Lesson 2

LESSON 2:

Watch Keeping

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At the end of the lesson, the student should be able to:

1. describe the functions of the basic keys/controls use to operate the RADAR;
2. explain the proper method of setting up the RADAR for optimal performance;
3. identify test and checks which can be done to our RADAR unit.
Lesson 2: Watchkeeping

Composition of the bridge team

The Bridge Team refers to all personnel with bridge watchkeeping or advisory duties.

Duties and responsibilities should be clearly assigned by the OOW who should ensure that all
members of the Bridge Team understand the duties assigned to them. The following diagram
illustrates an example of a Bridge Team.

At all times during sea passages, port approaches and pilotage, the Bridge Team should continue
to work effectively to ensure the safety of the ship. This will include liaison between different
navigational watches, the engine room and, as appropriate, other departments.
All personnel who have bridge navigational watch or advisory duties will be part of the Bridge
Team. The Master, other members of the Bridge Team and the Pilot, when embarked, should
work together and co-operate to ensure the safe navigation of the ship.

Bridge Team Members

Master - The ship owner's representative, overall in command and responsible of the ship and
for the performance of watchkeeping officers and also the pilot.

Officer of the Watch (OOW) - Officer in charge of a bridge navigational watch. The Master's
representative at the bridge and responsible for conning the ship during his watch .

Extra Officer on the Bridge - Officer assisting the Master and the OOW on the bridge as required.

Helmsman - Deck rating assigned to keep a navigational watch and/or to carry out helm orders
from the conning officer.

Lookout - Deck rating appointed by the Master

to observe and report all relevant observations
for safety of navigation.

Pilot - Usually a local expert hired to assist in

the safe navigation of a vessel in port or
restricted areas.

The "Master" controls the movement of the

vessel in compliance With the Rules of the Road
and recommended traffic schemes consistent
with good seamanship practices. He regulates
the course and speed, ensures the safe
navigation of the vessel, and supervises the
overall watch organization.

The "Watch Officer" assists the master and

usually mans the radar. He establishes the
vessel's position and advises the conning officer
of such position and other information such as
drift, existence of navigation dangers, course
and speed of other vessel in the vicinity. He will
monitor the execution of helm and engine
orders, coordinate all internal and external
communications, record all required entries in
logbooks and perform other duties as required
the master. Under certain circumstances, the
Master may consider it necessary to have the
support of two navigating officers, one as
OOW, the other as back-up or radar observer.
The master must clearly state the
responsibilities of the two officers supporting the master will indicate that the ship is in a very
high-risk situation such as:

1. narrow margins of safety requiring very careful track maintenance such as

 2. transiting channels and approaching traffic congested areas;
3. reduced under-keel clearance like when vessel navigate in coastal and
4. shallow waters;
5. heavy traffic (narrow channels and passages);
6. heavy weather conditions (storms and very rough seas);
7. poor visibility; or any combination of similar factors.

The additional officer's role is to provide the master with radar- based traffic information, assist
in locating buoys or landmarks as in the case of landfall and to giving general backup to the
OOW on the chart or whatever tasks the master deems appropriate under varying conditions
(like assisting in communications, internal coordination and other supportive roles). It is difficult
to establish hard and fast rules as to how the tasks of the bridge team should be distributed. It
may depend upon the abilities and experience and personal factors of the personnel involved,
the circumstances requiring the additional personnel involvement types of bridge equipment and
the layout of the bridge.

The Bridge Team should be sufficiently resourced to meet the operational requirements of the
passage plan. When considering the composition of the Bridge Team and ensuring that the
bridge is never left unattended at sea, the Master should take into account the following:

• Visibility, sea state and weather conditions;

• Traffic density;
• Activities occurring in the area in which the ship is navigating;
• Navigation in or near traffic separation schemes or other routeing measures;
• Navigation in or near fixed and mobile installations;
• Ship operating requirements, activities and anticipated manoeuvres;
• Operational status of bridge equipment including alarm systems;
• Whether manual or automatic steering is anticipated;
• Any demands on the navigational watch that may arise as a result of exceptional
circumstances; and
• Any other relevant standard, procedure or guidelines relating to watchkeeping
arrangements or the activities of the vessel.

FAMILIARITY WITH BRIDGE LAYOUT AND EQUIPMENT

The OOW should know the bridge layout and be familiar with the operation of all bridge
equipment to enable the safe navigation of the ship (see Section 1.2.8). The OOW should:
• Understand the status, capabilities and limitations of all bridge equipment and its effective
operation;
• Recognise and respond correctly to alarms and warnings; and
• Understand the status of the ship's engines and other appropriate machinery together
with any restrictions or limitations on manoeuvrability.

SITUATIONAL AWARENESS

Situational awareness describes an appreciation of what is happening around the ship. This
includes knowing where the ship is, where it is planned to be, and whether any other vessel,
event or conditions developing in the vicinity pose a risk to the safety of the ship. Situational
awareness depends on the Bridge Team's ability to use information effectively to assess a
situation accurately, the experience of the Bridge Team and the absence of distractions.

The OOW should develop and maintain situational awareness of the area around the ship, the
ship's activities, and the possible impact of external influences on the safety of the ship. This will
include awareness of requirements to protect marine wildlife and environmentally sensitive sea
areas.

Situational awareness on the Bridge will be aided by:

• A clear understanding of the passage plan;

• An effectively managed Bridge Team;
• A proper and continuous look-out by all available means;
• Familiarity with and understanding of bridge equipment and the information available from
radar, AIS, ARPA and ECDIS;
• Using look-outs, ECDIS, radar and visual monitoring techniques to confirm the navigational
safety of the ship;
• Using look-outs, radar and ARPA to monitor traffic; and
• Cross-checking information from different sources;
• Care should be taken to ensure that the information available on electronic navigation ec-
remains uncluttered and is relevant to the current situation

NAVIGATION AND CONTROL

It is important that the OOW follows the passage plan and monitors the progress of the ship.
The OOW should not hesitate to use helm, engines, or any other manoeuvring arrangements,
including sound signalling apparatus, to ensure compliance with the COLREGS.

