6.

1 DUTIES OF OFFICER OF THE WATCH

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Purpose
To outline the main duties and responsibilities of Officer of the Watch.

Master’s Representative
Officer of the Watch (OOW) is the Master’s representative on the bridge.
OOW has full authority to take any immediate actions necessary for the safety of life,
vessel, environment and security of the vessel.

Caution
OOW always has unrestricted access to all navigation / communication equipment and engines. Do not
hesitate to use them as required.

Primary Duties
The primary duty of the OOW is to maintain a safe navigational watch at sea or at anchor
complying with the ‘International Regulations for Preventing Collisions at Sea’ (COLREGs)
and ‘Standards of Training, Certification and Watchkeeping for Seafarers’ (STCW) Chapter
VIII.

New Personnel Familiarisation

Familiarise the new joining OOW using vessel-specific checklists and work instructions for
bridge and the ECDIS.
Note 1
On vessels installed with power limiting devices (EPLs or permanent governors) as a measure for EEXI
compliance, familiarize with updated maximum available power allowed by these devices and utilization
of override function, where applicable. The activation of this override may be necessary while navigating
in pilotage waters. For further details refer EMM-1 Chapter - Energy Conservation Management.

Handing / Taking Over Bridge Watch

Comply with vessel-specific checklist for taking over the watch.
Taking over OOW must ensure watch composition is adequate and complying with the
passage plan.
Taking over OOW must formally acknowledge taking over of the watch and sign the watch
changeover checklist. The OOW must inform Master of any concerns. Until such time, the
previous watchkeeper remains in charge of the watch.
On taking over, OOW must carefully assess and review the passage plan for the watch.
OOW must understand and sign or acknowledge Master’s bridge orders. Keep the bridge
order book open on the chart table throughout the validity of orders. This would ensure that
the contents are noted and readily available.
Ensure navigation lights, shapes, flags and signals are exhibited or sounded correctly.
Note 2
Defer watch changeover if a manoeuvre to avoid collision/ hazard is imminent or is in progress.

Caution
If OOW is engaged in any work that distracts him / her from watch-keeping, OOW must ask for Master or
another watch-keeping officer to relieve him / her (e.g., while making noon reports).

Managing the Bridge Watch

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OOW is in-charge of the bridge team, until properly relieved.

On a vessel with a separate chart room, limit the visits to the chart room, for short periods to
perform navigational duties, if safe to do so.
Do not undertake any activities or duties interfering with safe navigation of the vessel.
Check that the lookout is attentive and reporting as required. Monitor their handing over and
taking over of the watch. Brief them as what to expect during the watch. Always
acknowledge and take appropriate actions to the observations and reporting made by the
lookout.
The OOW, supported by other members of the bridge team, must:
 Make a proper appraisal of risk of collision with approaching vessels using all
available means - for example, visual, radar, ECDIS and AIS
 Identify navigational hazards
 Determine risk of grounding
 Monitor weather, visibility or sea state and respond appropriately
 Identify navigational aids
 Respond to persons, vessels or aircrafts in distress
 Identify security threats especially in piracy prone areas

Navigation and Control of Vessel

Do not hesitate to use helm, engines or whistle at any time.
OOW has unlimited unrestricted access to the use of main engines. Except in emergencies,
whenever possible, inform engine control room any intended changes to engine speed.
Ensure vessel always proceeds at safe speed. Do not hesitate to slow down for avoiding
traffic or during restricted visibility.
In shallow/ confined waters, anticipate and reduce the speed, to prevent damage by
vessel’s wash or wake to other vessels at berth, small craft and shorelines.
Engage manual steering control whenever appropriate and in good time, including in:
 Areas of high traffic density
 Conditions of restricted visibility
 Situations when the ship is manoeuvring/ under pilotage
 Any other potentially hazardous situations and particularly when an automatic
steering system could provide insufficient control.
Wind Assisted Propulsion System (WAPS)
On vessels fitted with WAPS e.g. Rotor Sails, familiarize with the use and limitations,
bridge visibility and blind areas (radar and navigational light) as per vessel-specific work
instruction and checklist.
Do not use WAPS in:
 Areas of high traffic density
 Coastal and Restricted Waters
 Situations when the ship is manoeuvring/ under pilotage
 Areas which as per Master’s judgement are not suitable for operating WAPS
Post information on operational limits, blind areas and increased air draughts (with sails in
upright positions) in a conspicuous location on bridge.

