Planning the Voyage
PLANNING THE VOYAGE
Prior to each voyage the Master of every watch shall ensure that
the intended route from the port of departure to the first port of
call is planned using adequate and appropriate charts and other
nautical publications necessary for the intended voyage
containing accurate, complete, and up-to-date information which
are of permanent or predictable nature, and which are relevant to
the safe navigation of the ship.
If a decision is made during the a voyage to change the next port
of call of the planned route, or if it is necessary for the ship to
deviate substantially from the planne route for other reasons,
then an amended route shall be planned prior to deviating
substantially from the route originally planning.
Amongst the factors that should be considered during the
plotting of a passage plan is navigation, berthing requirements,
mooring and tug operations, port entry requirements, security
and anti-piracy measures, strength and stability, MARPOL
Special Areas, national or regional requirements, passage plan
amendments etc. Nowadays planning using paper chats is
considered to be out-of-date, and ECDIS charts are used instead
of them.
The Electronic Chart Display and Information
System (ECDIS) is a development in the navigational chart
system widely used on ships. Besides enhancing navigational
safety, ECDIS greatly eases the navigator’s workload with its
automatic capabilities such as route planning, route monitoring,
automatic ETA computation and ENC (Electronic Navigation
Chart) updating. In addition, The ECDIS utilises the feature of
the Global Positioning System (GPS) to successfully pinpoint
the navigational points. It also has to be noted that the ECDIS
complies with to the stipulations set by the International
Maritime Organisation. ECDIS is basically a navigational
information system, interfaced with other navigational
equipments such as the GPS, Gyro, RADAR, ARPA, Echo
Sounder etc.
ECDIS also incorporates and displays information contained in
other nautical publications such as Tide Tables and Sailing
Directions and incorporates additional maritime information
such as radar information, weather, ice conditions and automatic
vessel identification.
Advantages & Limitations of ECDIS
Advantages of ECDIS over paper charts
All information is processed and displayed in real time
It eases the process of passage planning
One can get all necessary navigational information at a
glance
Alarms and indications are in place to indicate and
highlight dangers
Chart correction is made easier in ECDIS as compared to
paper charts
Charts can be tailored as per the requirement of the
voyage
Other navigational equipments such as the AIS, ARPA etc
can be overlayed and integrated
Charts can be oriented as per requirement
With the facility to zoom in and out, features can be
examined as per necessity
One can obtain a more accurate ETA
Charts can be interrogated for detailed information
All in all, it enhances the safety of navigation
Limitations of ECDIS
The accuracy of the information received via AIS is only as
good as the accuracy of the AIS information transmitted.
The same is applicable for all other equipments interfaced
with the ECDIS.
Position of ships received on ECDIS display might not be
referenced to WGS 84 datum (Всемирная геодезическая
система координат)
Over reliance on ECDIS for navigational safety should be
avoided until it is confirmed that all the data transmitted,
received and displayed are accurate
Users must be aware that any erroneous information is
detrimental to the safety of own as well as other vessels
Some sensors might lack the integrity with regard to
accuracy and those that have not been tested
Not all ships are fitted with ECDIS and hence one cannot
be sure of technical ability with regard to positioning as
well as navigation; the kind that ECDIS provides
The OOW should not depend solely on the information on the
ECDIS. It is only an aid to navigation and never replaces the
human quotient which brings in the skill and expertise with
experience that an ECDIS can never provide.
Watch Keeping and Watch Arrangements
General Principles of Watch Keeping and Watch
Arrangements
Bridge watchkeeping is the most critical activity conducted at
sea. Upon the watchkeeper's diligence (усердие) rests the safety
and security of the ship, her entire crew, the cargo, and the
environment. It is a demanding activity, requires support,
encouragement, motivation, self-discipline and a high standard
of competency.
Ship's master must ensure that all watchkeepers understand the
use of safety related equipment, prior to them keeping a watch
and that watchkeeping arrangements are adequate for
maintaining safe navigational watches. Under the master's
general direction, the officers of the watch are responsible for
navigating the ship safely during their periods of duty, when
they will be particularly concerned with avoiding collision and
stranding. The officer in charge of the watch is the master's
representative and is primarily responsible at all times for the
safe navigation of the ship and for complying with COLREGS.
The chief engineer of every ship is bound, in consultation with
the master, to ensure that watchkeeping arrangements
adequately maintain safe engineering watches.
A navigational watch is maintained in all circumstances at sea
and at anchor. The Watch is conducted by a certificated Officer,
assisted by a Helmsman at night or when this is necessary in
accordance with current regulations or circumstances of which
the Master is the sole judge.
When deciding the composition of the watch on the bridge,
which may include appropriately qualified ratings, the following
factors, inter alia, shall be taken into account:
1 at no time shall the bridge be left unattended;
2 weather conditions, visibility and whether there is daylight or
darkness;
3 proximity of navigational hazards which may make it
necessary for the officer in charge of the watch to carry out
additional navigational duties;
4 use and operational condition of navigational aids such as
radar or electronic
position-indicating devices and any other equipment affecting
the safe navigation of the ship;
5 whether the ship is fitted with automatic steering;
6 whether there are radio duties to be performed;
7 unmanned machinery space (UMS) controls, alarms and
indicators provided on the bridge, procedures for their use and
limitations;
8 fatigue; and
9 any unusual demands on the navigational watch that may arise
as a result of special operational circumstances.
The helmsman takes the watch at the bridge during darkness, in
accordance with Rules and whenever circumstances so require
(density of traffic, restricted visibility, narrow passage,
monitoring of cargo, on request of the Officer on Watch...) In
daytime, when he is not on the bridge, the watch helmsman must
stay in permanent contact with the Officer on the bridge by
means of radio. The Officer of the Watch checks at the
beginning of the watch the correct functioning of the means of
communication with the helmsman. The dead man alarm system
(система безопасности) will be in operation during the time
that the watch is conducted by a sole officer. The time for
starting and cancelling this device will be set in the Ship’s Log.
The OOW has the ability to call back the helmsman on bridge,
whenever he finds it necessary. He reports accordingly to the
Master. It is the Master’s decision when to use the dead man
alarm system with respect to the rules.
A proper lookout shall be maintained at all times. It consists of
(but is not limited to):
maintaining a continuous vigilance (бдительность) by
sight and hearing as well as by all other available means,
with regard to any significant change in the operating
environment;
full appraising of the situation and the risk of collision,
stranding and other dangers to navigation;
detecting ships or aircrafts in distress, shipwreck persons,
wrecks, debris and other hazards to safe navigation.
The lookout must be able to give full attention to the keeping of
a proper lookout and no other duties shall be undertaken or
assigned which could interfere with that task. The duties of the
lookout and helmsman are separate and the helmsman shall not
be considered to be the lookout while steering. When the
helmsman is assigned to the lookout (in case of poor visibility),
this remains under the responsibility of the Officer on watch,
who will give his instructions in consequence.
Good seamanship starts in port. Check and double-check that
cargo-securing arrangements are in place before putting to sea,
and that any loose gear has been properly secured.
