Adona, Carlos Jemuel G.

POV1

BSMT3B

A-VIII/2 - Watchkeeping arrangements and principles to be observed.

1. Certification

A ship without certificates is a dead ship. It is impossible to sail a ship in high seas without valid
certificates. Also any insurance taken up by the ship owner will be null and void if any certificate is
invalid and expired.

I cannot say it enough, how important it is for a ship to have all valid certificates.

But apart from the certificates being valid, there is another requirement that we need to fulfill. All these
original certificates need to be on board at all the times.

This makes it so much more important to know which all certificates a ship is required to carry on board.

But are all the certificates carried on board have equal importance ? Can the absence of any of
these certificate make a ship unseaworthy ?

If we do not know the answers to these questions, we probably would not know the seriousness of the
situation in case a certificate is expired or expiring.

That is where understanding the difference between statutory and mandatory certificate is important.

Difference between Statutory certificates and Mandatory certificates

Statutory certificates are required by the statute. Statute means law. So these are the certificates that
are required by the law.

Mandatory certificates, as the name suggests are mandatory to carry on board.

But doesn’t that mean, all statutory certificates are mandatory ? Confusing right ?
While it is important that we have both type of certificates on board, there is a principle difference
between statutory and mandatory certificates.

Why it is so Important to Know About Statutory and Mandatory Certificates ?

Written by Capt Rajeev Jassal on October 28, 2016

A ship without certificates is a dead ship. It is impossible to sail a ship in high seas without valid
certificates. Also any insurance taken up by the ship owner will be null and void if any certificate is
invalid and expired.

I cannot say it enough, how important it is for a ship to have all valid certificates.

But apart from the certificates being valid, there is another requirement that we need to fulfill. All these
original certificates need to be on board at all the times.

This makes it so much more important to know which all certificates a ship is required to carry on board.

But are all the certificates carried on board have equal importance ? Can the absence of any of
these certificate make a ship unseaworthy ?

If we do not know the answers to these questions, we probably would not know the seriousness of the
situation in case a certificate is expired or expiring.

That is where understanding the difference between statutory and mandatory certificate is important.

Difference between Statutory certificates and Mandatory certificates

Statutory certificates are required by the statute. Statute means law. So these are the certificates that
are required by the law.

Mandatory certificates, as the name suggests are mandatory to carry on board.

But doesn’t that mean, all statutory certificates are mandatory ? Confusing right ?

While it is important that we have both type of certificates on board, there is a principle difference
between statutory and mandatory certificates.

If we sail a ship without a statutory certificate (the one required by law), we are breaking the law. And
like any other form of breaking law, it can be charged under criminal law.

 we sail the ship without a mandatory certificate, we are not breaking the law.

But as these certificates are mandatory, we may not be allowed to enter into the port limit of a
country. Or we may not be allowed to start the cargo operation.

Statutory and mandatory certificates together are called trading certificates. That is the certificates
required for a ship to trade freely.

1) Certificate of registry
This is the trading certificate issued to the ship by the flag state. This is the certificate that defines the
nationality of the ship. This certificate also has the port of registry information.

If I can say it in simple words, this certificate is no different from the certificate of registry of our cars.

If you notice in the registration certificate of a car, it has following minimum information

 Place & country of registration

 Name and address of the owner of vehicle

 Physical particulars of the vehicle (for example length and width)

 Other details of the vehicle (like seating capacity, engine details etc)

Now the details in the certificate of registry of the ship is no different than this. It has the

 port of registry of the ship

 Name and address of the ship owner

 Basic ship particulars like Length overall, Breadth, gross tonnage etc

2. Voyage planning
Understanding the Principles of Passage Planning

Shipping cargo from one port to another involves coordinated working of several operations of both
land and ship staff. One of the most integral parts of a shipping operations is the cargo or voyage
planning, which is mainly undertaken by a navigational officer of a ship. A passage plan is a
comprehensive, berth to berth guide, developed and used by a vessel’s bridge team to determine the
most favourable route, to identify potential problems or hazards along the route, and to adopt Bridge
Management Practices to ensure the vessel’s safe passage. Passage planning includes a complete
description of the ship’s passage which is prepared by an experienced deck officer of the ship. This is
done to ensure that the ship sticks to the required routes for reaching the port of destination.
While making a passage plan, the officer must keep in mind that the ship must reach the destination
safe by abiding to both local and international rules and regulations.

