Best Practices for Safe Watchkeeping at Sea

Bridge watchkeeping accidents account for a significant proportion of maritime casualties worldwide. Grounding, collision, and near-miss incidents are frequently attributed to inadequate watchkeeping practice — specifically failures in situational awareness, fatigue management, and communication. STCW 2010 Manila Amendments introduced stricter rest-hour requirements, recognising that fatigue is a root cause in many incidents. Under Regulation VIII/1, officers must have a minimum of 10 hours of rest in any 24-hour period, with at least 6 consecutive hours. The bridge resource management (BRM) framework, now mandatory under STCW, establishes that safe watchkeeping is a team function, not an individual effort. Effective communication between OOW, lookout, helmsman, and master is essential.

COLREG Rule 5 requires every vessel to maintain a proper look-out by sight and hearing, using all available means appropriate to the prevailing circumstances and conditions. This includes: • Radar at all times, including using radar plotting or equivalent systematic observation • AIS to supplement (not replace) radar and visual watchkeeping • VHF monitoring on Channel 16 at all times • ECDIS route monitoring with appropriate alert zones configured SOLAS Chapter V Regulation 22 requires the bridge to have an unobstructed view ahead, with any blind sectors clearly documented. OOWs must know the blind sectors of their specific vessel. The ISM Code requires each company to establish a documented bridge watchkeeping procedure, including handover protocols, which must be implemented fleet-wide.

PSC inspections and accident investigations consistently identify the following watchkeeping deficiencies: 1. Overreliance on AIS — AIS is a collision avoidance aid, not a substitute for radar and visual watch. Class B AIS transponders on small craft are unreliable. Fishing vessels frequently do not carry AIS. 2. Alarm fatigue — When ECDIS is configured with excessive alerts, officers begin to accept and dismiss alarms without investigation. XTE alarms, AIS targets, and depth alarms must be configured at appropriate thresholds. 3. Poor handover — A watch handover that lasts less than five minutes is rarely adequate in anything but the most straightforward conditions. The relieving officer must be independently satisfied with the vessel's situation before taking the watch. 4. Solo watch in high-traffic areas — STCW A-VIII/2 Part 4-1 requires the master to ensure that watchkeeping arrangements are adequate. In congested waters, reduced visibility, or when navigating channels, a single OOW is rarely sufficient. 5. Failure to call the master — The master's night orders must be followed precisely. When in doubt, call. The master would always rather be woken unnecessarily than face a casualty.

The following items must be addressed at every watch handover: VESSEL STATUS □ Current position (GPS, radar fix confirmed) □ Speed and RPM □ Heading and course to steer □ Autopilot / hand steering status □ Engine status and any standing orders NAVIGATION □ Next waypoint and ETA □ Chart in use (paper or ECDIS) — scale appropriate □ Planned passage deviations □ NAVTEX warnings reviewed □ Current weather and forecast TRAFFIC □ All radar targets identified □ AIS targets with CPA/TCPA less than parameters □ Any vessels with restricted maneuverability □ TSS schemes and separation zones STANDING ORDERS □ Master's night orders read and signed □ Call the master criteria reviewed □ Any outstanding items from day orders

Safe watchkeeping is a discipline that must be practiced consistently, not selectively. The best officers treat every watch, regardless of sea state or traffic density, with the same rigour. They verify positions independently, never silence an alarm without investigation, and have no hesitation calling the master. The maritime industry's move toward integrated bridge systems, ECDIS, and AI-assisted collision avoidance tools will continue to change the nature of watchkeeping — but the fundamental responsibilities of situational awareness, risk assessment, and decision-making remain human responsibilities. Review your company's watchkeeping procedures regularly, participate actively in bridge resource management training, and ensure your team understands that the culture of a safe watch starts at the top.