OOW must know the emergency response procedures in case of an emergency including
immediate actions. Refer to the Emergency Contingency Manual.
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OOW must know the manoeuvring characteristics of the vessel, including the turning circle
parameters and stopping distance in various depth and weather conditions. For details,
refer to the manoeuvring booklet or wheelhouse poster available on bridge.
Note 3
When on autopilot, adjust the yaw and rudder settings appropriate to prevailing sea condition to optimize
fuel efficiency by smoothing out large angle rudder movements used for maintaining the course.

Caution
In shallow waters, squat may have a critical effect on manoeuvrability and the vessel’s UKC. The turning
circle parameters in shallow water can be twice as large as compared to deep water. Do not exceed the
speed at which UKC is calculated in the passage plan.

Caution
In rivers/ narrow channels, be aware of bank effect and its impact on vessel.

Caution
On vessels with Controllable Pitch Propeller (CPP), OOW must know the default position of CPP, if the
system fails. E.g., ahead, astern, current position or zero pitch. Display a notice indicating this default
failure position and response measures near Bridge manoeuvring controls.

During the Navigation Watch

OOW must keep an efficient navigational watch. This will include:
 Understanding and complying with the passage plan.
 Using the largest scale chart or ENC published for the area.
 Using all available means for monitoring, fixing and verifying vessel position at
specified intervals.
 Observing and monitoring the vessel course on intended track, allowing for
appropriate set and drift.
 Compare the gyro and magnetic compass courses frequently and after course
alterations- record in Deck Logbook.
 At least once a watch, check and record the following:
• The compass error, whenever possible and after any major course alteration.
• Radar performance checks, where fitted.
• Testing of steering on manual mode for at least 10 minutes.
 Ensure the Helms-person or the autopilot is steering the correct course. Verbal
orders for steering or engine movements must be repeated (closed loop
communication) for correct understanding and compliance.
 Supervise changeover from auto to manual steering and vice versa.
 Use at least one radar at all times at sea and anchorage. Use the other radar(s)
whenever deemed necessary. Refer to the NMM chapter ‘Radar and ARPA’.
 Maintain a GMDSS watch as per NMM chapter ‘GMDSS Watch Procedures’.
 Ensure correct stations are chosen for Enhanced Group Call (EGC) service and
Navtex warnings.
 Read and understand the EGC and Navtex warnings and if applicable, plot them on
the charts or ENCs - for management of navigational warnings, refer to NMM chapter
“Management of Navarea warnings”.
 Check the functioning of UMS controls, alarms and indicators.
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 Obtain and monitor the weather reports and warnings for relevant areas.
 Maintain VHF watch on the channels as specified in ALRS.

Caution
Do not hesitate to deviate from charted track to avoid close quarter situations, fishing vessels or any
other dangers.

Caution
Crosscheck positions by different means such as GPS, GLONASS, Radar or visual fixes.

Maintaining Proper Lookout

Most collisions at sea take place due to improper lookout.
Always maintain a proper all-round lookout by sight and hearing as well as by all available
means.
Often the first indication of other vessel-altering course is by visual observation.
Do not consider a Helms-person as lookout when engaged in hand steering. Call additional
personnel whenever deemed necessary.
In sole lookout condition, where deemed necessary, call or summon Helms-person in
sufficient time to prevent any development of hazardous situation. If any delay or difficulty,
call Master immediately.
Do not allow the Helms-person or lookout to leave the bridge or engage in other duties,
unless relieved.
On vessels with totally enclosed bridge, operate sound reception equipment continuously
and adjust it to correctly hear sound signals and determine their direction.
Provide the lookout with binoculars.
Bridge team members must not use spectacles with photochromic lenses.
During darkness, control the light from bridge equipment, close curtains/ dead lights on
externally facing windows and close all accommodation external doors to avoid adverse
effect on night vision.
OOW must know blind sectors due to cranes, cargo including the blind sector of radar.
OOW and look-out must regularly check these blind sectors.
Note 4
ECDIS, Radar, ARPA and AIS are aids for watchkeeping and are not substitutes for maintaining a proper
lookout. Use the aids and the look-out in combination to achieve a full appraisal of the situation.