Ship Passage Planning – Essential Steps

A ship’s passage planning involves 4 major steps/stages. They are as follows:

1.  Appraisal

2. Planning

3. Execution

4. Monitoring

Each stage in the passage planning has its own importance and it is extremely important to carry out
each one of them with utmost care and up-to-date seamanship to ensure a safe sail.

In the start, a rough estimate is made of the whole sailing process. Once the rough plan is ready, it is
further tweaked and modified/refined considering various details obtained from charts, pilot book,
weather routing etc. These processes are carried out throughout the appraisal and planning stages.

In the next two stages i.e., execution and monitoring, the plan is used as a guideline, and the sailing is
executed taking into consideration various factors, both observed and predicted.

Appraisal

In this stage, the master of the ship discusses with the chief navigating officer (usually the Second Mate),
as to how he intends to sail to the destination port. (In some cases it may be required for the master to
plan the passage). This is the process of gathering all information relevant to the proposed passage,
including ascertaining risks and assessing its critical areas. This involves information extracted from
publications as well as those within the chart. The appraisal will include details from:
  Chart Catalogue

 Charts

 Ocean Passages of The World

 Routeing Charts

 Admiralty Sailing Directions

 Admiralty List of Lights and Fog Signals

 Admiralty List of Radio Signals

 Tide Tables

 Tidal Stream Atlas

 Notices to Mariners

 Admiralty Distance Tables

 Ships Routeing

 Navigational Warnings

 Mariner’s Handbook

 Load Line Chart

 Draft of Ship

 Owners and other sources

 Personal Experience

Taking into consideration master’s guidelines, company’s guidelines, ship’s cargo, marine environment,
and all other factors that may affect the ship, the navigating officer draws upon a general track, which
the ship shall follow.

Planning

Having made a full appraisal using all information at hand pertaining to the passage, the OOW, under
the authority of the Master is to prepare a detailed plan for the passage. In this stage, the intended
courses of the ships are actually laid out on the charts of suitable scale and all additional information is
marked. The plan is laid out from pier to pier, including the pilotage waters.

It is a good practice to mark dangerous areas such as nearby wrecks, shallow water, reefs, small islands,
emergency anchorage positions, and any other information that might aid safe navigation.

Reporting areas should also be clearly marked on the charts. Elements of the Planning phase include:

 No-Go areas

 Margins of safety
  Charted Tracks

 Course alterations and wheel over points

 Parallel Indexing

 Aborts and Contingencies

 Clearing line and bearings

 Leading lines

 Tides and current

 Change in engine status

 Minimum UKC

 Use of Echo Sounder

 Head Mark

 Natural Transit

Aborts: When approaching constrained waters, the vessel might be in a position

beyond which there is no possible action but to proceed. For example, the vessel enters
an area so narrow that there is no room to return. It is for this purpose that a position is
drawn on the chart showing the last point wherein the passage can be aborted.

Contingencies: The bridge team must always be aware that the events might not go as
planned and that emergency action might be required. Contingency plans account for
such situations, clearly shown on the chart so that the OOW can take swift action in
such a jam. Contingency planning will include alternative routes, safe anchorages,
waiting areas, emergency berths.

