Marine Orders Part 28: Operations standards & procedures, Issue 2 (Order No. 9 of 1997) (Cth)
MARINE ORDERS
Part 28
Operations standards &
procedures
Issue 2
Order No 9 of 1997
Pursuant to Section 425(1AA) of the Navigation Act 1912, I hereby make this Order repealing Marine Orders, Part 28, Issue 1, and substituting the attached Marine Orders, Part 28, Issue 2, to come into operation on 1 November 1997.
P M McGrath
Chief Executive Officer
24 October 1997
Table of Contents
1 Definitions
2 Purpose & application
3 Responsibilities of companies, masters & crew members
4 Fitness for duty
5 Watchkeeping arrangements & principles to be observed
Appendix 1 Watchkeeping arrangements & principles to be observed
Appendix 2 Guidance regarding watchkeeping arrangements & principles to be observed
Appendix 3 The Navigational & Radio Watch
Appendix 4 The Engineering Watch
Previous issues
Issue 1, Order No 6 of 1984
1 Definitions
1.1 In this Part, unless the contrary intention appears, the following definitions apply:
AMSA means the Australian Maritime Safety Authority;
Company means the owner of the ship or any other organisation or person such as the manager, or the bareboat charterer, who has assumed the responsibility for operation of the ship from the shipowner and who, on assuming such responsibility, has agreed to take over all the duties and responsibilities imposed on the company by these orders;
IMO means the International Maritime Organization;
Manager means the person occupying the position of Manager, Marine Operations and Personnel in AMSA, or in respect of any particular purpose under this Part, a person authorised by the Manager for that purpose;
STCW Code means the Seafarers’ Training, Certification and Watchkeeping (STCW) Code as adopted by the 1995 Conference of Parties to the Convention as Resolution 2;
STCW Convention means the International Convention on Standards of Training, Certification and Watchkeeping for Seafarers, 1978, as amended;
1.2 In this Part, unless otherwise provided or unless the context otherwise requires, words and phrases have the same meaning as they have in the STCW Convention or STCW Code.
1.3 In this Part:
(a) headings and sub-headings are part of the Part;
(b) each Appendix is part of the Part;
(c) a note included in the text and printed in italics is not part of the Part.
2 Purpose & application
2.1 Purpose
This Part, pursuant to paragraph 425(1)(db) of the Navigation Act, makes provision for the safe navigation and operation of ships by giving effect to:
(a) Regulation I/14 of the STCW Convention; and
(b) Chapter VIII of the STCW Code.
2.2 Application
This Part applies to a ship to which Part II applies
3 Responsibilities of companies, masters & crew members
3.1 General
Companies, masters and crew members each have responsibility for ensuring that the obligations set out in Section A-I/14 of the STCW Code are given full and complete effect and that such other measures as may be necessary are taken to ensure that each crew member can make a knowledgeable and informed contribution to the safe operation of the ship.
3.2 Companies
3.2.1 Each company is responsible for the assignment of seafarers for service in its ships, and every company must ensure that:
(a) each seafarer assigned to any of its ships holds an appropriate certificate in accordance with the provisions of Marine Orders, Part 3 (Seagoing Qualifications);
(b) its ships are manned in compliance with the safe manning document issued to the ship;
(c) documentation and data relevant to all seafarers employed on its ships are maintained and readily accessible, and include, without being limited to, documentation and data on their experience, training, medical fitness and competency in assigned duties;
(d) seafarers on being assigned to any of its ships are familiarised with their specific duties and with all ship arrangements, installations, equipment, procedures and ship characteristics that are relevant to their routine or emergency duties; and
(e) the ship's complement can effectively co‑ordinate their activities in an emergency situation and in performing functions vital to safety or to the prevention or mitigation of pollution.
3.2.2 A company must provide written instructions to the master of each ship setting out the policies and the procedures to be followed to ensure that all seafarers who are newly employed on board ship are given a reasonable opportunity to become familiar with the shipboard equipment, operating procedures and other arrangements needed for the proper performance of their duties, before being assigned to those duties. Such policies and procedures must include:
(a) allocation of a reasonable period of time during which each newly employed seafarer will have an opportunity to become acquainted with:
(i) the specific equipment the seafarer will be using or operating; and
(ii) ship-specific watchkeeping, safety, environmental protection and emergency procedures and arrangements the seafarer needs to know to perform the assigned duties properly; and
(b) designation of a knowledgeable crew member who will be responsible for ensuring that an opportunity is provided to each newly employed seafarer to receive essential information in a language the seafarer understands.
3.3 The master
The master of a ship must take all steps necessary to implement any company instructions issued in accordance with 3.2.2, including:
(a) identifying all seafarers who are newly employed on board the ship before they are assigned to any duties;
(b) providing the opportunity for all newly arrived seafarers to:
(i) visit the spaces in which their primary duties will be performed;
(ii) get acquainted with the location, controls and display features of equipment they will be operating or using;
(iii) activate the equipment when possible and perform functions using the controls on the equipment; and
(iv) observe and ask questions of someone who is already familiar with the equipment, procedures and other arrangements, and who can communicate information in a language which the seafarer understands; and
(c) providing for a suitable period of supervision when there is any doubt that a newly employed seafarer is familiar with the shipboard equipment, operating procedures and other arrangements needed for the proper performance of his or her duties.
3.4 Crew members
3.4.1 Seafarers who are newly assigned to a ship must take full advantage of every opportunity to become familiar with the shipboard equipment, operating procedures and other arrangements needed for the proper performance of their duties. Immediately upon arriving on board for the first time, each seafarer has the responsibility to become acquainted with the ship’s working environment, particularly with respect to new or unfamiliar equipment, procedures or arrangements.
3.4.2 Seafarers who do not promptly attain the level of familiarity required for performing their duties have the obligation to bring this fact to the attention of their supervisor or to the attention of the crew member designated under 3.2.2(b), and to identify any equipment, procedure or arrangement which remains unfamiliar.
