO and relevant PFSO
- Regular security inspections of the ship
- Advising the Master on all security matters including the threat assessment and proposing
modifications to the SSP
- Promoting security awareness and vigilance among the crewmembers
- Reporting all security occurrences or suspected occurrences to the CSO
- Liaison and coordination with Port Facility Security Officers
- Ensuring adequate crew training is carried out with drills and inspections
- Ensuring that all crew members adhere to the security rules and implement the instructed
procedures
- Security equipment
- Ensuring that crewmembers observe the company dress code
- Keeping records of all training and inspections
- Conducting the quarterly security survey
- Attending courses of instruction as required
- Coordinating the security aspects of handling ships cargo and stores
- Ensuring that security equipment is properly operated, tested, calibrated and maintained
- Completing declaration of security where required
- Maintaining the Ship Security Record
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 5.5 SECURITY LEVELS

In line with ISPS Code and for ease of operation, there are three security levels. These
levels relate to a perceived or specific threat as follows:
Security level one:
This level is when there is a possibility of a threat against shipping (in general) and
this security level should always be maintained during normal working conditions.
Security level two:
This is where ‘intelligence’ from a reliable source has been received indicating that
a threat against shipping or ports / terminals has been given to a respective operating area
or type of ship although no specific target has been identified.
Security level three:
This security level indicates that a specific ship or port / terminal has been identified and
that the threat is highly probable.
5.6 SECURITY MEASURES ON BOARD.

These are the primary measures to follow:

 Prohibit non-essential access to the ship
 Secure all access points to the ship
 Increase berths screening (e.g. use only known berths)
 Follow Coast Guards and company instructions regarding port entry and
operations
 Follow port instructions regarding access to its navigation infrastructure
 If necessary re-route the ship until the threat is eliminated
 Secure all barge batches to prevent unauthorized cargo discharge- Ensure
waterside surveillance for the ship is provided
These security levels will be issued by the CSO from the Head Office of the
company.However Masters, at their own discretion, because of a local change of the
threat, may raise the security level.
5.6.1 Guidance for establishing security measures based on security level:

Fig.1. General Requirements for Security. Source: Marine DivisionShips in Service

Management (DNS)Date 28/04/03

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Fig. 2. Monitoring restricted areas to ensure that only authorized personnel have access.
Source: Marine DivisionShips in Service Management (DNS)Date 28/04/03

Fig. 3. Measures for controlling access to the vessel. Source: Marine Division Ships in
Service Management (DNS)Date 28/04/03
ISPS Code includes even more subjects to measure security on board based on
security levels, such as:
- Measures for monitoring deck areas and areas surroundings the vessel;
- Measures for controlling the embarkation of persons and their effects
- Supervising the handling the cargo and vessels stores.

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 6. REFERENCES

1. Jan Babicz (WÄRTSILÄ 2015). Encyclopedia of

Ship technology. Second Edition. Internet source:
https://www.wartsila.com/docs/default-source/marine-documents/encyclopedia/wartsila-o-
marine-encyclopedia.pdf
2. Bureau Veritas (2003). Marine Division Ships in Service Management (DNS). Ship
Security Plan;
3. United States Coast Guard (2004). Navigation and Vessel Inspection Circular No. 10-02
Change – 1 , Security Guidelines for Vessels;
4. ICS London (2007). Bridge procedures guide. Fourth edition;
5. International Maritime Organization (IMO) (2001). International Regulations for
Preventing Collisions at Sea 1972 (COLREGs);
6. International Maritime Organization (IMO) (2001). Standard MarineCommunication
Phrases (SMCP).
7. Chachumova L., Kosmachiova T. (2012). Professional English in Use: Marine
Navigation.
8. Kosmachiova T., Chachumova L. (2007). Maritime English For Deck Officers.

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