RFPNW Student Manual 2022 05

RATINGS FORMING
PART OF A
NAVIGATIONAL
WATCH
COMPASS Training Center Inc.

COMPASSBldg
1913 Taft Ave corRemedios Street,
Malate, Manila,1004
www.compass.ph
Ratings Forming Part of a Navigational Watch
RATINGS FORMING PART OF

A NAVIGATIONAL WATCH
1
SPECIFICATIONS OF MINIMUM STANDARD OF COMPETENCE FOR RATINGS FORMING PART OF

NAVIGATIONAL WATCH
Functions: Navigation at the Support Level

TABLE A-II/4
STCW MANILA AMENDMENTS

 Section A II/4 mandatory minimum requirements for Ratings Forming Part of a Navigational Watch
 Table A-II/4 specification of minimum standard of competence for ratings forming part of the
navigational watch.
TOPIC 1
SHIPBOARD TERMS & DEFINITIONS
Shipboard Terms and Definitions

NAVIGATIONAL LIGHTS
 Green sidelight
 Red sidelight
 Stern light
 Masthead light
 Anchor light
 Not under command light
DIRECTIONAL TERMS
 Dead ahead
 2 points on the starboard bow
 Broad on the starboard bow
 On the starboard beam
 Broad on the starboard quarter
BRIDGE
 Commanding station of a ship
 Controls the ship movement through its navigational equipment
 ship’s speed and direction (navigation)
 monitor weather and sea conditions
 navigating & fixing the position of the ship
 facilitating internal as well as external communication
BRIDGE TEAM
 Consists of the master, the officer on watch (OOW) and a sailor as helmsman and
lookout
 Includes the pilot when onboard
Bridge Team Composition

Master
•Overall in command and
responsible of the ship
Pilot Officer of the Watch

•Usually a local expert hired (OOW)
to assist in the safe •Officer in charge of a bridge
navigation of a vessel in navigational watch
port or restricted areas
Lookout Extra Officer on the

•Deck rating appointed by Bridge
the Master to observe and
report all relevant •Officer assisting the Master
observations for safety of and the OOW on the bridge
navigation as required
Helmsman
•Deck rating assigned to keep
a navigational watch or to
carry out helm orders from
the conning officer
GYRO COMPASS
 Used for finding the right direction
 Not hampered by an external magnetic field
 Used to find the correct North Position, which is also the earth’s rotational axis to
provide a stable directional source
MAGNETIC COMPASS
 Work in conjunction with the magnetic field of the earth and is the essential means of
the direction indicating device
 Usually fitted at the center line of the ship on the monkey island
AUTO PILOT
 Considered to be one of the most effective bridge navigational equipment
 Assists the human operator in controlling the ship by keeping the steering in
autopilot, which allows them to concentrate on broad aspects of the operation
RADAR
 S-band and X-band frequency radar system for navigation
 Detect targets & display the information on the screen such as the distance of the
ship from land, any floating objects (an island, rocks, iceberg etc.), other vessels and
obstacles to avoid a collision
RUDDER ANGLE INDICATOR

 Provides the angle of the rudder
 Display is provided on the navigation bridge equipment console
 Navigation officer can control the rate of turn and rudder angle of the ship
RATE OF TURN INDICATOR

 Indicates how fast the ship is turning at a steady rate (useful during pilotage and
maneuvering)
 Normally shown as a number of degrees turned
 The rate a ship is turning is measured in degrees per minute
NAVIGATIONAL LIGHTS
 The primary function of marine navigation lights is to aid prevention of any major
accident from happening
 All boats / ships are required to have night lights as a part of the navigation systems
DAY TIME SIGNALLING SHAPE

 Used to determine the characteristics of the vessel with different arrangements
 Black ball
 Black diamond
 Black cylinder
SHIP FLAGS
 Various types of ship flags with different colors and signs are used to indicate
a navigation ship’s position
SHIP WHISTLE
 Ship’s horn is known as a whistle
 Operated in duplicate (by air & electrical)
 Used during fog, poor visibility, high traffic etc. alerting the nearby vessels
 During emergency, used to notify & alert the ship’s crew & other vessels nearby
TOPIC 2
BASIC ENVIRONMENTAL PROCEDURES
ENVIRONMENTAL PROCEDURE
MARPOL
- Signed 17 February 1973
- Entered into force 02 October 1983
- It was designed to minimize pollution of the seas,
including dumping, oil and exhaust pollution
- Preserve the marine environment
MARPOL Annexes
• Annex 1 – Oil
• Annex 2 – Noxious Liquid Substance
• Annex 3 – Harmful Substances Carried by Sea in
Package Form
• Annex 4 – Sewage
• Annex 5 – Garbage
• Annex 6 – Air Pollution
ENVIRONMENTAL PROCEDURE
Annex 1 – Oil
 Oil means petroleum in any form including crude oil, fuel oil, sludge, oil refuse and
refined products.
 Entered into force 2nd October 1983
ANNEX I - OIL
 Discharge of oil – the regulation govern the discharges, except for clean or
segregated ballast, from all ship.
 SOPEP – Shipboard Oil Pollution Emergency Plan
Requirements in discharging machinery space bilges:

• The ship is not within special area
• More than 12 nautical miles
• Ship is en-route
• The oil content of the effluent is less than 15ppm
• OWS/oil filtering system or other installation required by the annex is operational
Requirements from the cargo area of an oil tanker:

• Not within the special area
• More than 50nm from the nearest land
• En-route
• Rate discharge does not exceed 30L/nm
• Total quantity of oil discharge into the sea does not exceed for existing tankers
1/15000; new tankers 1/30000
• Oil Discharge Monitoring Equipment (ODME) is operational
• Slop tank arrangement
ANNEX II NOXIOUS LIQUID SUBSTANCE

 Noxious liquid substance
 Any substance indicated in the pollution category column of chapter 17 or 18 of
the International Bulk Chemical Code or provisionally assessed under the provisions
of regulation 6.3 as falling into category X, Y or Z
 Chemical tankers built after 01 July 1986 to comply with IBC (International Bulk
Chemical Code) code
 Chemical tankers built before 01 July 1986 should comply with the requirements with
BCH (Code of Construction and Equipment of ships carrying Dangerous Chemical in
Bulk) Code
CATEGORY X CATEGORY Y CATEGORY Z CATEGORY OS