MANOEUVRING INFORMATION

The OOW should be familiar with the handling characteristics and stopping distances of the ship.
In addition, the OOW should know how these characteristics are affected by the current and
anticipated machinery status. Information regarding the manoeuvring characteristics should be
recorded on the Pilot Card and on the Wheelhouse Poster.

It is important not only to record on the Pilot Card ship data such as draught, but also factors
which could affect manoeuvrability. For example, knowing that a ship has a particular tendency
to steer to port at full speed but steer to starboard at slow speed, would be useful information.

USE OF PROPULSION
To control the main engines effectively, the OOW should understand the characteristics of:
• Bridge control systems;
• Type of main engine(s); and
• Type of propeller(s) and/or thruster(s).
The OOW should appreciate that changing speed could have implications for the operation of
propulsion machinery. Whenever appropriate, timely notice of intended changes to ship speed
should be passed to the engine room to allow for safe and efficient operation of machinery.

SAFE SPEED

The OOW is responsible for ensuring that the ship proceeds at a safe speed at all times. Factors
to consider when determining a safe speed are listed in the COLREGS: Rule 6 and Rule 19.

Ships should anticipate the need to reduce speed to minimise the risk of damage that may be
caused by their wash and wake in shallow or confined waters, particularly to small craft and on
the shoreline.
STEERING CONTROL

The OOW should be familiar with the operation of all manual, automatic and back-up steering
control systems on the bridge, as well as the method of control at the emergency steering
position. This will allow the selection of the most appropriate steering control system for a
particular situation.

A helmsman should be available at all times and be ready to take over steering control in
conditions where automatic systems are inappropriate. Manual steering should be used
whenever appropriate including in:
• Areas of high traffic density;
• Conditions of restricted visibility; and
• Any other potentially hazardous situations and particularly when an automatic steering
system may provide insufficient control.

The changeover between automatic and manual steering should not affect or distract the
attention of the Bridge Team from maintaining a proper look-out and should be:
• Completed in good time, before critical situations arise; and
• Under the supervision of the OOW.

Manual steering should be tested once per watch

MONITORING THE PASSAGE

Compliance with the passage plan should be closely and continuously monitored by the OOW:
• To check that the ship's position is maintained within an authorised XTD, including following
alterations of course to avoid collision or following a planned alteration of course;
• By fixing the position of the ship at a frequency dependent on prevailing conditions and the
proximity of navigational hazards;
• By cross-checking of the ship's position by all appropriate means including:
- By visual and/or radar fixing techniques using ranges and bearing of charted objects;
- By echo sounder to monitor charted depths and contours; and
• By monitoring the integrity of information displayed on navigational equipment.

Monitoring should be undertaken using either appropriately prepared electronic or paper charts
rather than a mixture of chart types. However, it is recognised that there will be occasions when
both electronic and paper charts are in use. These transition periods should be kept as short as
practicable and should be carefully managed to ensure the transfer of all appropriate navigation
information.

BRIDGE NAVIGATIONAL WATCH ALARM SYSTEM

The Bridge Navigational Watch Alarm System (BNWAS) should be in operation whenever the
ship is at sea, including when the ship's heading or track control system is in use. The OOW
should ensure that the BNWAS is operational and set correctly in accordance with the SMS and
the Master's Standing Orders
Handling over the Watch

When handing over the watch the Watchkeeping Officer must first ensure that the
Relieving Officer is fit for duty. If there is reason to believe that the latter is not capable
of carrying out the watchkeeping duties effectively, the master shall be notified. It is
vital that all relevant information is exchanged between the Watchkeeping Officer and
the Relieving Officer.

When changing over the watch, relieving officers 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 and visibility and the effect of
these factors upon course and speed.
 Procedures for the use of main engines to manoeuvre when the main engines are
on bridge control, and the status of the watchkeeping arrangements in the engine
room.
 The ship security status.
 Sufficient time has been allowed for night vision to be established and that such
vision is maintained.
 Navigational situation, including but not limited to:
 The operational condition of all navigational and safety equipment being used
or likely to be used during the watch.
 The errors of the Gyro and Magnetic compasses.
 The presence and movements of ships in sight or known to be in the vicinity.
 The conditions and hazards likely to be encountered during the watch.
 The possible effects of heel, trim, water density and squat on underkeel
clearance.
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.

The International Chamber of Shipping Bridge Procedures Guide (BPG) provides guidance for
handing over the watch and assists by providing Checklist B12 ‘Changing over the watch’. Use
should be made of this checklist or if provided your companies vessel specific checklist included
with the vessels SMS. It must always be remembered that checklists are not definitive and you
should exchange any relevant information that will be of use to the relieving Officer.

MAINTAINING A PROPER LOOK-OUT

Maintaining an effective look-out is essential to the safe navigation of the ship. The OOW should
ensure that a proper lookout by sight and hearing, as well as by all other available means, is
maintained at all times. No other activity or duties carried out should be allowed to interfere with
keeping a proper look-out. While steering, a helmsman should not be considered to be the look-
out, except in small ships with an unobstructed a round view from the steering position.
The OOW, supported by other members of the bridge team should:
• Make a full appraisal of the risk of collision with other vessels;
• Identify navigational hazards such as wrecks, floating objects, ice and uncharted
hazards;
• Determine the risk of grounding or stranding;
• Detect and respond as appropriate to any significant change in the weather,
visibility or sea state;
• Identify aids to navigation, including buoys and lights;
• Respond to persons, ships or aircraft in distress; and
• Identify threats to security, especially in areas with a known risk of piracy or armed
robbery.