4 Fitness for duty
4.1 All persons who are assigned duty as officer in charge of a watch or as a rating forming part of a watch must be provided a minimum of 10 hours of rest in any 24‑hour period.
4.2 The hours of rest may be divided into no more than two periods, one of which must be at least 6 hours in length.
4.3 The requirements for rest periods laid down in 4.1 and 4.2 need not be maintained in the case of an emergency or drill or in other overriding operational conditions.
Note: “Overriding operational conditions” means essential shipboard work that cannot be delayed for safety or environmental reasons or which could not reasonably have been anticipated at the commencement of the voyage.
4.4 Notwithstanding 4.1 and 4.2, the minimum period of ten hours may be reduced to not less than 6 consecutive hours provided that any such reduction must not extend beyond two days and not less than 70 hours of rest are provided each seven day period.
4.5 Watch schedules must be posted where they are easily accessible.
4.6 Companies must arrange for records to be maintained of hours of work and rest.
Note: Although there is no universally accepted technical definition of fatigue, everyone involved in ship operations should be alert to the factors that can contribute to fatigue, including, but not limited to, those identified in IMO Resolution A.772(18).
In applying Provision 4, the following should be taken into account:
Provisions made to prevent fatigue should ensure that excessive or unreasonable overall working hours are not undertaken. In particular, the minimum rest periods should not be interpreted as implying that all other hours may be devoted to watchkeeping or other duties.
· The frequency and length of leave periods, and the granting of compensatory leave, are material factors in preventing fatigue from building up over a period of time.
· The provisions may be varied for ships on short sea voyages, provided special safety arrangements are put in place.
5 Watchkeeping arrangements & principles to be observed
5.1 Regard to be had to STCW Code
Companies, masters, chief engineers and all persons engaged on watchkeeping duties must observe the standards regarding watchkeeping set out in Appendix 1 and the guidance regarding watchkeeping set out in Appendix 2 to ensure that a safe continuous watch or watches appropriate to the prevailing circumstances and conditions are maintained in all seagoing ships at all times.
Note: Appendix 1 gives effect to Section A-VIII/2 and Appendix 2 to Section B-VIII/2 of the STCW Code.
5.2 Master to ensure adequate arrangements
5.2.1 The master of a ship must ensure that watchkeeping arrangements are adequate for maintaining a safe watch or watches, taking into account the prevailing circumstances.
5.2.2 Under the master’s general direction:
(a) officers in charge of the navigational watch are responsible for navigating the ship safely during their periods of duty, when they must be physically present on the navigating bridge, or in a directly associated location such as the chartroom or bridge control room, at all times;
(b) radio operators are responsible for maintaining a continuous radio watch on appropriate frequencies during their periods of duty; and
(c) officers in charge of an engineering watch, as defined in the STCW Code and under the direction of the chief engineer officer, must be immediately available and on call to attend the machinery spaces and, when required, must be physically present in the machinery space during their periods of responsibility.
5.2.3 The master must ensure that an appropriate and effective watch or watches are maintained for the purpose of safety at all times while the ship is at anchor or moored and, if the ship is carrying hazardous cargo, the organisation of such watch or watches takes full account of the nature, quantity, packing and stowage of the hazardous cargo and of any special conditions prevailing on board, afloat or ashore.
5.3 Watchkeeping at sea
5.3.1 Companies, masters, chief engineer officers and watchkeeping personnel must observe the following principles to ensure that safe watches are maintained at all times.
5.3.2 The master of every ship is bound to ensure that watchkeeping arrangements are adequate for maintaining a safe navigational 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.
5.3.3 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.
* * * * * *
Appendix 1
Watchkeeping arrangements and principles to be observed
[Section A-VIII/2 of the STCW Code]
Note: A condensed guide to watchkeeping arrangements and principles as they apply to the navigational watch is set out in Appendix 3 and as they apply to the engineering watch in Appendix 4.
1 Certification
1.1 The officer in charge of the navigational or deck watch must be qualified in accordance with Marine Orders, Part 3 (Seagoing Qualifications) appropriate to the duties related to navigational or deck watchkeeping.
1.2 The officer in charge of the engineering watch must be qualified in accordance with the provisions of Marine Orders, Part 3 (Seagoing Qualifications) appropriate to the duties related to engineering watchkeeping.
2 Voyage planning
2.1 General requirements
2.1.1 The intended voyage must be planned in advance taking into consideration all pertinent information and any course laid down must be checked before the voyage commences.
2.1.2 The chief engineer officer must, in consultation with the master, determine in advance the needs of the intended voyage, taking into consideration the requirements for fuel, water, lubricants, chemicals, expendable and other spare parts, tools, supplies and any other requirements.
2.2 Planning prior to each voyage
2.2.1 Prior to each voyage the master of every ship must ensure that the intended route from the port of departure to the first port of call is planned using adequate and appropriate charts and other nautical publications necessary for the intended voyage, containing accurate, complete and up‑to‑date information regarding those navigational limitations and hazards which are of a permanent or predictable nature, and which are relevant to the safe navigation of the ship.
2.3 Verification and display of planned route
When the route planning is verified taking into consideration all pertinent information, the planned route must be clearly displayed on appropriate charts, and must be continuously available to the officer in charge of the watch who must verify each course to be followed prior to using it during the voyage.
2.4 Deviation from planned route
If a decision is made, during a voyage, to change the next port of call of the planned route, or if it is necessary for the ship to deviate substantially from the planned route for other reasons, then an amended route must be planned prior to deviating substantially from the route originally planned.
3 Watchkeeping at sea
3.1 Principles applying to watchkeeping generally
3.1.1 Companies, masters, chief engineer officers and watchkeeping personnel must observe the following principles to ensure that safe watches are maintained at all times.
