leqcia 2.pptx

სასწავლო კურსი: სანავიგაციო ხიდურის რესურსების მართვა
კურსის ხელმძღვანელი: შორეული ნაოსნობის კაპიტანი, პროფესორი ირაკლი შარაბიძე
კაპიტნის მესამე თანაშემწე გიორგი მამულაძე ბათუმი
ლექცია 2.
ლექციის თემა: სავახტო თანაშემწის უფლება-მოვალეობები
ლიტერატურა
ძირითადი ლიტერატურა:
Bridge Procedure Guide
დამატებითი ლიტერატურა:
ინტერნეტ-მასალები

New personnel and familiarization
- There are obligations under the ISM Code
and the STCW Convention for ship's
personnel who are new to a particular ship
to receive ship specific familiarization in
safety matters
-An officer must be responsible for the
bridge equipment and for one-to-one
training of new personnel, in a common
language, ideally supported by checklists

New personnel and familiarization
- This responsibility specifically includes
navigational aids as fitted, including but
not limited to ECDIS, ECS, ARPA, AIS, Radar
and Echo Sounder. Self-teaching manuals,
videos or computer based training
programs are examples of other training
methods that could be used on board
ship.

Ss

Use of English
- The STCW Code requires the OOW to have
knowledge of written and spoken English
that is adequate to understand charts,
nautical publications, meteorological
information and messages concerning the
ship's safety and operations
-Communications within the bridge team
need to be understood. Communications
between multilingual team members, and in
particular with ratings, should either be in a
language that is common to all relevant
bridge team members or in English.

- When a pilot is on board, the same rule
should apply. Further, when a pilot is
communicating to parties external to the
ship, such as tugs, the ship should request
that the pilot always communicates in
English or a language that can be
understood on the bridge. Alternatively, the
pilot should be asked to explain his
communications to the bridge team, so that
the ship is aware of the pilot's intentions at
all times. (See SOLAS Chapter V Regulation
14.4.)

Master's standing orders
The standing orders are a set of guidelines to
ensure safe ship navigation and operations whether
at sea or at port
-Each Master shall issue ship-specific Standing
Orders as an addition to the company’s
instructions and procedures.
-The standing orders shall be read and signed by
each Navigation Officer prior to commencing
the first watch on the vessel.
-Standing orders are to be followed at all times
by the officer on duty

• The first and foremost duty of the OOW is the
keeping of a GOOD LOOKOUT, using all available
means visual, audible and electronic.
• The International Regulation for Preventing
Collision at Sea are to be strictly observed. Do
not hesitate to use the whistle or engine in
obeying these Regulations
• If you are in doubt as to another vessel’s intention, or if
the bearing of any vessel on the port side is steady, call
the Master, preferably when the range still exceeds five
miles.

• In no circumstances leave the bridge until
properly relieved
• Only one chart at time is to be on the chart
table, this being the largest scale available
for the area being navigated. Time spent in
the chartroom is to be limited to essential
navigational duties.

• In reduced visibility immediately comply with
international regulations
- Do not hesitate to use the whistle or slow down if
necessary
- operate VHF on channel 16, and inform the Master
and Chief Engineer
Deterioration of visibility
 Reduced visibility = 5 nm or less
 Restricted visibility = 3 nm or less
 Dangerous visibility = 1 nm or less

When any condition (1, 2 or 3) of restricted visibility is
suspected ahead or close to the vessel on either side:
• Inform Master beforehand
• Call additional look-out person
• Inform engine regarding possibility of reducing the speed
• The second radar must be switched on (if not done
before)
• Ensure manual steering
• The appropriate sound signal must be switched on (if
visibility less than 2 nm)
At any cases above, checklist “Navigation in restricted
visibility” should be completed in due time.

NAVIGATION IN RESTRICTED VISIBILITY CHECKLIST

SAFETY AND SECURITY ROUNDS OF THE VESSEL
• To ensure that effective Safety, Security and Fire
rounds are conducted whilst the ship is at sea, at
anchor and alongside. Security rounds are fully
covered in the Ship Security Plan and the
Company Manuals.
• At sea every four hours round should be done by
off-signed Watch Officer after completion of
watch.
• At the end of every round the result should be
reported to the bridge and recorded in DLB.

