Watch Keeping
Watch Keeping
Watch Keeping
4.1 WATCHKEEPING
4.1.1 Position Fixing
It is essential that at any time the Officer of the Watch knows exactly where the vessel is in
relation to the intended passage plan.
On Coastal or pilotage passages the frequency of plotting must be increased as decided by the
Master. The following table provides guidelines in this.
4.1.2 Landfalls
Before making major landfalls after an ocean passage, the Master is to issue clear instructions
to be informed in the event of failing to make Landfall at a particular time or in the event of any
doubt as to the vessels position.
The Officer being relieved must not hand over the watch if he has any doubt regarding the
capability of his relief to take over the watch. In such a case he is to inform the Master
immediately.
The relieving O.O.W. must be sure that members of his watch are fully capable of performing
their duties, particularly as regards their adjustment to night vision.
Watch Keeping
The relieving officer must not take over the watch until his vision is fully adjusted to the light
conditions and he has personally satisfied himself regarding:
standing orders and other special instructions of the Master relating to navigation of the
ship;
the errors of gyro and magnetic compasses;
the presence and movement of ships in sight or known to be in the vicinity;
the conditions and hazards likely to be encountered during his watch;
the position, course, speed and draught of the ship;
the intended course;
the prevailing and predicted tides, weather, current and visibility;
the operational condition of the bridge equipment and the status of the main engines.
If at the time the officer of the watch is to be relieved and a manoeuvre or other action to avoid
any hazard is taking place, the relief of the officer is to be deferred until such action has been
completed.
The appropriate checklist is to be completed on each occasion that the watch changes whilst at
sea. It is to be completed by the officer being relieved and a log entry made.
The navigation and signal lights and other navigational equipment are functioning
properly;
The auto-pilot of independent off course alarm is set and working correctly;
At sea, when operating under Bridge control of Main Engine, except in narrow waters, the
whistle and general alarm must be tested daily at noon. Additional, when not under Bridge
control of Main Engine, the telegraph must be tested daily at noon. Whistles must not be
tested if there are other ships in the close vicinity who could interpret the signal as a
manoeuvring signal.
4.7.2 Anchors
Prior to arrival in confined coastal waters or at a pilotage position the anchors must be prepared
for use at the earliest as is safe and practicable.
Watch Keeping
At all times before calling Stations, Bridge and Engine Room clocks are to be synchronised and
all telephones and portable VHF sets are to be tested. After Stations are called, the first duty of
the Officers is to recheck their communications with the Bridge and to inform the Bridge that they
are at Stations.
To ensure that the ship’s routines, safety, navigational and engine room procedures are carried
out in a proper and seamanlike manner the Master and Chief Engineer Officer must ensure that
a system of positive reporting and acknowledgement is used on board. If such reports and
acknowledgements are not received by the officer in charge then he is to assume that all is not
in order and take immediate action to ascertain the true situation.
Officers working the telegraphs, the telephones and the portable VHF sets are to repeat the
orders received to the person issuing them to ensure the correct orders are being carried out.
When passing orders by VHF, the Ship’s name is to precede the text. All orders on the Ship’s
telegraphs and the times of such orders are to be recorded in the Bridge Movement Book/Deck
log book and Engine Room Movement book, or by automatic recorders, where fitted.
In a ship with Bridge control of the Main Engine, the operation of the control equipment must be
tested prior to arrival at the manoeuvring point of a voyage by the Master. Motor ships with
either conventional or Bridge control of the Main Engine must test manoeuvrability both ahead
and astern before a final approach is made to a Pilot Station or Harbour. An entry to this effect
must be made in the Log Book.
Officers must be fully briefed when a mooring, ship handling or navigational operation is to be
carried out so the Master can be reasonably confident that it will be completed as required.
4.7.4 Stabilisers
On vessels fitted with stabilisers, they must be housed and secured before “Stations” are called.
A log entry to this effect is to be made.
Pre-manoeuvring checks must include the marking up of echo sounder paper, pitch and/or
engine recorder paper with the date and correct local time.
Steering gear must be tested prior to departure according to the Procedure for Testing Steering
Gear which is described overleaf. This testing of steering gear is to be made with the duty
engineer present in the steering flat to report on the correct performance of the steering gear
and to provide a check of the bridge rudder indicators and communication system.
Watch Keeping
The O.O.W. on the Bridge must endeavour best to give the Engine Department at least one
hour’s notice before Stand By for manoeuvring.
Reduction in speed from full speed to the recognised manoeuvring full speed, is to be as gradual
as possible, and must be in accordance with the manufacturer’s instructions.
On approaching port, manual steering must be engaged in adequate time to allow for the
helmsman to become accustomed to the steering characteristics of the vessel before
manoeuvring commences. Where the design of the steering gear permits, the second steering
motor must always be in operation prior to any manoeuvring situation or where additional
steering performance is required, such as:-
End-of-passage/departure
Adverse weather
Ice
Restricted visibility
High density traffic
After a period under repair, or in lay-up, it may be prudent to carry out an earlier trial, to allow
time for repairs or adjustments to be made however the pre-sailing test must be carried out in
addition to any earlier test.