3.1.2 The master of every ship is bound to ensure that watchkeeping arrangements are adequate for maintaining a safe navigational 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.
3.1.3 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.
3.2 Protection of marine environment
The master, officers and ratings must be aware of the serious effects of operational or accidental pollution of the marine environment and must take all possible precautions to prevent such pollution, particularly within the framework of relevant international and port regulations.
3.3 Principles to be observed in keeping a navigational watch
3.3.1 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.
Look-out
3.3.2 A proper look‑out must be maintained at all times in compliance with rule 5 of the International Regulations for Preventing Collisions at Sea, 1972 and is to serve the purpose of:
(a) 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;
(b) fully appraising the situation and the risk of collision, stranding and other dangers to navigation; and
(c) detecting ships or aircraft in distress, shipwrecked persons, wrecks, debris and other hazards to safe navigation.
3.3.3 The look-out must be able to give full attention to the keeping of a proper look-out and no other duties may be undertaken or assigned which could interfere with that task.
3.3.4 The duties of the look-out and helmsperson are separate and the helmsperson must not be considered to be the look-out while steering, except in small ships where an unobstructed all-round view is provided at the steering position and there is no impairment of night vision or other impediment to the keeping of a proper look-out. The officer in charge of the navigational watch may be the sole look-out in daylight provided that on each such occasion:
(a) the situation has been carefully assessed and it has been established without doubt that it is safe to do so;
(b) full account has been taken of all relevant factors including, but not limited to:
- state of weather,
- visibility,
- traffic density,
- proximity of dangers to navigation; and
- the attention necessary when navigating in or near traffic separation schemes; and
(c) assistance is immediately available to be summoned to the bridge when any change in the situation so requires.
3.3.5 In determining that the composition of the navigational watch is adequate to ensure that a proper look‑out can continuously be maintained, the master must take into account all relevant factors, including those described in this section of the Code, as well as the following factors:
(a) visibility, state of weather and sea;
(b) traffic density, and other activities occurring in the area in which the vessel is navigating;
(c) the attention necessary when navigating in or near traffic separation schemes or other routeing measures;
(d) the additional workload caused by the nature of the ship's functions, immediate operating requirements and anticipated manoeuvres;
(e) the fitness for duty of any crew members on call who are assigned as members of the watch;
(f) knowledge of and confidence in the professional competence of the ship's officers and crew;
(g) the experience of each officer of the navigational watch, and the familiarity of that officer with the ship's equipment, procedures, and manoeuvring capability;
(h) activities taking place on board the ship at any particular time, including radiocommunication activities and the availability of assistance to be summoned immediately to the bridge when necessary;
(i) the operational status of bridge instrumentation and controls, including alarm systems;
(j) rudder and propeller control and ship manoeuvring characteristics;
(k) the size of the ship and the field of vision available from the conning position;
(l) the configuration of the bridge, to the extent such configuration might inhibit a member of the watch from detecting by sight or hearing any external development; and
(m) any other relevant standard, procedure or guidance relating to watchkeeping arrangements and fitness for duty which has been adopted by the IMO.
Watch arrangements
3.3.6 When deciding the composition of the watch on the bridge, which may include appropriately qualified ratings, the following factors, inter alia, must be taken into account:
(a) at no time shall the bridge be left unattended;
(b) weather conditions, visibility and whether there is daylight or darkness;
(c) proximity of navigational hazards which may make it necessary for the officer in charge of the watch to carry out additional navigational duties;
(d) use and operational condition of navigational aids such as radar or electronic position‑indicating devices and any other equipment affecting the safe navigation of the ship;
(e) whether the ship is fitted with automatic steering;
(f) whether there are radio duties to be performed;
(g) unmanned machinery space (UMS) controls, alarms and indicators provided on the bridge, procedures for their use and limitations; and
(h) any unusual demands on the navigational watch that may arise as a result of special operational circumstances.
Taking over the watch
3.3.7 The officer in charge of the navigational watch must 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 must be notified.
3.3.8 The relieving officer must 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 must not take over the watch until their vision is fully adjusted to the light conditions.
3.3.9 Prior to taking over the watch relieving officers must 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 must note any dangers to navigation expected to be encountered during their watch.
3.3.10 Relieving officers must personally satisfy themselves regarding the:
(a) standing orders and other special instructions of the master relating to navigation of the ship;
(b) position, course, speed and draught of the ship;
(c) prevailing and predicted tides, currents, weather, visibility and the effect of these factors upon course and speed;
(d) procedures for the use of main engines to manoeuvre when the main engines are on bridge control; and
(e) navigational situation, including but not limited to:
(i) the operational condition of all navigational and safety equipment being used or likely to be used during the watch,
(ii) the errors of gyro and magnetic compasses,
(iii) the presence and movement of ships in sight or known to be in the vicinity,
(iv) the conditions and hazards likely to be encountered during the watch, and
(v) the possible effects of heel, trim, water density and squat on under keel clearance.
3.3.11 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 must be deferred until such action has been completed.
Performing the navigational watch
3.3.12 The officer in charge of the navigational watch must:
(a) keep the watch on the bridge;
(b) in no circumstances leave the bridge until properly relieved;
(c) 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; and
(d) notify the master when in any doubt as to what action to take in the interest of safety.
3.3.13 During the watch the course steered, position and speed must be checked at sufficiently frequent intervals, using any available navigational aids necessary, to ensure that the ship follows the planned course.
3.3.14 The officer in charge of the navigational watch must have full knowledge of the location and operation of all safety and navigational equipment on board the ship and must be aware and take account of the operating limitations of such equipment.
3.3.15 The officer in charge of the navigational watch must not be assigned or undertake any duties which would interfere with the safe navigation of the ship.
3.3.16 Officers of the navigational watch must make the most effective use of all navigational equipment at their disposal.
