A) Genera procedure of preparing ships for entering port

Before arriving at port, the ship crew has to pan and discuss all the matters that would be
required for safe berthing and cargo operation of sip at port.
All officers including deck cadets and crew members are assigned duties during berthing of the
ship. According to the orders of the master, all those involved with the berthing procedure
would be assigned a position to carry out the duties and to guide the ship operations.

Deck Department

A general plan involving stations for entering the port would involve

 Master taking the control of the vessel at the bridge, accompanied by the third officer
 Chief Officer at the ship’s bow to command and guide the forward station
 The second officer at the aft to command the aft station (However, this can change if
master has other duties for the second officer)
 Deck crew members will be asked by the second or chief officer to assist in the berthing
procedure
 Additional deck crew members can be asked to carry out the job of a lookout by the
master whenever necessary
 The Bosun would generally assist the chief officer

Engine Department

A general plan for engine room department for entering port would involve

 Chief engineer taking the control of the engine room

 First/Second engineer can also be asked to be in the engine room and command
subordinates for operating machinery systems
 Third and fourth engineer can be asked to be stationed at particular places in the
engine room according to the orders of chief or second engineer
 Junior engineer would assist senior engineers and would take rounds of the engine
room according to the orders of second engineer
 Motorman/Pump man would assist in engine room operations under the supervision
of senior engineers
 Other engine room ratings can be assigned duties by the chief engineer if required

Check Out the Full Checklist for Port Arrival Procedure for Engine Room Department
 Apart from the above mentioned procedures, all important machinery systems such as
steering gear, generators, important navigation equipment etc. must be tried and tested
before the actual maneuvering process begins.

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B) Procedure for leaving port and maneuvering procedure

Before leaving or arriving the berth, all documented procedures must be follow

according to the company safety arrival and departure form. The master cannot
commence departure from the berth or maneuvering, if ready for sea operation report
has not been given.

Things to do 24 hours notice prior to departure for the first time

 Check the oil level or sound the bunker tanks to measure level and make sure that the
temperature is maintained to about 40 degrees or as per analysis report by opening
steam. This is done for the transfer of oil from bunker tank to settling tank. If the oil is
kept cold the pump might get damaged due to very high viscosity.
 Check the jacket water header tank for level and fil accordingly. Do not fill to much as
when the engine starts running the water expands and it will start overflowing.
 After checking the level start the jacket water circulating pumps if there is a separate
system for main engine.
 Check the jacket water temperature of the main engine and maintain it about 60
degrees as below this temperature it might start leaking into the scavenge space.

Things to do at 6 hours notice period

 Check the oil level in the main engine sump, turbocharger tank.
 The duty engineer will start the lubricating oil pump and the cross head pump (generally
in sulzer engines) and turbocharger pump.
 Check the oil flow through the sight glass of turbocharger outlet.
 Check the pressure of lube oil pump and turbocharger pump and cross head

Things to do at 1 hour notice period

 A quick round of engine room is taken and chief engineer has to be reported regarding
the departure.
 Check oil level, header tank level, cylinder oil daily tank level.
 Check the pressure of fuel oil pump, booster pump, lube oil pump etc.
 Check sump oil level in air compressor.
 Drain air bottles for any water inside.
 Check that the turning gear is out.
 Check parameters of the running machinery.

 Start an additional generator so as to supply for additional demand of power from

winches and thrusters.
 Start exhausts gas boiler water circulating pump.
 Check the telegraph for functioning in conjunction with deck officer on watch.

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  Telegraph is checked for local and remote panels.
 Emergency telephones to be checked for functioning.
 When the chief engineer is present in control room, go to the steering gear and check
for any leaks and port to starboard movement.
 Check the functioning of limit switches in steering gear.
 Check gyro reading in steering gear and cross check with reading on the bridge

Things to do at 15 minutes notice

 Open the main air starting valve for main engine.

 Ensure all air compressors are in auto and air bottles are full.
 Main engine is blown with open indicator cocks with air to check for any water ingress in
main engine.
 If no leaks or ingress is found chief engineer is reported and the indicator cocks are
closed.
 Close the turbocharger drain valves.
 Chief engineer reports to captain on bridge that the engine is ready for use and control
is transferred to the bridge from engine control room.
 Flow meter counters of main engine, generator and boiler are taken for calculation
purposes of oil in port.

Checks made when the engine is running

 Engine room round is taken again.

