A bridge logbook is a legal requirement on any

vessel that records the actions, decisions, tasks,

and position of the bridge, as well as the
conditions in which they were made. Logbook
entries for bridge watches may include:

 Courses steered
 Compass errors
 Engine movements
 Daily distances covered
 Time of passing important headlands
 Positions and times of altering course
 Noon positions
 Weather and sea conditions
KEY ASPECTS OF SOLAS V/19 REGARDING AUTOMATIC
PILOT AND MANUAL STEERING CHANGEOVER:
Seamless transition:
The changeover from automatic to manual steering, and
vice versa, should be possible without causing sudden
rudder movements, allowing for a "bumpless transfer" at
any rudder position.

Immediate accessibility:
The controls for switching between automatic and
manual steering should be readily available to the
officer of the watch at the conning position.

Clear indication:
The ship's navigation system must clearly display which
mode of steering is currently in operation (automatic or
manual).
Failure contingency:
The changeover should be possible even if there is a
failure within the automatic steering system.

Manual override:
When switching to manual steering, the system should
allow for immediate manual control of the rudder.

Important considerations for compliance:

Regular testing:
The automatic pilot and steering gear should be regularly
tested to ensure proper functionality and smooth
changeover capabilities.
Training procedures:
All bridge crew members should be thoroughly
trained on the procedures for changing between
automatic and manual steering, including
emergency situations.

Navigation conditions:
In areas with heavy traffic or restricted visibility,
the master should consider utilizing manual
steering more frequently and ensure the crew is
prepared for a quick transition.
Watch while Ship at anchor

If the master considers it necessary, a continuous

navigational watch shall be maintained at
anchor. While at anchor, the officer in charge of the
navigational watch shall:

.1 determine and plot the ship's position on the

appropriate chart as soon as practicable;

.2 when circumstances permit, check at sufficiently

frequent intervals whether the ship is remaining
securely at anchor by taking bearings of fixed
navigation marks or readily identifiable shore
objects;

.3 ensure that proper look-out is maintained;

.4 ensure that inspection rounds of the ship are made
periodically;
.5 observe meteorological and tidal conditions and the
state of the sea;
.6 notify the master and undertake all necessary measures
if the ship drags anchor;
.7 ensure that the state of readiness of the main engines
and other machinery is in accordance with the master's
instructions;
.8 if visibility deteriorates, notify the master;
.9 ensure that the ship exhibits the appropriate lights and
shapes and that appropriate sound signals are made in
accordance with all applicable regulations; and
.10 take measures to protect the environment from
pollution by the ship and comply with
applicable pollution regulations.
Beam Bearings

Beam bearings refer to visual or radar-based bearings of fixed, identifiable landmarks or navigation aids relative to the beam of the vessel.
• Monitoring Vessel’s Swing: Helps identify whether the vessel is swinging excessively due to wind or tide changes.
• Detecting Dragging Anchor: A shift in beam bearings indicates if the anchor is dragging and the vessel is moving away from its intended position.
• Ensuring Positional Stability: Frequent checking of bearings ensures the vessel remains within the safe swinging circle.

2. Global Position Fixing System (GPS)

GPS provides accurate location data for the ship’s position.

• Continuous Position Monitoring: Ensures the ship’s position does not move beyond the set anchor circle.
• Anchor Drag Alarm: Modern GPS systems allow for the setting of drag alarms, alerting the watchkeeper if the vessel drifts out of a predetermined zone.
• Precise Location Fixing: Ensures the vessel’s position aligns with charted anchorages, avoiding hazards or encroachments into restricted areas.

3. Radar

Radar is used to detect nearby objects, landmasses, and other vessels.

• Monitoring Nearby Traffic: Tracks the movement of other vessels in the vicinity to prevent collisions.
• Detecting Close Obstacles: Ensures the vessel is clear of hazards such as nearby shoals, rocks, or other stationary objects.
• Cross-Checking Bearings: Radar can be used to verify the visual or GPS-determined position by identifying fixed objects or landmarks.
• Monitoring Weather: Radar can detect changes in weather patterns, such as squalls, which may impact anchor holding.
Turning Circle in Relation to Anchoring

A turning circle in the context of an anchored vessel refers to the area within which the vessel swings around its anchor due to the effects of wind, tide, and currents. The size and beha

1. Length of the Vessel

• The vessel acts as a pivoting object around the anchor point.

• Impact on Swing Radius:
• Longer vessels have a larger turning radius because their physical length increases the distance from the anchor point to the extremities of the ship.
• Shorter vessels have smaller turning circles due to their reduced length.
• Importance: The vessel’s length is factored into calculations to ensure adequate clearance from hazards and nearby vessels.

2. Length of Cable Used

• Scope of Cable: The length of anchor cable (or chain) directly influences the radius of the turning circle.
• Shorter Cable: Leads to a smaller turning circle as the vessel remains closer to the anchor point.
• Longer Cable: Results in a larger turning circle because the vessel has more slack to drift further from the anchor point.
• Cable Length and Holding Power:
• An optimal cable length must balance holding power with enough slack to allow natural movement without overstressing the anchor.
• Too short a cable may cause the anchor to drag; too long may create a turning circle too large for safe anchoring.