Caution
During ballast water exchange, if there is a breach in bridge visibility, conduct a risk assessment and
maintain an enhanced navigational watch. Plan to carry out the exchange in clear waters and good
weather for a minimum possible time. Maintain records in the deck logbook.

Collision Avoidance
At an early stage, use all available means to determine risk of collision and avoid a close
quarter situation.
For collision avoidance procedures, refer to the NMM chapter ‘Collision Avoidance’.
Note 5
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Do not hesitate to use bold engine movement or helm to avoid the risk of collision or close quarter
situation.

Use and Maintenance of Navigation Equipment

Make efficient use of all the navigational equipment provided on the bridge.
For procedures on the use, limitations and maintenance of navigational equipment, refer to
the NMM chapter ‘Navigation Equipment - Use and Limitation’.

Calling Master
Call Master if there is any doubt about the safety of the ship or whenever there is any
uncertainty.
Call early enough to allow the Master enough time to understand and respond effectively to
the situation.
For detailed circumstances to call Master, refer to the NMM chapter ‘Calling Master’.
The presence of the Master on bridge does not relieve the OOW of their responsibility for the
safe navigation of the vessel.
Note 6
Master’s handing/ taking over of conn must be explicitly communicated to the OOW and the other
members of the bridge team and fully understood by them. OOW must acknowledge and record it.

Navigation under Pilotage

For procedures on navigation in pilotage waters, refer to the NMM chapter ‘Navigation in
Pilotage Waters’.

Monitoring Shipboard Operations

Maintain a high level of general awareness of the vessel and its routine operations. This will
include monitoring:
 Vessel's deck, personnel working on deck and any cargo activity
 Machinery status
 Weather and sea state for determining safe onboard activities
 Any work near radar scanners, radio aerial or sound signalling equipment -
establish appropriate control measures
Additionally have an understanding of:
 Nature of work in progress, including any active permits and its effect on safety.
 Vessel’s loading condition, including draft, stress and stability information
Inform Chief Engineer in case unable to maintain contact with duty engineer under UMS
conditions.
Note 7
The bridge team must have an overview of all active permits on board so that they can react to an
emergency in the most appropriate way.

Caution
Under no circumstances must additional duties interfere with the safe navigation of the vessel. Call
additional help if necessary.

Caution
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Use of deck lights could impair vision and visibility of own and other vessels in the vicinity.
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Environmental Compliance
Be fully familiar and comply with relevant requirements for:
 MARPOL Annexes I to VI, including Special Areas
 Particularly Sensitive Sea Areas (PSSA)
 Marine Protected Areas (MPA)
 Emissions Control Areas (ECA)
 Discharge restrictions and fuel changeover points addressed in passage plan
 Any additional company or national/ regional requirements
 Ballast water management
 SOPEP / SMPEP / NTVRP
When OWS is in operation, bridge watch should regularly monitor overside and the wake
astern to ensure there are no traces of oil going overboard. In case oil is sighted,
immediately inform EOOW and Master.

Reporting Obligation
Be aware of the obligations of reporting with regard to pollution and emergency situations.

Search and Rescue

Be aware of the obligations relating to distress at sea and the instructions in the
International Aeronautical and Maritime Search and Rescue Manual (IAMSAR) Volume III
relating to the alert, conduct and co-ordination of a distress.
Display an illustrated table describing the life-saving signals on the bridge.

Security Awareness
OOW must know:
 Responsibilities included in the Ship Security Plan (SSP)
 Procedures for identifying, reporting threats and taking appropriate protection
measures

Recording Bridge Activities

Maintain records of all navigational activities correctly and promptly to restore a complete
record of the voyage.
Refer to instructions on record keeping in the front page of each logbook.
Do not leave empty lines.
Do not overwrite any errors. Strike through the errors with the single line, initialled and
dated. Do not use correction fluid or ink.
Software systems meeting requirements of IMO, MARPOL, SOLAS and flag states maybe
an acceptable means of logbook entries replacing many of the traditional paper logs.

Caution
Falsification of records is a serious offence and strictly prohibited by the Company.

Forms and checklists: References:

CL: D/05, D/17, D/41 Training Material 138, 108
RA: NAV 004, NAV 027, NAV 029 QA Poster 16, 17
WI: D/101, D/111, D/115, D/116,
FORM: