Bridge navigational watch is one of the most significant ship-board operations for deck officers. When the ship is at sea, the bridge or the wheel house is the only workplace which is manned at all times.

As the navigating officers have to keep bridge watches round the clock, the practice of taking over of the watch by a relieving Officer of watch (OWW) from the present officer-of-watch is followed everyday.This short span of time, of taking over the watch is indeed a critical period, as the new OOW has to be aware of a lot of momentous information.

Here are some brief notes on the eight most important factors which need to be checked and reassured along with some good practices to be followed while taking over a bridge watch.

1. Ship’s Position – Speed – Course

The most important factor or the first thing to be checked after coming upon the bridge is the position and speed of the ship. Once you are satisfied with the position of the ship on the chart, it is a good practice to browse through the chart and the course to be followed till the end of your watch. Check for waypoints of course alterations, any reporting points, traffic separation schemes, shallow patches, or any dangers to navigation along the intended track marked on the chart.

Compare the course on the chart with the course in the passage plan.

Make yourself aware of the Engine RPM, Speed, Log speed, Course made good, Course steered. Any doubt or uncertainties are to be checked with the OOW.

 2. Traffic Density

Now that you are satisfied with the position and course of the ship, without wasting time look outside the bridge to get a clear view of the horizon and check the number of vessels around. It is advised to take a walk all the way to both the bridge wings to get a view of the stern of the ship, as it is likely to be omitted. Once you have visually ascertained the situation outside, glance at the Radar screen for the targets around and for more information provided by the Automatic Radar Plotting Aids (ARPA). It is recommended to switch to higher range scales for early detection of the aspect of vessels coming down (if any).

If your ship is already in a situation such as overtaking, close-quarter, or a crossing situation, DO NOT take over the watch until the situation is over and the vessel is past and quite clear. 

3. Weather Conditions and Night Vision

The next important factor to check is the weather condition. Make sure you are aware of  a) Wind speed and direction and b) the set and drift of current, as these play an important role in the charting a good course. With the available information, try to foresee if restricted visibility or precipitation is expected during your watch.

During hours of darkness/restricted visibility, it is of utmost importance to be fully adjusted to the low lights, as it helps in the purpose of an effective look-out. Keep in mind that, it takes around 15 minutes for the eyes of an average person to get adjusted to low lights from artificial lights. Also ensure that complete darkness is maintained on the bridge during night watches.

 4. Bridge Equipment and Dimmers

Ensure all bridge equipment are ready and intact. Any troubleshooting or exception is to be clarified with the OOW to be relived.

If needed, adjust and configure the required bridge equipment to your settings. It is found that different officers like to use the Radar with different orientation, CPA limits, alarm settings and displays which they are comfortable with.

Check the degrees of rate of turn set on the Auto-Pilot and make adjustments if necessary.

During hours of darkness, all bridge equipment and other displays should be dimmed to absolute minimum. Switch the display of equipment to night mode. This will help in effective look-out and prevent back scatter of lights.

5. Logbooks – Checklists – Daily orders

Make it a habit to check the latest entry of the logbook while taking over the watch. All the necessary information found there should be noticed. Any misgiving entries should be clarified with the OOW in no time. Do not forget to note the gyro-error as well.

It is also important to check and sign the ‘change of watch’ checklist. The same should be complied as well.

It is a common practice onboard to issue Master’s daily orders in addition to the existing Standing orders of the Master. Such daily orders will contain special guidelines and information about navigating the present leg of the voyage, and hence should be read with good care and the same should be signed and complied.

If prior to arrival or pilot boarding, confirm while taking over the watch, weather you are supposed to prepare the required checklists or pilot cards or give notices to engine room or deck crew.

6. Readiness of the Look-out/ Helmsman

It is a requirement to have an Able seaman for look-out duties as a part of the bridge team. He is also required to steer the ship in certain situations of emergencies, landfall, approaches to port or constrained waters.

In open seas or day light hours, the OOW could be the sole look-out of the watch. In such cases, ensure that the look-out/ helmsman is readily available on the walkie-talkie in case to call on any emergency situation. It is a good practice to radio-check his availability while taking over the watch.

