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.

Area Frequency Fix Type

Ocean Every two hours Satellite
Passages/ When possible Astronomical observations
Deep Sea

Coastal Waters Every 30 minutes, increasing Visual bearings

Frequency to every 20 minutes when Radar range / bearings
approaching restricted waters Electronic aid
Parallel Indexing
Restricted Every 20 minutes, increasing Visual bearings
Waters frequency to every 6 minutes in Radar range/bearings
extremely confined waters and port Electronic aid
arrival/departure Parallel Indexing

Port Arrival/ Minimum of every 6 minutes, Visual bearings

Departure increasing frequency as necessary in Radar range/bearings
critical areas as directed by Master. Electronic aid
Parallel Indexing

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.

4.1.3 Celestial Positions

The O.O.W. shall take celestial fixes by regular use of the sextant and navigational tables
provided on board. O.O.W.’s are to take sights on a daily basis when out of sight of the land,
weather permitting.

4.1.4 GPS Positions

The frequency of plotting GPS positions on the chart will depend upon the scale of the Chart in
use. A logbook is to be maintained, into which positions are to be recorded at least once each
watch. On ships fitted with ECDIS/ECPINS this is recorded automatically. Note: GPS is under
the control of the USA military and accuracy / functionality may be downgraded at any time
without prior notice. Positions are to be verified against celestial or land fixes at least daily.
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4.1.5 Parallel indexing

It is common practice to fix the ship’s position and then make an allowance for set and drift
depending upon offset from the previous fix. This approach to navigation is REACTIVE, being
based upon past observations.
In narrow waters, techniques need to be used which enable the Navigator to maintain a forward
outlook, i.e. to be PROACTIVE. Parallel Indexing (PI) is a means of proactive position
monitoring. The basic principle of parallel index plotting can be applied to either a stabilised
relative motion display or a ground-stabilised true-motion display.
Navigating Officer’s on Watch are required to use parallel indexing techniques to monitor the
vessel’s position whenever possible. This must not be the sole means of position fixing. Parallel
indexing is a particularly valuable tool approaching port and during pilotage when the Master is
able to continually monitor the vessel’s position in this way while the O.O.W. plots the positions
obtained from other data. It is essential that vessels continue to plot positions on a frequent
basis during pilotage. These positions must be as accurate as possible and not just estimated
positions based on passing buoys, landmarks etc.

7.2 SAFETY & FIRE ROUNDS

The Watch keepers are to make the rounds of all common spaces within the accommodation
area after the termination of their watch at 2000, 2400 and 0400 hours at sea respectively. This
must include inspection of main watertight closures, locking mechanisms and sealing
arrangements as appropriate. Watch keepers carrying out such rounds at sea are not expected
to leave the accommodation and are to keep in regular contact with the bridge.
On completion of the rounds the watch keeper is to report to the bridge and an entry is to be
made in the logbook.

4.3 COMPASS ERRORS

Observations by Azimuth or transit to determine the error in both gyro and magnetic compasses
must be made at least once a watch. A record of these observations is to be kept in the
Compass Error Book with the courses being steered and the errors allowed being entered in the
Deck Log Book. Where during a watch for whatevcr reasons it is not possible to obtain an error,
this fact must be recorded in the Deck Log.
The standard and gyro-compasses are to be frequently compared and repeaters synchronised
with their master compass.

4.4 NAVIGATION WARNINGS

All OOW’s must monitor Navtex and other radio aids providing Navigational Warnings. All
warnings received during their watch are to be checked and marked on the chart where
appropriate. These navigational warnings are to be left on the chart table for the Navigational
Officer to check and file. The Master is to be advised immediately of any Navigational Warnings
received that affect the immediate route of the vessel.

4.5 CHANGING OF THE WATCH AT SEA

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.
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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.

4.6 PERIODIC CHECK OF BRIDGE EQUIPMENT

Operational tests of shipboard navigational equipment must be carried out at sea as frequently
as practicable and as circumstances permit. The O.O.W. is to make regular checks to ensure
that:

 The helmsman or the automatic pilot is steering the correct course;

 The automatic pilot is tested manually at least once a watch;

 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 DEPARTURE/ARRIVAL PROCEDURES

4.7.1 Estimated Times of Arrival/Departure (ETA/ETD)

The Master must ensure that all relevant parties are kept fully advised of the ship’s ETA/ETD.

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.
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4.7.3 Mooring or Anchor Stations

When “stations” are called, the Master shall proceed to the Bridge. The forecastle and poop
deck are to be manned by Deck Officers and ratings as required by the Master.

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.

4.8 PREPARATION FOR MANOEUVRING

All bridge controls, including engine room telegraphs, telephones, whistles, steering gear etc.
are to be tested 1 hour before Stations are called prior to getting under way and before entering
port using the Navigation Equipment Checklist. On the satisfactory completion of the tests an
entry to this effect is to be made in the Deck Log Book.

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.
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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.

