{"id":"F2007B01076","name":"Marine Orders - Part 28: Operations standards & procedures, Issue 2 (Order No. 9 of 1997)","slug":"marine-orders-part-28-operations-standards-procedures-issue-2-order-no-9-of-1997","collection":"legislative_instrument","jurisdiction":"commonwealth","status":"repealed","isInForce":false,"actNumber":null,"makingDate":null,"administeringDepartment":null,"currentVersion":{"id":62598,"registerId":"commonwealth-F2007B01076-current","compilationNumber":null,"startDate":"2026-04-02","status":"Repealed","reasons":null,"registeredAt":null},"sections":[{"sectionNumber":"Table of Contents","sectionType":"part","heading":"Table of Contents","content":"# Table of Contents\n\n1 Definitions\n\n2 Purpose & application\n\n3 Responsibilities of companies, masters & crew members\n\n4 Fitness for duty\n\n5 Watchkeeping arrangements & principles to be observed\n\nAppendix 1 Watchkeeping arrangements & principles to be observed\n\nAppendix 2 Guidance regarding watchkeeping arrangements & principles to be observed\n\nAppendix 3 The Navigational & Radio Watch\n\nAppendix 4 The Engineering Watch\n\nPrevious issues\n\nIssue 1, Order No 6 of 1984","sortOrder":0},{"sectionNumber":"1","sectionType":"part","heading":"Definitions","content":"# 1 Definitions\n\n1.1 In this Part, unless the contrary intention appears, the following definitions apply:\n\nAMSA means the Australian Maritime Safety Authority;\n\nCompany 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;\n\nIMO means the International Maritime Organization;\n\nManager 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;\n\nSTCW Code means the Seafarers’ Training, Certification and Watchkeeping (STCW) Code as adopted by the 1995 Conference of Parties to the Convention as Resolution 2;\n\nSTCW Convention means the International Convention on Standards of Training, Certification and Watchkeeping for Seafarers, 1978, as amended;\n\n1.2 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.\n\n1.3 In this Part:\n\n    (a) headings and sub-headings are part of the Part;\n    (b) each Appendix is part of the Part;\n    (c) a note included in the text and printed in italics is not part of the Part.","sortOrder":1},{"sectionNumber":"2","sectionType":"part","heading":"Purpose & application","content":"# 2 Purpose & application\n\n2.1 Purpose\n\nThis 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:\n\n    (a) Regulation I/14 of the STCW Convention; and\n    (b) Chapter VIII of the STCW Code.\n\n2.2 Application\n\nThis Part applies to a ship to which Part II applies","sortOrder":2},{"sectionNumber":"3","sectionType":"part","heading":"Responsibilities of companies, masters & crew members","content":"#   \n3 Responsibilities of companies, masters & crew members\n\n3.1 General\n\nCompanies, 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.\n\n3.2 Companies\n\n3.2.1 Each company is responsible for the assignment of seafarers for service in its ships, and every company must ensure that:\n\n    (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);\n    (b) its ships are manned in compliance with the safe manning document issued to the ship;\n    (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;\n    (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\n    (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.\n\n3.2.2 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:\n\n    (a) allocation of a reasonable period of time during which each newly employed seafarer will have an opportunity to become acquainted with:\n      (i) the specific equipment the seafarer will be using or operating; and\n      (ii) ship-specific watchkeeping, safety, environmental protection and emergency procedures and arrangements the seafarer needs to know to perform the assigned duties properly; and\n    (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.\n\n3.3 The master\n\nThe master of a ship must take all steps necessary to implement any company instructions issued in accordance with 3.2.2, including:\n\n    (a) identifying all seafarers who are newly employed on board the ship before they are assigned to any duties;\n    (b) providing the opportunity for all newly arrived seafarers to:\n      (i) visit the spaces in which their primary duties will be performed;\n      (ii) get acquainted with the location, controls and display features of equipment they will be operating or using;\n      (iii) activate the equipment when possible and perform functions using the controls on the equipment; and\n      (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\n    (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.\n\n3.4 Crew members\n\n3.4.1 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.\n\n3.4.2 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.","sortOrder":3},{"sectionNumber":"4","sectionType":"part","heading":"Fitness for duty","content":"# 4 Fitness for duty\n\n4.1 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.