•if discharged into the sea •if discharged into the sea •if discharged into the sea •substances which have
from tank cleaning or de- from tank cleaning or de- from tank cleaning or de- been evaluated and
ballasting operations, ballasting operations, ballasting operations, found to fall outside
are deemed to present a are deemed to present a are deemed to present a Category X, Y or Z
major hazard to either hazard to either marine minor hazard to either because they are
marine resources or resources or human marine resources or considered to present no
human health and, health or cause harm to human health and harm to marine
therefore, justify the amenities or other therefore justify less resources, human
prohibition of the legitimate uses of the stringent restrictions on health, amenities or
discharge into the sea and therefore justify the quality and quantity other legitimate uses of
marine environment a limitation on the of the discharge into the the sea when discharged
quality and quantity of marine environment into the sea from tank
the discharge into the cleaning of de-ballasting
marine environment operations.
ANNEX III CHEMICAL CARRIED IN PACKAGE FORM

 Part A of SOLAS Ch. VII - Carriage of dangerous goods, includes provisions for the
classification, packing, marking, labeling and placarding, documentation and
stowage of dangerous goods.
-“Harmful substances” are those identified as “marine pollutants” in the IMDG Code.
ANNEX IV: SEWAGE

 SEWAGE
 Drainage and other wastes from any form of toilets and
urinals
 Drainage from medical premises (dispensary, sick bay, etc.)
via wash basins, wash tubs and scupper located in such
premises
 Drainage from spaces containing living animals
 Other waste water when mixed with the drainages defined
above
 Entered into force on 27 September 2003
 Revised on 01 April 2004
 Revision entered into force on 01 August 2005
 Revised annex applies to new ship engaged in international
voyages of 400gt or more which certifies to carry more than
15 persons
 Existing ships shall comply after 5 years after the date of
entry
ANNEX V: GARBAGE
 GARBAGE
 All kinds of victual, domestic and operational waste excluding fresh fish and parts, generated
during the normal operation of the ship
 Liable to be disposed of continuously or periodically except those substances which are defined
or listed in other annexes to the present convention
 Entered into force on 27 September 2003
 Revised on 01 April 2004
 Revision entered into force on 01 August 2005
 Revised annex applies to new ship engaged in international voyages of 400gt or more which
certifies to carry more than 15 persons
 Existing ships shall comply after 5 years after the date of entry
ANNEX VI: AIR POLLUTION

 First adopted in 1997
 Limits the main air pollutants contained in ship exhaust gas, including sulfur oxides (SOx) and
nitrous oxide (NOx) and prohibits deliberate emission of ozone depleting substances (ODS)
 First adopted in 1997
 Regulates shipboard incineration, and the emissions of volatile organic compounds (VOC) from
tankers
GARBAGE MANAGEMENT PLAN

 Disposal of garbage
 Came into force 01 January 2013
GARBAGE CATEGORIES
Domestic Incinerator
Plastic Food waste Cooking oil
waste ashes
Operational Cargo Animal

Fishing gear
waste residues carcasses
GARBAGE CATEGORIES:
 Plastic - prohibited to be discharged at sea.
 Food waste
 Domestic waste – prohibited to be discharged at sea.
 Cooking oil - prohibited to be discharged at sea.
 Incinerator ashes - prohibited to be discharged at sea
 Operational waste – prohibited to be discharged at sea
 Cargo residues –To be able to discharge at sea they should not be harmful to the marine
environment
 Animal carcasses – Discharge of such waste permitted at sea under specific

circumstances/requirements.
 Fishing gear – Prohibited to be discharge at sea.
GARBAGE MANAGEMENT PLAN

MARPOL SPECIAL AREAS

TOPIC 3
UNDERSTANDING ORDERS & TO COMMUNICATE with the OFFICER OF THE WATCH on Matters
Relevant to Watchkeeping Duties
COMMUNICATION
 COMMUNICATION are cleared and concise and advice clarifications sought from the OOW where
watch information or instruction are not clearly understood, maintenance, handover and relief of the
watch is in conformity with accepted practices and procedures
CLOSE-LOOP COMMUNICATION
 The “closed loop” is a communication protocol where information is given, repeated by the receiver
and normally confirmed by the issuer
UNDERSTANDING VARIOUS CASES

TOPIC 4
INTERNAL COMMUNICATION & ALARM SYSTEM
Internal Communications
 Communication in the ship, such as public address, telephone, engine order telegraph, and dial or
sound telephone system
 Essential in orderly performance of both emergency & routine shipboard practice
 Dial telephone
 Sound powered phone system
 Public address system
 Hand-held radios - carries portable VHF and UHF marine radios

 Used for internal communications and small boat operations
Alarms
TYPES OF ALARMS ON SHIP
Audio-visual warnings:
 1) General Alarm
 2) Fire Alarm on the Ship
 3) Man-Overboard Alarm
 4) Abandon ship
Ship Alarm:
 5) Navigational Alarm
 6) Machinery Space Alarm
Space Alarm:
 7) Machinery Space CO2 Alarm
 8) Cargo Space CO2 Alarm
Security:
 9) Ship Security Alarm System (SSAS)
ALARM SYSTEM
VHF
 Most suitable for short-distance terrestrial communication with usually a distance of a few hundred
miles
 Helpful in sending distress signal
 Channel 16
FREQUENCIES OF VHF
CHANNEL 6 CHANNEL 15 CHANNEL 16 CHANNEL 17

• Intership • Intership •Safety, Distress, • Intership
Emergency
Frequency Frequency Frequency
Frequency
CHANNEL 67
• Search and
Rescue
Frequency
TOPIC 5
INFORMATION REQUIRED TO MAINTAIN A SAFE WATCH
1. Assist with analyzing of movement of different vessels