3. Swinging of the Vessel (Tide/Wind Effects)

• Tidal Currents: As the tide changes, the vessel swings around the anchor point, often completing a semi-circle or full circle over a tidal cycle.
• Wind Shifts: Wind direction changes can also cause the vessel to pivot around its anchor, altering the turning circle.
• Combined Effects: When wind and tide act together, the vessel’s swinging motion may become more pronounced, increasing the turning circle radius.

Anchorage Considerations: The area required for safe anchoring is calculated by adding the turning circle (determined by vessel length and cable length) to a safety
margin for changing environmental conditions.
 Indications of Anchor Dragging

Detecting anchor dragging promptly is crucial to prevent accidents or grounding. Below are the key indications of anchor dragging:
1. Position Changes:
• Discrepancy between the vessel’s current position and expected position using visual bearings, radar, or GPS.
• Frequent position monitoring shows the vessel moving outside the intended swinging circle.
2. Tension in the Anchor Chain:
• Increased or inconsistent tension in the anchor chain can indicate dragging.
• Vibrations or unusual sounds in the chain may also be noticeable.
3. Change in Beam Bearings:
• Alteration in visual or radar bearings of fixed objects relative to the vessel indicates unintended movement.
4. GPS Anchor Alarm:
• Many modern GPS systems have anchor drag alarms that activate if the vessel drifts beyond a set radius.
5. Increase in Speed Over Ground (SOG):
• A noticeable SOG on GPS indicates dragging as the vessel moves unintentionally.
6. Sea Bed Observations:
• If using a fathometer, sudden changes in depth could signal anchor dragging across varying seabed contours.

Shapes, Lights, and Sound Signals as per IRPCS (COLREGs) 1972

When anchored, vessels must adhere to the International Regulations for Preventing Collisions at Sea (COLREGs) 1972, using appropriate shapes, lights, and sound signals to ensure visibility and safety.

1. Day Shapes

• A black ball must be displayed where it is most visible.

• This indicates that the vessel is at anchor during daylight hours.

2. Lights (Rule 30: Anchored Vessels)

• For Vessels Under 50 Meters:

• Exhibit an all-round white light at the highest point.
• For Vessels Over 50 Meters:
• Exhibit an all-round white light at the bow (foremost part).
• Additional all-round white light placed at or near the stern at a lower level.
• For Vessels Over 100 Meters:
• Deck lights are also required to illuminate the vessel’s deck to increase visibility.
• Anchor Dragging: If dragging and the vessel starts to move or pose a hazard, proper navigation lights must be displayed.
PART 4 - WATCHKEEPING IN PORT
Principles applying to all watchkeeping

General

 On any ship safely moored or safely at anchor under

normal circumstances in port, the master shall
arrange for an appropriate and effective watch to be
maintained for the purpose of safety.

 Special requirements may be necessary for special

types of ships' propulsion systems or ancillary
equipment and for ships carrying hazardous,
dangerous, toxic or highly flammable materials or
other special types of cargo
Arrangements for keeping a deck watch when the ship is
in port shall at all times be adequate to:

.1 ensure the safety of life, of the ship, the port and the
environment, and the safe operation
of all machinery related to cargo operation;

.2 observe international, national and local rules; and

.3 maintain order and the normal routine of the ship.

• The master shall decide the composition and duration
of the deck watch depending on the conditions of
mooring, type of the ship and character of duties.

• If the master considers it necessary, a qualified officer

shall be in charge of the deck watch.

• The necessary equipment shall be so arranged as to

provide for efficient watchkeeping.
PART 4-1 - TAKING OVER THE DECK WATCH

Prior to taking over the deck watch, the relieving officer

shall be informed of the following by the
officer in charge of the deck watch as to:

.1 the depth of the water at the berth, the ship's draught,

the level and time of high and low waters; the securing
of the moorings, the arrangement of anchors and the
scope of the anchor chain, and other mooring features
important to the safety of the ship; the state of
main engines and their availability for emergency use;

.2 all work to be performed on board the ship; the

nature, amount and disposition of cargo
loaded or remaining, and any residue on board after
unloading the ship;
.
.3 the level of water in bilges and ballast tanks;
.4 the signals or lights being exhibited or sounded;
.5 the number of crew members required to be on board
and the presence of any other persons on board;
.6 the state of fire-fighting appliances;
.7 any special port regulations;
.8 the master's standing and special orders;
.9 the lines of communication available between the ship
and shore personnel, including port authorities, in the
event of an emergency arising or assistance being
required;
.10 any other circumstances of importance to the safety of
the ship, its crew, cargo or protection of the environment
from pollution; and
.11 the procedures for notifying the appropriate authority
of any environmental pollutionres ulting from ship
activities.
Relieving officers, before assuming charge of the deck
watch, shall verify that:

.1 the securing of moorings and anchor chain are

adequate;
.2 the appropriate signals or lights are properly exhibited or
sounded;
.3 safety measures and fire protection regulations are
being maintained;
.4 their awareness of the nature of any hazardous or
dangerous cargo being loaded or
discharged and the appropriate action to be taken in the
event of any spillage or fire;
.5 no external conditions or circumstances imperil the ship
and that it does not imperil others.
PART 4-3 - PERFORMING THE DECK WATCH

The officer in charge of the deck watch shall:

.1 make rounds to inspect the ship at appropriate intervals;
.2 pay particular attention to:
.2.1 the condition and securing of the gangway, anchor
chain and moorings, especially at the turn of the tide and in
berths with a large rise and fall, if necessary, taking
measures to ensure that they are in normal working
condition,
.2.2 the draught, under-keel clearance and the general state
of the ship, to avoid dangerous listing or trim during cargo
handling or ballasting,
.2.3 the weather and sea state,
.2.4 the observance of all regulations concerning safety and
fire protection,
.2.5 the water level in bilges and tanks,
.2.6 all persons on board and their location, especially those
in remote or enclosed spaces.
.2.7 the exhibition and sounding, where appropriate, of lights and
signals;
.3 in bad weather, or on receiving a storm warning, take the necessary
measures to protect the ship, persons on board and cargo;
.4 take every precaution to prevent pollution of the environment by the
ship;
.5 in an emergency threatening the safety of the ship, raise the alarm,
inform the master, take all possible measures to prevent any damage
to the ship, its cargo and persons on board, and, if necessary, request
assistance from the shore authorities or neighbouring ships;
.6 be aware of the ship's stability condition so that, in the event of fire,
the shore fire-fighting authority may be advised of the approximate
quantity of water that can be pumped on board without endangering
the ship;
.7 offer assistance to ships or persons in distress;
.8 take necessary precautions to prevent accidents or damage when
propellers are to be turned; and
.9 enter in the appropriate log-book all important events affecting the
ship.
BLIND PILOTAGE
 Blind pilotage" refers to navigating a vessel solely
using onboard navigational tools and calculations
without relying on external visual references,
 Definition: Navigating a ship solely using onboard
navigational tools like charts, radar, echo sounder,
and compass without relying on visual landmarks
or aids to position determination.
 When used: This technique is typically employed in
areas with limited visibility due to fog, darkness, or
when entering or leaving a harbor where visual
references may be obscured.
 Key elements: Accurate calculations of position,
careful interpretation of navigational data, and
constant monitoring of surrounding conditions are
crucial for safe blind pilotage.
Bridge Team organisation chart
 GENERAL PRINCIPLES FOR SHIP REPORTING
SYSTEMS AND VTS PROCEDURES:
Purpose: To establish standardized communication
protocols between ships and Vessel Traffic Services
(VTS) to enhance navigational safety in busy
shipping areas.

Reporting requirements: Ships are required to

report their position, course, speed, intentions, and
other relevant information at designated reporting
points, allowing VTS to monitor and advise on
potential traffic conflicts.

Communication channels: VHF radio is commonly

used for ship-to-shore communication with VTS,
following established reporting formats and
procedures.
Pilot boarding can be inherently dangerous, and proper
procedures ensure the safety of both the pilot and ship crew by
minimizing risks associated with boarding and leaving the vessel,
particularly in challenging weather conditions;

Key points on the importance of compliance:

Risk mitigation:
Pilot transfers often occur in demanding environments with
potential hazards like rough seas, vessel movement, and uneven
platforms; adhering to safety protocols significantly reduces the
risk of falls, injuries, and fatalities.

Legal requirement:
SOLAS mandates specific standards for pilot transfer arrangements,
and non-compliance can lead to legal repercussions, including
port state control detentions and penalties.

Operational efficiency:
Properly maintained and rigged pilot ladders and platforms enable
smooth and timely pilot transfers, minimizing delays and disruptions
to vessel operations.
 Crew safety:
Following safe procedures protects not only the pilot but also the ship's
crew involved in the transfer process, ensuring their safety during
rigging, escorting, and securing operations.
 Key aspects of safe pilot transfer procedures as per SOLAS:
 Proper equipment:
Pilot ladders must be regularly inspected, maintained in good
condition, and comply with SOLAS specifications regarding size, step
spacing, and securing mechanisms.
 Rigging supervision:
A designated responsible officer should oversee the rigging of the pilot
ladder, ensuring it is securely attached to the ship's side and properly
positioned.
 Safe access:
A designated safe route should be provided for the pilot to access the
navigation bridge, with appropriate escorts and communication.
 Weather considerations:
Assessing weather conditions and taking necessary precautions, such
as delaying transfers in adverse weather, is crucial.
 Pilot communication:
Clear communication between the pilot and ship crew
is essential to coordinate movements and ensure a safe
transfer.

Upkeep and inspection:

 Regular checks:
Pilot transfer equipment should be regularly inspected
for wear and tear, damage, and proper functionality.

 Maintenance records:
Detailed records should be kept documenting
inspections, repairs, and any replacements made to
pilot transfer equipment