\n\n4.2 The hours of rest may be divided into no more than two periods, one of which must be at least 6 hours in length.\n\n4.3 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.\n\nNote: “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.\n\n4.4 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.\n\n4.5 Watch schedules must be posted where they are easily accessible.\n\n4.6 Companies must arrange for records to be maintained of hours of work and rest.\n\nNote: 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).\n\nIn applying Provision 4, the following should be taken into account:\n\n 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.\n\n 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.\n\n The provisions may be varied for ships on short sea voyages, provided special safety arrangements are put in place.","sortOrder":4},{"sectionNumber":"5","sectionType":"part","heading":"Watchkeeping arrangements & principles to be observed","content":"# 5 Watchkeeping arrangements & principles to be observed\n\n5.1 Regard to be had to STCW Code\n\nCompanies, 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.\n\nNote: Appendix 1 gives effect to Section A-VIII/2 and Appendix 2 to Section B-VIII/2 of the STCW Code.\n\n5.2 Master to ensure adequate arrangements\n\n5.2.1 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.\n\n5.2.2 Under the master’s general direction:\n\n    (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;\n    (b) radio operators are responsible for maintaining a continuous radio watch on appropriate frequencies during their periods of duty; and\n    (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.\n\n5.2.3 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.\n\n  \n5.3 Watchkeeping at sea\n\n5.3.1 Companies, masters, chief engineer officers and watchkeeping personnel must observe the following principles to ensure that safe watches are maintained at all times.\n\n5.3.2 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.\n\n5.3.3 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.\n\n\\* \\* \\* \\* \\* \\*","sortOrder":5},{"sectionNumber":"Appendix 1","sectionType":"part","heading":"Appendix 1","content":"# Appendix 1\n\nWatchkeeping arrangements and principles to be observed\n\n\\[Section A-VIII/2 of the STCW Code\\]\n\nNote: 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.\n\n1 Certification\n\n1.1 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.\n\n1.2 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.\n\n2 Voyage planning\n\n2.1 General requirements\n\n2.1.1 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.\n\n2.1.2 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.\n\n2.2 Planning prior to each voyage\n\n2.2.1 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.","sortOrder":6},{"sectionNumber":"Clear weather","sectionType":"subdivision","heading":"Clear weather","content":"#### Clear weather\n\n3.3.32 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\n\n  \nnavigational 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.\n\n3.3.33 In clear weather, whenever possible, the officer in charge of the navigational watch must carry out radar practice.","sortOrder":7},{"sectionNumber":"Restricted visibility","sectionType":"subdivision","heading":"Restricted visibility","content":"#### Restricted visibility\n\n3.3.34 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:\n\n    (a) inform the master;\n    (b) post a proper look‑out;\n    (c) exhibit navigation lights; and\n    (d) operate and use the radar.","sortOrder":8},{"sectionNumber":"In hours of darkness","sectionType":"subdivision","heading":"In hours of darkness","content":"#### In hours of darkness\n\n3.3.35 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.","sortOrder":9},{"sectionNumber":"Coastal and congested waters","sectionType":"subdivision","heading":"Coastal and congested waters","content":"#### Coastal and congested waters\n\n3.3.36 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.\n\n3.3.37 The officer in charge of the navigational watch must positively identify all relevant navigation marks.","sortOrder":10},{"sectionNumber":"Navigation with pilot on board","sectionType":"subdivision","heading":"Navigation with pilot on board","content":"#### Navigation with pilot on board\n\n3.3.38 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\n\n  \ncharacteristics. 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.\n\n3.3.39 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.","sortOrder":11},{"sectionNumber":"Ship at anchor","sectionType":"subdivision","heading":"Ship at anchor","content":"#### Ship at anchor\n\n3.3.40 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:\n\n    (a) determine and plot the ship's position on the appropriate chart as soon as practicable;\n    (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;\n    (c) ensure that proper look‑out is maintained;\n    (d) ensure that inspection rounds of the ship are made periodically;\n    (e) observe meteorological and tidal conditions and the state of the sea;\n    (f) notify the master and undertake all necessary measures if the ship drags anchor;\n    (g) ensure that the state of readiness of the main engines and other machinery is in accordance with the master's instructions;\n    (h) if visibility deteriorates, notify the master;\n    (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\n    (j) take measures to protect the environment from pollution by the ship and comply with applicable pollution regulations.