 Keep a proper lookout shall be maintained at all times with all available means
 By sight and binoculars
 By radar
 By hearing
 VHF listening and AIS watch
 Forecastle lookout (if so required)
2. Read course, depth, and speed data from the nautical instruments and assesses them
 Magnetic compass
 Gyro compass
 GPS
 Echo sounder
 Log
 Radar
3. Take and correct course data

 Based on the readings of magnetic compass, gyro compass and / or GPS the respective course
data has to be assessed accordingly and put into the chart
4. Determine vessel’s positions

 Based on the readings of GPS data together with bearings taken with magnetic compass, gyro
compass and / or RADAR, the deck watch keeper shall be able to determine vessel’s position and
to put this position into the chart
5. Recognize the special characteristics of the sea area by studying nautical publications
 Information can be taken from:
• Sailing Directions
• Notices to Mariners
• Mariners Handbook
• Nautical Almanac
• Navigational Tables
6. Assist with collection and documentation of weather data

 Assist in taking readings from the following meteorological devices:
• Thermometers for ambient air and water surface temperatures
• Psychrometer
• Barometer, Barograph
• Anemometer
7. Take tidal data from nautical publications

 This kind of information can be taken from:
• Sailing Directions
• Tide Tables (Admiralty / NOAA)
• Mariners Handbook
• Nautical Almanac
• Navigational Tables
• Tidal stream atlases
TOPIC 6
PROCEDURES FOR THE RELEIF, MAINTENANCE AND HANDOVER OF A WATCH
Handing over of watch

 1. Steering the ship and comply with helm orders issued in
English (covers the use of magnetic and gyro compasses,
helm orders, change over from automatic pilot to hand
steering device and vice-versa).
Status of Ships in vicinity

 2. Keep a proper look-out by sight and hearing (covers the
responsibilities of a look-out including reporting the
approximate bearing of a sound signal, light or other object in
degrees or points
Monitoring ships movement

 3. Contribute to monitoring and controlling a safe watch
(covers shipboard terms and definitions, use of internal
communication and alarm systems, can understand orders
and to communicate with the officer of the watch in matters
relevant to watch-keeping duties, be familiar with the
procedures for the relief, maintenance and hand-over of a
watch, the information required to maintain a safe watch and
basic environmental protection procedures)
Familiarity with emergency procedures

 4. Operate emergency equipment and apply emergency
procedures (covers knowledge of emergency duties and
alarm signals, knowledge of pyrotechnic distress signals,
satellite EPIRB’s and SARTS, avoidance of false distress
alerts and action to be taken in the event of accidental
activation).

2
TOPIC 6
PROCEDURES FOR THE RELIEF, MAINTENANCE & HANDOVER OF A WATCH
RELIEF, MAINTENANCE, & HAND OVER OF THE WATCH

REQUIREMENTS FOR WATCH KEEPING
Bridge watch keeping is maintained 24 hours a day (at sea or at anchor)
Navigation watch is usually divided into 4-hour periods
Master should decide the watch keeping standard level according to the actual navigational situation
BRIDGE WATCH LEVELS
Level 1: Good visibility, ocean/coastline navigation, low density of traffic: one OOW and
one Deck Rating forming part of the watch, auto piloting
Level 2: Navigating in a restricted area, moderate density of traffic: one OOW (if
necessary Master on bridge), two Deck Ratings (one of them assisting in
lookout), hand steering;
Level 3: Navigating in restricted visibility, high density of traffic or in a restricted area:
Master commanding on bridge, one OOW (if necessary two OOWs), two Deck
Ratings (one of them assisting in lookout), hand steering
HANDING OVER THE WATCH
FITNESS FOR DUTY
 Minimum of 10hrs rest for a period of 24 hrs
 Rest hours may be divided not more than 2
 One of which six (6) hours long
RELIEF & HANDOVER OF A WATCH

1. The relieving rating should be on the bridge in advance at least 5 minutes, familiarizing himself with
the prevailing circumstances and conditions as well as ship’s position, speed, course, steering
system and so on
2. Before taking over the watch, the night eyes should be obtained by the relieving rating
3. The rating should not hand over the watch to the relieving rating if he has reason to believe that the
latter is obviously not capable of carrying out his duties effectively, in which case he should notify
the OOW
4. The watch should never be handed over if the ship was altering course or taking action to avoid
collision
5. The relieved rating must never leave the bridge until he confirms that the relieving rating has fully
understood the vessel’s current situation
6. During sailing or anchoring, taking over and handing over the watch should be carried out on the
bridge. It is not allowed to change the watch through third party or by telephone;
7. The watch is not to be relieved in case of emergency or abnormal circumstances without master’s
permission
REQUIRED FOR CHANGING WATCH

 Other vessels movements in the vicinity
 Condition of the steering gear and steering system
 Courses of gyro and magnetic compasses
 Conditions in cargo holds / deck and regular safety inspections
 Exhibition of signal flags, lights and shapes
 Preparations of arrival & departure, e.g. pilot ladder, signal flags, lights, shapes
 Tasks instructed by OOW have not been finished
COMPETENCE
KNOWLEDGE, UNDERSTANDING & PROFICIENCY:
 Keep a proper look-out by sight and hearing
TOPIC 7
RESPONSIBILITIES OF A LOOKOUT
LOOKOUT
 A lookout is a person at the ship’s bridge who maintains a continuous watch of the sea to report
any kind of hazard that can be an obstacle in the navigation & cause harm to the ship.
Colreg Rule 5 : Look-out

 Every vessel shall at all times maintain a proper look-out by sight and hearing as by all available
means appropriate in the prevailing circumstances and conditions so as to make a full appraisal of
the situation and of the risk of collision
LOOKOUT
 As per COLREG
- a lookout is required to give his uninterrupted
attention at all times to the ship’s navigation in order
to inform the officer on watch (OOW) about other
ships, shipwrecks, debris, floating objects etc.
 Reporting on possibilities of collision, stranding, &
other dangers to navigation
 The lookout should remain at his position at all times
until he is relieved from his duties.
 On relieving, he should provide all the information to
his reliever about things that he has reported.
 Maintain a continuous state of vigilance by sight &
hearing, as well as by all other all available means,
with regards to any significant changes in the
operating environment.
 Fully appraising the situation & the risk of collision,
standing & other dangers to navigation.
VERBAL LOOKOUT REPORT