Execution
In this stage, the navigating officers execute the plan that has been prepared. After
departure, the speed is adjusted based on the ETA and the expected weather and
oceanographic conditions. The speed should be adjusted such that the ship is not either
too early or late at its port of destination. The Master should find out how long his
intended voyage is, accounting for water and fuel available. Also to be taken into
account are any expected weather changes along the way. In case and ECDIS is being
used, appropriate limits must be set with regard to the safety settings.

Monitoring
Monitoring is that aspect which takes into account checking of the position of the vessel,
such that it remains within the safe distance from any danger areas. Parallel Indexing
can be used to maintain safe distance alongside any hazards to navigation. A safe and
successful voyage can only be achieved by close and continuous monitoring of the
ship’s progress along the pre-planned tracks. Situations may arise wherein the
navigating officer might feel it prudent to deviate from the plan. In such case, he shall
inform the master and take any action that he may deem necessary for the safety of the
ship and its crew. This stage is a very important stage wherein all the deck officers
contribute their part to execute the plan. This calls for personal judgement, good
seamanship and experience.

3.Watchkeeping at sea

A deck officer assigned with the duties of watch keeping and

navigation on a ship’s bridge is known as the officer on watch (OOW).
While keeping a watch on the bridge he is the representative of the
ship’s master and has the total responsibility of safe and smooth
navigation of the ship.

Officer on Watch (OOW) is also in charge of the bridge team, which is

there to support him in the navigation process. He is also responsible to ensure that the ship complies
with COLREGS and all the orders of the master are followed with utmost safety under all conditions. The
three main duties of an officer on watch (OOW) can very broadly, for the sake of understanding only,
can be classified under:

 Navigation

 Watch keeping

 GMDSS radio watch keeping

A list of main duties of an officer on watch (OOW) is provided below. However, this is not an exhaustive
list and the duties may change according to the requirements. The following constitutes the aspects
required to be checked and monitored after having taken over the watch (to know more about taking
over the watch, read https://www.marineinsight.com/marine-navigation/8-important-points-for-
efficiently-taking-over-a-bridge-navigational-watch/) Therefore, soon after taking over the watch:

1. Compare the compasses: This is done in order to have a precise estimate window within which
the compass errors can affect the course to be steered and thereafter, made good. In case a
gyro fails, the OOW must be aware of the extent to which the the error of the magnetic might
affect the course being followed/to be followed. Also, a comparison of the repeaters is essential
to know if the repeaters are aligned with the master gyro and showing the correct reading
 which is needed when reading from the bridge or when calculating the compass error using the
Azimuth

2. Check soundings by the echo sounder. Needless to say, the UKC and the depth of water at any
point is imperative to the safe navigation of the ship. While a record is made of the depth if
need be and if instructed by the Master to do so, it is also necessary for the OOW to account for
the errors of the echo sounder to ensure that the correct reading is obtained (basically, avoiding
under or over reading of the depth). This is especially crucial when in shallow waters as failure
to understand the actual depth can have devastating effects such as grounding of the vessel.

3. Ensure that the lookout is alert: Not just the lookout but also the helmsman should be alert at
all times. Rule 5 of COLREGS puts special emphasis on lookout and states that “Every vessel
shall at all times maintain a proper lookout by sight and hearing as well as by all available
means appropriate in the prevailing circumstances and conditions so as to make a full
appraisal of the situation and of the risk of collision.”  Again , the importance of this can be best
explained when considering the vessel in restricted visibility (RUle 19 of COLREGS) wherein the
role of the lookout man is paramount.

4. Check the position: The OOW must check the position plotted by the outgoing OOW and not
depend entirely on the displayed information on the chart. While this is not to question the
outgoing OOW, it is necessary to do so for personal convincing and rechecking it to ensure that
there has been no errors. The precious positions affect the future position and therefore, in
order to maintain maximum accuracy of the plot, this must be done.