\n\n3.4 Principles to be observed in keeping an engineering watch\n\n3.4.1 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\n\n  \nduring which the physical presence in machinery spaces of that officer may or may not be required.\n\n3.4.2 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.\n\nWatch arrangements\n\n3.4.3 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.\n\n3.4.4 When deciding the composition of the engineering watch, which may include appropriately qualified ratings, the following criteria, inter alia, must be taken into account:\n\n    (a) the type of ship and the type and condition of the machinery;\n    (b) the adequate supervision, at all times, of machinery affecting the safe operation of the ship;\n    (c) any special modes of operation dictated by conditions such as weather, ice, contaminated water, shallow water, emergency conditions, damage containment or pollution abatement;\n    (d) the qualifications and experience of the engineering watch;\n    (e) the safety of life, ship, cargo and port, and protection of the environment;\n    (f) the observance of international, national and local regulations; and\n    (g) maintaining the normal operations of the ship.\n\nTaking over the watch\n\n3.4.5 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.\n\n  \n3.4.6 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.\n\n3.4.7 Prior to taking over the engineering watch, relieving officers must satisfy themselves regarding at least the following:\n\n    (a) the standing orders and special instructions of the chief engineer officer relating to the operation of the ship's systems and machinery;\n    (b) the nature of all work being performed on machinery and systems, the personnel involved and potential hazards;\n    (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;\n    (d) the condition and level of fuel in the reserve tanks, settling tank, day tank and other fuel storage facilities;\n    (e) any special requirements relating to sanitary system disposals;\n    (f) condition and mode of operation of the various main and auxiliary systems, including the electrical power distribution system;\n    (g) where applicable, the condition of monitoring and control console equipment, and which equipment is being operated manually;\n    (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;\n    (i) any potentially adverse conditions resulting from bad weather, ice, contaminated or shallow water;\n    (j) any special modes of operation dictated by equipment failure or adverse ship conditions;\n    (k) the reports of engine‑room ratings, if any,relating to their assigned duties;\n    (l) the availability of fire‑fighting appliances; and\n    (m) the state of completion of engine‑room log.\n\nPerforming the engineering watch\n\n3.4.8 The officer in charge of the engineering watch must ensure that the established watchkeeping arrangements are maintained and that under direction, engine‑room\n\n  \nratings, if forming part of the engineering watch, assist in the safe and efficient operation of the propulsion machinery and auxiliary equipment.\n\n3.4.9 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.\n\n3.4.10 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:\n\n    (a) the use of appropriate internal communication systems;\n    (b) the escape routes from machinery spaces;\n    (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\n    (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.\n\n3.4.11 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.\n\n3.4.12 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.\n\n3.4.13 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.\n\n3.4.14 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.\n\n3.4.15 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.\n\n3.4.16 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.\n\n3.4.17 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.\n\n3.4.18 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.\n\n3.4.19 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.\n\n3.4.20 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.\n\n3.4.21 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.\n\n3.4.22 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.\n\n3.4.23 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:\n\n    (a) isolating and bypassing machinery to be worked on;\n    (b) adjusting the remaining plant to function adequately and safely during the maintenance period;\n    (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\n    (d) testing and putting into service, when necessary, the repaired machinery or equipment.