Watchkeeping Flashcards
• Fatigue management strategies
• Minimum hours of rest and/or maximum hours of work;
• Managing physically and mentally demanding work for a sustained period of time
• Ensuring nutritious food options and access to drinking water;
• Providing night-time personnel with appropriate meal choices;
• Improving shipboard conditions, opportunity to sleep without interruptions
• scheduling shipboard work and rest periods, practices and assignment of duties in an efficient manner;
• Avoiding scheduling potentially hazardous tasks during the circadian lows of the seafarers involved, when practicable;
• Emphasizing the seafarer’s responsibility to sleep during rest periods to ensure that adequate sleep is obtained;
• Allowing time for communication at watch/work handovers.
The rules are:
• provide for a minimum of 77 hours of rest in any 7-day period and 10 hours rest in
any 24-hour period;
• require a schedule of hours of rest to be posted up on board the ship;
• require records of hours of rest to be maintained. MSN 1877 AND MLC
• MLC hours of rest
The rules are:
• provide for a minimum of 77 hours of rest in any 7-day period and 10 hours rest in
any 24-hour period;
• require a schedule of hours of rest to be posted up on board the ship;
• require records of hours of rest to be maintained.
Different types of watch schedule
The watch system shall be that watchkeeping personnel is not impaired by fatigue.
The Master shall take into account the quality and quantity of rest taken by the watchkeepers when determining fitness for duty.
It is the overall responsibility of the Master, of every watchkeeping officer and rating to ensure that they are sufficiently rested prior to taking over a navigational watch.
Watchkeepers should ensure they remain alert by moving around frequently and ensuring good ventilation.
It is the responsibility of the owner or operator to ensure that the vessel is manned with a sufficient number of personnel so that a safe navigational watch can be maintained at all times by appropriately qualified and rested personnel in all foreseeable circumstances.
In circumstances where the Regulations cannot be met there should be established procedures and contingencies in place to ensure that the vessel is brought to or remains in a place of safety until a safe navigational watch can be established. In some circumstances this may require delay to a vessel’s departure.
Marine Accident Investigation Branch (MAIB) reports have shown that it is all too easy to fall asleep, especially while sitting down in an enclosed wheelhouse.
The OOW shall be free from the effects of alcohol and any other substance, including prescription drugs or other medication that may have a detrimental effect on the officer’s judgments.
• Casualties and their causes
There are two principal factors seemed to be the main causes of collisions and groundings namely:
• Weaknesses in bridge organisation and the result of such weaknesses.
• Failure to keep a good lookout.
Such casualties may have been avoided by:
• Setting double watches in appropriate circumstances.
• Ensuring sufficient personnel are available in special circumstances.
• Precise instructions for calling the Master.
• Posting look-outs.
• Manning the wheel.
• Precise instructions regarding reducing speed in the event of reduced visibility.
Too often the Master is called after a situation has irredeemably deteriorated. If the OOW is unclear as to when he should call the Master then his indecision may lead to his not calling the Master. If the OOW is in any doubt whatsoever then he should call him.
The OOW may consider that he alone can keep the look out in addition to his own duties. However not posting a lookout may cause him to neglect other important duties.
A busy OOW may not realise that the visibility has deteriorated, particularly at night. Even when he has realised that the situation has deteriorated, he may not appreciate the increase in workload and may consider that he can still cope. Precise instructions in night or standing orders give detailed instructions when to call the Master.
When to call the Master
As required by the SMS, Master’s Standing Orders and daily orders, including:
• If restricted visibility is encountered or expected
• If traffic conditions, density or the movements of other ships are causing concern When a distress alert has been received or a distress signal has been sighted
• If difficulties are experienced in maintaining course
• When there is a significant difference between the latest observed position and the expected position of
ine shidi
• On failure to sight land, a navigation mark or obtain soundings by the expected time
If, unexpectedly, land or a navigation mark is sighted or an unexpected change in soundings occurs If amendments to the passage plan require immediate approval
• If there is a breakdown of the engines, propulsion machinery remote control, steering gear or any essential navigational equipment, alarm or indicator
If the communications or GMDSS radio equipment malfunctions
• In heavy weather, if any doubt about the possibility of weather damage
• If the ship meets any hazard to navigation, such as ice or a derelict If any vessel security concerns arise
• In any emergency situation
• In any cases when the situation is beyond the experience of the OOW or if there is any doubt regarding the
safety of the ship, or ability to comply with regulatory requirements
How would you want your OOW to conduct his watch?
• Keep the watch on the bridge.
• Not leave the bridge until relieved by an officer.
• Notify the Master when in any doubt to what action to take in the interests of safety.
• Be responsible despite the presence of the Master or a pilot on board.
• If in any doubt pilot’s actions, seek clarification if doubt still exists, notify the Master immediately and take whatever action is necessary until the Master arrives.
• Not undertake any other duties that would interfere or compromise the keeping of a safe navigational watch.
•No distractions caused by the use of domestic radios, cassettes, CD players, personal computers, television sets, mobile phones, etc.
• Have available at all times, the services of a qualified helmsman.
• In areas of high traffic density, restricted visibility and hazardous situations ensure the vessel is in hand steering.
• Keep in mind that the perceptions assessing a close quarter situation may be different on different vessels.
• Keep a proper record during the watch on the movement and activities relating to the navigation of the vessel.
• Have helmsman and hand steering to deal the situation in a safe manner.
• Use the radar at all times
• check the vessel’s position, course and speed to ensure that the vessel follows the planned track.
• Take fixes at frequent intervals.
These fixes shall be carried out by more than one method whenever circumstances allow. The largest scale chart on board, suitable for the area and corrected with the latest available information shall be used. This includes local navigation warnings, and temporary and preliminary notices to mariners.
• OOW at anchor
- To ensure that the anchor lights are burning properly.
- Ensure a good GMDSSS radio watch.
- To ensure that the anchor ball is displayed by day.
- To make the appropriate sound signals in fog or poor visibility.
- To take all possible steps to detect a dragging anchor.
- To make sure a second anchor is ready for letting go.
- To attend the gangway.
- To observe all boats arriving at and leaving the ship.
- To call the Master instantly should the vessel be in danger.
- To record in the logbook: the depth of water at the anchorage, the amount of cable veered, the nature of the bottom, the anchor bearings or transit bearings, i.e. those used to check the vessel’s position, any adjustments to the amount of cable veered, details of boats arriving at and leaving the ship, the arrival draught, any of the entries which are made at sea or when berthed in port and which are appropriate.
- To post extra lookouts in poor visibility, commence a radar watch, and call the Master.
• OOW in port
- Proper gangway watch is kept; that the gangway is adjusted for tidal range; that no unauthorized persons are allowed aboard.
- ISPS.
- To ensure that all moorings are properly attended.
- To ensure that deck lights are switched on and off at dusk and dawn.
- To ensure that watchmen are properly relieved and that when men are working overside or aloft their equipment is in a safe condition and that a man is employed to watch for their safety.
The vessel should fly the two-flag signal ‘RY’, which means ‘Reduce speed when passing me’. - To frequently observe fire or smoke-detecting apparatus and to carry out fire patrols.
- To enter into the logbook: weather conditions, details of repair work, number of men
employed on repairs, times when cargo is loaded or discharged, and which holds are in use, the number of stevedore gangs employed, reasons for stoppages of cargo work, the ventilation of holds, tank soundings, the draught each day, details of heavy lift work and names of gangway watchmen.
In Restricted Visibility: MGN 315
• When restricted visibility is encountered or expected, the first responsibility of the OOW is to comply with the COLREGs.
• Slow Down and have engines ready for immediate manouver.
• Sounding of fog signals.
• Exhibit navigation lights.
• Inform the Master.
• Operate and use the radar.
• Ensure that a dedicated look-out is posted at all times.
• With particular regard to the keeping of a look-out.
Pilot on board
Pilots
Navigation with pilot on board
“Despite the duties and obligations of pilots, their presence on board
The Master and the pilot shall exchange information regarding navigation procedures, local conditions and the ship’s characteristics.
The Masters duty with regard to pilot transfers.
To ensure that:
• All pilot transfer arrangements meet the requirements of SOLAS Regulation V/23;
• All pilot transfer equipment is properly maintained, stowed and regularly inspected.
• Each pilot ladder is used only for the embarkation and disembarkation of pilots and
by officials and other persons authorised by the Master on arrival at or departure from
a port.