5. Discussing with the outgoing OOW: Navigation of the vessel is extremely dynamic and
therefore all conditions at any given time affect the ship in a certain way and also helps us to
ascertain the trend with regard to the movement of the ship and the surroundings. The current
OOW must discuss with the outgoing OOW if there has been any unusual activity, any changes
in the CTS, any points where the Master needs to be called or informed, any weather warnings
or messages, any VHF communication with other ships etc. Also, the current OOW must ask the
outgoing OOW if the Master or the Chief Officer has left any verbal instructions to complied with
or any night orders that there might be confusions with.

6. Read log entries: The OOW must read any log entries made by the outgoing OOW before he
leaves the bridge. If there is any confusion, he must ask the outgoing OOW of its explanation.
Remember that the current bridge watch is under the responsibility of the current OOW so to
reduce the margin of error as much as possible, this checking and rechecking must be done.

7. Draft: The ship’s draft must be displayed on bridge, updated when there are any changes, for
ready reference by the OOW. This is to be aware of the UKC at all times

8. Gyro and its error: Most of the equipments on the bridge might have some errors associated
with it. While they are ALL important to factored in, the gyro is something that is used at every
second of the bridge watch to plan, execute and monitor the courses and any changes
associated with it. Different makes of the gyro call for different inputs and some might requires
input to be fed to it which means that the OOW must take precaution to ensure that its done
 accordingly after accounting for all errors. Needless to say, this is all under the Master’s purview
and jurisdiction eventually.

9. GMDSS: The GMDSS watch is crucial to the safety and must be maintained on the stipulated
frequencies as per regulations. Additionally, all MSI promulgated via the NAVTEX or the SAT C
EGC or the VHF must be checked at all times. Whether or not such information affects the ship
immediately is not the primary task at hand but to obtain, read and understand such a message
to determine if it affects the ship is what the OOW must do.

10. General rounds of the ship: Soon after handing over the watch, the OOW relieved may take a
round of the ship to ascertain that fire safety is maintained, there are no signs of breach,
nothing unusual, no unsecured articles in the accommodation; having completed this, the
outgoing OOW must inform the current OOW that such an inspection has been carried out
satisfactorily and that nothing is amiss or if anything is amiss.

Additionally, the OOW must keep the following in mind:

Check navigational equipment in use at regular interval of time

Following a proper navigation plan to avoid any kind of collision according to COLREGS

Must know how to use Automatic Radar Plotting Aid (ARPA)

Must know how to use Electronic Chart and Display System (ECDIS)

Should be conversant with the ship’s speed, turning circles, and ship handling characteristics

Prepare, execute, and monitor a safe passage plan

Ensure handing over of the watch is done according to shipboard operation procedures (ISM)

Asking for support whenever required

Contact master when need arise

Should be fully aware of all safety equipment on board ship

Must use helm and signalling apparatus whenever required

Must know how to use all equipment meant for prevention of pollution at the sea and safety of lives

Should not leave the bridge unattended during his watch

All that is mentioned above is a generalised approach to the duties of the OOW on bridge. The full
extent of such duties cannot be covered entirely as the a lot of factors may be added as per the type of
the ship. For example, on tankers the IG related information has to be monitored and therefore, adds to
the existing duties. The idea is for the OOW to be fully conversant with the type of the ship and all the
duties that go with it. As mentioned above, the dynamic nature of it all makes the OOW’s duties
dynamic as well.
4.Principles to be observed in keeping a navigational watch

Principles applying to watchkeeping generally

Parties shall direct the attention of companies, masters, chief engineer officers and watchkeeping
personnel to the following principles, which shall be observed to ensure that safe watches are
maintained at all times.

The master of every ship is bound to ensure that watchkeeping arrangements are adequate for
maintaining a safe navigational or cargo watch. Under the master’s general direction, the officers of the
navigational watch are responsible for navigating the ship safely during their periods of duty, when they
will be particularly concerned with avoiding collision and stranding.

The chief engineer officer of every ship is bound, in consultation with the master, to ensure that
watchkeeping arrangements are adequate to maintain a safe engineering watch.