 Always report everything you see, hear, or believe you see or hear.
 By reporting doubtful targets, more eyes are brought to bear on them, resulting in improved
chances of identification.
 At night and in poor visibility, report even the faintest hunches. At such times, a hunch that you
have seen something often means you really have.
 Do not delay the report while you try to get a better look - the main thing is speed.
 At night and in poor visibility, report even the faintest hunches. At such times, a hunch that you
have seen something often means you really have.
 Do not delay the report while you try to get a better look - the main thing is speed.
WHAT & HOW TO REPORT

 WHAT YOU SEE
Describe the contact quickly and briefly. Name the type or class of ship if you recognize it.
 BEARING
Always report contacts in relative bearings. These are given as three digits, spoken digit by digit.
The bearing can also be reported using compass points (each point = 11.25) off the bow or stern.
 RANGE
Estimate of ranges are reported in nautical miles and spoken digit by digit.
 MOVEMENT
Report whether the contact is moving from right to left, left to right (this is bearing drift), opening,
closing, paralleling, high speed, slow speed, dead in the water, and so forth.
LOOKOUT
LOOK OUT SHOULD INFORM THE OFFICER OF THE FOLLOWING:
 Any kind of floating object
 Navigation mark or lights
 Any type of distress signal from other ships or ports
 Land
 Ice, irrespective of size or form
 Any type of ship irrespective of its size
 Sandbags or prominent navigation features
 Problem with any of the ship’s navigation systems, including navigational lights
 Any kind of hazards or derelicts that can be dangerous to the ships navigation
 The vigilance of lookout during fog & restricted visibility
 The proper positioning of lookouts & knowing their duties
 Appropriate clothing during cold weather

 Correct & prompt reporting in all conditions
 Look-out’s timely report for OO W appreciation of developing situation
 Improper look out….
Lights, shapes and sound signals by different types of vessels
POWER DRIVEN VESSEL

 means any vessel powered by machinery
AIR CUSHION
 Means a craft capable of travelling over land, water, mud or ice and other surfaces
TOWING & PUSHING

Rule 24 - A power-driven vessel when towing shall exhibit:
(i) Instead of the light prescribed in Rule 23(a)(i) or (a)(ii), two masthead lights in a vertical line. When the
length of the tow, measuring from the stern of the towing vessel to the after end of the tow exceeds 200
meters, three such lights in a vertical line;
(ii) Sidelights;
(iii) A stern light;
(iv) A towing light in a vertical line above the stern light;
(v) When the length of the tow exceeds 200 meters, a diamond shape where it can best be seen.
Rule 24
(b) When a pushing vessel and a vessel being pushed ahead are rigidly connected in a composite unit
they shall be regarded as a power-driven vessel and exhibit the lights prescribed in Rule 23.
(c) A power-driven vessel when pushing ahead or towing alongside, except in the case of a composite
unit, shall exhibit:
(i) instead of the light prescribed in Rule 23(a)(i) or (a)(ii), two masthead lights in a vertical line;
(ii) Sidelights;
(iii) A stern light.
(d) A power-driven vessel to which paragraph (a) or (c) of this Rule applies shall also comply with Rule
23(a)(ii).
(e) A vessel or object being towed, other than those mentioned in paragraph (g) of this Rule, shall exhibit:
(i) Sidelights;
(ii) A stern light;
(iii) When the length of the tow exceeds 200 meters, a diamond shape where it can best be seen.
(f) Provided that any number of vessels being towed alongside or pushed in a group shall be lighted as one
vessel,
(i) A vessel being pushed ahead, not being part of a composite unit, shall exhibit at the forward end,
sidelights;
(ii) A vessel being towed alongside shall exhibit a stern light and at the forward end, sidelights.
CONSTRAINED BY HER DRAFT

Rule 28 - A vessel constrained by her draught may, in addition to the lights prescribed for power- driven
vessels in Rule 23, exhibit where they can best be seen three all-round red lights in a vertical line, or a
cylinder.
NOT UNDER COMMAND

Rule 27 - (a) A vessel not under command shall exhibit:
(i) Two all-round red lights in a vertical line where they can best be seen;
(ii) Two balls or similar shapes in a vertical line where they can best be seen;
(iii) When making way through the water, in addition to the lights prescribed in this paragraph, sidelights
and a stern light.
RESTRICTED IN HER ABILITY TO MANEUVER

Rule 27 - (b) A vessel restricted in her ability to maneuver, except a vessel engaged in mine clearance
operations, shall exhibit:
(i) Three all-round lights in a vertical line where they can best be seen. The highest and lowest of these
lights shall be red and the middle light shall be white;
(ii) Three shapes in a vertical line where they can best be seen. The highest and lowest of these shapes
shall be balls and the middle one a diamond;
(iii) when making way through the water, a masthead light or lights, sidelights and a stern light, in addition
to the lights prescribed in subparagraph (i);
(iv) When at anchor, in addition to the lights or shapes prescribed in subparagraphs (i) and (ii), the light,
lights or shape prescribed in Rule 30.

Rule 27 - (c) A power-driven vessel engaged in a towing operation such as severely restricts the towing
vessel and her tow in their ability to deviate from their course shall, in addition to the lights or shape
prescribed in Rule 24(a), exhibit the lights or shapes prescribed in subparagraphs (b)(i) and (ii) of this Rule.
(d) A vessel engaged in dredging or underwater operations, when restricted in her ability to maneuver,
shall exhibit the lights and shapes prescribed in subparagraphs (b)(i), (ii) and (iii) of this Rule and shall in
addition, when an obstruction exists, exhibit:
(i) Two all-round red lights or two balls in a vertical line to indicate the side on which the obstruction
exists;
(ii) Two all-round green lights or two diamonds in a vertical line to indicate the side on which another
vessel may pass;
(iii) When at anchor, the lights or shapes prescribed in this paragraph instead of the lights or shape
prescribed in Rule 30.
(e) Whenever the size of a vessel engaged in diving operations makes it impracticable to exhibit all lights
and shapes prescribed in paragraph (d) of this Rule, the following shall be exhibited:
(i) Three all-round lights in a vertical line where they can best be seen. The highest and lowest of these
lights shall be red and the middle light shall be white;
(ii) a rigid replica of the International Code flag "A" not less than 1 meter in height. Measures shall be
taken to ensure its all-round visibility.