• The Master must also nominate a ship’s officer to be the responsible officer for
supervising the pilot transfer.
Once the pilot is on board then:
• Have the ‘H’ flag or night signal shown.
• Introduce himself/herself as Master.
• Conduct a Master/pilot information exchange.
• Ensure that the OOW will monitor the ship’s progress while under pilotage.
• Presentation of a completed standard pilot card.
• Provision of information on rate of turn at different speeds, turning circles, stopping
distances and, if available, other appropriate data.
• General agreement on plans and procedures, including contingency plans, for the
intended passage; discussion of special conditions, eg weather, depth of water, tidal
currents and marine traffic, to be expected on the passage.
• Discussion of any unusual ship handling characteristics, machinery difficulties,
navigational equipment problems or crew limitations that could affect the ship’s operation, handling or safe manoeuvring.
Conduct in or near Traffic Separation Schemes and Vessel Traffic Services (VTS) areas
The most common types of close encounters in TSS cases are caused because of:
A Traffic Separation Scheme (TSS) is created to regulate the flow of traffic of vessels in
congested waters.
Ships Masters need to be aware that a significant proportion of collisions, occur in areas of
high-density traffic and at the extremities of separation schemes. A significant proportion of
them are caused because of a failure to maintain a proper look out. It is essential that the
officer of the watch is not left unattended while approaching a TSS or within a TSS.
• Conventionally fast vessels such as ferries.
• Vessels navigating buoy to buoy and zigzagging.
• Using preset waypoints.
• Not enough lookouts in the bridge.
• Failure to appreciate that avoidance action taken by one ship to avoid another could
place own ship in a close quarters situation.
• Fishing vessels working in lanes.
• Yachts and other pleasure boats engaged in unorthodox crossing methods.
• Not understanding Rule 10 correctly.
Instructions to the Engineer of the Watch
The Engineer of the watch shall not be absent from the engine room during his watch. The Engineer of the watch shall observe the following items during his watch.
• He shall arrange things so that he can react immediately to notices and instructions from the bridge.
• He shall adhere to the specified operational standards of machinery and may not change such standards unnecessarily without permission of the Chief Engineer.
• He shall appraise operational conditions and make efforts to be prepared to take emergency measures.
• He shall make frequent inspection rounds as appropriate in Engine room, paying attention to such abnormal conditions of the machinery, difficult to detect from the engine control room, as leaks, sound, vibrations & heating and smells thereby to prevent accidents.
• He shall appraise the present quantities of fuel oils, lubricating oils and feed water.
• Bearing in mind the present condition of bilge in the engine room, he shall follow the
Chief Engineer’s instructions as to its disposal.
The Engineer of the watch shall notify the Officer of the watch in following cases:
• When such a failure of machinery which may affect navigation has occurred.
• In other cases when it is deemed necessary.
When the machinery spaces are in the manned condition, the officer in charge of the engineering watch shall at all times be readily capable of operating the propulsion equipment in response to needs for changes in direction or speed.
When the machinery spaces are in the periodic unmanned condition, the designated duty officer in charge of the engineering watch shall be immediately available and on call to attend the machinery spaces.
• UMS engine room
Personnel should never enter or remain in an unmanned machinery space alone, unless they have received permission from, or been instructed by the engineer officer in charge at the time. They may only be sent to carry out a specific task which they may be expected to complete in a comparatively short time.
Before the ship’s duty engineer switches the engine room to UMS mode at the end of a day’s work, he/she has to take through engine room rounds to check the condition of all running machinery systems and try to anticipate any probable alarms that could occur at night. Normally, shipping companies provide a UMS checklist in their SMS and the engineer has to adhere to the same.
Make sure you inform the deck officer about your location when you leave the engine room whether you are heading for your meal or to your cabin or to the gym.
Dead Man Alarm for Engine Room during UMS.
Notice of safety precautions to be observed by personnel working in unmanned machinery spaces should be clearly displayed at all entrances to the space.
Warning should be given that in unmanned machinery spaces there is a likelihood of machinery suddenly starting up.
Unmanned machinery spaces should be adequately illuminated at all times.
When machinery is under bridge control, the bridge should always be advised when a change in machinery setting is contemplated by the engine room staff, and before a reversion to engine room control of the machinery