7. Miscellaneous Activities on Deck or Engine room

If there is any out-of-ordinary jobs in progress or ready to commence on deck or engine room, such information has to be passed on to the OOW. It is also his responsibility to demand such information. The miscellaneous activities can be, but not limited to the following:-

a)    Tank entry/ Inspection / Cleaning

b)    Cargo Hold Entry

c)     Bilge well entry/ routine alarm checks.

d)    Fire watch/ Hot works / Welding on deck

e)    Working aloft

f)     Working on monkey island

g)    Working on masts

h)    Drills

8.Inform the Master if Required 

The relieving officer has the authority to demand on any information regarding the navigation of the vessel and to elucidate on any uncertainty. If such uncertainties exists or there is lack of confidence about the situation from where you take over the watch, or that you are not satisfied with the hand-over, DO NOT take over the watch. You have the privilege to call the Master and wait until he is upon the bridge.

Even though the factors discussed above sounds like a long, time consuming process, it can be efficiently checked and done in 10-15 minutes of time. It is always a good habit to reach the bridge 10-15 minutes before your watch. Such acts not only reflect your officer-like-quality but also help the other OOW to get relieved on time.

The above points are some of the many important ones, which are helpful for a smooth and efficient takeover of a navigational bridge watch. While you’re busy doing the same, don’t forget to fill your cup with some hot coffee and positively wish yourself a good watch!

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The Officer on Watch (OOW) when on duty is in charge of the ship’s navigation and safety. While on the bridge, he is the representative of the ship’s master and must carry out all the orders as put forth by the latter.

While navigating the ship, the officer in charge has to take independent decisions to ensure a smooth passage of the ship. However, every shipping company provides a list of situations, wherein the officer on watch must call the ship’s master to the bridge to avoid any kind of danger for the ship.

These instructions are given in the shipboard operational procedures, and it is imperative for every OOW to follow them.

Below is the checklist of situations, wherein the officer on watch should call the ship’s master

• Danger to the ship because of traffic or movement of other ships

• Danger to ship or ship’s stability because of heavy weather

• Malfunctioning of alarms or signalling equipment

• On encountering restricted visibility

• Difficulty in maintaining a proper course

• Breakdown of propulsion system, steering gear, or machinery

• Malfunctioning of radio equipment

• During manoeuvring

• On sighting land or navigation mark that can turn out to be dangerous

• Breakdown of essential navigational equipment

• On encountering navigational hazards such as rocks, icebergs, or shipwrecks

• Failure to sight land or navigation mark

• Sudden change in sounding or readings at inappropriate time

• On encountering suspicious ship or boat heading towards the ship

• On receiving emergency or important message from nearby port or ship

• On encountering any suspicious floating object in piracy affected area

Apart from the above mentioned situations, the officer in charge should always call the master in case of an emergency or when in doubt about a particular situation.

Once on the ship, the master would take the control of the ship. This has to be recorded in the ship’s logbook.

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Navigating a giant vessel is not at all an easy job and when it comes to situations of emergency, wherein the navigational officer has to make some quick decisions, the safety of the entire ship and its crew depends on that officer.

This is when automated systems are extremely useful.

BNWAS is one type of automated system used on ships. While the navigation of the ship is probably the most important aspect of delivering the cargo and the crew safely between two points, it must also be understood that the human component attached to navigation is open to errors and faults; with a sudden mishap with respect to the watchkeeper (sudden unavailability due to health reasons while on watch), the ship might be exposed to dangers and the BNWAS assists to tackle such a problem.

What is BNWAS?

Bridge Navigational Watch & Alarm System – BNWAS is a monitoring and Alarm system which notifies other navigational officers or master of the ship if the officer on watch (OOW) does not respond or he/she is incapable of performing the watch duties efficiently, which can lead to maritime accidents.

The purpose of a bridge navigational watch alarm system (BNWAS) is to monitor bridge activity and detect operator disability which could lead to marine accidents.

The system monitors the awareness of the Officer of the Watch (OOW) and automatically alerts the Master or another qualified OOW if for any reason the OOW becomes incapable of performing the OOWís duties. This is achieved through a mix of alarms and indications which alert backup OOWs as well as the Master.

