12 Mistakes Navigational Deck Officers Commonly Make on the Bridge During Watchkeeping (and How to Avoid Them)

Discover the 12 most common navigational mistakes deck officers make during bridge watchkeeping, and learn how to prevent them using best maritime practices.  Bridge watchkeeping is one of the most critical responsibilities in the maritime profession. A navigational officer on watch (OOW) is the “eyes and ears” of the vessel, ensuring safe navigation, compliance with COLREGs, monitoring of engine and steering systems, and maintaining situational awareness at all times.

Although modern ships rely on advanced technology—ECDIS, ARPA radar, autopilot, AIS, BNWAS, VDR, GPS—the human factor remains the number one cause of navigational errors, near-misses, and accidents. Many incidents occur not because officers lack knowledge, but because small habits, shortcuts, or overlooked details accumulate into unsafe conditions.

This educational article explains 12 common mistakes deck officers make on the bridge during watchkeeping, why they happen, real-world examples, and practical strategies to prevent them. It is designed for cadets, junior officers, experienced OOWs refreshing their skills, port-state exam candidates, and maritime training institutions.

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1. Poor Situational Awareness (Losing the “Big Picture”)

Situational awareness means understanding the vessel’s environment: traffic, weather, sea conditions, navigation hazards, equipment status, and the ship’s own behaviour. When officers lose situational awareness, they “see but don’t understand,” or “know but don’t process.”

Why It Happens

• Overreliance on a single instrument

• Fatigue or monotony during long watches

• Distraction from paperwork or onboard tasks

• Inexperience with busy traffic areas

• Cognitive overload during complex maneuvers

What It Looks Like on the Bridge

• Officer staring at ECDIS but failing to notice a vessel altering course

• Identifying a contact but not monitoring its CPA/TCPA

• Focusing on one hazard while ignoring others

• Not recognising that the ship is slowly deviating from track

Consequences

Loss of situational awareness is one of the root causes of most collisions and groundings. When an officer loses the “mental map” of the vessel’s environment, decisions become reactive instead of proactive, increasing the risk of errors.

How to Prevent It

• Continuous cross-checking between radar, visual lookout, and ECDIS

• Maintaining mental models (Where am I? What is around me? What is next?)

• Regularly updating position, CPA/TCPA, and risk assessments

• Clear scanning techniques: near–mid–far, port–ahead–starboard review

• Proper handover briefs for each watch

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2. Overreliance on ECDIS and Ignoring Visual Navigation

ECDIS is one of the greatest technological improvements in modern navigation, but blind dependence on it is dangerous. Many officers trust the screen more than their eyes—even when visual conditions contradict the display.

Why It Happens

• Belief that ECDIS is always accurate

• Pressure to comply with electronic chart route monitoring

• Lack of paper-chart navigation experience in the new generation

• “Double ECDIS” leading to a false sense of infallibility

• Poor understanding of ECDIS alarms and settings

Typical Mistakes

• Following the magenta line without considering visual cues

• Ignoring buoy positions because “ECDIS says it’s right”

• Incorrect safety contours or CATZOC assumptions

• Misinterpreting ENC data layers

• Confusing safety depth with safety contour

Real Example

Several grounding incidents have occurred because officers followed ECDIS tracks into shallow waters due to wrong safety contour settings or outdated ENC data.

Best Practices

• Visual cross-checking: lights, buoys, landmarks, radar overlays

• Regular ECDIS training (type-specific + refresher)

• Correct alarm management

• Understanding limitations: GPS errors, ENC inaccuracies, tidal changes

ECDIS is a tool—not the navigator.

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3. Improper Radar Use and Failure to Optimise Radar Settings

Radar is essential for collision avoidance, especially in poor visibility or at night. Many officers fail to adjust settings properly, resulting in misinterpretation of targets or missing critical contacts.

Common Radar Errors

• Using one range scale only

• Excessive clutter (sea/ rain clutter not adjusted)

• Wrong gain settings

• Misuse of ARPA (slow updates, incorrect acquisition)

• Blind reliance on ARPA vector information

• Forgetting the limitations of small vessels and fishing boats

Why It’s Dangerous

Improper radar tuning leads to:

• Undetected targets

• Incorrect CPA/TCPA

• Late collision avoidance decisions

• Difficulty in interpreting crossing traffic

Best Practices

• Frequent tuning: gain, sea clutter, rain clutter

• Alternating between short-, medium-, and long-range scales

• Cross-checking radar + ECDIS + visual lookout

• Manual plotting skills (even with ARPA)

• Understanding vector modes (true vs relative)

Radar is powerful only when operated correctly.

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4. Failure to Maintain a Proper Lookout (Rule 5 Violation)

One of the most basic—but most frequently violated—principles is COLREG Rule 5: maintaining a proper lookout by sight, hearing, and all available means.