 Check for any abnormality.
 Check all the parameters of the main engine like temperature of exhaust valve, jacket
water etc.
 Close steam heating for jacket later if not auto controlled.
 Once the ship is out from the port and pilot has left, open the other sea suction valve.

Checks made when ship is full away

 Stop the additional generator.

 Stop the boiler if exhaust gas boiler is fitted.
 Start fresh water generator.
 Open sewage overboard valve.
 Start turbine and shaft generator if fitted.
 Take flow meter counter again for calculation of fuel consumed from port to full away.
 The watch is handed over to next duty engineer if watch has to be changed.
 In case of UMS ship, the bridge is informed after taking rounds of the engine room,
about your taking break.

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c) Procedure when anchoring and weighing anchor

Following is a step-by-step method recommended for securing the anchors after they are
hove up tight:

a) Ensure that the windlass brake is tightly secured. The bow stopper is placed in position and
the windlass is out of gear. 

b) Reave the anchor lashing steel wire rope through one of the chain links or alternatively place
the devil’s claw on the cable. 
c) If the wire is used connect bottle screw and screw the bottle screw up tightly. 
d) Put the hawse pipe and spurting pipe steel plate covers in position. 
e) Cover these plates with a canvas cloth. 
f) The spurting pipe must be additionally coated with a good protective coat. 

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Process for engaging and disengaging the windlass system

 Request the engine room for power to the windlass system. (Usually called “forward
deck power”) 
  Ensure that a spike, small hammer, sledge hammer, crowbar, can filled with Lub
oil,goggles and a torch (at night) are near the windlass area. 
  Make sure that the brakes are on
  Remove the anchor lashings leaving the ‘bow stopper on. 
  Turn the windlass over slowly to a position. Where the gears can be engaged. 
  Put one anchor in gear and turn windlass ‘in’ to take the weight of the anchor. 
  Remove the bow stopper. 
  Open the brake. 
  The windlass gear in now engaged. You can now lower the anchor out of the hawse
pipe to the water level if required. 
  When ordered to lower, lower the anchor slowly clear of the hawse pipe. 
  Screw brake tightly home, turn windlass such as to take the weight of the anchor on to
the brakes only. 
  Take the windlass out of gear. The anchor is now ready to let go by releasing the brake

The procedure for anchor work

 Take to the forecastle head a spike, hammer, crowbar, oilcan, goggles portable VHF set
and at night a torch. 
  Take off the hawse pipe covers. Let go the lashing in the chain locker. 
  Make sure that the brakes are on and the windlass is out of gear. 
  Turn the windlass over slowly and oil the moving parts. On a steam windlass, the drain
cocks must all be opened to drain the water. The cocks may then be closed again. 
 Put one anchor in gear. (See that gears are clear to engage first) 
 Remove the devils claw and any other lashings. 
  Remove the compressor bar and  the cement and the covers or other filling from the
spurting pipe. 
  Make sure that the weight of the anchor is held by the brake and that the gears
although in, are clear. Take out of gear. 
  Prepare the other anchor using the same routine.
 Inform the Officer concerned and the bridge on VHF that the anchors are ready for
lowering clear of the hawse pipe.
 Request the engine room for power on deck

 Take to the forecastle head a spike, hammer, crowbar, oilcan, goggles portable VHF set
and at night a torch. 
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  Take off the hawse pipe covers. Let go the lashing in the chain locker. 
 Make sure that the brakes are on and the windlass is out of gear. 
  Turn the windlass over slowly and oil the moving parts. On a steam windlass, the drain
cocks must all be opened to drain the water. The cocks may then be closed again. 
  Put one anchor in gear. (See that gears are clear to engage first) 
  Remove the devils claw and any other lashings. 
  Remove the compressor bar and  the cement and the covers or other filling from the
spurting pipe. 
  Make sure that the weight of the anchor is held by the brake and that the gears
although in, are clear. Take out of gear. 
  Prepare the other anchor using the same routine.
 inform the Officer concerned and the bridge on VHF that the anchors are ready for
lowering clear of the hawse pipe. 
  Place one anchor in gear. 
  When ordered to lower away by the Officer, take off brakes and lower slowly until the
anchor is out of the hawse pipe. 
  Screw the brake tightly home and take out of gear.

C) Bridge Watch at sea

Upon departure from a port, when the vessel reaches deep and safe waters, a course is set
and engines brought to maximum revolutions. The Master writes down his instructions in
the bridge order book or advises verbally when he needs to be called. 

He then hands over the watch to the Officer in-charge of the navigational watch (00W). The
00W, having assisted the Master/Pilot to navigate through the narrow channels or confined
waters of the port, now has the duty to: 

 Plot the position at the start of the sea passage, 

 Verify the ship’s intended track, 
 Verify errors of gyro and magnetic compass and adjust the course being steered, his  is
then marked on the course board). 
 Recheck on the readiness of vessel for sea including: 

a) Securing of cargo gear, 

b) Battening down of hatches,

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c) Lowering of flags,

d) Securing of pilot ladder, anchors, gangway, any loose ropes hanging override or any other
loose items on deck. 

Though these processes should have been completed prior sailing, the same need to be
checked again and a positive report about such securing obtained and entered in the log. 

When satisfied, the 00W shall inform the Master and take over the watch. 
At sea, the vessel is operational throughout the day and night. The vessel is navigated in
accordance with the requirements of the planned passage. The 00W maintains the navigational
watch during his hours of duty as per watchkeeping arrangement established by the Master. A
series of activities are carried out during each watch. 
Handing over /Taking over a navigational watch At the end of the watch, thHanding/Taking over
a navigational watch is of great importance. This is an appropriate time to check: 
► The position, 
► Set due to current and the wind, 
► Weather and visibility, 
► Course and speed, 
► Errors on the compasses, 
► Status of the navigational equipment, and 
►The traffic in the area. 
Such checks allow correction to prevent continuation of any error. It also requires that the
watch keepers should also check that: 
► The vessel is following the planned passage, 

► All the risks have been recognised and the preventive measures are being taken and 

► The equipment is functioning normally. 

Need to maintain the continuity in watch keeping 

In the performance of his duties, the 00W carries out a number of functions almost
simultaneously. This naturally keeps him quite busy. Let us list out the number of tasks I
functions that demand his attention. The Master being the overall in charge needs to be kept
informed of progress of the voyage. The information that is required by the Master is normally

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recorded as standing orders or the specific orders in Bridge Order book or on some ships called
Bridge Night order book. 

Navigational safety of the vessel requires that:-  

The position is monitored at all times, 

The navigation instruments are working satisfactorily, 

 Appropriate lookout is maintained, 

 The pre-planned course is actually made good. 

Maintenance of internal security requires that:- 

 general fire watch is maintained, 

 Engine room is kept informed of any changes 

Safety of the cargo requires that :-

 The hatches, tanks and openings are secured weather tight

The safety of the crew is ensured, 

 Ventilation is provided where required, 

 The deck cargo, where carried, is secured properly.

General safety of the vessel requires that :-

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Weather watch is maintained, Where necessary, precautions against wet weather, rolling or
pitching, are taken in sufficient time so as not to cause damage to persons, the ship or the
cargo 

Attend to information external to the ship including:- 

 Navigational warnings, 
 Latest weather reports, 
 Communications with charterers, owners, other vessels in vicinity, VTS, port control,
pilots etc.

Process of handing / taking over a watch 

 Receive true course, gyro course and compass course from the outgoing OOW.
 Ensure helmsman /lookout is capable of carrying out his duty and has taken over duty
properly.
 Read, understand and sign the Master’s standing /night order

 Check the ship’s position, planned course and course being steered by gyro and magnetic
compass. Ensure the course board is updated with current courses.

 Check error on compass and that it is being applied correctly

 Verify the speed and draught of the ship. Ensure present draft is pObserve prevailing
weather and sea condition, visibility, sea-state, tides and their effect on present course
 Understand the operational status of all navigation equipment
 Be aware of the presence and movement of all traffic in vicinity
 Be aware of conditions and hazards likely to be encountered during the watch

 Be aware of the effects of heel, trim, water density and squat on uUnderstand the state
of internal ship systems, engine and cargo monitoring, communications and crew
availability
 Ensure that the required lookout and helmsman, as appropriate, are on duty, alert and
properly instructed.
 Obtain from outgoing 00W verbal instructions, if any, and occurrences of importance
during previous watch. 
 Read log entries made by outgoing 00W
 take full charge of the watch on time

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  If at any time the OOW is to be relieved when a manoeuvre or other action to avoid any
hazard is taking place , the relief of that  officer shall be deferred until such action has
been completed. 
 btain a Positive report about rounds made in commodation, remote areas and where
necessary on deck.
  Read the log entries made at the end of watch by OOW, copy them in your technical
journal and explain them. 

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