Protection of marine environment

The master, officers and ratings shall be aware of the serious effects of operational or accidental
pollution of the marine environment and shall take all possible precautions to prevent such pollution,
particularly within the framework of relevant international and port regulations.

Part 4-1 – Principles to be observed in keeping a navigational watch

The officer in charge of the navigational watch is the master’s representative and is primarily responsible
at all times for the safe navigation of the ship and for complying with the International Regulations for
Preventing Collisions at Sea, 1972, as amended.

Lookout

A proper lookout shall be maintained at all times in compliance with rule 5 of the International
Regulations for Preventing Collisions at Sea, 1972, as amended and shall serve the purpose of:

maintaining a continuous state of vigilance by sight and hearing, as well as by all other available means,
with regard to any significant change in the operating environment;

fully appraising the situation and the risk of collision, stranding and other dangers to navigation; and

detecting ships or aircraft in distress, shipwrecked persons, wrecks, debris and other hazards to safe
navigation

The lookout must be able to give full attention to the keeping of a proper lookout and no other duties
shall be undertaken or assigned which could interfere with that task.
5.Principles to be observed in keeping a radio watch

Taking over the watch

The officer in charge of the navigational watch shall not hand over the watch to the relieving officer if there
is reason to believe that the latter is not capable of carrying out the watchkeeping duties effectively, in
which case the master shall be notified.
The relieving officer shall ensure that the members of the relieving watch are fully capable of performing
their duties, particularly as regards their adjustment to night vision. Relieving officers shall not take over
the watch until their vision is fully adjusted to the light conditions.
Prior to taking over the watch, relieving officers shall satisfy themselves as to the ship’s estimated or true
position and confirm its intended track, course and speed, and UMS controls as appropriate and shall
note any dangers to navigation expected to be encountered during their watch.
Relieving officers shall personally satisfy themselves regarding the:
standing orders and other special instructions of the master relating to navigation of the ship;
position, course, speed and draught of the ship;
prevailing and predicted tides, currents, weather, visibility and the effect of these factors upon course and
speed;
procedures for the use of main engines to manoeuvre when the main engines are on bridge control; and
navigational situations, including, but not limited to:
the operational condition of all navigational and safety equipment being used or likely to be used during
the watch;
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 the watch; and
the possible effects of heel, trim, water density and squat on under-keel clearance.
If, at any time, the officer in charge of the navigational watch 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.
Performing the navigational watch
The officer in charge of the navigational watch shall:
keep the watch on the bridge;
in no circumstances leave the bridge until properly relieved; and
continue to be responsible for the safe navigation of the ship, despite the presence of the master on the
bridge, until informed specifically that the master has assumed that responsibility and this is mutually
understood.
During the watch, the course steered, position and speed shall be checked at sufficiently frequent
intervals, using any available navigational aids necessary, to ensure that the ship follows the planned
course.
6.Watchkeeping in port
On any ship safely moored or safely at anchor under normal circumstances in
port, the master should arrange for an appropriate and effective watch to be
maintained for the purpose of safety. Special requirements may be necessary for
special types of ships propulsion systems or ancillary equipment and for ships
carrying hazardous, dangerous, toxic or highly flammable materials or other
special types of cargo.

Watch arrangements for keeping a deck watch when the ship is in port shall at all
times be adequate to:
1. ensure the safety of life, of the ship, the port and the environment, and the
safe operation of all machinery related to cargo operation;
2. observe international, national and local rules; and
3. maintain order and the normal routine of the ship.
The master shall decide the composition and duration of the deck watch
depending on the conditions of mooring, type of the ship and character of duties.

Ships cargo handling at port and watchkeeping procedures, however, involved

many complexities, and careful consideration will need to be made for all aspects
of loading and unloading. Summarized below are some essential check items that
need to be complied with. Cargo watchkeepers should also bear in mind that the
procedures discussed here are only indicative, not exhaustive, and must always
be guided by practices of good seamanship.

Watchkeeping duties at ports : The duty Deck Officer (OOW) and the crew of the
watch shall carry out their duties in compliance with the below procedures:
1. All relevant rules, regulations, and laws must be observed at all times
2. The OOW shall observe the weather and report any drastic changes to the
Master or the Chief Officer. In one of the following cases, the OOW shall
call the Master in case of excessive wind velocity and if any other abnormal
condition has arisen or is expected to arise.
3. Gangway watch and patrols should be carried out following the vessel Ship
Security Plan. All restricted areas must remain secured or manned.
4. The OOW and the crew of the watch shall periodically monitor the water
surrounding the vessel, for marine pollution, especially during de-ballasting
and oil transfer operations.
5. While moored at a shore facility, the OOW shall periodically check and tend
the gangway and moorings, and take any action necessary to ensure the
safe mooring of the vessel, considering local changes in weather and tide,
as well as changes in the draft due to cargo transfer operations, ballast
operations or bunker fuel transfer operations.
6. The vessel must always provide safe access, well illuminated and with a
gangway net .
7. In case severe weather is expected, the frequency of Mooring checks
should be increased, and the possibility of passing extra lines considered. At
specific berths, the surge caused by passing vessels can cause ropes to part
and the deck crew should standby at stations when vessels are scheduled
to pass by at close range
8. While at anchor, the OOW shall periodically check the vessel's position and
immediately notify the Master if dragging suspected. He shall also pay
attention to the movement of other vessels in the vicinity and notify Master
if any causing concern.
9. Rat guards are always in place on mooring ropes while at berth.
10.Deck scuppers are to remain plugged at all times except briefly opened to
drain rain water
11.Ballast is not to be overflowed, and all DB tanks on containerships must be
filled by gravity.
12. Bilges are not to be pumped out
13. The OOW and the crew of the watch shall monitor the emission from the vessels funnel and
immediately report any signs of black smoke, soot or sparks to the duty Engineer
14. Whether at anchor or moored at a shore facility, the OOW shall ensure that all lights, shapes, and
flags are displayed, and sound signals ( at anchor, in fog) used following the Rules of the Roads
(COLREGS).
 15. For Tankers and Gas Carriers, the safe operating envelope of the shore arms/connections should
always be noted. The deck watch shall initiate Emergency Stop procedure if the risk of pollution
is expected.
16. Before taking over the deck watch, the relieving officer shall be informed of the following by the
OOW as to:
1. The depth of the water at the berth, the ships draught, tidal data; the securing of the
moorings (or anchoring details), the availability of main engine.
2. All work to be performed onboard the ship; the nature, amount and disposition of cargo
loaded, discharged or remaining, and any ballast operations
3. The crew members required to be on board and the visitors on board;
4. Any other circumstances of importance to the ship's safety, its crew, cargo or protection
of the environment
5. Any ongoing operations and specific port regulations.
17. The OOW shall immediately notify the Master or the Chief Officer if he has any doubt for
whatever reason, whether the relieving Deck Officer is physically or mentally fit for duty.
18. In un-manned machinery operation, the OOW shall carry out arrangements for patrol of the
Engine Room
19. The OOW shall make a periodical inspection according to the Check List for Watch in Port.
20. When an incident or accident has occurred onboard resulting in any injury, death or damage; the
Master is to be notified.
21. These standing orders may be supplemented by additional orders from the Master and the Chief
Officer if required.

7.Taking over the deck watch

Bridge navigational watch is one of the most significant ship-board operations for deck
officers. When the ship is at sea, the bridge or the wheel house is the only workplace
which is manned at all times.

As the navigating officers have to keep bridge watches round the clock, the practice of

taking over of the watch by a relieving Officer of watch (OWW) from the present officer-
of-watch is followed everyday.This short span of time, of taking over the watch is indeed
a critical period, as the new OOW has to be aware of a lot of momentous information.

Here are some brief notes on the eight most important factors which need to be
checked and reassured along with some good practices to be followed while taking over
a bridge watch.

1. Ship’s Position – Speed – Course

The most important factor or the first thing to be checked after coming upon the
bridge is the position and speed of the ship. Once you are satisfied with the
position of the ship on the chart, it is a good practice to browse through the chart
and the course to be followed till the end of your watch. Check for waypoints of
course alterations, any reporting points, traffic separation schemes, shallow
patches, or any dangers to navigation along the intended track marked on the
chart.

Compare the course on the chart with the course in the passage plan.
Make yourself aware of the Engine RPM, Speed, Log speed, Course made good,
Course steered. Any doubt or uncertainties are to be checked with the OOW.

 2. Traffic Density

Now that you are satisfied with the position and course of the ship, without wasting time
look outside the bridge to get a clear view of the horizon and check the number
of vessels around. It is advised to take a walk all the way to both the bridge wings to get
a view of the stern of the ship, as it is likely to be omitted. Once you have visually
ascertained the situation outside, glance at the Radar screen for the targets around and
for more information provided by the Automatic Radar Plotting Aids (ARPA). It is
recommended to switch to higher range scales for early detection of the aspect of
vessels coming down (if any).

If your ship is already in a situation such as overtaking, close-quarter, or a crossing

situation, DO NOT take over the watch until the situation is over and the vessel is past
and quite clear. 

3. Weather Conditions and Night Vision

The next important factor to check is the weather condition. Make sure you are aware of
a) Wind speed and direction and b) the set and drift of current, as these play an
important role in the charting a good course. With the available information, try to
foresee if restricted visibility or precipitation is expected during your watch.

During hours of darkness/restricted visibility, it is of utmost importance to be fully

adjusted to the low lights, as it helps in the purpose of an effective look-out. Keep in
mind that, it takes around 15 minutes for the eyes of an average person to get adjusted
to low lights from artificial lights. Also ensure that complete darkness is maintained on
the bridge during night watches.

 4. Bridge Equipment and Dimmers

Ensure all bridge equipment are ready and intact. Any troubleshooting or exception is to
be clarified with the OOW to be relived.

If needed, adjust and configure the required bridge equipment to your settings. It is
found that different officers like to use the Radar with different orientation, CPA limits,
alarm settings and displays which they are comfortable with.

Check the degrees of rate of turn set on the Auto-Pilot and make adjustments if
necessary.
During hours of darkness, all bridge equipment and other displays should be dimmed to
absolute minimum. Switch the display of equipment to night mode. This will help in
effective look-out and prevent back scatter of lights.

5. Logbooks – Checklists – Daily orders

Make it a habit to check the latest entry of the logbook while taking over the watch. All
the necessary information found there should be noticed. Any misgiving entries should
be clarified with the OOW in no time. Do not forget to note the gyro-error as well.

It is also important to check and sign the ‘change of watch’ checklist. The same should
be complied as well.

It is a common practice onboard to issue Master’s daily orders in addition to the existing
Standing orders of the Master. Such daily orders will contain special guidelines and
information about navigating the present leg of the voyage, and hence should be read
with good care and the same should be signed and complied.

If prior to arrival or pilot boarding, confirm while taking over the watch, weather you are
supposed to prepare the required checklists or pilot cards or give notices to engine
room or deck crew.

6. Readiness of the Look-out/ Helmsman

It is a requirement to have an Able seaman for look-out duties as a part of the bridge

team. He is also required to steer the ship in certain situations of emergencies, landfall,
approaches to port or constrained waters.

In open seas or day light hours, the OOW could be the sole look-out of the watch. In
such cases, ensure that the look-out/ helmsman is readily available on the walkie-talkie
in case to call on any emergency situation. It is a good practice to radio-check his
availability while taking over the watch.

7. Miscellaneous Activities on Deck or Engine room

If there is any out-of-ordinary jobs in progress or ready to commence on deck or engine

room, such information has to be passed on to the OOW. It is also his responsibility to
demand such information. The miscellaneous activities can be, but not limited to the
following:-

a)    Tank entry/ Inspection / Cleaning

b)    Cargo Hold Entry

c)     Bilge well entry/ routine alarm checks.

d)    Fire watch/ Hot works / Welding on deck

e)    Working aloft

f)     Working on monkey island

g)    Working on masts

h)    Drills

8.Inform the Master if Required 

The relieving officer has the authority to demand on any information regarding the
navigation of the vessel and to elucidate on any uncertainty. If such uncertainties exists
or there is lack of confidence about the situation from where you take over the watch, or
that you are not satisfied with the hand-over, DO NOT take over the watch. You have
the privilege to call the Master and wait until he is upon the bridge.

Even though the factors discussed above sounds like a long, time consuming process, it
can be efficiently checked and done in 10-15 minutes of time. It is always a good habit
to reach the bridge 10-15 minutes before your watch. Such acts not only reflect your
officer-like-quality but also help the other OOW to get relieved on time.

8.Performing the deck watch

The key activities involved during port operations are loading and unloading of cargo, port
authority people coming onboard the ship for formalities, and securing or stabilizing the ship as
per the cargo loading and unloading procedure.

When ship is in port for loading or unloading cargo, a deck officer is very much
responsible for the safe operations, security and safety of the ship. The deck officer is
also called “cargo officer”. The port watch is carried out mainly by 2 nd officer and
3rd officer along with able seaman and the chief officer takes care of the cargo
operations.
Procedure for a safe port watch

 Make rounds to inspect the ship at appropriate intervals.

 Check the condition and securing of the gangway, anchor chain and moorings,
especially at the turn of the tide and in berths having a large rise and fall; this is to
ensure that they are in normal working condition.

 Check the draft, under-keel clearance and the general state of the ship, to avoid
dangerous listing or trim during cargo handling or ballasting.

 Check the weather and sea state.

 Observe all regulations concerning safety and fire protection.

 Check the water level in bilges and tanks.

 Knowledge of all persons onboard and their location, especially those in remote or
enclosed spaces is to be kept.

 Exhibit and sound all lights and signals, where ever appropriate and required.

 In bad weather or in receiving a storm warning, take the necessary measures to

protect the ship, persons on board, and the cargo. Take every precaution to
prevent pollution of marine environment by ship’s operations.

 In an emergency threatening the safety of the ship, raise alarm, inform the master,
take all possible measures to prevent damage to the ship, its cargo and persons
on board, and, if necessary, request assistance from the shore authorities or
neighboring ships.

 Be aware of the ship’s stability condition so that, in the event of fire, the shore fire
fighting authority may be advised of the approximate quantity of water that can be
pumped on board without endangering the ship.

 Offer assistance to ships or persons in distress.

 Take necessary precautions to prevent accidents or damage when propeller is to

be turned.

 Enter in the appropriate log-book all important events affecting the ship

9.Watch in port on ships carrying hazardous cargo

On any ship safely moored or safely at anchor under normal circumstances in
port, the master should arrange for an appropriate and effective watch to be
maintained for the purpose of safety. Special requirements may be necessary for
special types of ships propulsion systems or ancillary equipment and for ships
carrying hazardous, dangerous, toxic or highly flammable materials or other
special types of cargo.

Watch arrangements for keeping a deck watch when the ship is in port shall at all
times be adequate to:
1. ensure the safety of life, of the ship, the port and the environment, and the
safe operation of all machinery related to cargo operation;
2. observe international, national and local rules; and
3. maintain order and the normal routine of the ship.
The master shall decide the composition and duration of the deck watch
depending on the conditions of mooring, type of the ship and character of duties.