\n\n3.4.24 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.\n\n3.4.25 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.\n\n3.4.26 The officer in charge of the engineering watch must notify the chief engineer officer without delay:\n\n    (a) when engine damage or a malfunction occurs which may be such as to endanger the safe operation of the ship;\n    (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\n    (c) in any emergency or if in any doubt as to what decision or measures to take.\n\n3.4.27 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.\n\n  \n3.4.28 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.\n\nEngineering watchkeeping under different conditions and in different areas","sortOrder":12},{"sectionNumber":"Taking over the watch","sectionType":"division","heading":"Taking over the watch","content":"### Taking over the watch\n\n4.1.7 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.\n\n4.1.8 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.\n\n4.2 Taking over the deck watch\n\n4.2.1 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:\n\n    (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;\n  \n    (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;\n    (c) the level of water in bilges and ballast tanks;\n    (d) the signals or lights being exhibited or sounded;\n    (e) the number of crew members required to be on board and the presence of any other persons on board;\n    (f) the state of fire‑fighting appliances;\n    (g) any special port regulations;\n    (h) the master's standing and special orders;\n    (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;\n    (j) any other circumstances of importance to the safety of the ship, its crew, cargo or protection of the environment from pollution; and\n    (k) the procedures for notifying the appropriate authority of any environmental pollution resulting from ship activities.\n\n4.2.2 Relieving officers, before assuming charge of the deck watch, must verify that:\n\n    (a) the securing of moorings and anchor chain are adequate;\n    (b) the appropriate signals or lights are properly exhibited or sounded;\n    (c) safety measures and fire protection regulations are being maintained;\n    (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;\n    (e) no external conditions or circumstances imperil the ship and that it does not imperil others.\n\n4.3 Taking over the engineering watch\n\n4.3.1 Prior to taking over the engineering watch, the relieving officer must be informed by the officer in charge of the engineering watch as to:\n\n    (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;\n  \n    (b) the nature of all work being performed on machinery and systems on board ship, personnel involved and potential hazards;\n    (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;\n    (d) any special requirements relating to sanitary system disposals;\n    (e) the condition and state of readiness of portable fire‑extinguishing equipment and fixed fire‑extinguishing installations and fire detection systems;\n    (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;\n    (g) any port regulations pertaining to ship effluents, fire‑fighting requirements and ship readiness, particularly during potential bad weather conditions;\n    (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;\n    (i) any other circumstance of importance to the safety of the ship, its crew, cargo or the protection of the environment from pollution; and\n    (j) the procedures for notifying the appropriate authority of environmental pollution resulting from engineering activities.\n\n4.3.2 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:\n\n    (a) be familiar with existing and potential sources of power, heat and lighting and their distribution;\n    (b) know the availability and condition of ship's fuel, lubricants and all water supplies; and\n    (c) be ready to prepare the ship and its machinery, as far as is possible, for stand‑by or emergency conditions as required.\n\n4.4 Performing the deck watch\n\nThe officer in charge of the deck watch must:\n\n    (a) make rounds to inspect the ship at appropriate intervals;\n    (b) pay particular attention to:\n      (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,\n      (ii) the draught, under‑keel clearance and the general state of the ship, to avoid dangerous listing or trim during cargo handling or ballasting,\n      (iii) the weather and sea state,\n      (iv) the observance of all regulations concerning safety and fire protection,\n      (v) the water level in bilges and tanks,\n      (vi) all persons on board and their location, especially those in remote or enclosed spaces, and\n      (vii) the exhibition and sounding, where appropriate, of lights and signals;\n    (c) in bad weather, or on receiving a storm warning, take the necessary measures to protect the ship, persons on board and cargo;\n    (d) take every precaution to prevent pollution of the environment by the ship;\n    (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;\n    (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;\n    (g) offer assistance to ships or persons in distress;\n    (h) take necessary precautions to prevent accidents or damage when propellers are to be turned; and\n    (i) enter in the appropriate log‑book all important events affecting the ship.