Emergency steering must be tested at least every three months and after any work has been
carried out on the steering gear and an appropriate log entry must be made. Emergency
steering must be tested as per CFR 164.25 before entering USA waters.
On completion of departure stations, the duty officer at each station is to carry out a final check
of the watertight integrity at their station, ensuring that all appropriate ventilation flaps are
secured for sea and all hatches are closed. (e.g. Foc’sle space)
Verification and synchronisation of bridge and steering gear rudder angle indicators.
Test of all alarm systems and indicators in wheelhouse and ECR.
The steering gear is to be kept running until stations are called. If this means that the steering
motors may be running for prolonged periods with no rudder movements, the rudder is to be
operated to either side at least every 10 minutes.
Clear procedures for changeover from remote steering to local steering control shall be
displayed at the steering console on the bridge and at the emergency control position in the
steering flat.
4.11.1 General
The responsibilities of the ship’s Bridge Team do not transfer to the Pilot and the duties of the
Master and his Bridge Team remain the same as before the Pilot boarded.
Attention is drawn to the following extract from IMO Resolution A 285 (VIII):
“Despite the duties and obligations of a Pilot, his presence on board does not relieve the
Officer of the Watch from his duties and obligations for safety of the ship. He should co-
operate closely with the Pilot and maintain an accurate check on the vessel’s position
and movements. If he is in any doubt as to the Pilot’s actions or intentions, he must seek
clarification from the Pilot and if doubt still exists, he is to notify the Master immediately
and take whatever action is necessary before the Master arrives.”
Where the Master has previously sent such information, he is to confirm with the Pilot Authority
that this is still available. If not, it must be resent. If there have been any changes to the MPX
and Pilot Card they must be highlighted and the MPX and Pilot Card resent.
The Master must also request the Port Authority and/or local agent to send him relevant details
of the ships intended pilotage passage. Information requested must include Pilot boarding time,
intended route, weather, tidal details and any other relevant or unusual circumstances to be
expected. This information should be received in the form of a shore to ship Pilot/Master
Exchange (PMX). If not received, the information to be obtained from the pilot upon boarding,
and recorded.
Both these forms are also contained in the ICS Bridge Procedures Guide.
Pilot’s often board from high speed pilot launches and the vessels may be underway at speeds
of up to 7 or 8 knots. The forward advance of the vessel can therefore be significant during the
boarding process and due allowance of this must be made in order to allow time for the proper
briefing of the Pilot.
It is essential that the Pilot is made aware of any unusual manoeuvring characteristics, i.e. Left-
handed propeller or high performance rudder.
The pilotage must not commence until both the Pilot and the ship’s Bridge Team have been
fully briefed and are fully aware of the situation. If the Master is not satisfied with the
exchange of information or with the Pilot’s abilities, the vessel must not proceed.
Pilot hospitality such as tea and coffee must not interfere with the safe navigation of the
vessel.
In the event of the vessel deviating from her intended track while under pilotage or in the event
of the Master / Officer of the Watch having doubts as to the vessel’s position or intended track,
Watch Keeping
the Master / Officer of the Watch must immediately alert the Pilot of the situation and request
clarification of his intentions.
If the Master / Officer of the Watch does not receive what he considers to be a satisfactory
response from the Pilot, he must immediately ensure that the vessel is safely back on her
intended track.
It may also become necessary for the Master to relieve the Pilot because he is incapacitated
(illness, intoxication, etc.). In such a case, the Master must advise the Office. Having relieved
the Pilot of his duties, the Master must make a proper entry in the ship’s log. He also shall report
this to the proper authorities.
The decision to relieve the Pilot must be made before it is too late to restore the ship’s safety.
In the event of an accident occurring whilst a Pilot is on board, no certificate exonerating the
Pilot from responsibility for such mishap is to be given under any circumstances by the Master.
The Master or the Chief Officer shall post standing instructions for personnel who perform the
cargo watch. In addition supplementary instructions, shall be recorded at every cargo operation.
The depth of the water at the berth, ship’s draught, the level and time of high and low
waters; fastening of the moorings, arrangement of anchors and the scope of the chains,
and other features of mooring important for the safety of the ship; state of main engines and
availability for emergency use;
All work to be performed on board the ship; the nature, amount and disposition of cargo
loaded or remaining, or any residue on board after unloading the ship;
The level of water in bilges and ballast tanks;
The number of crew members required to be on board and the presence of any other
persons on board;
The state of fire-fighting appliances;
Any special port regulations;
The Master’s and Chief Officer’s standing and special orders;
The lines of communication that are available between the ship and the dock staff or port
authorities in the event of an emergency arising or assistance being required;
Other circumstances of importance to the safety of the ship and protection of the
environment from pollution.
If, at the moment of handing over the watch, an important operation is being performed it must
be completed by the officer being relieved.