Rule 27 - ((f) A vessel engaged in mine clearance operations shall in addition to the lights prescribed for
a power-driven vessel in Rule 23 or to the lights or shape prescribed for a vessel at anchor in Rule 30 as
appropriate, exhibit three all-round green lights or three balls. One of these lights or shapes shall be
exhibited near the foremast head and one at each end of the fore yard. These lights or shapes indicate that
it is dangerous for another vessel to approach within 1000 meters of the mine clearance vessel.
(g) Vessels of less than 12 meters in length, except those engaged in diving operations, shall not be
required to exhibit the lights and shapes prescribed in this Rule.
(h) The signals prescribed in this Rule are not signals of vessels in distress and requiring
assistance. Such signals are contained in
Annex IV to these Regulations.
PILOT VESSEL
Rule 29 – Pilot Vessel
(a) A vessel engaged on pilotage duty shall exhibit:
(i) At or near the masthead, two all-round lights in a vertical line, the upper being white and the lower red;
(ii) When underway, in addition, sidelights and a stern light;
(iii) When at anchor, in addition to the lights prescribed in subparagraph (i), the light, lights or shape
prescribed in Rule 30 for vessels at anchor.
(b) A pilot vessel when not engaged on pilotage duty shall exhibit the lights or shapes prescribed for a
similar vessel of her
length.
ANCHOR VESSEL & VESSEL AGROUND

Rule 30 – Anchor vessel
a) A vessel at anchor shall exhibit where it can best be seen:
(i) In the fore part, an all-round white light or one ball;
(ii) At or near the stern and at a lower level than the light prescribed in subparagraph (i), an all-round white
light.
(b) A vessel of less than 50 meters in length may exhibit an all-round white light where it can best be seen
instead of the lights prescribed in paragraph (a) of this Rule.
(c) A vessel at anchor may, and a vessel of 100 meters and more in length shall, also use the available
working or equivalent lights to illuminate her decks.
(d) A vessel aground shall exhibit the lights prescribed in paragraph (a) or (b) of this Rule and in addition,
where they can best be seen:
(i) Two all-round red lights in a vertical line;
(ii) Three balls in a vertical line.
Rule 30 – Anchor vessel and vessel aground

(e) A vessel of less than 7 meters in length, when at anchor, not in or near a narrow channel, fairway or
anchorage, or where other vessels normally navigate, shall not be required to exhibit the lights or shape
prescribed in paragraphs (a) and (b) of this Rule.
(f) A vessel of less than 12 meters in length, when aground, shall not be required to exhibit the lights or
shapes prescribed in subparagraphs (d)(i) and (ii) of this Rule.
SEAPLANE & WING IN GROUND (WIG)

Rule 31 - Where it is impracticable for a sea plane or a WIG craft to exhibit lights and shapes of the
characteristics or in the positions prescribed in the rules of this part she shall exhibit lights and shapes as
closely similar in characteristics and position as possible.
SOUND SIGNALS
IN SIGHT VISUALLY
(maneuvering & warning signals)RULE 34
IN RESTRICTED VISIBILITY
(fog signal) RULE 35
NOTE:
 The signal • •• ••• ••••• maybe supplemented by a corresponding light signal
 Whistle signal – every 2 minutes
 Bell and gong signal – every 1 minute
 12m or more in length – whistle and bell
 100m or more in length – whistle + bell + gong
 Less than 12m in length – any efficient sound signal
MANEUVERING & WARNING SIGNAL

IALA Buoyage System
MANEUVERING & WARNING SIGNAL

 RULE 36 – Signal to attract attention
 if necessary to attract attention of another vessel, any vessel may make light or sound signal
that cannot be mistaken for any signal authorized elsewhere in these Rules, or may direct the
beam of her searchlight in the direction of the danger, in such a way not to embarrass any
vessel.
IALA BUOYAGE SYSTEM

 IALA – International Association of Marine Aids and Light House Authority
 2 Regions:
 Region A – Europe, Australia, New Zealand, Africa, the Gulf and some Asian country.
 Region B – North, Central & South America, Japan, North & South Korea & Philippines.
CARDINAL MARKS, SHAPES & LIGHTS

 The different types of marks used in the pilotage of vessel at sea are easily distinguished by their
color, shape, top marks by day, and the color and rhythm by night.
 TYPES OF MARKS
 Lateral Marks
 Cardinal Marks
 Isolated Danger Marks
 Safe Water Mark
 Special Marks
LATERAL MARKS
 Indicates the edge of the channel
 A channel & indicate the port & starboard sides of the navigation route to be followed into a
waterway such as a harbor, river or estuary from seaward. The vessel should keep port marks
to its left & keep starboard marks to its right.
IALA BUOYAGE SYSTEM

IALA Maritime Buoyage Systems or sea mark systems that are used in the pilotage of vessels at sea:
Lateral marks indicate the edges of a channel. Cardinal marks indicate the direction of safe water at a
dangerous spot. Safe water marks indicate the deep water and open end of a channel.
CARDINAL MARKS
 Indicate the position of a hazard & the direction of safe water
 Indicates the direction of safety as a compass direction relative to the mark
 It is named after the quadrant in which it is placed
 Yellow & black markings and top marks
Can be used to show the following:
 The deepest water on an area on the name side of the mark
 The safe side on which to pass a danger
 Draw attention to a feature in a channel such as bend, junction or end of a shoal
LIGHT CHARACTERISTICS
 Q & VQ refer to the rhythm of a flashing light.
 Q is a quick flashing light & VQ is the symbol for a very quick flashing light.
 Q = Flash frequency is at least 50 or 60 flashes per minute (1.2 or 1 flashes per second)
 VQ = Flash frequency is at least 100 or 120 flashes per minute (0.6 or 0.5 flashes per second)
ISOLATED DANGER MARKS