\n\n4.5 Performing the engineering watch\n\n4.5.1 Officers in charge of the engineering watch must pay particular attention to:\n\n    (a) the observance of all orders, special operating procedures and regulations concerning hazardous conditions and their prevention in all areas in their charge;\n    (b) the instrumentation and control systems, monitoring of all power supplies, components and systems in operation;\n    (c) the techniques, methods and procedures necessary to prevent violation of the pollution regulations of the local authorities; and\n    (d) the state of the bilges.\n\n4.5.2 Officers in charge of the engineering watch must:\n\n    (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;\n    (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;\n    (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;\n    (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;\n    (e) ensure that all important events affecting the operation, adjustment or repair of the ship's machinery are satisfactorily recorded.\n\n4.6 Watch in port on ships carrying hazardous cargo\n\n4.6.1 The master of every ship carrying cargo that is hazardous, whether explosive, flammable, toxic, health‑threatening or environment-polluting, must ensure that safe watchkeeping arrangements are maintained. On ships carrying hazardous cargo in bulk, this will be achieved by the ready availability on board of a duly qualified officer or officers, and ratings where appropriate, even when the ship is safely moored or safely at anchor in port.\n\n4.6.2 On ships carrying hazardous cargo other than in bulk, the master must take full account of the nature, quantity, packing and stowage of the hazardous cargo and of any special conditions on board, afloat and ashore.\n\n\\* \\* \\* \\* \\* \\*","sortOrder":16},{"sectionNumber":"Appendix 2","sectionType":"part","heading":"Appendix 2","content":"# Appendix 2\n\nGuidance regarding watchkeeping arrangements  \nand principles to be observed\n\n\\[Section B-VIII/2 of the STCW Code\\]\n\nNote: 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.\n\n1 Guidance on keeping a navigational watch\n\n1.1 Introduction\n\n1.1.1 Particular guidance may be necessary for special types of ships as well as for ships carrying hazardous, dangerous, toxic or highly flammable cargoes. The master should provide this operational guidance as appropriate.\n\n1.1.2 It is essential that officers in charge of the navigational watch appreciate that the efficient performance of their duties is necessary in the interests of the safety of life and property at sea and of preventing pollution of the marine environment.\n\n1.2 Bridge resource management\n\n1.2.1 Companies should issue guidance on proper bridge procedures, and promote the use of checklists appropriate to each ship taking into account national and international guidance.\n\n1.2.2 Companies should also issue guidance to masters and officers in charge of the navigational watch on each ship concerning the need for continuously reassessing how bridge‑watch resources are being allocated and used, based on bridge resource management principles such as the following:\n\n    (a) a sufficient number of qualified individuals should be on watch to ensure all duties can be performed effectively;\n    (b) all members of the navigational watch should be appropriately qualified and fit to perform their duties efficiently and effectively or the officer in charge of the navigational watch should take into account any limitation in qualifications or fitness of the individuals available when making navigational and operational decisions;","sortOrder":17},{"sectionNumber":"Appendix 3","sectionType":"part","heading":"Appendix 3","content":"# Appendix 3\n\n# The Navigational & Radio Watch\n\nProvision 5 of this Part requires masters and all persons engaged on watchkeeping duties to observe the standards and guidance regarding watchkeeping set out in Sections A-VIII/2 and B-VIII/2 of the STCW Code. The former is set out in full in Appendix 1 and the latter in Appendix 2. The objective is 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.\n\nThis Appendix sets out for convenience those sections of Appendixes 1 and 2 that relate to the navigational and radio watch.