BNWAS warnings are given in the case of incapacity of the watchkeeping officer due to accident, sickness or in the event of a security breach, e.g. piracy and/or hijacking. Unless decided by the Master only, the BNWAS shall remain operational at all times.

Why Ships Need BNWAS?

There have been many incidents in the past wherein ships have collided or grounded due to wrong decision or inefficiency in taking a decision at the correct time.

If during an emergency situation, a navigational officer is not capable of handling that situation, it can lead to devastating scenarios. To avoid this BNWAS is installed on the bridge which acts similar to a dead man alarm in the engine room.

A series of alert and alarm is first sounded by BNWAS in the Navigation Bridge to alert officer on watch. If there is no response to the series of alarms, then BNWAS will alert other Deck officers, which may include Master of the ship, so that someone can come out on the bridge and handle the situation and tackle the problem.

Operational Requirements of BNWAS

The BNWAS primarily has three modes of operation:

• Automatic
• Manual ON
• Manual OFF

Alarms and Indications

1. Once the BNWAS is put into operation, the dormant period should be between 3 to 12 minutes. This dormant period is the time in which the BNWAS is active without giving any alarm and it only once the dormant period is over that the alarm is sounded and the alarm/indication is sounded and the reset function needs to be activated
2. Once the dormant period ends, a visual indication (first stage; flashing indication) must be activated indicating/demanding that the officer rest it, if available and active
3. If not reset within 15 seconds of the visual indication, an audible alarm is sounded (first stage)
4. If at the first stage the audible alarm is not reset, 15 seconds after the audible alarm, another audible alarm (second stage; the sound should have its own characteristic tone or modulation intended to alert, but not to startle, the OOW) is sounded in the backup officer’s and/or Master’s cabin
5. If at the second stage the audible alarm is not reset, 90 seconds after it, another audible alarm is sounded (third stage; easily recognisable, indicates urgency, a volume sufficient for it to be heard throughout the locations above and to wake sleeping persons) at the locations of further crew members capable of taking corrective actions
6. Except for passenger vessels, the second and third stage alarm can be combined to sound at all locations. If this is applied, the third stage alarm may be omitted
7. For very large vessels, sufficient time of up to 3 minutes must be accounted for the backup officer or the Master to the reach the Bridge to tend to the situation

The Reset Function

1. Reset can only be done from physically located areas of the bridge providing proper look out
2. Reset can be only be done with a single operator action (for those familiar with BNWAS, one stroke to the round reset switch) which starts the dormant period further, cancelling the alarms/indications
3. Constant activation of the dormant period vis a vis the reset button should not extend the dormant period to more than that is set or bring about any suppression of the alarms/indications

Additionally,

1. An “Emergency Call” feature must be present to immediately skip to the second and third stage alarms. This is present for the OOW to summon immediate assistance
2. Accuracy of the BNWAS should be within the window of 5% or 5 seconds, whichever is lesser
3. Operational Mode and the duration of the Dormant Period setting shall be restricted to the Master only
4. To be powered from the main power supply. The malfunction indication and all elements of the Emergency Call facility should be powered from a battery maintained supply
5. Outputs should be available for integration with other bridge equipment if need be

Regulations for BNWAS

SOLAS Chapter V Regulation 19 states:

1. Cargo ships of 150 gross tonnage and upwards and passenger ships irrespective of size constructed on or after 1 July 2011
2. Passenger ships irrespective of size constructed before 1 July 2011, not later than the first survey after 1 July 2012
3. Cargo ships of 3,000 gross tonnage and upwards constructed before 1 July 2011, not later than the first survey after 1 July 2012
4. Cargo ships of 500 gross tonnage and upwards but less than 3,000 gross tonnage constructed before 1 July 2011, not later than the first safety survey after 1 July 2013
5. Cargo ships of 150 gross tonnage and upwards but less than 500 gross tonnage constructed before 1 July 2011, not later than the first survey after 1 July 2014
6. A BNWAS installed prior to 1 July 2011 may subsequently be exempted from full compliance with the standards adopted by the organization, at the discretion of the Administration

Over to you..