3.3.17 When using radar, the officer in charge of the navigational watch must bear in mind the necessity to comply at all times with the provisions on the use of radar contained in the International Regulations for Preventing Collisions at Sea, in force.
3.3.18 In cases of need the officer in charge of the navigational watch must not hesitate to use the helm, engines and sound signalling apparatus. However, timely notice of intended variations of engine speed must be given where possible or effective use made of UMS engine controls provided on the bridge in accordance with the applicable procedures.
3.3.19 Officers of the navigational watch must know the handling characteristics of their ship, including its stopping distances, and should appreciate that other ships may have different handling characteristics.
3.3.20 A proper record shall be kept during the watch of the movements and activities relating to the navigation of the ship.
3.3.21 It is of special importance that at all times the officer in charge of the navigational watch ensures that a proper look‑out is maintained. In a ship with a separate chart room the officer in charge of the navigational watch may visit the chart room, when essential, for a short period for the necessary performance of navigational duties, but must first ensure that it is safe to do so and that proper look‑out is maintained.
3.3.22 Operational tests of shipboard navigational equipment must be carried out at sea as frequently as practicable and as circumstances permit, in particular before hazardous conditions affecting navigation are expected. Whenever appropriate, these tests must be recorded. Such tests must also be carried out prior to port arrival and departure.
3.3.23 The officer in charge of the navigational watch must make regular checks to ensure that:
(a) the person steering the ship or the automatic pilot is steering the correct course;
(b) the standard compass error is determined at least once a watch and, when possible, after any major alteration of course; the standard and gyro‑compasses are frequently compared and repeaters are synchronized with their master compass;
(c) the automatic pilot is tested manually at least once a watch;
(d) the navigation and signal lights and other navigational equipment are functioning properly;
(e) the radio equipment is functioning properly in accordance with 3.5.3; and
(f) the UMS controls, alarms and indicators are functioning properly.
3.3.24 The officer in charge of the navigational watch must bear in mind the necessity to comply at all times with the requirements in force of the International Convention for the Safety of Life at Sea, (SOLAS) 1974. The officer of the navigational watch must take into account:
(a) the need to station a person to steer the ship and to put the steering into manual control in good time to allow any potentially hazardous situation to be dealt with in a safe manner; and
(b) that with a ship under automatic steering it is highly dangerous to allow a situation to develop to the point where the officer in charge of the navigational watch is without assistance and has to break the continuity of the look‑out in order to take emergency action.
3.3.25 Officers of the navigational watch must be thoroughly familiar with the use of all electronic navigational aids carried, including their capabilities and limitations, and must use each of these aids when appropriate and must bear in mind that the echo‑sounder is a valuable navigational aid.
3.3.26 The officer in charge of the navigational watch must use the radar whenever restricted visibility is encountered or expected, and at all times in congested waters having due regard to its limitations.
3.3.27 The officer in charge of the navigational watch must ensure that range scales employed are changed at sufficiently frequent intervals so that echoes are detected as early as possible. It must be borne in mind that small or poor echoes may escape detection.
3.3.28 Whenever radar is in use, the officer in charge of the navigational watch must select an appropriate range scale and observe the display carefully, and must ensure that plotting or systematic analysis is commenced in ample time.
3.3.29 The officer in charge of the navigational watch must notify the master immediately:
(a) if restricted visibility is encountered or expected;
(b) if the traffic conditions or the movements of other ships are causing concern;
(c) if difficulty is experienced in maintaining course;
(d) on failure to sight land, a navigation mark or to obtain soundings by the expected time;
(e) if, unexpectedly, land or a navigation mark is sighted or a change in soundings occurs;
(f) on breakdown of the engines, propulsion machinery remote control, steering gear or any essential navigational equipment, alarm or indicator;
(g) if the radio equipment malfunctions;
(h) in heavy weather, if in any doubt about the possibility of weather damage;
(i) if the ship meets any hazard to navigation, such as ice or a derelict; and
(j) in any other emergency or if in any doubt.
3.3.30 Despite the requirement to notify the master immediately in the foregoing circumstances, the officer in charge of the navigational watch must in addition not hesitate to take immediate action for the safety of the ship, where circumstances so require.
3.3.31 The officer in charge of the navigational watch must give watchkeeping personnel all appropriate instructions and information which will ensure the keeping of a safe watch, including a proper look‑out.
Watchkeeping under different conditions and in different areas
Clear weather
3.3.32 The officer in charge of the navigational watch must take frequent and accurate compass bearings of approaching ships as a means of early detection of risk of collision and bear in mind that such risk may sometimes exist even when an appreciable bearing change is evident, particularly when approaching a very large ship or a tow or when approaching a ship at close range. The officer in charge of the
navigational watch must also take early and positive action in compliance with the applicable International Regulations for Preventing Collisions at Sea, 1972 and subsequently check that such action is having the desired effect.
3.3.33 In clear weather, whenever possible, the officer in charge of the navigational watch must carry out radar practice.
Restricted visibility
3.3.34 When restricted visibility is encountered or expected, the first responsibility of the officer in charge of the navigational watch is to comply with the relevant rules of the International Regulations for Preventing Collisions at Sea, 1972 with particular regard to the sounding of fog signals, proceeding at a safe speed and having the engines ready for immediate manoeuvre. In addition, the officer in charge of the navigational watch must:
(a) inform the master;
(b) post a proper look‑out;
(c) exhibit navigation lights; and
(d) operate and use the radar.
In hours of darkness
3.3.35 The master and the officer in charge of the navigational watch when arranging look-out duty must have due regard to the bridge equipment and navigational aids available for use, their limitations; procedures and safeguards implemented.
Coastal and congested waters
3.3.36 The largest scale chart on board, suitable for the area and corrected with the latest available information, must be used. Fixes must be taken at frequent intervals, and must be carried out by more than one method whenever circumstances allow.