 Indicate a hazard to shipping such as submerged rock or wreck which has navigable water all
around it.
 It is erected or moored above the hazard.
 The double sphere top mark is an important feature and needs to be visible by day.
 The top marks should be as large as possible with the spheres clearly separated.
SAFE WATER MARKS

 Indicates the end of a channel and deep, safe water ahead
 This mark does not mark a danger
 They are the only mark to have vertical stripes
SPECIAL MARKS
 Sea mark used in maritime pilotage
 Recognizable by its yellow color and X
 Indicates an area or feature such as speed restrictions, recreation zones, mooring buoys or cable
& piping lines including outfall sewerage pipes
EMERGENCY WRECK BUOY

 It provides a clear & ambiguous means of marking new wreck
 This is a temporary response, for the first 24-72hrs
 Blue & yellow vertical stripes
 Blue & yellow flashing lights
REGION A
REGION B
Report the approximate bearing of sound signals, lights and shapes or other objects using degree
or points
000° Dead ahead
045° Stbd bow
RELATIVE
BEARING BY 090° Stbd beam
POINTS
(0º - 180º)
135° Stbd Qtr
180° Dead Astern

BOXING THE COMPASS

32 points of the compass
BOXING THE COMPASS

 The compass card within a compass or the compass rose shown on a map is a circle marked off in
a clockwise direction in 360 equal units (360 degrees)
 North is marked at 0°, east at 90°, south at 180° and west at 270°. These are called the cardinal
points of the compass (cardinal meaning of first importance, fundamental)
 Midway between the cardinal points are the intercardinal points; being northeast at 45°, southeast
at 135°, southwest at 225° and northwest at 315°
 These may again be divided giving another eight points such as north-northeast and north-
northwest

3
TOPIC8
HELM ORDERS
STEERING GEAR SYSTEM

 All ships to be provided with main and auxiliary steering gear, independent from each other.
 capable of steering the ship at maximum ahead speed.
MAIN STEERING GEAR

 Capable of putting rudder over from 35° one side to 35° other side at its deepest draft and
maximum ahead service speed
 35° on either side to 30° on other side in 28 seconds
AUXILIARY STEERING GEAR

 Capable of putting the rudder 15° one side to 15° the other side in 60 seconds
 Capable of steering at a navigable speed
 Steering gear control from Navigation Bridge and locally.
 Regain steering of not more than 45 seconds after the loss of one power system.
Emergency Power Supply

 The steering gear system is to be provided with additional power unit (hydraulic pump etc.)
connected to the emergency power supply from Emergency Generator
STANDARD MARINE COMMUNICATION PHRASES (SMCP)

 To standardize the language used in communication for navigation at sea,
in port approaches, in waterways, harbors and on board vessels with
multilingual crew
Apply the Helm Order & Steering Procedure
HELM ORDERS
 STANDARD WHEEL ORDERS
 Should be repeated by the helmsman and the officer of the watch should ensure that they
are carried out correctly and immediately
 Orders should be held until countermanded
 Helmsman should report immediately if the vessel does not answer the wheel
COMMANDS
ACKNOWLEDGEMENT CONFIRMATION
ELEMENTS OF
MANUAL STEERING
REPORTING EXECUTION
EXAMPLE:
COMMAND
• Midship
REPEAT
• Midship
EXECUTE
• Put the Rudder to Midship
REPORT
• Rudder Midship
ACKNOWLEDGED
• Thank you
PORT 1O°
STARBOARD 1O°
CONTINUATION
 Keep the buoy/mark/beacon on post/starboard. Report to the master or officer when the ship does
not respond
 Finished with the wheel – ordered after the maneuver given by the master
REMINDERS FOR HELMSMAN

 Before handling the steering wheel the helmsman must give extra effort of familiarizing with the
operation of the steering system particularly the changing over from manual to automatic as well as
emergency steering
 Gives and answer back and repeat the same after checking the rudder angle indicator
 Helm order is inaudible or could not be heard, ask the ordered to repeat the order or command
 Try to obtain and make use of fix and conspicuous objects and targets to be used as reference or
guide to the helmsman in maintaining the course or to determine the rate of turn during maneuvers
 Never use large rudder angles for small course alterations
 To have presence of mind while at the wheel specially when in congested area
 Always check on the rudder angle indicator if it is functioning properly and if the vessel is
responding to the executed orders
 The helmsman shall not considered to be the look-out while steering, except in small ships where
an obstructed all around view is
 Is provided at the steering position and there is no impediment to the keeping of a proper look out
TOPIC 9
THE USE OF GYRO & MAGNETIC COMPASS
MAGNETIC COMPASS
GYRO COMPASS
Parts:
1. Master compass
2. Control cabinet
3. Transmission unit
4. Power adapter
5. Repeater
MAGNETIC COMPASS
ADVANTAGES
 Cheap, self-contained, simple, not easily damaged
 Does not need power source to operate
 Heading display is analog
 Can be compensated for magnetic deviation by the use of adjusting magnets
DISADVANTAGES
 Magnetic north is not fixed so compass requires regular adjustment.
 Must be corrected for magnetic variation
 Compass must be located at the steering station for reading by the helmsman.
GYRO COMPASS
ADVANTAGES
 Acquire bearing data even when there exist a magnetic deviation.
 Can be located remotely or at the steering station.
 Can feed heading readings to one or more remote readouts.
DISADVANTAGE
 Loses orientation as earth rotates unless torque is applied to opposite direction.
 Far more expensive to install than magnetic compass.
 Repair requires expensive, sometimes not locally available professional help.
MAGNETIC COMPASS
 Device for determining horizontal direction affected
by magnetic field of the earth points to the earth’s
magnetic north required on ships of 150 grt or more
GYRO COMPASS
 Always points to the true geographic north. Electro-
mechanical device containing fast spinning
gyroscope
 Unaffected by earth’s magnetism and that of the
Ship
GYRO COMPASS
 Used for finding the right direction
 Not hampered by an external magnetic field
 Used to find the correct North Position, which is also the earth’s rotational axis to provide a stable
directional source
 A modern gyrocompass unit consists of a master unit, a control cabinet, a power supply unit a
speed unit, and auxiliary electrical transmission and alarm units. The compass card has
illumination facility and its brightness is adjustable
Gyrocompass has the following advantages over the magnetic compass

 It seeks the true north instead of the magnetic north.
 It can be used near the earth’s magnetic poles, where the magnetic compass is useless.
 It is not being influenced by surrounding magnetic or electric materials which might influence the
readings of the magnetic compass.
 Its information can be fed electronically into automatic steering unit or autopilot.
 It also indicates the ship’s rolling and pitching data needed for instruments used for celestial
navigation.
 Corrections like variation and deviation need not be applied in the readings of gyrocompass and
the readings are very accurate
Gyro Compass Limitations
 It requires a constant source of electrical power. In case of any interruption in its operation for any
length of time, nearly four hours may be required for it to settle back into reliable operation.
 It requires intelligent care, attention and maintenance
 The accuracy decrease when latitudes above 75o
Gyro compass
 A Gyro compass is a form of gyroscope, used
widely on ships employing an electrically
powered, fast-spinning gyroscope wheel and
frictional forces among other factors utilizing the
basic physical laws, influences of gravity and
the Earth’s rotation to find the true north.

4
TOPIC 10
CHANGE-OVER PROCEDURES
AUTOMATIC PILOT STEERING

 Mechanical, electrical or hydraulic system which can maintain a vessel on a predetermined (set)
course without the need for human intervention.
 Steering gear is switch over to the automatic position when ordered by the Master to the Officer of
the Watch when the vessel starts ocean transit or sails away from the coast
HAND /MANUAL STEERING

 Changing the angle of the rudder manually (helmsman) to change the direction of ship
 Follow-Up Helm – used to position the rudder at desired angle

 Non-Follow Up – with three distinct control position (center, left & right); tends to return to center
when not holding the lever
 Required when the vessel enters or leaves a port, or navigates in narrow channel or congested
areas or in restricted visibility
Heading Repeater
Follow Up Wheel Unit Auto Pilot

Override
Switch Non Follow Up Lever Unit
Steering System Selector Steering Mode Selector Switch
Steering Alarm Panel

CHANGE-OVER PROCEDURE
 Simple operating instructions with a block diagram showing the change-over procedures for remote
steering gear control systems and steering gear power units shall be permanently displayed on the
navigation bridge and in the steering compartment
EMERGENCY STEERING
 Steering control on the navigation bridge fails to operate, steering is still possible by operating the
trick wheel in the steering engine compartment
 Procedure & diagram should be displayed in steering gear room & bridge
 Hydraulic motor is given a supply from the emergency generator directly through emergency switch
board (SOLAS regulation)
 Ensure a clear communication for emergency operation via VHF or ships telephone system
 Switch off the power supply of the telemotor (bridge)
 Use the steering motor which emergency power is supplied
 Remove the safety pin at the manual operation helms wheel
 A helms wheel is provided - wheel can be turned clockwise or anti clockwise for going port or stbd
 Use sound power telephone (during power failure) to receive orders from the bridge for the rudder
angle
OFF COURSE ALARM

 Activates if there is a difference in the set course & the actual heading of the vessel
 Manually set the required amount of degrees
 Always check the setting & test regularly
OTHER STEERING ALARMS
 Power failure alarm
• will sound in the event of auto pilot failure or when there is reduction in the power supply
 Sensor alarm
• if any of the sensors in the auto pilot system fails to respond
 Heading monitor alarm
• tracks the current heading source (if required to carry two independent compasses)
SOLAS REGULATION 26
 Steering Gear: Testing and Drills
 Requirements for testing steering gear prior to departure.
 Requirements for instructions.
 Officers' competence in steering gear operation / maintenance.
 Requirements for testing emergency steering gear drills.
 Reduced requirements for ships on short voyages.
 Recording of tests and drills.

5
TOPIC 11
EMERGENCY DUTIES & ALARM SIGNALS
TYPES OF EMERGENCIES
 Fire
 Collision/Gas explosion
 Flooding
 Stranding/grounding/foundering
 Main engine break down
 Unforeseen mishap such as an accident
 Man over board
 Oil spillage
 Abandon ship
 Search and rescue
 Piracy
 Heavy weather damage
 Emergency assistance to other ship
MUSTER LIST
 Muster List is a list of the functions each member of a ship crew is required to perform in case of
emergency
 Defined in the Chapter III - Part A of the SOLAS Convention Part A of the SOLAS Convention
SOLAS Chapter III, Reg. 8 & 37
 A list which is displayed in prominent areas of the vessel so that every crew member onboard can
read it on a go
 Muster list must be posted before the vessel begins its voyage
MUSTER LIST
General Alarm
 7 short and one long blast
Fire Alarm
 Continuous ringing of bell
MAKE YOUR OWN MUSTER LIST

 Fire drill
 Man overboard
 Abandon ship
 Oil spill
Different Survival Crafts Onboard
Liferaft
LIFERAFT SOLAS REQUIREMENTS
 Annual servicing to be done by specialist
 Capable to withstand more
than 30 days sea exposure
 Hydrostatic must be fitted
for auto inflation
 Container must be buoyant
 Shall withstand repeated jumps from a height of 15ft
 A painter/rope line must be provided
 Line must not be less than 50 feet
 High visibility canopy with sufficient headroom
 Rain water collecting arrangement
 One observation port
 Entrance quick closing/opening type
 Min. 2 buoyant compartments to carry at least 220
liters
 Floor must be water proof
 Minimum one boarding ladder
 Survival pack as per SOLAS
 Manually operated lights
 Raft must be easy to right in case it has been toppled
LIFERAFT
Minimum capacity
 6 or more but not more than 50 persons
Total mass of liferaft - 185kg
LIFERAFT FLOAT-FREE ARRANGEMENT
 If a weak link is used:
• It shall not be broken by force required to pull the painter from the life raft container.
• Be of sufficient strength
• Break under the strain of 2.2 +/- 0.4 kn.
 If hydrostatic release unit is used it should be approved type
LIFERAFT MARKINGS
 In English
 Must be on a plate or label sufficiently to withstand continuous exposure to environmental
conditions
 Manufacturer’s model identification
 Maximum capacity
DAVIT LAUNCH LIFERAFT
Rescue Boat & Fast Rescue Boat

RESCUE BOAT
 Rigid or inflatable
 Not less than 3.8m & not more than 8.5m length
 Speed at least 6 knots for a period of 4 hours
 Full complement speed of 2 knots
FAST RESCUE BOAT

 Rigid or inflated
 Carrying capacity at least 5 persons
 Not less than 6m & not more than 8.5m length
 Speed at least 20knots for a period of 4 hours 3 crew onboard
 Full complement & equipment with a speed of at least 8 knots
 Initial actions to be taken in the event of any emergency, regardless of the nature or extent of the
preceding incident. Subsequent responses, which, in contrast, depend upon variables such as the
ship type, the nature of the cargo being carried, and the category and magnitude of the emergency
at hand.
What are the 5 emergency actions?

TOPIC 12
PYROTECHNIC, DISTRESS SIGNALS, SATELLITE EPIRB & SART
PYROTECHNICS
 As per Annex 4 of COLREGs
 Provided onboard ships to grab the attention/inform ships within range so as to seek help and
assistance of the vessels for rescue
 Visual method of sending SOS signals
Bridge
 Hand Flares (06 nos)
 Rocket Parachute Flares (12 nos)
 Buoyant smoke signal (02 nos; 01 on each side, port, and starboard)
 Line throwing appliance (at least 01 no)
Lifeboat (each)
 Hand Flares (06 nos)
 Rocket Parachute Flares (04 nos)
 Buoyant smoke signal (02 nos)
DISTRESS SIGNALS
- Radio
- Code flags
- Sound signal
- Flares
- Flashlights
- Arm signal
TOPIC 13
AVOIDANCE OF FALSE DISTRESS ALERTS and Action to be Taken in Event of Accidental
Activation
FALSE ALERT DISTRESS

VHF
 Switch off the transmitter immediately
 Switch equipment on and set to channel 16
 Make broadcast to “all stations” giving the ship’s name,
call sign and DSC number, and cancel the false distress
alert
VHF example:
 All stations, all stations, all stations
 This is MT Kenshin, call sign LAGC6
 DSC number, position
 Cancel my alert of 18 May 2015, 1432H
 Capt. Niriko Himura, call sign LAGC6
 DSC number, date, time UTC
MF
 Switch off equipment immediately
 Switch equipment on and tune for radiotelephony
transmission on 2,182khz
 Make broadcast to “all stations” giving the ship’s
name, call sign and DSC number, and cancel the
false distress alert
INMARSAT C
 Notify the appropriate RCC to cancel the alert by sending a distress priority message via the same
CES through which the false distress alert was sent.
INMARSAT C example:
 MT Kenshin, LAGC6, IMO – 4457825,
 Lat 45º 42.5ºN Long 004º 21.4ºE,
 Cancel my Inmarsat-C distress
 Alert of 20 May 2015, 1458H UTC
 Capt. Nikita Himura
EPIRB
 The ship should contact the nearest coast station or an appropriate
coast earth station or RCC and cancel the distress alert.

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RATINGS FORMING

COMPASS Training Center Inc.

RATINGS FORMING PART OF

SPECIFICATIONS OF MINIMUM STANDARD OF COMPETENCE FOR RATINGS FORMING PART OF

Functions: Navigation at the Support Level

STCW MANILA AMENDMENTS

Shipboard Terms and Definitions

Bridge Team Composition

Pilot Officer of the Watch

Lookout Extra Officer on the

RUDDER ANGLE INDICATOR

RATE OF TURN INDICATOR

DAY TIME SIGNALLING SHAPE

Requirements in discharging machinery space bilges:

Requirements from the cargo area of an oil tanker:

ANNEX II NOXIOUS LIQUID SUBSTANCE

CATEGORY X CATEGORY Y CATEGORY Z CATEGORY OS

ANNEX III CHEMICAL CARRIED IN PACKAGE FORM

ANNEX IV: SEWAGE

ANNEX VI: AIR POLLUTION

GARBAGE MANAGEMENT PLAN

Operational Cargo Animal

 Domestic waste – prohibited to be discharged at sea.

 Cooking oil - prohibited to be discharged at sea.

 Incinerator ashes - prohibited to be discharged at sea

 Operational waste – prohibited to be discharged at sea

 Animal carcasses – Discharge of such waste permitted at sea under specific

 Fishing gear – Prohibited to be discharge at sea.

GARBAGE MANAGEMENT PLAN

MARPOL SPECIAL AREAS

UNDERSTANDING VARIOUS CASES

 Hand-held radios - carries portable VHF and UHF marine radios

CHANNEL 6 CHANNEL 15 CHANNEL 16 CHANNEL 17

1. Assist with analyzing of movement of different vessels

3. Take and correct course data

4. Determine vessel’s positions

6. Assist with collection and documentation of weather data

7. Take tidal data from nautical publications

Handing over of watch

Status of Ships in vicinity

Monitoring ships movement

Familiarity with emergency procedures

RATINGS FORMING PART OF

RELIEF, MAINTENANCE, & HAND OVER OF THE WATCH

Navigation watch is usually divided into 4-hour periods

BRIDGE WATCH LEVELS

RELIEF & HANDOVER OF A WATCH

REQUIRED FOR CHANGING WATCH

Colreg Rule 5 : Look-out

VERBAL LOOKOUT REPORT

WHAT & HOW TO REPORT

 The proper positioning of lookouts & knowing their duties

 Appropriate clothing during cold weather

 Correct & prompt reporting in all conditions

 Look-out’s timely report for OO W appreciation of developing situation

 Improper look out….

Lights, shapes and sound signals by different types of vessels

POWER DRIVEN VESSEL

TOWING & PUSHING

CONSTRAINED BY HER DRAFT

NOT UNDER COMMAND

RESTRICTED IN HER ABILITY TO MANEUVER

RESTRICTED IN HER ABILITY TO MANEUVER

RESTRICTED IN HER ABILITY TO MANEUVER