Do you know more information that can be added to this article? Let’s know in the comments or email us at – info@marineinsight.com

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• 30 Types of Navigation Equipment and Resources Used Onboard Modern Ships
• How To Use Parallel Indexing Techniques For Ship Navigation?

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The officer on watch (OOW) on the ship’s bridge should be familiar with the working of all navigational equipment used on the ship. He should also be aware of the procedure for trouble shooting in case any equipment fails.

The radar is one of the most important navigational tools used on the ship. It should be kept running all the time and must undergo periodic tests to check presence of any operational error.

However, there are certain points that the officer on watch (OOW) should be aware of while operating the marine radar. This would not only ensure smooth running of the radar but also prevent sacrificing ship’s safety.

Points to note while handling ship’s radar:

• The officer on watch should keep a close watch on the ship’s course as sometimes small vessels, objects, and ice may not be detected

• Shadow and blind sectors should also be taken care of while navigating by ship’s radar

• Plotting of targets should be done at longer range

• The officer must use multiple plotting to increase accuracy

• Detection of small targets is better at short range

• The officer on watch should know how to handle video processing techniques

• Long range should be used to get advance notice of approaching vessels, ports, and obstacles

• While deciding the range scale two things should be kept in mind –ship traffic in the region and ship’s speed

• Radar operation should be efficiently practiced in clear weather. This helps the operator to get a better idea about radar observations and target vectors during restricted visibility

• The officer on watch should also consider re-plotting or re-checking when there is a change in ship’s speed or course

• The officer should keep a watch on the variable range market, fixed range lines and electronic bearing lines

• Safe speed of the ship should be decided after using long range to detect approaching vessels and land

• The operating officer must know how to use clutter control to avoid unclear objects

• Heading marker should be properly aligned with the fore and aft of the ship and also with the compass heading

• The parallel index lines should be set correctly

• The officer on watch must check for any gyro error and accuracy of the heading line arrangement

• If a performance monitor is fitted, the quality of the performance must be checked at regular intervals of time

• The officer must check the identity of the fixed object under consideration

• While deciding the closest point of approach (CPA) to avoid collision of the ship, factors such as course, speed, and aspect of the target should be taken into account. Other important aspects of the ship should also be considered to mark the CPA correctly

This is not an exhaustive list, but the above mentioned points should be considered without fail while handling a ship’s radar. Do you know any other important points that should be taken into consideration?

Important Points Officer on Watch (OOW) Must Consider While Handling Ship’s Radar appeared first on Marine Insight - The Maritime Industry Guide

A deck officer assigned with the duties of watch keeping and navigation on a ship’s bridge is known as the officer on watch (OOW). While keeping a watch on the bridge he is the representative of the ship’s master and has the total responsibility of safe and smooth navigation of the ship.

Officer on Watch (OOW) is also in charge of the bridge team, which is there to support him in the navigation process. He is also responsible to ensure that the ship complies with COLREGS and all the orders of the master are followed with utmost safety under all conditions. The three main duties of an officer on watch (OOW) can very broadly, for the sake of understanding only, can be classified under:

• Navigation
• Watch keeping
• GMDSS radio watch keeping

A list of main duties of an officer on watch (OOW) is provided below. However, this is not an exhaustive list and the duties may change according to the requirements. The following constitutes the aspects required to be checked and monitored after having taken over the watch (to know more about taking over the watch, read https://www.marineinsight.com/marine-navigation/8-important-points-for-efficiently-taking-over-a-bridge-navigational-watch/) Therefore, soon after taking over the watch:

1. Compare the compasses: This is done in order to have a precise estimate window within which the compass errors can affect the course to be steered and thereafter, made good. In case a gyro fails, the OOW must be aware of the extent to which the the error of the magnetic might affect the course being followed/to be followed. Also, a comparison of the repeaters is essential to know if the repeaters are aligned with the master gyro and showing the correct reading which is needed when reading from the bridge or when calculating the compass error using the Azimuth
2. Check soundings by the echo sounder. Needless to say, the UKC and the depth of water at any point is imperative to the safe navigation of the ship. While a record is made of the depth if need be and if instructed by the Master to do so, it is also necessary for the OOW to account for the errors of the echo sounder to ensure that the correct reading is obtained (basically, avoiding under or over reading of the depth). This is especially crucial when in shallow waters as failure to understand the actual depth can have devastating effects such as grounding of the vessel.
3. Ensure that the lookout is alert: Not just the lookout but also the helmsman should be alert at all times. Rule 5 of COLREGS puts special emphasis on lookout and states that “Every vessel shall at all times maintain a proper lookout by sight and hearing as well 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.” Again , the importance of this can be best explained when considering the vessel in restricted visibility (RUle 19 of COLREGS) wherein the role of the lookout man is paramount.
4. Check the position: The OOW must check the position plotted by the outgoing OOW and not depend entirely on the displayed information on the chart. While this is not to question the outgoing OOW, it is necessary to do so for personal convincing and rechecking it to ensure that there has been no errors. The precious positions affect the future position and therefore, in order to maintain maximum accuracy of the plot, this must be done.
5. Discussing with the outgoing OOW: Navigation of the vessel is extremely dynamic and therefore all conditions at any given time affect the ship in a certain way and also helps us to ascertain the trend with regard to the movement of the ship and the surroundings. The current OOW must discuss with the outgoing OOW if there has been any unusual activity, any changes in the CTS, any points where the Master needs to be called or informed, any weather warnings or messages, any VHF communication with other ships etc. Also, the current OOW must ask the outgoing OOW if the Master or the Chief Officer has left any verbal instructions to complied with or any night orders that there might be confusions with.
6. Read log entries: The OOW must read any log entries made by the outgoing OOW before he leaves the bridge. If there is any confusion, he must ask the outgoing OOW of its explanation. Remember that the current bridge watch is under the responsibility of the current OOW so to reduce the margin of error as much as possible, this checking and rechecking must be done.
7. Draft: The ship’s draft must be displayed on bridge, updated when there are any changes, for ready reference by the OOW. This is to be aware of the UKC at all times
8. Gyro and its error: Most of the equipments on the bridge might have some errors associated with it. While they are ALL important to factored in, the gyro is something that is used at every second of the bridge watch to plan, execute and monitor the courses and any changes associated with it. Different makes of the gyro call for different inputs and some might requires input to be fed to it which means that the OOW must take precaution to ensure that its done accordingly after accounting for all errors. Needless to say, this is all under the Master’s purview and jurisdiction eventually.
9. GMDSS: The GMDSS watch is crucial to the safety and must be maintained on the stipulated frequencies as per regulations. Additionally, all MSI promulgated via the NAVTEX or the SAT C EGC or the VHF must be checked at all times. Whether or not such information affects the ship immediately is not the primary task at hand but to obtain, read and understand such a message to determine if it affects the ship is what the OOW must do.
10. General rounds of the ship: Soon after handing over the watch, the OOW relieved may take a round of the ship to ascertain that fire safety is maintained, there are no signs of breach, nothing unusual, no unsecured articles in the accommodation; having completed this, the outgoing OOW must inform the current OOW that such an inspection has been carried out satisfactorily and that nothing is amiss or if anything is amiss.

Additionally, the OOW must keep the following in mind:

• Check navigational equipment in use at regular interval of time
• Following a proper navigation plan to avoid any kind of collision according to COLREGS
• Must know how to use Automatic Radar Plotting Aid (ARPA)
• Must know how to use Electronic Chart and Display System (ECDIS)
• Should be conversant with the ship’s speed, turning circles, and ship handling characteristics
• Prepare, execute, and monitor a safe passage plan
• Ensure handing over of the watch is done according to shipboard operation procedures (ISM)
• Asking for support whenever required
• Contact master when need arise
• Should be fully aware of all safety equipment on board ship
• Must use helm and signalling apparatus whenever required
• Must know how to use all equipment meant for prevention of pollution at the sea and safety of lives
• Should not leave the bridge unattended during his watch

All that is mentioned above is a generalised approach to the duties of the OOW on bridge. The full extent of such duties cannot be covered entirely as the a lot of factors may be added as per the type of the ship. For example, on tankers the IG related information has to be monitored and therefore, adds to the existing duties. The idea is for the OOW to be fully conversant with the type of the ship and all the duties that go with it. As mentioned above, the dynamic nature of it all makes the OOW’s duties dynamic as well.

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