On ships with fully enclosed bridges, sound reception equipment should be in operation
continuously and be correctly adjusted to ensure its effective operation. The SMS, Master's
Standing Orders and the on board procedures should address the need to maintain situational
awareness, particularly when the characteristics of individual ship’s bridges may isolate the
Bridge Team from the outside environment.
CONTROL OF NIGHT VISION

During the hours of darkness, it is essential that the Bridge Team has adequate night vision in
order to maintain a proper look-out, and the environment should support this. Shipboard
procedures should allow the vision of oncoming watchkeepers to adjust to ambient light
conditions before taking over the watch.

Lighting used in the bridge and adjacent areas should be of low intensity and coloured red. Light
from bridge equipment can impair night vision and should be controlled by using appropriate
display settings. The use of blackout curtains will help to control light levels when it is not
otherwise possible to exclude it.

The use of deck lighting during the hours of darkness should be carefully considered to avoid
adversely affecting night vision, even if such lighting only affects a restricted sector of the
horizon.

It should be noted that even momentary exposure to bright light can temporarily destroy night
vision and, during the subsequent readjustment period, the ability to maintain an effective look-
out will be impaired. Consideration should be given to fitting cut-out switches to doors leading
into the bridge so that adjacent light sources are momentarily switched off when doors are
opened.

SOLE LOOK-OUT

Under the STCW Code, the OOW may, in certain circumstances when the Master has determined
that it is safe to do so, be the sole look-out in daylight. Prior to deciding whether to allow a sole
look-out, the Master's consideration should include:
 Weather conditions;
 Visibility;
 Traffic density;
 Proximity of dangers to navigation;
 Attention necessary when navigating in or near a traffic separation scheme (TSS); and
 Defects affecting aids to navigation, propulsion and steering.

The Master should additionally be satisfied that:

 The OOW is fit for duty;
 The ability of the OOW to safely navigate the ship is not compromised by the volume of
the anticipated workload;
 The OOW knows who will provide back-up assistance, in what circumstances back-up
should be called and how to call it quickly; and
 Back up personnel are aware of required
response times, any limitations on their
movements and are able to hear and respond to
alarms or communication calls from the bridge.

CALLING THE MASTER

If there is any doubt relating to the safety of the ship,

the OOW should immediately call the Master.

Standard situations where the Master should be called

are listed in a Checklist. The presence of the Master on
the bridge does not relieve the OOW of responsibility
for the watch, unless the Master has explicitly taken control. Any handover of responsibility must
be unambiguous. The OOW should remain on the bridge, continue to manage the Bridge Team
and support the Master, unless instructed otherwise.

“The Master should be called immediately if the OOW has any doubt regarding the
safety of the ship or how to deal effectively with the situation.”

Conduct of the watch in clear weather

The OOW should take frequent and accurate compass bearings of approaching ships as a means
of early detection of risk of collision and should bear in mind that such risk may sometimes exist
even when an appreciable bearing change is evident, particularly when approaching a very large
ship or a tow or when approaching a ship at close range. He should also take early and positive
action in compliance with the International Regulations for Preventing Collisions at Sea,
1972 and subsequently check that such action is having the desired effect. In clear weather,
whenever possible, the OOW shall carry out radar practice.

Actions to take in restricted visibility

When restricted visibility is encountered or expected, the first responsibility of the officer of the
watch is to comply with the relevant rules of the International Regulations for Preventing
Collisions at Sea, with particular regard to the sounding of fog signals, proceeding at a safe
speed and having the engines ready for immediate maneuvers.

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

In addition, the OOW shall:

a. Inform the master;
b. post a proper look-out and helmsman and, in congested waters, revert to hand steering
immediately;
c. exhibit appropriate lights;
d. operate and use the radar.
 A vessel navigating during times of restricted visibility

Sample checklist for Navigation in restricted visibility

Navigation in Coastal Waters

The largest scale charts on board, suitable for the area and corrected with the latest
available information, should be used. Fixes should be taken at frequent intervals;
whenever circumstances allow, fixing should be carried out by more than one method to
allow verification/counter checking. The officer of the watch should positively identify all
relevant navigation marks, visually checked if allowable.
 Sample checklist for Navigation in coastal waters

Navigation with a pilot embarked

The pilot plays a crucial role in the safe navigation of the vessel to her destination. Expert in the
local waters, a Pilot is imperative to the Bridge Team. Berthing/un-berthing, anchoring,
transiting narrow channels etc. are very specialized operations and require expertise of a very
objective manner that results in efficient planning, monitoring and execution of safe passage.
Masters and officers in charge of a navigational watch remain responsible for the safe
navigation of their ships at all times including when a port or coastal pilot is on board.

The master should ensure that the bridge remains adequately manned and under the
responsibility of a certificated officer in charge of a navigational watch. The bridge team
should support the pilot by:
 maintaining a good lookout and situational awareness;
 providing expertise in the use of bridge equipment and systems;
 continually monitoring the pilot's actions and promptly seeking clarification as
necessary and/or calling the master. The officer in charge of a navigational watch
 must take whatever action is necessary before the master arrives to maintain the
safety of navigation; and
 discussing, agreeing and communicating to the entire bridge team, any change to
the ship's voyage plan advised by the pilot. In case of any required change, the
original voyage plan should be amended and documented; the amended voyage
plan must then be followed.

Pilot boarding via pilot ladder

Master/pilot exchange of information

It can be seen that there is quite a lot of information pilots and Master need to exchange. Most
shipowners/managers have checklists which facilitate the exchange of this information. Before
setting off, both Master and pilot should agree on a passage plan that is brought to the attention
of the rest of the bridge team.