4.9 CLOSURE CHECKS AND REPORTS

On all vessels, it is essential that a positive closure report is obtained from Officer responsible
for ensuring that all appropriate watertight closures are correctly secured prior to the vessel
leaving the berth. A record of this positive report must be entered in the Deck Log Book.

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)

4.10 PROCEDURE FOR TESTING STEERING GEAR

In compliance with SOLAS regulations and the Company requirements the steering gear must
be tested not more than 12 hours before departure. The Master and Chief engineer are to
establish a system for testing of the steering gear after a full review of the operating manuals for
all equipment concerned. Masters shall also be guided by the requirements of 33 CFR 164.25.
The established procedure for testing steering gear is to include following:
 Testing of communication – primary and back up.
 Check of compass repeater alignment.
 Test of primary steering through full range of movement. Record times of hard-over
to hard-over.
 Test of secondary steering through full range of movement. Record times of hard-
over to hard-over.
 Test of primary and secondary control systems.
 Test of systems with both motors operating (if system designed to operate in this
mode)
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 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.

An entry made in the log book to be made on this effect.

4.11 PILOTAGE PASSAGE PLANNING/EXECUTION

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.”

4.11.2 Pre-arrival Information

At least 12 hours prior to any port the Master must send by fax or telex an updated Ship to
Shore Master/Pilot Exchange (MPX) of information. The Pilot Card can supplement this.

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.

4.11.3 Pre-arrival Preparations for Pilot Boarding

The current I.M.O. requirements for embarkation and disembarkation of Pilots as listed in the
Reference Publication “Bridge Procedure Guide” must be complied with at all times. All Officers
must be conversant with these requirements.

In addition the following is to be checked and ensured: -

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i) That ETA’s/ETD’s are passed to: -

 The Master
 The engine room
 The pilot station
ii) Which side will the Pilot board/leave from?
iii) Has the engine room been advised of the “standby” time?
iv) Which Deck Officer will meet the pilot and conduct him to/from the bridge.

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.

4.11.4 Pilot’s Arrival on board

After the Pilot’s boarding, in addition to being advised by the Master of the manoeuvring
characteristics and basic details of the vessel for its present condition, the Master must discuss
with the Pilot the passage plan to be followed. The general aim of the Master is to ensure that
the expertise of the Pilot is fully supported by the ship’s Bridge Team. The Pilot must be
provided with a copy of the Pilot information card immediately after boarding; however it is
imperative that this is backed up with a verbal briefing from the Master. This must include
information such as heading, speed and position of the ship, last rudder and engine orders,
traffic in the vicinity and details of bridge layout, especially the location of critical equipment,
such as rudder indicator, rpm indicator, speed log, whistle switch, VHF set, etc.

It is essential that the Pilot is made aware of any unusual manoeuvring characteristics, i.e. Left-
handed propeller or high performance rudder.

4.11.5 Master/Pilot Relationship/Exchange of Information at Boarding

On completion of the briefing, the Master must complete the Master/Pilot Exchange of
Information checklist. This Record must be signed by the Master and the Pilot prior to
proceeding. An appropriate Log entry is to be made. If the Pilot refuses to sign; an appropriate
Log entry is to be made.

 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.

4.11.6 Monitoring the Pilot’s Activities

The Master and the Bridge Team must closely monitor the Pilot’s advice.

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,
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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.

4.11.7 Complaints or Accidents involving Pilots

If the Master has a complaint against a Pilot or Pilotage service, it is to be made to the
appropriate Pilotage Authority. The complaint is to be brief, formal and courteous and a copy is
to be sent to the Company.

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.

4.11.8 Non Compulsory Pilotages

In areas where Pilots are available but are not compulsory the Master is to assess the risk and
request the Company to arrange same if he needs the feel for one.

4.12 WATCH KEEPING AT PORT

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.

4.12.1 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:
a. The condition and securing of the gangway, anchor chain and moorings, especially at the
turn of tide and in berths with a large rise and fall, if necessary , taking measure to
ensure that they are in normal working hours.
b. The draught, ukc and the general state of the ship to avoid dangerous listing or trim
during cargo operations.
c. The weather and sea state. OOW shall monitor the weather reports relayed by the Port
authorities on radio, Coastal weather warnings on Navtex and the broadcasts on EGC.
d. The observance of all regulations concerning safety and fire precautions.
e. The water levels in cargo hold bilges, void spaces, pump rooms and ballast tanks.
f. All persons on board and their location, especially those in remote or enclosed spaces.
g. The exhibiting and sounding , where appropriate, of lights and signals.
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3. In bad weather, or on receiving a storm warning, take appropriate measures to protect

the ship, persons onboard 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.

4.5.2 Handing over a cargo watch

The O.O.W. must not hand over the watch to the relieving officer if he has any reason to believe
that the latter is not capable of carrying out his duties effectively, in such a case he is to notify
the departmental head accordingly.
The officer being relieved must ensure that the relieving officer is aware of the following:

 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.