3.3.37 The officer in charge of the navigational watch must positively identify all relevant navigation marks.
Navigation with pilot on board
3.3.38 Despite the duties and obligations of pilots, their presence on board does not relieve the master or officer in charge of the navigational watch from their duties and obligations for the safety of the ship. The master and the pilot must exchange information regarding navigation procedures, local conditions and the ship's
characteristics. The master and/or the officer in charge of the navigational watch shall co‑operate closely with the pilot and maintain an accurate check on the ship's position and movement.
3.3.39 If in any doubt as to the pilot's actions or intentions, the officer in charge of the navigational watch must seek clarification from the pilot and, if doubt still exists, must notify the master immediately and take whatever action is necessary before the master arrives.
Ship at anchor
3.3.40 If the master considers it necessary, a continuous navigational watch must be maintained at anchor. While at anchor, the officer in charge of the navigational watch must:
(a) determine and plot the ship's position on the appropriate chart as soon as practicable;
(b) when circumstances permit, check at sufficiently frequent intervals whether the ship is remaining securely at anchor by taking bearings of fixed navigation marks or readily identifiable shore objects;
(c) ensure that proper look‑out is maintained;
(d) ensure that inspection rounds of the ship are made periodically;
(e) observe meteorological and tidal conditions and the state of the sea;
(f) notify the master and undertake all necessary measures if the ship drags anchor;
(g) ensure that the state of readiness of the main engines and other machinery is in accordance with the master's instructions;
(h) if visibility deteriorates, notify the master;
(i) ensure that the ship exhibits the appropriate lights and shapes and that appropriate sound signals are made in accordance with all applicable regulations; and
(j) take measures to protect the environment from pollution by the ship and comply with applicable pollution regulations.
3.4 Principles to be observed in keeping an engineering watch
3.4.1 The term engineering watch as used in this Appendix means either a person or a group of personnel comprising the watch or a period of responsibility for an officer
during which the physical presence in machinery spaces of that officer may or may not be required.
3.4.2 The officer in charge of the engineering watch is the chief engineer officer's representative and is primarily responsible, at all times, for the safe and efficient operation and upkeep of machinery affecting the safety of the ship and is responsible for the inspection, operation and testing, as required, of all machinery and equipment under the responsibility of the engineering watch.
Watch arrangements
3.4.3 The composition of the engineering watch must, at all times, be adequate to ensure the safe operation of all machinery affecting the operation of the ship, in either automated or manual mode and be appropriate to the prevailing circumstances and conditions.
3.4.4 When deciding the composition of the engineering watch, which may include appropriately qualified ratings, the following criteria, inter alia, must be taken into account:
(a) the type of ship and the type and condition of the machinery;
(b) the adequate supervision, at all times, of machinery affecting the safe operation of the ship;
(c) any special modes of operation dictated by conditions such as weather, ice, contaminated water, shallow water, emergency conditions, damage containment or pollution abatement;
(d) the qualifications and experience of the engineering watch;
(e) the safety of life, ship, cargo and port, and protection of the environment;
(f) the observance of international, national and local regulations; and
(g) maintaining the normal operations of the ship.
Taking over the watch
3.4.5 The officer in charge of the engineering watch must not hand over the watch to the relieving officer if there is reason to believe that the latter is obviously not capable of carrying out the watchkeeping duties effectively, in which case the chief engineer officer must be notified.
3.4.6 The relieving officer of the engineering watch must ensure that the other members of the relieving engineering watch, if any, are apparently fully capable of performing their duties effectively.
3.4.7 Prior to taking over the engineering watch, relieving officers must satisfy themselves regarding at least the following:
(a) the standing orders and special instructions of the chief engineer officer relating to the operation of the ship's systems and machinery;
(b) the nature of all work being performed on machinery and systems, the personnel involved and potential hazards;
(c) the level and, where applicable, the condition of water or residues in bilges, ballast tanks, slop tanks, reserve tanks, fresh water tanks, sewage tanks and any special requirements for use or disposal of the contents thereof;
(d) the condition and level of fuel in the reserve tanks, settling tank, day tank and other fuel storage facilities;
(e) any special requirements relating to sanitary system disposals;
(f) condition and mode of operation of the various main and auxiliary systems, including the electrical power distribution system;
(g) where applicable, the condition of monitoring and control console equipment, and which equipment is being operated manually;
(h) where applicable, the condition and mode of operation of automatic boiler controls such as flame safeguard control systems, limit control systems, combustion control systems, fuel‑supply control systems and other equipment related to the operation of steam boilers;
(i) any potentially adverse conditions resulting from bad weather, ice, contaminated or shallow water;
(j) any special modes of operation dictated by equipment failure or adverse ship conditions;
(k) the reports of engine‑room ratings, if any,relating to their assigned duties;
(l) the availability of fire‑fighting appliances; and
(m) the state of completion of engine‑room log.
Performing the engineering watch
3.4.8 The officer in charge of the engineering watch must ensure that the established watchkeeping arrangements are maintained and that under direction, engine‑room
ratings, if forming part of the engineering watch, assist in the safe and efficient operation of the propulsion machinery and auxiliary equipment.
3.4.9 The officer in charge of the engineering watch must continue to be responsible for machinery‑space operations, despite the presence of the chief engineer officer in the machinery spaces, until specifically informed that the chief engineer officer has assumed that responsibility and this is mutually understood.
3.4.10 All members of the engineering watch must be familiar with their assigned watchkeeping duties. In addition, every member must with respect to the ship they are serving in have knowledge of:
(a) the use of appropriate internal communication systems;
(b) the escape routes from machinery spaces;
(c) the engine‑room alarm systems and be able to distinguish between the various alarms with special reference to the fire extinguishing media alarm; and
(d) the number location and types of fire‑fighting equipment and damage control gear in the machinery spaces, together with their use and the various safety precautions to be observed.
3.4.11 Any machinery not functioning properly, expected to malfunction or requiring special service, must be noted along with any action already taken. Plans must be made for any further action if required.
3.4.12 When the machinery spaces are in the manned condition, the officer in charge of the engineering watch must at all times be readily capable of operating the propulsion equipment in response to needs for changes in direction or speed.
3.4.13 When the machinery spaces are in the periodic unmanned condition, the designated duty officer in charge of the engineering watch must be immediately available and on call to attend the machinery spaces.
3.4.14 All bridge orders must be promptly executed. Changes in direction or speed of the main propulsion units must be recorded. The officer in charge of the engineering watch must ensure that the main propulsion unit controls, when in the manual mode of operation, are continuously attended under stand-by or manoeuvring conditions.
3.4.15 Due attention must be paid to the ongoing maintenance and support of all machinery, including mechanical, electrical, electronic, hydraulic and pneumatic systems, their control apparatus and associated safety equipment, all accommodation service systems equipment and the recording of stores and spare gear usage.
3.4.16 The chief engineer officer must ensure that the officer in charge of the engineering watch is informed of all preventive maintenance, damage control, or repair operations to be performed during the engineering watch. The officer in charge of the engineering watch is responsible for the isolation, by‑passing and adjustment of all machinery under the responsibility of the engineering watch that is to be worked on, and must record all work carried out.
3.4.17 When the engine‑room is put in a stand‑by condition, the officer in charge of the engineering watch must ensure that all machinery and equipment which may be used during manoeuvring is in a state of immediate readiness and that an adequate reserve of power is available for steering gear and other requirements.
3.4.18 Officers in charge of an engineering watch must not be assigned or undertake any duties which would interfere with their supervisory duties in respect of the main propulsion system and ancillary equipment. They must keep the main propulsion plant and auxiliary systems under constant supervision until properly relieved, and must periodically inspect the machinery in their charge. They must also ensure that adequate rounds of the machinery and steering gear spaces are made for the purpose of observing and reporting equipment malfunctions or breakdowns, performing or directing routine adjustments, required upkeep and any other necessary tasks.
3.4.19 Officers in charge of an engineering watch must direct any other member of the engineering watch to inform them of potentially hazardous conditions which may adversely affect the machinery or jeopardize the safety of life or of the ship.
3.4.20 The officer in charge of the engineering watch must ensure that the machinery space watch is supervised, and must arrange for substitute personnel in the event of the incapacity of any engineering watch personnel. The engineering watch must not leave the machinery spaces unsupervised in a manner that would prevent the manual operation of the engine-room plant or throttles.
3.4.21 The officer in charge of the engineering watch must take the action necessary to contain the effects of damage resulting from equipment breakdown, fire, flooding, rupture, collision, stranding, or other cause.
3.4.22 Before going off duty, the officer in charge of the engineering watch shall ensure that all events related to the main and auxiliary machinery which have occurred during the engineering watch are suitably recorded.
3.4.23 The officer in charge of the engineering watch must co‑operate with any engineer in charge of maintenance work during all preventive maintenance, damage control or repairs. This includes but is not necessarily limited to:
(a) isolating and bypassing machinery to be worked on;
(b) adjusting the remaining plant to function adequately and safely during the maintenance period;
(c) recording, in the engine‑room log or other suitable document, the equipment worked on and the personnel involved, and which safety steps have been taken and by whom, for the benefit of relieving officers and for record purposes; and
(d) testing and putting into service, when necessary, the repaired machinery or equipment.
3.4.24 The officer in charge of the engineering watch must ensure that if there are any engine‑room ratings who perform maintenance duties they are available if required to assist in the manual operation of machinery in the event of automatic equipment failure.
3.4.25 The officer in charge of the engineering watch must bear in mind that changes in speed, resulting from machinery malfunction, or any loss of steering, may imperil the safety of the ship and life at sea. The bridge must be immediately notified, in the event of fire, and of any impending action in machinery spaces that may cause reduction in the ship's speed, imminent steering failure, stoppage of the ship's propulsion system or any alteration in the generation of electric power or similar threat to safety. This notification, where possible, must be accomplished before changes are made, in order to afford the bridge the maximum available time to take whatever action is possible to avoid a potential marine casualty.
3.4.26 The officer in charge of the engineering watch must notify the chief engineer officer without delay:
(a) when engine damage or a malfunction occurs which may be such as to endanger the safe operation of the ship;
(b) when any malfunction occurs which, it is believed, may cause damage or breakdown of propulsion machinery, auxiliary machinery or monitoring and governing systems; and
(c) in any emergency or if in any doubt as to what decision or measures to take.
3.4.27 Despite the requirement to notify the chief engineer officer in the foregoing circumstances, the officer in charge of the engineering watch must not hesitate to take immediate action for the safety of the ship, its machinery and crew where circumstances require.
3.4.28 The officer in charge of the engineering watch must give the other watchkeeping personnel, if any, all appropriate instructions and information which will ensure the keeping of a safe engineering watch. Routine machinery upkeep, performed as incidental tasks as a part of keeping a safe watch, must be set up as an integral part of the watch routine. Detailed repair maintenance involving repairs to electrical, mechanical, hydraulic, pneumatic or applicable electronic equipment throughout the ship must be performed with the cognizance of the officer in charge of the engineering watch and chief engineer officer. These repairs must be recorded.
Engineering watchkeeping under different conditions and in different areas
Restricted visibility
3.4.29 The officer in charge of the engineering watch must ensure that permanent air or steam pressure is available for sound signals and that at all times bridge orders relating to changes in speed or direction of operation are immediately implemented and, in addition, that auxiliary machinery used for manoeuvring is readily available.
