Watchkeeping Standards and Bridge Procedures

COLREGS Rule 5 requires every vessel to maintain a proper lookout at all times by sight and hearing as well as by all available means appropriate to the prevailing circumstances and conditions. 'All available means' includes visual watch, radar, AIS, VHF radio monitoring, ARPA, and any other technology aboard. A dedicated lookout is required — the helmsman alone does not constitute a proper lookout on a vessel underway in restricted visibility or heavy traffic.

Rule 6 requires every vessel to proceed at a safe speed so that proper and effective action to avoid collision can be taken and the vessel can be stopped within an appropriate distance. Factors include: state of visibility, traffic density, vessel maneuverability (stopping distance and turning ability), background light at night, state of wind, sea, and current, navigational hazards, and draft relative to available depth. For radar-equipped vessels: radar characteristics and limitations, range scales in use, sea-clutter effects on detection, and the number, location, and movement of vessels detected by radar.

Rule 7 requires using all available means including radar to determine risk of collision. Risk of collision is deemed to exist if the compass bearing to an approaching vessel does not appreciably change — this is called a constant bearing, decreasing range (CBDR) situation. You must not assume risk does not exist from a small compass bearing change. A large vessel or tow at close range may present risk even with a changing bearing. Radar plotting or ARPA is mandatory when fitted and shall be used to full advantage.

STCW requires a minimum of 10 hours of rest in any 24-hour period, and a minimum of 77 hours of rest in any 7-day period. Rest may be divided into no more than two periods, one of which must be at least 6 hours. These minimums may be reduced to no less than 6 hours in any 24-hour period in emergencies or drills, but compensatory rest must be provided within 2 days. Vessels operating exclusively in U.S. waters under 46 CFR may have different requirements, but STCW standards apply to vessels engaged in international voyages.

The outgoing OOW must brief the incoming OOW on: current position, course, and speed; any vessels in the vicinity and their bearing, range, course, and speed; weather conditions and forecast; any hazards to navigation nearby; master's standing orders and night orders; status of all navigation equipment; any crew or vessel problems; recent log entries; and any unusual circumstances. The incoming officer must not relieve the watch until satisfied they are fully briefed. If in doubt or if the vessel is in a dangerous situation, the master must be called before the watch is handed over.

Under FCC rules and USCG regulations, all compulsorily equipped vessels must maintain a continuous watch on VHF Channel 16 while underway in U.S. waters. Channel 16 is the international distress, safety, and calling frequency. Vessels may also be required to monitor Channel 13 (bridge-to-bridge communications) and Channel 22A (USCG working channel). DSC-equipped vessels must also monitor the DSC distress frequency. Watch may not be maintained on Channel 16 using a DSC controller alone — a separate radio must monitor Channel 16.

Dark adaptation is the process by which the eyes adjust from bright light to darkness, allowing the rod cells (which function in low light) to become sensitive. Full dark adaptation requires approximately 20-30 minutes in complete darkness. White light destroys dark adaptation almost instantly; red light preserves it. On night watch, use red-filtered flashlights for chart work, avoid looking directly at bright lights or unshielded screens, and scan the horizon with side vision (off-center viewing) because the rods responsible for night vision are most dense at the periphery of the retina rather than the center.

ARPA stands for Automatic Radar Plotting Aid. It automatically tracks radar contacts and calculates their course, speed, closest point of approach (CPA), and time to closest point of approach (TCPA). The OOW uses ARPA to identify vessels on CBDR, determine which vessel is give-way under COLREGS, plan and execute avoidance maneuvers, and verify the effectiveness of maneuvers. ARPA must be used with judgment — it has limitations including delayed target acquisition, tracking errors, and vulnerability to sea clutter. Always verify ARPA data against visual observation and manual bearings.

The OOW must call the master immediately when: visibility falls or is expected to fall; traffic or navigational conditions become hazardous; difficulty is experienced in maintaining the planned course; land, a shoal, or a navigational hazard is sighted unexpectedly; a distress signal is heard or sighted; main propulsion, steering, or essential navigational equipment fails; in doubt for any reason about the safety of the vessel. The master's standing orders and night orders will specify additional triggers. Never hesitate to call the master — failure to do so has been the primary cause of many maritime casualties.

USCG manning requirements are specified on the vessel's Certificate of Inspection (COI). Requirements vary by vessel tonnage, route, and number of passengers. An OUPV (six-pack) license covers uninspected vessels carrying up to 6 passengers. A Master license is required for inspected passenger vessels. The COI specifies the minimum number and license grade of required officers and crew. Vessels over 1600 GRT on international voyages must meet STCW requirements. 46 CFR Parts 15 (manning) and 26 (uninspected vessels) govern these requirements.

Anchor watch procedures include: plotting the vessel's position immediately after anchoring and recording it as the anchor position; taking visual bearings on multiple fixed objects ashore; marking a swing circle on the chart; setting radar to an appropriate range scale; monitoring for dragging anchor by comparing current position to the anchor position; checking the bearing and distance to anchor position frequently; monitoring weather and tide changes; ensuring the engine is ready to use; and immediately alerting the master if the anchor drags. In poor visibility, the required fog signal for vessels at anchor (bell ringing for 5 seconds every minute) must be maintained.

If immediate danger of collision exists: sound the danger signal (5 or more short blasts); take full action to avoid collision regardless of which vessel is technically the stand-on vessel under COLREGS (Rule 17(b)); use full helm and engine power as needed; broadcast a Securite or Mayday on VHF Channel 16 as appropriate; alert the master; prepare crew for impact if collision appears unavoidable; and close all watertight doors. Rule 2 (Responsibility) makes clear that no rule excuses failing to take action required by ordinary seamanship in exceptional circumstances.

In restricted visibility the OOW must: post a dedicated lookout forward with the best possible view; proceed at safe speed with engines ready for immediate maneuver; navigate by radar using all appropriate range scales; use ARPA to track all detected contacts; post a listening watch for fog signals; broadcast a Securite announcement on VHF Channel 16 and Channel 13; sound the appropriate fog signal (one prolonged blast every 2 minutes for a power-driven vessel making way); and notify the master immediately. The vessel must be ready to stop engines and take all way off if a fog signal appears to be forward of the beam.

A radar blind sector is an area of the radar sweep blocked by the vessel's own superstructure, mast, or funnel. Vessels within a blind sector are invisible to the radar even at close range. The OOW must know the location of all blind sectors for their radar installation, compensate by altering course briefly to scan sectors normally hidden, and post visual lookouts to cover radar blind sectors. Blind sectors are documented in the radar's technical specifications and on the radar display. Relying solely on radar without accounting for blind sectors has caused numerous collisions.

Required deck log entries typically include: time and position at regular intervals (at least hourly); course and speed; weather conditions and sea state; visibility; barometric pressure and trend; wind direction and force; any changes of course or speed; vessels in company or in the vicinity; hazards encountered; equipment status changes; name of OOW on watch; name of helmsman (if not autopilot); time and nature of any communications with master; distress signals sighted or responded to; and any unusual occurrences. The Official Logbook (for inspected vessels) has specific legal requirements under 46 USC.

Standing orders are permanent written instructions from the master that govern the conduct of all watches at all times — they cover general watchkeeping policy, when to call the master, speed restrictions in confined waters, and other standing requirements. Night orders are written instructions issued each evening covering the specific expected conditions for that night: planned course changes, waypoints, weather expected, specific hazards, and any special requirements. Both must be read and acknowledged (signed) by each OOW at the start of their watch. Night orders must be dated and signed by the master.