Periodic Checks of Navigational Equipment.

2.5.1 The Officer of the Watch should make regular checks to ensure that:

(a) the helmsman or the automatic pilot is steering the correct course;

(b) the standard compass error is established at least once a watch

and, when possible, after any major alteration of course;

(c) the standard and gyro compasses are compared frequently and

repeaters synchronised;

(d) the automatic pilot is tested in the manual position at least once a watch;

(e) the navigation and signal lights and other navigational equipment are functioning properly.

2.6 Helmsman/Automatic Pilot

2.6.1 Officers of the Watch should bear in mind the need to station the helms-man and change over the steering to manual control in good time to allow any potentially hazardous situation to be dealt with in a safe manner. With a vessel under automatic steering it is highly dangerous to allow a situation to develop to the point where the Officer of the Watch is without assistance and has to break the continuity of the lookout in order to take emergency action. The change-over from automatic to manual steering and vice versa should be made by, or under the supervision, of a responsible officer.

2.7 Navigation in Coastal Waters.

2.7.1 The largest scale chart on board, suitable for the area and corrected with the latest available information, should be used. The Officer of the Watch should identify positively all relevant navigation marks. Fixes should be taken at intervals whose frequency must depend upon factors such as distance from nearest hazard, speed of ship, set experienced, etc. In cases such as a planned approach to an anchor berth or harbour entrance, fixing may be virtually continuous. Whenever circumstances allow, fixes should be checked using another fixing method.

2.8 Restricted Visibility (see Routine Bridge Check List No. 11 I.

2.8.1 When restricted visibility is encountered or suspected, the first responsi­bility of the Officer of the Watch is to comply with the 1972 Inter-national Regulations for Preventing Collisions at Sea, with particular regard to the sounding of fog signals, use of safe speed and availability of engines for immediate manoeuvre. In addition, he should:

(a) inform the Master;

post lookout(s), helmsman and, in congested waters, revert to hand steering immediately;

(c) exhibit navigation lights;

(d) operate and use the radar.

All the above action should, if possible, be taken in good time before visibility deteriorates.

2.9 Calling the Master

2.9.l The Officer of the Watch should notify the Master innnediately under the following circumstances:

(a) if visibility is deteriorating;

(b) if the movements of other vessels are causing concern;

(c) if difficulty is experienced in maintaining course;

(d) on failure to sight land or a navigation mark or to obtain soundings by the expected time;

(e) if either land or a navigation mark is sighted or a marked change in soundings occurs unexpectedly;

(f) on the breakdown of the engines, steering gear or any essential navigational equipment;

(g) if in any doubt about the possibility of weather damage;

(h) in any other situation in which he is in any doubt.

Despite the requirement to notify the Master immediately in the foregoing circumstances, the Officer of the Watch should not hesitate to take immediate action for the safety of the ship, where circumstances so require.

2.10 Navigation with Pilot Embarked (see Routine Bridge Check List No. 5 and "Suggested Master/ Pilot Information Exchange^" from at Annex 2)

2.10.1 The presence of a pilot does not relieve the Officer of the Watch from his duties and obligations. He should co-operate closely with the pilot and maintain an accurate check on the vessel^'s position and movements. Alterations of course and/or changes in wheel and/or engine orders should he transmitted through the Officer of the Watch. If he is in any doubt as to the pilot's actions or intensions, the Officer of the Watch should seek clarification from the pilot and, if still in doubt, notify the Master im­mediately and take whatever action is necessary before the Master arrives.

2.11 The Watchkeeping Personnel

2.11.1 The Officer of the Watch should give the watchkeeping personnel all appropriate instructions and information which will ensure the keeping of a safe watch, including a proper lookout.

2.12 Search and Rescue (see Emergency Bridge Check List No. 11)

2.12.1 The Master of a ship at sea, on receiving a signal that a ship, or aircraft, or survival craft is in distress is bound, if reasonable and practicable, to "proceed with all speed to the assistance of the persons in distress^". (SOLAS 1974 Chapter V, Regulation 10).

2.13 Helicopter Operations

2.13.1 Masters and Officers of the Watch of vessels likely to be engaged in helicopter transfer are recommended to make themselves familiar with the ICS Guide to Helicopter/Ship Operations.

2.14 Log Books

2.14.1 A proper record of the movements and activities of the vessel should be kept during the watch. Instruction for completion should be strictly observed.

2.15 Routine and Emergency Check Lists

2.15.1 The Officer of the Watch should be fully conversant with procedures summarised in Part 2 of this Guide, some of which have been referred to in Part 1. Whether the action taken under the various headings is ^"Routine" or ^"Emergency", the appropriate "Check List" should be consulted, when time permits, to ensure that all necessary actions are taken.

2.16 Ship at Anchor (see Routine Bridge Check List No. 10).

2.16.1 If the Master considers it necessary, a continuous navigational watch should be maintained. In such circumstances, the Officer of the Watch should: -‑

(a) determine and plot the ship's position on the appropriate chart as soon as practicable and, at sufficiently frequent intervals, check, by taking bearings or fixed navigational marks or readily identifi­able shore objects, whether the anchor is holding;

(b) ensure that an efficient lookout is maintained;

(c) ensure that an inspection of the vessel is made periodically;

(d) observe weather, tidal and sea conditions;

(e) notify the Master and undertake all necessary measures if the vessel drags;

(f) ensure that the state of readiness of the main engines and other

machinery is in accordance with the Master's instructions;

(g) notify the Master if visibility deteriorates and comply with the

1972 International Regulations for Preventing Collisions at Sea;

(h) ensure that the vessel exhibits the appropriate lights and shapes

and that appropriate sound signals are made at all times.

2.17 Ship's Draught

2.17.1 The Master should ensure that the draught of the ship is readily available to the Officer of the Watch throughout the voyage. It should be displayed in the wheelhouse and adjusted as necessary to take account of changes which occur as the voyage progresses.

3. OPERATION AND MAINTENANCE OF NAVIGATIONAL EQUIPMENT

3.1 General

3.1.1 The importance of complete familiarisation by watchkeeping officers with all navigational and safety equipment is stressed. Navigational equipment should be checked by the Officer of the Watch to ensure that it is fully operational. Defects should be recorded and brought to the attention of the Master. It is of prime importance that Navigating Officers acquaint themselves with the contents of operating manuals for equipment installed, particularly with regard to the setting up of controls, their operation and procedure to be followed in the event of a fault developing.

3.1.2 The Master should ensure that regular maintenance of all navigational equipment is carried out in accordance with manufacturers^' instruction manuals. The upkeep and maintenance of individual items of navigational equipment should be the responsibility of one officer who should be, if possible, suitably experienced.

3.2 Radars

3.2.1 The Master should ensure that the radar is available for use by the Officer of the Watch:

(a) as an aid to fixing position;

(b) as an aid to assessing risk of collisions;

(c) for practice purposes.

3.2.2 Whenever possible, the radar should be switched on in sufficient time before it is required to establish that is operating correctly. After switch­ing on, the radar should be adjusted to obtain optimum performance. The performance monitor signal, where available, should be checked frequently. A check should also be made on the alignment of the heading marker. Where vessels are fitted with two or more radars, which may be interswitched, it is essential that range scales are verified when using each display.

3.2.3 When restricted visibility is expected or encountered, plotting of radar echoes should commence in ample time. A prompt reduction of speed can allow more time for plotting. The necessary high standard of proficiency in the use of radar is reduced visibility will not be achieved unless regular anti-collision and plotting practice is carried out. The Master should ensure that all Navigating Officers practise radar plotting regularly in clear weather, particularly before approaching coastal waters after a long ocean voyage.

3.3 Automatic Pilot

3.3.1 The automatic pilot should only be used when safe and practicable.

3.3.2 All methods of change-over between alternative means of steering should be displayed prominently on the bridge, demonstrated and exercised.

3.3.3 The off-course alarm, when fitted, should be adjusted depending on weather conditions. The alarm should be in use at all times when under automatic steering. If it becomes unserviceable, consideration should be given to changing to hand steering. The use of an alarm does not in any way relieve the Officer of the Watch from checking the course being steered.

3.4 Gyro and Magnetic Compasses

3.4.1 It is preferable to leave the gyro compass running continuously. Should it have been stopped for any reason, it should be started and, later, checked to ensure it has ^`settled^' and is reading correctly in sufficient time before use.

3.4.2 Latitude and speed corrections should be applied to the gyro compass, as appropriate. Repeaters should by synchronised with the gyro at least once in a watch. The gyro alarm should be checked daily. As a safeguard against the gyro and gyro repeaters wandering, frequent checks should be made between the magnetic and gyro compasses. Compass errors should he ascertained each watch, if practicable, either by azimuth or transit bear­ing.

3.4.3 All liquid magnetic compasses should be checked weekly for air bubbles. They should be covered at all times when not in use.

3.4.4 Where fitted as a standby system, magnetic compass control of the auto­matic pilot should be tested and exercised weekly in clear weather.

3.5 Chronometers

3.5.1 Chronometers should be wound daily at the same time and checked with a radio time signal. The chronometer error should be recorded on the ship^'s chronometer rate card and the Master informed of any unusual change in rate. Where battery-driven chronometers are fitted, batteries should be changed at the correct intervals.

Echo Sounders

3.6.1 The echo sounder should be used, both when making a landfall and in coastal waters, and particularly in areas where chartered depths must be treated with caution.

3.6.2 When approaching soundings, the echo sounder should be switched on in ample time, ensuring that a zero mark is being recorded. It should be operated on all ranges and scales regularly until a sounding is obtained. Care should be taken where units of soundings on the echo sounder are different from those of the chart in use.

3.6.3 The time of crossing the more important depth contours should be recorded in the deck log, with distance recorder reading.

3.7 Speed/Distance Recorders

3.7.1 The speed/distance recorder should be operated as soon as it is safe to do so.

Readings of distance through the water should be entered in the deck log at the end of each watch, at times of establishing positions (where these are recorded in the deck log) and when course or speed are altered. Readings should be entered on the chart with any position.

3.8 Electronic Position Fixing Aids

3.8.1 Electronic position fixing aids should be employed in conjunction with other available aids to navigation. The Officer of the Watch should be thoroughly familiar with their use, and limitations, including the application of corrections to read-outs.

3.8.2 The operational handbook for the aid and current navigational warnings should be consulted, to ensure that proper corrections are applied.

3.8.3 When entering the area of coverage of a particular aid, the equipment should be set up in accordance with the operating instructions and there-after monitored to ensure that the equipment is operating correctly. Positions should he checked periodically using other fixing methods to ensure accurate positional information is available when needed. Positions obtained when navigating in areas on the limit of coverage of the aid, and where lattice lines are close together and/or at acute angles of inter-section, should be treated with caution.

3.9 Direction Finders

3.9.1 The calibration table and curves should be verified by frequent observations. A routine check calibration should be carried out whenever possible, and recorded at intervals of not more than 12 months and whenever a change to ship's structure and/or rigging is likely to affect the accuracy of DF bearings.

Hydrographic Publications

3.10.1 One officer should be responsible for keeping charts up-to-date from the latest available Notices to Mariners. The same procedure should apply to other navigational publications. A record should be kept of all navigational warnings, together with details of cleared routes and areas still dangerous to shipping from mines or other causes.

3.10.2 As a general rule, only one chart should be in use at any one time. Particular consideration should be given to the use of charts produced and issued by local national hydrographic services where there are clear advantages. Every care should be taken when working with charts of different scales and different sounding units.

3.11 Emergency Navigation Lights and Signal Equipment

3.11.1 The Officer of the Watch is responsible for ensuring that emergency navigation lights and signalling equipment are in working order and ready for immediate use.

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