Coastal and congested waters
3.4.30 The officer in charge of the engineering watch must ensure that all machinery involved with the manoeuvring of the ship can immediately be placed in the manual mode of operation when notified that the ship is in congested waters. The officer in charge of the engineering watch must also ensure that an adequate reserve of power is available for steering and other manoeuvring requirements. Emergency steering and other auxiliary equipment must be ready for immediate operation.
Ship at anchor
3.4.31 At an unsheltered anchorage the chief engineer officer must consult with the master whether or not to maintain the same engineering watch as when underway.
3.4.32 When a ship is at anchor in an open roadstead or any other virtually "at sea" condition, the engineer officer in charge of the engineering watch must ensure that:
(a) an efficient engineering watch is kept;
(b) periodic inspection is made of all operating and stand‑by machinery;
(c) main and auxiliary machinery is maintained in a state of readiness in accordance with orders from the bridge;
(d) measures are taken to protect the environment from pollution by the ship, and that applicable pollution prevention regulations are complied with; and
(e) all damage control and fire‑fighting systems are in readiness.
3.5 Principles to be observed in keeping a radio watch
General provisions
3.5.1 Companies, masters and radio watchkeeping personnel must comply with 3.5 to ensure that an adequate safety radio watch is maintained while a ship is at sea. In complying with 3.5, account must be taken of the Radio Regulations.
Watch arrangements
3.5.2 In deciding the arrangements for the radio watch, the master of every seagoing ship must:
(a) ensure that the radio watch is maintained in accordance with the relevant provisions of the Radio Regulations and the SOLAS Convention;
(b) ensure that the primary duties for radio watchkeeping are not adversely affected by attending to radio traffic not relevant to the safe movement of the ship and safety of navigation; and
(c) take into account the radio equipment fitted on board and its operational status.
Performing the radio watch
3.5.3 The radio operator performing radio watchkeeping duties must:
(a) ensure that watch is maintained on the frequencies specified in the Radio Regulations and the SOLAS Convention; and
(b) while on duty regularly check the operation of the radio equipment and its sources of energy and report to the master any observed failure of this equipment.
3.5.4 The requirements of the Radio Regulations and the SOLAS Convention on keeping a radiotelegraph or radio log, as appropriate, must be complied with.
3.5.5 The maintenance of radio records, in compliance with the requirements of the Radio Regulations and the SOLAS Convention is the responsibility of the radio operator designated as having primary responsibility for radiocommunications during distress incidents. The following must be recorded, together with the times at which they occur:
(a) a summary of distress, urgency and safety radiocommunications;
(b) important incidents relating to the radio service;
(c) where appropriate, the position of the ship at least once per day; and
(d) a summary of the condition of the radio equipment including its sources of energy.
3.5.6 The radio records must be kept at the distress communications operating position, and must be made available:
(a) for inspection by the master; and
(b) for inspection by any authorized AMSA officer and by any duly authorized officer exercising control under article X of the STCW Convention.
4 Watchkeeping in port
4.1 Principles applying to all watchkeeping
General
4.1.1 On any ship safely moored or safely at anchor under normal circumstances in port, the master must 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
4.1.2 Arrangements for keeping a deck watch when the ship is in port must at all times be adequate to:
(a) ensure the safety of life, of the ship, the port and the environment, and the safe operation of all machinery related to cargo operation;
(b) observe international, national and local rules; and
(c) maintain order and the normal routine of the ship.
4.1.3 The master must decide the composition and duration of the deck watch depending on the conditions of mooring, type of the ship and character of duties.
4.1.4 If the master considers it necessary, a qualified officer must be in charge of the deck watch.
4.1.5 The necessary equipment must be so arranged as to provide for efficient watchkeeping.
4.1.6 The chief engineer officer, in consultation with the master, must ensure that engineering watchkeeping arrangements are adequate to maintain a safe engineering watch while in port. When deciding the composition of the engineering watch, which may include appropriate engine‑room ratings, the following points are among those to be taken into account:
(a) on all ships of 750 kW propulsion power and over there must always be an officer in charge of the engineering watch; and
(b) officers, while in charge of an engineering watch, must not be assigned or undertake any task or duty which would interfere with their supervisory duty in respect of the ship's machinery system.
Note: The STCW Code defines propulsion power as the total maximum continuous rated output power in kilowatts of all the ship’s main propulsion machinery which appears on the ship’s certificate of registry or other official document.
Taking over the watch
4.1.7 Officers in charge of the deck or engineering watch must not hand over the watch to their relieving officer if they have any reason to believe that the latter is obviously not capable of carrying out watchkeeping duties effectively, in which case the master or chief engineer must be notified accordingly. Relieving officers of the deck or engineering watch must ensure that all members of their watch are apparently fully capable of performing their duties effectively.
4.1.8 If, at the moment of handing over the deck or engineering watch, an important operation is being performed it must be concluded by the officer being relieved, except when ordered otherwise by the master or chief engineer officer.
4.2 Taking over the deck watch
4.2.1 Prior to taking over the deck watch, the relieving officer must be informed of the following by the officer in charge of the deck watch as to:
(a) the depth of the water at the berth, the ship's draught, the level and time of high and low waters; the securing of the moorings, the arrangement of anchors and the scope of the anchor chain, and other mooring features important to the safety of the ship; the state of main engines and their availability for emergency use;
(b) all work to be performed on board the ship; the nature, amount and disposition of cargo loaded or remaining, and any residue on board after unloading the ship;
(c) the level of water in bilges and ballast tanks;
(d) the signals or lights being exhibited or sounded;
(e) the number of crew members required to be on board and the presence of any other persons on board;
(f) the state of fire‑fighting appliances;
(g) any special port regulations;
(h) the master's standing and special orders;
(i) the lines of communication available between the ship and shore personnel, including port authorities, in the event of an emergency arising or assistance being required;
(j) any other circumstances of importance to the safety of the ship, its crew, cargo or protection of the environment from pollution; and
(k) the procedures for notifying the appropriate authority of any environmental pollution resulting from ship activities.