What Officers Commonly Do Wrong

• Watching only radar/ECDIS screens

• Ignoring blind sectors

• Relying solely on AIS

• Allowing smartphone use or paperwork distractions

• Not using binoculars regularly

Consequences

Failure to maintain lookout is one of the most cited causes in collision investigations worldwide. The lookout is not optional—it is a duty.

How to Improve

• Active visual scanning

• Dedicated lookout during restricted visibility or heavy traffic

• Clear communication between OOW and lookout

• Strict no-phone policy on the bridge

Lookout is the foundation of safe navigation.

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5. Misinterpretation of COLREGs or Late Collision Avoidance Actions

Many officers understand COLREGs in theory but struggle in real-life conditions. Misinterpretations commonly occur in crossing, overtaking, and head-on situations.

Common Mistakes

• Waiting too long to take action

• Making small course changes that are not “large and early”

• Misjudging relative motion

• Confusing overtaking with crossing

• Expecting the other vessel to always react correctly

• Believing AIS shows who is “stand-on” or “give-way”

Why It Happens

• Confidence in AIS over visual/radar information

• Pressure not to deviate from the planned route

• Difficulty interpreting target vectors

• Lack of experience in congested waters

Prevention Strategies

• Practice real scenarios (simulators)

• Take bold, early, and obvious maneuvers

• Always assume the other ship may not follow COLREGs

• Communicate intentions (VHF when appropriate—not as a collision avoidance tool)

• Never navigate “risk close”

COLREGs exist to remove doubt. When in doubt, take action.

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6. Poor Bridge Team Communication and Weak Leadership

Bridge Resource Management (BRM) is essential for safe watchkeeping. Mistakes occur when communication is unclear, incomplete, or overly passive.

Examples of Communication Failures

• Cadet or lookout sees danger but does not speak up

• Junior officers do not challenge wrong decisions

• Poor handover briefings between watches

• Captain or Pilot assumptions not confirmed

• Misunderstandings due to mixed language use

Why It’s Critical

Even on modern ships, accidents frequently occur because someone knew something was wrong but didn’t communicate it.

Best Practices

• Encourage an open communication culture

• Briefing before entering high-risk areas

• Closed-loop communication (“repeat back”)

• Clear division of roles between OOW and lookout

• Assertiveness training for junior officers

Good communication prevents silent mistakes.

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7. Fatigue and Complacency During Watchkeeping

Fatigue is one of the biggest challenges at sea. Long hours, night watches, workload, and stress reduce concentration and reaction time.

Typical Fatigue-Related Mistakes

• Slow interpretation of radar/ECDIS data

• Tunnel vision (fixating on one point)

• Missing AIS or ECDIS alarms

• Delayed reaction to crossing traffic

• Forgetting to call the Master at the right time

Causes

• 6/6 or 4/8 watch patterns

• High administrative burden

• Port operations and pilotage before/after watches

• Cumulative sleep loss

• Monotony in open-sea navigation

Strategies to Reduce Fatigue

• Micro-breaks during long watches

• Bridge lighting adjustments

• Standing instead of sitting

• Caffeine management

• Proper off-watch rest discipline

Complacency often pairs with fatigue: the belief that “nothing will happen” encourages officers to relax mentally. The sea punishes such assumptions.

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8. Inadequate Master Calling: Failure to Inform the Captain at the Right Time

Most companies and SMS manuals include clear criteria for calling the Master. However, officers often hesitate or neglect to call, leading to dangerous situations.

Common Reasons Officers Don’t Call the Master

• Fear of disturbing or “annoying” the captain

• Overconfidence (“I can manage it alone”)

• Poor interpretation of risk levels

• Misjudgment of weather, traffic, or equipment issues

• Cultural barriers or hierarchical pressure

Examples of Situations When Master Must Be Called

• Doubts regarding collision avoidance

• Equipment failure (radar, ECDIS, autopilot, steering)

• Poor visibility

• Traffic density exceeds officer comfort

• Unexpected weather conditions

• Approaching pilot stations or restricted waters

• Any feeling of uncertainty or discomfort

Golden Rule

If you are unsure—call the Master.
Captains prefer a short interruption over a major incident.

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9. Poor Use or Misunderstanding of Autopilot and Steering Modes

Modern ships allow switching between manual steering, autopilot, track control, and follow-up/non-follow-up modes. Mismanaging these systems can lead to dangerous deviations or delayed responses.

Common Steering Problems

• Remaining on autopilot too long in heavy traffic

• Incorrect rudder settings

• Failure to use hand-steering during close-quarter situations

• Misunderstanding NFU/standby steering behaviour

• Slow reaction when autopilot performance degrades in strong currents

Why It Happens

• Officers rely on automation instead of manual skill

• Lack of regular practice in hand steering

• Poor handover communication

How to Improve

• Switch to hand steering early when needed

• Practise manual steering regularly

• Understand autopilot limitations and parameters

• Review steering gear emergency procedures

Control of the helm must remain with the navigator—not the machine.

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10. Incorrect or Unsafe Watch Handover Practices

A poorly executed handover is one of the most common sources of confusion. The outgoing officer may fail to brief the incoming officer fully, leaving gaps in awareness.

Typical Handover Mistakes

• Rushing the process

• Not discussing nearby traffic or planned maneuvers

• Failing to mention equipment issues

• Not handing over the “navigational picture”

• Not verifying position, course, and alarms

Consequences

The incoming officer inherits the watch but not the mental awareness needed to perform safely. This can lead to missed hazards.

Proper Handover Includes

• Course, speed, position, water depth

• Traffic situation and risk assessments

• Weather and visibility

• Status of radar, ECDIS, AIS, autopilot

• Ongoing or expected alarms

• Any instructions from the Master or company

A good handover is calm, structured, and unhurried.

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11. Ignoring Bridge Alarms or Setting Alarms Incorrectly

Bridge alarms—ECDIS, BNWAS, radar CPA/TCPA alarms, depth alarms—exist for a reason. Yet officers often silence or disable them because they find them annoying or intrusive.

Why Alarms Are Ignored

• Too frequent alarms from poor configuration

• Overconfidence

• Lack of understanding of alarm meanings

• Desire for a “quiet bridge”

Risks

• Missing critical danger alarms

• Passing waypoint alarms unnoticed

• Shallow water alarms not triggering

• BNWAS violations leading to fatigue incidents

Recommended Approach

• Configure alarms properly (safety contour, berth distances, CPA/TCPA limits)

• Allow only essential alarms

• Treat every alarm as significant until proven otherwise

• Train officers to interpret alarm hierarchies

A silent bridge is not always a safe bridge.

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12. Weak Passage Planning or Failure to Follow a Thorough Passage Plan

Passage planning is the backbone of safe navigation. However, errors continue to occur due to incomplete planning or poor monitoring during execution.

Common Passage Planning Mistakes

• Incomplete appraisal (not checking tides, weather, TSS rules)

• Incorrect or missing safety settings (safety depth, safety contour)

• Overlooking no-go areas

• Missing contingency plans

• Route not updated with latest ENC corrections

• Deviations from “plan versus actual” without evaluation

Execution Mistakes

• Not monitoring cross-track error

• Not adjusting plan for weather changes

• Blindly following the route despite traffic hazards

Best Practice Standards

• Follow the 4 stages: Appraisal, Planning, Execution, Monitoring

• Use checklists aligned with company SMS

• Regularly review the plan during watch

• Keep the Master informed of deviations

• Never “just follow the magenta line”

Good passage planning is not a paperwork exercise; it is a safety foundation.

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Additional Mistakes Often Observed on Real Bridge Watches

Although the above 12 are the most critical and common, other mistakes frequently appear:

• Overuse of VHF for collision avoidance

• Misjudging distance at night

• Forgetting to log important navigational events

• Poor chart updating

• Inadequate use of binoculars

• Multi-tasking with paperwork during busy traffic conditions

These smaller errors contribute to cumulative navigational risk.

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The Human Factor: Root Cause of Most Navigational Mistakes

Even with advanced technology, human factors remain the core reason mistakes happen. Some psychological or operational contributors include:

• Fatigue and reduced alertness

• Stress from tight schedules or deadlines

• Cultural hierarchy barriers

• Lack of assertiveness

• Distractions on the bridge

• Overconfidence (“this route is always safe”)

• Reduced manual skills due to automation

Modern bridge design aims to reduce these risks, but the final responsibility lies with the officer on watch.

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How Deck Officers Can Reduce Navigational Mistakes: Practical Checklist

A professional OOW should continuously practise:

1. Constant Awareness

• Always ask: Where am I? What is around me? What is next?

2. Cross-Checking

• Radar vs ECDIS
• ECDIS vs visual bearings
• AIS vs relative motion observations

3. Communication

• Speak up early
• Perform closed-loop communication
• Maintain lookout teamwork

4. Discipline

• No phones
• No unnecessary tasks during watch
• No shortcuts

5. Training

• Regular BRM refreshers
• ECDIS type-specific training
• Radar simulation exercises
• Emergency steering drills

A good OOW is not one who knows everything—but one who never stops learning and checking.

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Conclusion: Safe Watchkeeping Is a Continuous Discipline

Navigating a ship safely is both a science and an art. Technology provides tools, but judgement, awareness, and discipline determine the outcome. When bridge officers make mistakes—whether due to fatigue, complacency, or misunderstanding—the consequences can range from minor deviations to catastrophic collisions or groundings.

This article has examined 12 common watchkeeping mistakes made by deck officers. Recognising these errors is the first step toward eliminating them. With strong Bridge Resource Management, correct use of navigational equipment, continuous vigilance, and adherence to COLREGs and SMS procedures, officers can ensure safe navigation and protect life, property, and the marine environment.

Good watchkeeping is not just a duty—it is a professional commitment to safety, responsibility, and excellence.