u/TheDeepDraft

During a SIRE 2.0 inspection, an experienced officer with a full beard was asked to demonstrate a breathing-apparatus seal check. He knew the procedure, but the mask would not seal. Our explanation was that he wasn’t assigned to either fire team. The designated firefighters were trained and ready. At the time, I accepted that answer.

What I keep coming back to is what happens after those arrangements are stretched. If the nominated men are exhausted, injured or already committed, someone else may be needed. On a small crew, there are only so many people to call upon.

Most seafarers would say they have been trained to use breathing apparatus. Fair enough. But has anyone checked whether the actual mask onboard fits each person who might need to wear it? Being clean-shaven doesn’t settle that question either.

I wrote about this from my own experience
https://thedeepdraft.com/2026/10/05/beards-scba-face-seal-merchant-ships/

How does your company handle this? Is there a clear facial-hair policy and individual fit testing, or is the decision largely left to the ship? Has an inspector ever asked you to demonstrate the seal?

When I shared my recent DeepDraft analysis on visual pollution, several mariners noted that even with extensive external illumination, the aspect of a brightly lit vessel could still be reasonably established. That may well be true in certain situations. However, reading those comments raised another concern. What about the additional navigation lights that communicate a vessel's operational status?

Consider a vessel engaged in fishing, trawling, Not Under Command (NUC), or Restricted in her Ability to Manoeuvre (RAM). The prescribed green-over-white, red-over-white, two all-round reds, or red-white-red signals convey information that can materially affect another vessel's obligations under Rule 18, subject to Rules 9, 10 and 13.

This concern is supported by an older casualty.

In September 1991, the container ship Khudozhnik Ioganson collided with the Australian prawn trawler Zodiac off Cairns. The ATSB investigation found that Zodiac's powerful working lights obscured her navigation and fishing lights. Her green-over-white trawling signals were mounted on the same structure as the working lights, contributing to their being lost in the glare.

The investigation identified several other collision-avoidance failures. Of course, this was 1991, before AIS became part of routine bridge navigation. Today, AIS provides valuable additional information, including navigational status. However, that status depends on manual entry and timely updating, and not every vessel carries AIS. Moreover, an AIS indication that a dredger is RAM does not independently identify her obstructed side or safe-passing side. The additional visual signals prescribed under Rule 27 remain important.

Having spent years keeping bridge watches, I would be uncomfortable relying entirely on an electronic status indication when the vessel's prescribed lights cannot be distinguished. Rule 20(b) already addresses the interference caused by additional lighting. The practical concern extends beyond recognising a vessel's aspect. We must also be able to identify her operational status in sufficient time to assess the encounter and take appropriate action under the applicable Rules.

Perhaps this deserves equal attention whenever we discuss visual pollution at sea. Detailed Analysis - https://thedeepdraft.com/2026/09/21/navigating-in-a-sea-of-visual-pollution/

A lesson from our experience while drifting off Indonesia. The float was visible, but the substantial rope below it was not.

Full incident and analysis: https://thedeepdraft.com/2026/09/28/rumpon-and-rope-indonesias-hidden-propeller-fouling-hazard/

This happened while we were drifting off Indonesia.

The float was visible. The rope below it was not.

Short video here, with the full incident and analysis:
https://thedeepdraft.com/2026/09/28/rumpon-and-rope-indonesias-hidden-propeller-fouling-hazard/

The report came from the bridge while the vessel was drifting off Indonesia and awaiting orders. A large thermocol float was coming down the ship’s side. From above, it looked harmless: soft, light, and small against the hull. The float passed along the side, reached the aft area, and disappeared from view. It had not passed clear. From the steering gear flat and rudder stock area, the rope could be seen caught at the propeller. The float was only the marker.

The real hazard was below it.

https://thedeepdraft.com/2026/09/28/rumpon-and-rope-indonesias-hidden-propeller-fouling-hazard/

We usually treat more lighting as better visibility. At sea, that is not always true.

Strong deck, accommodation and working lights can make the vessel itself obvious while making its navigation lights, aspect and movement harder to interpret from another bridge.

https://thedeepdraft.com/2026/09/21/navigating-in-a-sea-of-visual-pollution/

Dad got this on his cruise arrival.

Guide: https://thedeepdraft.com/sire-2-0/