4.2.2 Relieving officers, before assuming charge of the deck watch, must verify that:
(a) the securing of moorings and anchor chain are adequate;
(b) the appropriate signals or lights are properly exhibited or sounded;
(c) safety measures and fire protection regulations are being maintained;
(d) their awareness of the nature of any hazardous or dangerous cargo being loaded or discharged and the appropriate action to be taken in the event of any spillage or fire;
(e) no external conditions or circumstances imperil the ship and that it does not imperil others.
4.3 Taking over the engineering watch
4.3.1 Prior to taking over the engineering watch, the relieving officer must be informed by the officer in charge of the engineering watch as to:
(a) the standing orders of the day, any special orders relating to the ship operations, maintenance functions, repairs to the ship's machinery or control equipment;
(b) the nature of all work being performed on machinery and systems on board ship, personnel involved and potential hazards;
(c) the level and condition, where applicable, of water or residue in bilges, ballast tanks, slop tanks, sewage tanks, reserve tanks and special requirements for the use or disposal of the contents thereof;
(d) any special requirements relating to sanitary system disposals;
(e) the condition and state of readiness of portable fire‑extinguishing equipment and fixed fire‑extinguishing installations and fire detection systems;
(f) authorized repair personnel on board engaged in engineering activities, their work locations and repair functions and other authorized persons on board and the required crew;
(g) any port regulations pertaining to ship effluents, fire‑fighting requirements and ship readiness, particularly during potential bad weather conditions;
(h) the lines of communication available between the ship and shore personnel, including port authorities, in the event of an emergency arising or assistance being required;
(i) any other circumstance of importance to the safety of the ship, its crew, cargo or the protection of the environment from pollution; and
(j) the procedures for notifying the appropriate authority of environmental pollution resulting from engineering activities.
4.3.2 Relieving officers, before assuming charge of the engineering watch, must satisfy themselves that they are fully informed by the officer being relieved, as outlined above, and:
(a) be familiar with existing and potential sources of power, heat and lighting and their distribution;
(b) know the availability and condition of ship's fuel, lubricants and all water supplies; and
(c) be ready to prepare the ship and its machinery, as far as is possible, for stand‑by or emergency conditions as required.
4.4 Performing the deck watch
The officer in charge of the deck watch must:
(a) make rounds to inspect the ship at appropriate intervals;
(b) pay particular attention to:
(i) the condition and securing of the gangway, anchor chain and moorings, especially at the turn of the tide and in berths with a large rise and fall, if necessary, taking measures to ensure that they are in normal working condition,
(ii) the draught, under‑keel clearance and the general state of the ship, to avoid dangerous listing or trim during cargo handling or ballasting,
(iii) the weather and sea state,
(iv) the observance of all regulations concerning safety and fire protection,
(v) the water level in bilges and tanks,
(vi) all persons on board and their location, especially those in remote or enclosed spaces, and
(vii) the exhibition and sounding, where appropriate, of lights and signals;
(c) in bad weather, or on receiving a storm warning, take the necessary measures to protect the ship, persons on board and cargo;
(d) take every precaution to prevent pollution of the environment by the ship;
(e) 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 or neighbouring ships;
(f) 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;
(g) offer assistance to ships or persons in distress;
(h) take necessary precautions to prevent accidents or damage when propellers are to be turned; and
(i) enter in the appropriate log‑book all important events affecting the ship.
4.5 Performing the engineering watch
4.5.1 Officers in charge of the engineering watch must pay particular attention to:
(a) the observance of all orders, special operating procedures and regulations concerning hazardous conditions and their prevention in all areas in their charge;
(b) the instrumentation and control systems, monitoring of all power supplies, components and systems in operation;
(c) the techniques, methods and procedures necessary to prevent violation of the pollution regulations of the local authorities; and
(d) the state of the bilges.
4.5.2 Officers in charge of the engineering watch must:
(a) in emergencies, raise the alarm when in their opinion the situation so demands, and take all possible measures to prevent damage to the ship, persons on board and cargo;
(b) be aware of the deck officer's needs relating to the equipment required in the loading or unloading of the cargo and the additional requirements of the ballast and other ship stability control systems;
(c) make frequent rounds of inspection to determine possible equipment malfunction or failure, and take immediate remedial action to ensure the safety of the ship, of cargo operations, of the port and the environment;
(d) ensure that the necessary precautions are taken, within their area of responsibility, to prevent accidents or damage to the various electrical, electronic, hydraulic, pneumatic and mechanical systems of the ship;
(d) ensure that the necessary precautions are taken, within their area of responsibility, to prevent accidents or damage to the various electrical, electronic, hydraulic, pneumatic and mechanical systems of the ship;
(e) ensure that all important events affecting the operation, adjustment or repair of the ship's machinery are satisfactorily recorded.
5 GUIDANCE ON KEEPING A WATCH
5.1 Particular guidance may be necessary for special types of propulsion systems or ancillary equipment and for ships carrying hazardous, dangerous, toxic or highly flammable materials or other special types of cargo. The chief engineer officer should provide this operational guidance as appropriate.
5.2 It is essential that officers in charge of the engineering watch appreciate that the efficient performance of engineering watchkeeping duties is necessary in the interest of the safety of life and property at sea and of preventing pollution of the marine environment.
5.3 The relieving officer, before assuming charge of the engineering watch, should:
(a) be familiar with the location and use of the equipment provided for the safety of life in a hazardous or toxic environment;
(b) ascertain that materials for the administration of emergency medical first aid are readily available, particularly those required for the treatment of burns and scalds; and
(c) when in port, safely anchored or moored, be aware of:
(i) cargo activities, the status of maintenance and repair functions and all other operations affecting the watch; and
(ii) the auxiliary machinery in use for passenger or crew accommodation services, cargo operations, operational water supplies and exhaust systems.
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