OOW shall immediately call the Master in following
circumstances:
• When visibility deteriorates below the limit
started in the master's standing orders;
• When in doubt regarding the intentions of other
vessel;
• If having the slightest doubt of the vessel's true
position;
• At the breakdown of the engines, steering gear
or any essential navigational equipment;
• If difficulty is experienced in maintaining course
• In heavy weather, if any doubt about the
possibility of heavy weather damages;

OOW shall immediately call the Master in following
circumstances:
• On the failure to sight land, a navigation mark
or to obtain soundings by the expected time;
• If, unexpectedly, land or navigation mark is
sighted or change in soundings occurs;
• If the ship meets any hazard to navigation such
as ice or derelicts;
• If in any emergency situation in which he in
doubt.
OOW should feel free to call the Master and
should do this without any hesitation, call me at
any time you need

• AT ANCHORAGE. Use any or all of the
navigational aids to monitor the vessel’s position
and the relative positions of other ships.
• Shore transit bearings are to be used whenever
possible as the quickest means of detecting a
dragging anchor
• At he first signs of deteriorating weather the
main engine is put on immediate notice and the
Master and BOSUN are called.
• IN PORT. For the whole period of his watch the
OOW is responsible for the safety of the ship and
the correct stowage and operation of cargo work,

Master’s Night Orders
The night orders are a supplement to
the standing orders that come into force as
the Master proceeds to take rest during the
night.
- The Master writes the night orders every
night, with specific regard pertaining to
the existing state of the weather, sea and
traffic.
- These are generally handwritten and
again, duly signed by every OOW

DUTIES OF THE OFFICER OF THE
WATCH (OOW)
• In order to maintain a safe navigational watch,
the primary duties of the OOW will involve
watchkeeping, navigation and GMDSS radio
watchkeeping.
• The watchkeeping duties of the OOW include
maintaining a look-out and general surveillance
of the ship, collision avoidance in compliance
with the COLREGS, recording bridge activities,
and making periodic checks on the navigational
equipment in use.

• The navigational duties of the OOW are based
upon the need to execute the passage plan safely
and monitor the progress of the ship against that
plan.
• Radiocommunications -During distress
incidents, one of the GMDSS qualified personnel
should be designated to have primary
responsibility for radiocommunications. On
passenger ships, that person can have no
other duties during a distress situation.

• Controlling the speed and direction of the
shi - The OOW will need to be conversant
with the means and best practices of
controlling the speed and direction of the
ship, handling characteristics and stopping
distances. The OOW should not hesitate to
use helm, engines or sound signaling
apparatus at any time.

Sole look-out
STCW permits the OOW to be the sole look-out
during daylight hours only subject to certain
conditions.
• situation has been assessed and it is safe to do
so
• Full account has been taken of all relevant factors
such as weather, visibility, traffic density,
proximity of navigational hazards and attention
required when navigating in the proximity of
traffic separation schemes.

• While steering, a helmsman should not be
considered to be the look-out, except in
small ships with an unobstructed all-
round view at the steering position.
• During the hours of darkness, it is
essential that the wheelhouse environment
and shipboard procedures support the
maintenance of adequate night vision for
watchkeepers and look-outs.

Watchkeeping and the COLREGS
• The OOW must always comply with the COLREGS.
Compliance not only concerns the conduct of
vessels under the steering and sailing rules, but
also displaying the correct lights and shapes and
making the correct sound and light signals.
• In general, early and positive action should
always be taken when avoiding collisions and,
once action has been taken, the OOW should
always check to make sure that the action taken
is having the desired effect.
• VHF radio should not be used for collision
avoidance purposes.

The OOW should undertake daily tests and checks on the
bridge equipment, including the following:
• manual steering should be tested at least once a watch
when the automatic pilot is in use.
• gyro and magnetic compass errors should be checked
and recorded at least once a watch, where possible, and
after any major course alteration;
• compass repeaters should be synchronized regularly,
including repeaters mounted off the bridge, such as in
the engine control room and at the emergency steering
position.

CONTROLLING THE SPEED AND DIRECTION OF THE SHIP
• In order not to jeopardize the safety of the ship, the OOW
should not hesitate to use the engines
to change speed on passage if the situation so requires.
• timely notice of intended changes to engine speed should
be given to the engine room
• In compliance with the COLREGS, ships should at all times
proceed at a safe speed.
• In restricted visibility, safe speed may require a reduction
in service speed to reduce the stopping distance of the
ship.

• In areas of high traffic density, in conditions of restricted
visibility and in all other potentially hazardous situations,
a helmsman should be available on the bridge, ready at
all times to take over steering control immediately.

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