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Disclaimer: The notes below were produced by the author for the purposes of
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The International Convention on Standards of Training, Certification and

Watchkeeping for Seafarers 1995 (major revision of the 1978 convention)
Introduced universal standards for training and watchkeeping rather than leaving it to
individual governments because shipping is international by nature.

Manila Amendments 2010

Updated to address new technology, other changes include update to hours of rest
and introduction of requirements for security training and specific alcohol limits.

STCW is divided into two parts. Part A details the required standards and Part B
offers guidance on how to implement and enforce them.

Each part is divided into eight chapters with annexes.

Chapter I - General Provisions
Chapter II - Master and Deck Department
Chapter III - Engine Department
Chapter IV - Radiocommunication and Radio Personnel
Chapter V - Special Training Requirements for Personnel on certain Types of Ships
Chapter VI - Emergency, Occupational Safety, Security, Medical Care and Survival
Functions
Chapter VII - Alternative Certification
Chapter VIII – Watchkeeping

We are primarily concerned with Chapter VIII which is divided into sections:

1 – Fitness for Duty

Administrations shall recognise the dangers posed by fatigue
Watch keepers shall have as a minimum:
- 10 hours rest in any 24-hour period
- 77 hours rest in any 7-day period
- Rest periods in a 24-hour period shall be divided into no more than two
periods, one of which is at least 6 hours. The interval between rest periods
shall not exceed 14 hours
However the Master can overrule the above and require any hours of work
necessary to preserve the immediate safety of the vessel, persons on board or
cargo or to respond to a distress situation assuming those affected are given
compensatory rest afterwards.

Note: Under STCW flag states may allow people to work additional hours provided
that they do not work more than 14 hours in a 24-hour period or receive less than 70
hours rest in 7 days or 77 hours in 7 days for more than two consecutive weeks.
They can also allow the minimum 10 hours rest to be split into three periods rather
than two provided that one of these is at least six hours and the others are at least
an hour. BUT The Maritime Labour Convention 2006 (in force 2013) does not allow
this and reinforces the 10/77 limits stated above.
Drills and musters should be planned to minimise disturbance of rest periods but
overrule the rest requirements
If a person’s rest is an on-call period and they are disturbed by a call-out then they
must be given compensatory rest later on
Watch schedules should be easily accessible and written in the working language
of the crew
Rest records are to be kept in the working language of the crew and in English and
an endorsed copy of this given to watchkeepers
The alcohol limits for watchkeepers are 0.05% blood alcohol and 0.25mg/l alcohol
in breath.

2 - Watchkeeping arrangements and principles to be observed:

Watchkeeping officers shall be qualified as per previous chapters
The voyage must be planned in advance and the course checked before sailing.
The Chief Officer is responsible for ensuring adequate fuel, lubricants, water, parts
and provisions are on board prior to sailing.
The Master is responsible for checking the course and ensuring that the route was
planned using all the relevant publications.
The route is to be continuously available to the OOW marked on appropriate charts
Any significant deviation necessitates an amended route
Watches must be adequately manned based on the situation with appropriately
qualified and experienced personnel who understand the equipment, communicate
with each other (including handovers) and are prepared to call the Master/CEO
The Master and Chief Engineering Officer are responsible for ensuring watchkeeping
arrangements in their departments are adequate to maintain safety
The OOW is responsible for safe navigation with particular regard to avoiding
stranding or collision
Everyone is responsible for understanding the risk of, and acting to prevent,
pollution
The OOW is the Master’s representative and must comply with Colregs
The OOW must ensure a proper lookout is maintained in order to fully appraise the
situation and the risk of collision as well as detect vessels, aircraft and people in
distress.
The OOW shall not undertake any duties that interfere with keeping a proper
lookout
Lookouts will not be assigned duties that interfere with keeping a proper lookout
A helmsman is not also lookout except on a small vessel with a clear all-round
view from the helmsman’s position
An OOW may act as the sole lookout in daylight following a satisfactory risk
assessment specific to that instance and while help is immediately available

When composing a watch as well as ensuring that a proper lookout can be

maintained the Master shall take into consideration factors including:
Sea state, weather, visibility
Traffic, including the proximity of traffic separation schemes
The effect of the ship’s functions, UMS alarms and activities such as
radiocommunications on the workload of the OOW
The fitness of individuals for duty (intoxication, illness, fatigue)
Personnel competence, experience and familiarity with the vessel
The availability of assistance
Any equipment defects and their effect on workload
The manoeuvring characteristics of the vessel
The size of the vessel and field of vision available to the OOW from the conning
position

OOWs are responsible for ensuring that the lookout is maintained by not leaving the
bridge unmanned, not handing over unless properly relieved by an officer fit for duty.
The must also not assume that the presence of the Captain on the bridge relieves
them of their watchkeeping responsibilities

The relieving OOW shall:

Ensure that their night vision adjustment is complete before taking the ship
Familiarise themselves with any standing or special orders (such as Night Orders)
Satisfy themselves as to the position, course and speed of the vessel and the state
of wind and sea
Look ahead at the anticipated route for their watch
Assess the navigational situation
Determine if any equipment defects exist
Not relieve the current OOW during a manoeuvre

The OOW shall:

Keep watch until properly relieved, retaining responsibility in the presence of the
Captain unless specifically told otherwise
Ensure a proper lookout is maintained by giving instructions to lookouts and briefing
them on any relevant information
Check position, course and speed at sufficiently frequent intervals ensuring the ship
is following the planned course
Have full knowledge of the location and operation of safety and navigational
equipment
Not undertake duties that interfere with keeping a proper lookout or safe navigation
Use radar as per Colregs (long-range scanning, plotting or systematic observation)
Use helm, engine and signalling apparatus freely but give notice of engine speed
changes where possible
Be aware of the handling characteristics and stopping distances of the vessel and
remain aware that other vessels may differ
Perform and record the results of navigational equipment tests
Ensure that the course is being maintained by the helmsman or autopilot (steering
gear breakdown)
Check the compass error at least once a watch and ideally after all significant
alterations of course, making regular comparisons of the gyro and magnetic
compass readings
Perform a manual helm check during the course of the watch
Ensure that navigational and signal lights are working
Ensure that all alarms including any UMS systems are giving proper indications
Be aware of the need to comply with SOLAS and have a person available to take the
helm in hand in good time as a situation develops and not wait too long to call them
Understand all electronic navigation aids and remember that the echo sounder is
one of them
Make proper use of the radar particularly in or near restricted visibility and in
congested waters, making sure to look at different range scales, plot contacts in
ample time and remain aware that some targets may escape detection

The OOW shall notify the Master immediately when:

Restricted visibility it encountered or expected
Traffic is causing concern
There is difficulty in maintaining course
They fail to sight or unexpectedly sight land or navigational marks
The soundings obtained do not match expectations
There is a machinery, steering or equipment breakdown (these may also constitute
an emergency)
Radio equipment fails
They are concerned about potential damage in heavy weather
The vessel encounters navigational hazards such as ice or a derelict
In any emergency
In any doubt

However the OOW shall also not hesitate to also take necessary action if time is
limited
STCW describes how to keep a proper watch in different areas and conditions
In clear visibility the OOW must take frequent compass bearings of approaching
ships and take action IAW the Rules, use the radar
In restricted visibility the OOW must comply with the Rules by sounding fog
signals, exhibiting navigation lights, proceeding at a safe speed and having engines
ready for immediate manoeuvre. They must also inform the master, post suitable
lookouts, use the radar
In coastal and congested waters the OOW must make use of the largest scale
paper chart and/or appropriate scale ENCs, fix the vessel’s position by two
independent means whenever possible, positively identify all navigation marks
The presence of a pilot does not relieve the Master or OOW of their
responsibilities - they must cooperate closely with the pilot but the OOW shall feel
free to seek clarification where there is doubt, inform the Master if doubt remains and
take immediate action when necessary
At anchor the Master shall judge whether a continuous navigational watch is
necessary.

The OOW of an anchor watch shall:

Determine, plot and continue to monitor the vessel's position
Ensure that a proper lookout is maintained
Ensure that inspection rounds are completed periodically including checking the
anchor cable
Observe sea and weather conditions, including visibility, and take into account
forecast conditions
Call the master and potentially take immediate action if they determine that the ship
is dragging her anchor
Ensure readiness of the engines IAW Master's orders
Ensure that the proper lights and shapes are exhibited and, in restricted visibility,
sound signals made
Take all necessary measures to prevent pollution

Keeping a radio watch

Watch must conform with ITU Radio Regulations and SOLAS by monitoring the
specified frequencies. It must not be interfered with by additional radio traffic duties
not relating to safety
A continuous voice watch is no longer required but sea areas A1-A4 require various
VHF, MF and HF and satellite radio installations that incorporate DSC which is
always sensitive to incoming signals on the frequencies specified in SOLAS (as per
annex IV of the Rules) therefore the OOW must simply check that the radio is
functioning properly to satisfy this requirement during a normal watch
A primary radio operator must be assigned for distress incidents and they are
responsible for maintaining records of distress, safety and urgency communications
as well as the ship's position once a day and a summary of the condition of the
equipment
Watchkeeping in port:
Adequate arrangements shall be made to ensure the safety of life, the ship, the port
and the environment and machinery related to cargo operations and ensure
compliance with national and local rules
The Master shall deem if an officer is needed to take charge of the deck watch but
ships carrying hazardous cargoes shall have a duly qualified officer readily
available
Relieving officer must be judged as capable and handover should not take place
during an important operation

Information included in handovers for a deck watch in port shall include:

Depth of water and the draughts of the vessel
The heights and times of tides
Details of moorings and anchors
Notice for engines
Work taking place or schedule to take place on board
Disposition of cargo and details of any loading operations
Water levels in bilges and ballast tanks
Any signals or lights being exhibited
The number of crewmembers required to be kept on board
The details of any visitors
Current state of firefighting appliances
Any special port regulations
The Master's standing and special orders
Communications arrangement with shore personnel including port authorities
The pollution reporting procedure
Any other relevant information

Before taking over relieving officers shall check:

The moorings and anchor cables
Any signals being exhibited
That the safety and fire-protection regulations are being followed
The details of any hazardous or dangerous cargo being loaded

The deck watch shall consist of rounds at appropriate intervals paying

particular attention to:
The condition and securing arrangements of the gangway
The moorings and anchor cables (especially on the turn of the tide)
Changes in draught, UKC, trim and list (cargo loading)
The weather and sea-state (including forecast)
That safety and fire-protection regulations are being followed
The water levels in bilges and tanks
The location and movements of all persons on board, especially those working in
enclosed spaces
The signals and lights being exhibited
Pollution prevention measures
The stability condition of the ship should be known so shore fire services can be
informed how much water can be pumped on board
The OOW of a deck watch shall be prepared to raise the alarm, inform the Master
and take action to prevent injury and damage
The OOW shall record important events affecting the ship in the appropriate log book

MSN1767