Although Masters are generally available on the bridge throughout the pilotage, this is
sometimes not possible due to the length of the passage. In such cases, it is important to agree
with the pilot to what extent the Masters presence on the bridge is deemed to be compulsory
and when he may be represented by other officers, preferably the Chief Officer.
 The Master, pilot and the OOW discussing the items on pilotage checklist

The pilot should always be made aware of who is in charge on the bridge. Similarly, if more than
one pilot board the vessel, it is extremely important that the role of each pilot is determined and
that the bridge team knows exactly which pilot is on duty. Needless to say, contingency plans for
each leg of the passage should be in place and understood by all concerned.

Duties of the officer of the watch while at anchor

The very core aspect of watchkeeping is to minimize any prospect of human error and thereby
reduce the risk of damage to the ship or cargo. More than often, the time at anchorage is
considered to be a time to relax. However, depending on the area in which the vessel is
operating in, the anchorage might be a time to be extra vigilant.

At anchorage, it is solely up to the Master to decide whether the watch is to be kept on a deck or
on the bridge. As otherwise, the officer on watch (OOW) has to ensure that all measures are
taken for the safety of the vessel, its cargo and crew.

Here are a few procedures for watchkeeping at the anchorage:

1. Calculate the Swinging Circle

Swinging Circle (M) = L.O.A + Length of Cable – UKC
1852.3

The swinging circle might vary with the changes in tidal levels and in the weather. However, it is
important to have a fair idea of the radius around which the ship might move about.
2. Follow the Master’s Standing Orders. Every ship’s master writes their own standing
orders based on the ship, the experience of its officers, the trade patterns which in turn
determine the standing orders. These orders reflect the Master’s requirements based on past
experiences with the ship and his contemporary workforce, therefore making it imperative that
the orders are followed to prevent any anomaly or to maintain a set grade of performance.
Clearly, the master puts faith in the officer when saying “Call me if in doubt” and expects the
officer to do so if required and in ample time.

3. Keep a Check on your own Ship and other Ships in the Vicinity. Keep a close watch on
your ship and other ships in the vicinity lest they start dragging after anchoring. Dragging might
occur due to changes in tidal levels, changes in weather or due to the brake giving away to a lot
of yawing. The danger here is primarily to ensure that your own vessel does not drag and also to
double-check if there are other vessels drifting towards your vessel. Use the bow stopper when
at anchor to minimize any probability of a blunder.

4. Keep a Constant Check on the Ship’s position. This point is generally laid down in
the Master’s Standing Orders and almost always mentions the intervals at which the position
must be plotted on the chart. Use the GPS or the Radar or both to determine the exact
position of the ship, which, very obviously, helps to determine if the ship is stationary or
dragging.

5. Display Appropriate Lights. This enables other vessels to know that you are anchored,
therefore making it evident that they should not anchor too close to your vessel and also give
them an indication of proximity if dragging occurs.

6. Keeping a Constant VHF watch If slated to receive a pilot on board or for information
on vessels in the area, it is very important to keep a constant VHF watch. The coast authorities
generally promulgate extremely useful information that might be integral to the safety of the
vessel. Wreckages, vessel information, ETA to pilot etc are necessary data that optimize
operational procedures.

Entries which should be made in the log-book

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

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
 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

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; and
 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
Keeping an Effective Deck Watch in Port under Normal Circumstances

On any ship safely moored or safely at anchor under normal circumstances in port, the master
should arrange for an appropriate and effective watch to be maintained for the purpose of
safety. Special requirements may be necessary for special types of ships propulsion systems or
ancillary equipment and for ships carrying hazardous, dangerous, toxic or highly flammable
materials or other special types of cargo.

Watch arrangements for keeping a deck watch when the ship is in port shall at all times be
adequate to:
1. ensure the safety of life, of the ship, the port and the environment, and the safe operation
of all machinery related to cargo operation;
2. observe international, national and local rules; and
3. maintain order and the normal routine of the ship.

The master shall decide the composition and duration of the deck watch depending on the
conditions of mooring, type of the ship and character of duties.

Ships cargo handling at port and watchkeeping procedures, however, involved many
complexities, and careful consideration will need to be made for all aspects of loading and
unloading. Summarized below are some essential check items that need to be complied with.
Cargo watchkeepers should also bear in mind that the procedures discussed here are only
indicative, not exhaustive, and must always be guided by practices of good seamanship.

Watchkeeping duties at ports : The duty Deck Officer (OOW) and the crew of the watch shall
carry out their duties in compliance with the below procedures:
 All relevant rules, regulations, and laws must be observed at all times;
 The OOW shall observe the weather and report any drastic changes to the Master or the
Chief Officer. In one of the following cases, the OOW shall call the Master in case of
excessive wind velocity and if any other abnormal condition has arisen or is expected to
arise;
 Gangway watch and patrols should be carried out following the vessel Ship Security Plan.
All restricted areas must remain secured or manned;
 The OOW and the crew of the watch shall periodically monitor the water surrounding the
vessel, for marine pollution, especially during de-ballasting and oil transfer operations;
 While moored at a shore facility, the OOW shall periodically check and tend the gangway
and moorings, and take any action necessary to ensure the safe mooring of the vessel,
considering local changes in weather and tide, as well as changes in the draft due to cargo
transfer operations, ballast operations or bunker fuel transfer operations.

Constant checks on the mooring ropes while at port

 The vessel must always provide safe access, well illuminated and with a gangway net.
 In case severe weather is expected, the frequency of Mooring checks should be increased,
and the possibility of passing extra lines considered. At specific berths, the surge caused
by passing vessels can cause ropes to part and the deck crew should standby at stations
when vessels are scheduled to pass by at close range.

Rats guards in place on the mooring ropes

 While at anchor, the OOW shall periodically check the vessel's position and immediately
notify the Master if dragging suspected. He shall also pay attention to the movement of
other vessels in the vicinity and notify Master if any causing concern;
 Rat guards are always in place on mooring ropes while at berth;
  Deck scuppers are to remain plugged at all times except briefly opened to drain rain
water;
 Ballast is not to be overflowed, and all DB tanks on containerships must be filled by
gravity; and
 Bilges are not to be pumped out.

The OOW and the crew of the watch shall monitor the emission from the vessels funnel and
immediately report any signs of black smoke, soot or sparks to the duty Engineer.

Whether at anchor or moored at a shore facility, the OOW shall ensure that all lights, shapes,
and flags are displayed, and sound signals ( at anchor, in fog) used following the Rules of the
Roads (COLREGS).

For Tankers and Gas Carriers, the safe operating envelope of the shore arms/connections should
always be noted. The deck watch shall initiate Emergency Stop procedure if the risk of pollution
is expected.

Watch handover during watchkeeping at port

Before taking over the deck watch, the relieving officer shall be informed of the following by the
OOW as to:

 The depth of the water at the berth, the ships draught, tidal data; the securing of the
moorings (or anchoring details), the availability of main engine.
 All work to be performed onboard the ship; the nature, amount and disposition of cargo
loaded, discharged or remaining, and any ballast operations
 The crew members required to be on board and the visitors on board;
 Any other circumstances of importance to the ship's safety, its crew, cargo or protection
of the environment
 Any ongoing operations and specific port regulations.

The OOW shall immediately notify the Master or the Chief Officer if he has any doubt for
whatever reason, whether the relieving Deck Officer is physically or mentally fit for duty.

In un-manned machinery operation, the OOW shall carry out arrangements for patrol of the
Engine Room

When an incident or accident has occurred onboard resulting in any injury, death or damage; the
Master is to be notified.

These standing orders may be supplemented by additional orders from the Master and the Chief
Officer if required.

Ships cargo handling at port and watchkeeping procedures involve many complexities and
careful consideration will need to be made for all aspects of loading and unloading. Following are
the basic check item that should be taken into account by deck officer while performing port
watch. Cargo watchkeepers should also bear in mind the procedures discussed here are only
indicative, not exhaustive in nature and one must always be guided by practices of good
seamanship:
1. Instruction from the Master or Chief Officer;
2. Condition of mooring lines;
3. Onboard work under way;
4. Signals, lights, and shapes now in use;
 5. Visitor’s identity, number, and business;
6. Fire Patrol maintained;
7. Is movement of other vessels around own vessel being monitored?
8. Is any oil floating on sea around the vessel?
9. "Is any mooring line too slack or tight or broken or cut? Surge / Movement of vessel while
alongside wharf"?
10.Are regulation signals, lights, and shapes being displayed?
11.Is height of accommodation ladder proper?
12.Is safety net fitted properly?
13.Is lighting sufficient?
14.Are all scuppers plugged and is deck checked for any oil leakage?
15.Are walkways and decks clear of oil/grease?
16.Confirming matters to be turned over to successor?
17.Necessary items in Logbook entered?
18.Are unpredicted changes in environment being monitored by all available means, to avoid
vessel breaking out from berth (weather forecast, tidal range, current etc)?

Keeping a Safe Deck Watch

in Port When Carrying
Hazardous Cargo
Dangerous Goods or Hazardous Goods have been
given this name for a reason.

These goods need to handled with utmost care

and consideration of its dangerous nature and
any mis-declaration, mis-communication or
incorrect documentation could have severe
consequences and could prove disastrous to
human lives on shore or on a ship.

Such unfortunate incidents should serve as a standard reminder for all of us involved in the
shipping and freight industry to reiterate our commitment to following proper DG cargo handling
procedures.

What is a dangerous/ hazardous goods?

Dangerous goods (also referred to as Hazardous Cargo) means the substances, materials and
articles that are covered by the IMDG Code and is cargo that is considered to be hazardous
because of its flammable, corrosive, poisonous nature or other properties.

IMDG Code (International Maritime Dangerous Goods) is a code adopted by the Maritime Safety
Committee of the International Maritime Organization by resolution MSC.122(75) for the
carriage of Dangerous Goods (Hazardous Cargo).

In this Hazardous Cargo Packing Declaration form, apart from the correct UN No. and IMCO
Class, special attention must be provided to the EmS (Emergency Schedules) and MFAG (Medical
& First Aid Guide).

Hazardous Substance Class Definitions & Labels

In the IMDG Code, substances are divided into 9 classes. A substance with multiple hazards has
one ‘Primary Class’ and one or more ‘Subsidiary Risks’. Some substances in the various classes
have also been identified as substances harmful to the marine environment (MARINE
POLLUTANTS).

Class 1 – Explosives
Class 2 – Gases; compressed, liquefied or dissolved under pressure
Class 3 – Flammable liquids
Class 4 – Flammable solids; Substances liable to spontaneous combustion;
Substances which, in contact with water, emit flammable gases
Class 5 – Oxidizing substances (agents) and organic peroxides
Class 6 – Toxic and infectious substances
Class 7 – Radioactive materials
Class 8 – Corrosives
Class 9 – Miscellaneous dangerous substances and articles Non-classified materials

For the purposes of the IMDG Code, dangerous goods with a melting point or initial melting point
of 20 deg C or lower at a pressure of 101.3 kPa should be considered to be liquid, unless there is
an explicit or implicit indication to the contrary. A viscous substance for which a specific melting
point cannot be determined should be subjected to the ASTM D 4359-90 test. Goods of all
classes other than 1, 2, 6.2 and 7 have also been assigned packaging groups according to the
degree of danger they present; I – great danger, II – medium danger, or III – minor danger.

Watch in port on ships carrying hazardous cargo

General

The master of every ship carrying cargo that is hazardous, whether explosive, flammable, toxic,
health-threatening or environment-polluting, shall ensure that safe watchkeeping arrangements
are maintained. On ships carrying hazardous cargo in bulk, this will be achieved by the ready
availability on board of a duly qualified officer or officers, and ratings where appropriate, even
when the ship is safely moored or safely at anchor in port.

On ships carrying hazardous cargo other than in bulk, the master shall take full account of the
nature, quantity, packing and stowage of the hazardous cargo and of any special conditions on
board, afloat and ashore.

Depending if the cargo is liquid the scuppers would have to be effectively blocked to prevent any
leakages from going overboard. Adequate clean up material should be available with required
man power capable of restricting the outflow of the hazardous liquid. Any special precautions
that may be required as per the shipper or the IMDG should be adhered to.
General information prior loading/ discharging The duty officer entrusted with the
loading of the dangerous goods should have all the relevant data regarding the
dangerous goods that would be loaded, these would include:

 Copy of the document from the shipper regarding the cargo

 Classification of the DG Quantity to be loaded
 Proposed stowage Type of packages
 Shipping name – that is the correct technical name
 Segregation required from other cargo as well as from other DG
 MFAG and EmS requirement for the safe handling of the cargo
 Any fire hazard as per IMDG Any temperature/ wetness restriction for the loading of the
cargo
  UN Numbers and Proper Shipping Names

Readiness of fire-fighting appliances and other safety equipment

All fire fighting equipment must be in a constant state of readiness and be regularly and properly
maintained. Any valves in these systems are to be operated and proved free monthly. Any
defects with the equipment are to be reported to the Company immediately and rectified on an
urgent basis.

Portable and semi-portable extinguishers

The type, number and locations of portable and semi-portable extinguishers are supplied to be
according to SOLAS, Flag and Classification requirements. The following table lists the various
types of extinguishers to be found on board.
 Water type fire extinguisher suitable for fire involving wood, paper, textiles, garbage
etc.(Red color)
 Foam type fire extinguisher suitable for fire involving Oil fires and other hydrocarbons
including paint (Cream color).

In fig 1 a foam type portable fire extinguisher has been displayed. When the plunger is
depressed, it pierces the tin/copper seal, releasing CO2 which ruptures the plastic bag containing
foam solution and forces it to mix rapidly with the water. The foam solution is then driven up the
dip tube through a hose to a nozzle, where it is aerated to produce good quality fire-fighting
foam.

Spare charges: Vessels will carry spare charges for extinguishers required by the Flag State or
classification society for the vessel.

Hoses, nozzles and hydrants

Fire hoses and nozzles must be treated with care, maintained well and tested regularly. A record
of testing and maintenance is to be made in the vessel’s Ship Safety Record Book.

Avoid dragging charged hoses over rough surfaces especially when kinked. Hoses may chafe and
kink when they first touch the deck after leaving the hydrant and therefore arrangements are to
be made to help avoid this. Do not subject a hose to sudden shock or strain by opening hydrants
slowly.

Foam systems

Foam monitors are to be worked and greased monthly. The foam pumps are to be started for 5
seconds against a closed valve monthly.

At three monthly intervals a test sample is to be taken and mixed with water to check foam
production. Sufficient spare foam is to be carried to allow for topping up the tank after such
testing. The quantity and type of foam is to be stencilled on the side of the storage tank. The
system pipe work must be flushed with water after such a test.

Fixed CO2 / HALON installations

The use of fixed installations must be carefully considered at an early stage especially in the
case of an engine room fire. In particular Carbon Dioxide/Halons are to be used before there is a
build up of temperature causing severe convection. In the case of a serious fire, to effectively
use CO2/Halons, the time factor is probably in the order of 10-12 minutes from the time that the
fire situation is deemed to be beyond the capability of first aid fire fighting equipment.

Fireman's outfits
For tackling serious fires, fireman’s outfits are supplied which consist of special heat resistant
suit, gloves, boots and helmet, as well as additional equipment such as safety lamps, fire axes
and breathing apparatus. It is essential that the fire suit is cared for and stowed neatly without
creasing, ready for immediate use.

All firemen’s outfits are to be checked weekly to ensure all equipment is present. Safety lamps
are to be tested monthly to ensure correct operation. Rechargeable batteries are to be
discharged and then recharged to prolong their life expectancy.

Fire detection systems

The fire detection system is to be classed approved and must be maintained in good working
order. Any defects with this equipment must be notified to the management office without delay
so that technicians can be arranged and Class notified as appropriate.

It is imperative the crew is familiar with the operation of the system and operating instructions
must be posted in the working language of the vessel, adjacent to each control panel. A
description of the system and operating procedures must be included within the ship-specific Fire
Training Manual.

Common fire sensors

Heat sensors: These are fixed temperature detectors that sense a sudden rise in temperature
and set an alarm off. They should not give an alarm if the temperature rise is gradual, ie change
of climate or heating going on.

Infrared flame detectors : This type of detector is set off from the flicker of flames. The
detectors are tuned to go off at around 25Hz, which is the characteristic flicker of flames. They
have a short time delay incorporated in the unit to minimise false alarms.

Photo electric cell smoke detectors : There are three types of this detector in use, those that
operate by light scatter, by light obscuration and a combination of both.
General fire precautions The prevention of fire in a cargo of dangerous goods is achieved by
practicing good seamanship, observing in particular the following precautions:

 Keep combustible material away from ignition sources;

 Protect a flammable substance by adequate packing;
 Reject damaged or leaking packages;
 Stow packages protected from-accidental damage or heating;
 Segregate packages from substances liable to start or spread fire;
 Where appropriate and practicable, stow dangerous goods in an accessible position so that
packages in the vicinity of a fire may be protected;
 Enforce prohibition of smoking in dangerous areas and display clearly recognizable “NO
SMOKING” notices or signs; and
 VIII. The dangers from short-circuits, earth leakages or sparking will be apparent.
Lighting and power cables, and fittings should be maintained in good condition. Cables or
equipment found to be unsafe should be disconnected. Where a bulkhead is required to be
suitable for segregation purposes, cables and conduit penetrations of the decks and
bulkheads should be sealed against the passage of gas and vapours. When stowing
dangerous goods on deck, the position and design of auxiliary machinery, electrical
equipment and cable runs should be considered in order to avoid sources of ignition.
Fire precautions applying to individual classes, and where necessary to individual substances,
are recommended in following paragraphs and in the Dangerous Goods List.

Rescue from an Enclosed Space An enclosed space

Rescue from an Enclosed Space An enclosed space is one with restricted access that is not
subject to continuous ventilation and in which the atmosphere may be hazardous due to the
presence of hydrocarbon gas, toxic gases, inert gas or oxygen deficiency. This definition includes
ballast tanks, fuel tanks, water tanks, lubricating oil tanks, slop and waste oil tanks, sewage
tanks, cofferdams, duct keels, void spaces and trunkings, connected to any of these. It also
includes scrubbers and water seals and any other item of machinery or equipment that is not
routinely ventilated and entered, such as boilers and main engine crankcases.

Many of the fatalities in enclosed spaces have resulted from entering the space without proper
supervision or adherence to agreed procedures. In almost every case the fatality would have
been avoided if the simple guidance had been followed. The rapid rescue of personnel who have
collapsed in an enclosed space presents particular risk. It is a human reaction to go to the aid of
a colleague in difficulties, but far too many additional and unnecessary deaths have occurred
from impulsive and ill-prepared rescue attempts.

Respiratory hazards from a number of sources could be present in an enclosed space. These
could include one or more of the following: Respiratory contaminants associated with organic
vapours including those from aromatic hydrocarbons, benzene, toluene, etc.; gases such as
hydrogen sulphide; residues from inert gas and particulates such as those from asbestos,
welding operations and paint mists. Oxygen deficiency caused by, for example, oxidation
(rusting) of bare steel surfaces, the presence of inert gas or microbial activity.

The following are to be at hand or are to be mustered prior to any rescue attempts being made:

a. SCBA
b. Firemans outfit
c. Stretcher attached to a strong rope at least 22mm manila
d. A strong point to attach a block
e. A Single sheave block
f. A resuscitator if available
g. Lot of man power
h. Fire fighting equipment if necessary

Rescuers must be adequately protected from exposure before entering a contaminated area in
order to avoid injury.

When a chemical is unidentified, worst-case assumptions concerning toxicity must be assumed.

Rescuers must NOT:

 Enter a contaminated area without using a pressure-demand self-contained breathing

apparatus and wearing full protective clothing;
 Enter an enclosed space unless they are trained members of a rescue team and follow
correct procedures;
 Walk through any spilled materials; Allow unnecessary contamination of equipment;
Attempt to recover shipping papers or manifests from contaminated area unless
adequately protected;
 Become exposed while approaching a potentially contaminated area;
 Attempt rescue unless trained and equipped with appropriate personal protective
equipment (PPE) and protective clothing for the situation.

Once the person (s) have been located, it is of utmost necessity to remove him from the hostile
environment as soon as possible thus the duty officer prior taking over watch should have a
good idea of the whereabouts of the above equipment.

Since the person would not be able to don a SCBA he would have to be assisted in doing so, the
person who goes down to assist him would preferably be wearing the SCBA and carry a separate
SCBA or the firemans mask and the air line (depending on the situation).

Once he reaches the affected person he should give him fresh air either through his own mask or
the ones he has carried. For persons suffering from Oxygen deficiency this may be the only
chance of saving his brain. The person has to then be strapped onto the stretcher and lifted out.

Since the accident would be in a hold or tween deck the chance of navigating through a lot
compartments would therefore be there.
Once the stretcher is strapped and the hoisting rope attached the affected person is to be lifted
out and proper resuscitation given.

Remove contaminants to the level that they are no longer a threat to casualty or response
personnel.

Contain runoff; bag contaminated clothing If possible, contain al lrunoff from decontamination
procedures for proper disposal.

Ensure that all potentially contaminated casualty clothing and belongings have been removed
and placed in properly labelled bags.

Vessel Traffic Service

(VTS)
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.
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.

Vessel Traffic Service or VTS is a shore-based system implemented by a competent authority to:
1. Improve the safety and efficiency of navigation,
2. Safety of life at sea, and
3. Protection of the marine environment.

VTS is governed by SOLAS Chapter V Regulation 12 together with the guidelines for Vessel
Traffic Services [ IMO Resolution A.857(20) ] adopted on 27 November 1997.

A Vessel traffic image is compiled and collected by means of advanced sensors such as radar,
AIS, direction finding, CCTV and VHF or other cooperative system services. A modern VTS
integrates all information into a single operator screen i.e his working environment for ease of
use and in order to allow for effective traffic organisation and communication.

When approaching or in a VTS Area:

Generally, ships entering a VTS area report to the authorities, usually by radio, and may be
tracked by the VTS control centre.
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 a risk of an incident or, in areas where
traffic flow is regulated, to be given advice on when to proceed.

Definitions

1. Competent authority – the authority made responsible, in whole or in part, by the

Government for safety, including environmental safety, and efficiency of vessel traffic and
the protection of the environment.
2. VTS authority – the authority with responsibility for the management, operation and
coordination of the VTS, interaction with participating vessels and the safe and effective
provision of the service.
3. VTS area – the delineated, formally declared service area of the VTS. A VTS area may be
subdivided into sub-areas or sectors.
4. VTS centre – the centre from which the VTS is operated. Each sub-area of the VTS may
have its own sub-centre.
5. VTS operator – an appropriately qualified person performing one or more tasks
contributing to the services of the VTS.
6. VTS sailing plan – a plan which is mutually agreed between a VTS Authority and the
master of a vessel concerning the movement of the vessel in a VTS area.
7. VTS traffic image – the surface picture of vessels and their movements in a VTS area.

VTS Services

VTS should comprise at least an information service and may also include others, such as a
navigational assistance service or a traffic organization service, or both, defined as follows:

1. Information Service. An information service is a service to ensure that essential

information becomes available in time for on-board navigational decision making. This
information service is provided by broadcasting information at fixed times and intervals or
when deemed necessary bt VTS or at the request of the vessel. For example, reports on
the position, identity and intentions of traffic; waterway conditions; weather; hazards; or
any other factor that may influence vessel’s transit.
2. Traffic Organization Service. A Traffic organisation service is a service to prevent the
development of dangerous maritime traffic situations and to provide for the safe and
efficient movement of vessel traffic within the VTS area. The traffic organisation service
concerns the operational management of traffic and the forward planning of vessel
movements to prevent congestion and dangerous situations and is particularly relevant in
times of high traffic density or when the movement of special transports may affect the
flow of the traffic.
3. Navigational Assistance Service. A navigational assistance service is a service to assist
on-board navigational decision making and to monitor its effects. The navigational
assistance service is essentially important in difficult navigational or meteorological
circumstances or in case of defects or deficiencies. This service is normally rendered at
the request of a vessel or by the VTS when deemed necessary.

When the VTS is authorized to issue instructions to vessels, these instructions should be
result-oriented only, leaving the details of execution, such as course to be steered or
engine manoeuvres to be executed, to the master or pilot on board the vessel. Care
should be taken that VTS operations do not encroach upon the master’s responsibility for
safe navigation, or disturb the traditional relationship between master and pilot.
 A VTS area can be divided into sectors, but these should be as few as possible. Area and
sector boundaries should not be located where vessels normally alter course or
manoeuvre or where they are approaching areas of convergence, route junctions or where
there is crossing traffic. VTS centres in an area or sector should use a name identifier. The
boundaries should be indicated in the appropriate nautical publications and in the “World
VTS Guide“.
4. Communication and Reporting. Communication between a VTS authority and a
participating vessel should be conducted in accordance with the Guidelines and Criteria for
Ship Reporting systems and should be limited to information essential to achieving the
objectives of the VTS. IMO Standard Marine Communication Phrases should be used
where practicable. In any VTS message directed to a vessel or vessels, it should be made
clear whether the message contains information, advice, warning, or an instruction.

Example of a VTS reporting area

Reporting

VTS-area Öregrund

VTS-area Stockholm

VTS-area Bråviken

Surveillance on VHF

Sea charts below not for navigation

VTS-area Öregrund

Call sign: VTS Stockholm

VHF-channel: 73

Chart VTS-area Öregrund

Borderpoints VTS-area Öregrund

Lines to report for VTS-area Öregrund

Reporting name Geografical position Geografical place

Line to report A abt 60°28,9'N 18°18,7'E (area border at northern Öregrund)

Line to report B abt 60°11,7'N 18°54,5'E (area border northeast of Svartklubben)

Line to report C abt 60°09,1'N 18°52,2'E (area border southeast of Svartklubben)

Reporting points within VTS-area Öregrund

Reporting name Geografical position Geografical place

Reporting point 18 abt 60°22,5'N 18°23,1'E (at Djursten)

VTS-area Stockholm

Call sign: VTS Stockholm

VHF-channel: 73

Chart VTS-area Stockholm NW

Chart VTS-area Stockholm NE

Chart VTS-area Stockholm SW

Chart VTS-area Stockholm SE

Borderpoints VTS-area Stockholm

Importance of Vessel Traffic Services

Importance of Vessel Traffic services can be better understood from the functions it plays in
managing ship traffic. The key importance of VTS is for managing vessel traffic. This further
helps ensuring safety of ships, along with helping attain maximum traffic flow from any given
route.

Maximum economic returns possible from a marine route can be realized only with help
of these traffic services that keep important marine information available for all mariners
at all times. It even helps in keeping a tab on movement of unauthorized cargo
movements, making waters safer and more controlled. However, one of the most
important roles of these services is to act as a vessel finder. The information gathered,
stored and replayed by various sensors help in keeping a tab on movements of vessels
at all time. This crucial marine information is available at all times and can be used to
find a vessel if it goes missing.

Types of vessel traffic services

Vessel traffic services chiefly include devices to collect and transmit maritime information which
includes traffic images. This information is further transmitted to various vessels in a given VTS
zone. This helps the vessels’ captains to make better navigational decisions and decide their
routes. Several devices are used for purpose of gaining and transmitting this information.
Depending on type medium used to gain this information, VTS can be classified as:
 Surveilled – they consist of land based sensors for attaining important marine
information. These sensors include radars, AIS and closed circuit television sites. Signals
from these sensors are sent to central locations where trained VTS personnel analyze the
information and guides ship traffic.
 Non Surveilled- consists of one or more reporting points at where ships notify about their
identity, course, speed and other data. Using this data, courses of various vessels are
mapped out and regulated to avoid any mishaps.

Uniformity is attained in between surveilled and non-surveilled sensors for complete coverage of
entire marine traffic. Hence understanding nature and working of these sensors would be of
importance to any mariner. Here is a list of most commonly used sensing components of vessel
traffic services.

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).

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.

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.

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
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 china graph 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 (Fig.
2) are similarly drawn at the maximum or minimum distances from the radar conspicuous
objects to keep the ship clear of dangers.

These are drawn as broken lines:_ _ _ _ _ _ _ _ _.