\n\nCONTENTS\n\n| 1 Certification2 Voyage planning2.1 General requirements2.2 Planning prior to each voyage2.3 Verification and display of planned route2.4 Deviation from planned route3 Watchkeeping at sea3.1 General principles3.2 Protection of marine environment3.3 Look-out3.4 Watch arrangements3.5 Taking over the watch3.6 Performing the watch3.7 Watchkeeping under different conditions and in different areasClear weatherRestricted visibilityIn hours of darknessCoastal and congested waters |\n| -------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------- |","sortOrder":18},{"sectionNumber":"The Navigational & Radio Watch","sectionType":"part","heading":"The Navigational & Radio Watch","content":"# The Navigational & Radio Watch\n\nProvision 5 of this Part requires masters and all persons engaged on watchkeeping duties to observe the standards and guidance regarding watchkeeping set out in Sections A-VIII/2 and B-VIII/2 of the STCW Code. The former is set out in full in Appendix 1 and the latter in Appendix 2. The objective is 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.\n\nThis Appendix sets out for convenience those sections of Appendixes 1 and 2 that relate to the navigational and radio watch.\n\nCONTENTS\n\n| 1 Certification2 Voyage planning2.1 General requirements2.2 Planning prior to each voyage2.3 Verification and display of planned route2.4 Deviation from planned route3 Watchkeeping at sea3.1 General principles3.2 Protection of marine environment3.3 Look-out3.4 Watch arrangements3.5 Taking over the watch3.6 Performing the watch3.7 Watchkeeping under different conditions and in different areasClear weatherRestricted visibilityIn hours of darknessCoastal and congested waters |\n| -------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------- |","sortOrder":19},{"sectionNumber":"General principles","sectionType":"subdivision","heading":"General principles","content":"#### General principles\n\n3.8.1 Companies, masters and radio watchkeeping personnel must comply with 3.8 to ensure that an adequate safety radio watch is maintained while a ship is at sea. In complying with 3.8, account must be taken of the Radio Regulations.","sortOrder":26},{"sectionNumber":"Watch arrangements","sectionType":"subdivision","heading":"Watch arrangements","content":"#### Watch arrangements\n\n3.8.2 In deciding the arrangements for the radio watch, the master of every seagoing ship must:\n\n    (a) ensure that the radio watch is maintained in accordance with the relevant provisions of the Radio Regulations and the SOLAS Convention;\n    (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\n    (c) take into account the radio equipment fitted on board and its operational status.","sortOrder":27},{"sectionNumber":"Performing the radio watch","sectionType":"subdivision","heading":"Performing the radio watch","content":"#### Performing the radio watch\n\n3.8.3.1 The radio operator performing radio watchkeeping duties must:\n\n    (a) ensure that watch is maintained on the frequencies specified in the Radio Regulations and the SOLAS Convention; and\n    (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.\n\n3.8.3.2 The requirements of the Radio Regulations and the SOLAS Convention on keeping a radiotelegraph or radio log, as appropriate, must be complied with.\n\n3.8.3.3 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:\n\n    (a) a summary of distress, urgency and safety radiocommunications;\n    (b) important incidents relating to the radio service;\n    (c) where appropriate, the position of the ship at least once per day; and\n  \n    (d) a summary of the condition of the radio equipment including its sources of energy.\n\n3.8.3.4 The radio records must be kept at the distress communications operating position, and must be made available:\n\n    (a) for inspection by the master; and\n    (b) for inspection by any authorized AMSA officer and by any duly authorized officer exercising control under article X of the STCW Convention.\n\n4 WATCHKEEPING IN PORT\n\n4.1 General principles\n\nOn 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.\n\n4.2 Watch arrangements\n\n4.2.1 Arrangements for keeping a deck watch when the ship is in port must at all times be adequate to:\n\n    (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;\n    (b) observe international, national and local rules; and\n    (c) maintain order and the normal routine of the ship.\n\n4.2.2 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.\n\n4.2.3 If the master considers it necessary, a qualified officer must be in charge of the deck watch.\n\n4.2.4 The necessary equipment must be so arranged as to provide for efficient watchkeeping.\n\n4.3 Taking over the watch\n\n4.3.1 Officers in charge of the deck watch must not hand over the watch to their relieving officer if they have any reason to believe that the latter is obviously not\n\n  \ncapable of carrying out watchkeeping duties effectively, in which case the master must be notified accordingly. Relieving officers of the deck watch must ensure that all members of their watch are apparently fully capable of performing their duties effectively.\n\n4.3.2 If, at the moment of handing over the deck watch, an important operation is being performed it must be concluded by the officer being relieved, except when ordered otherwise by the master.\n\n4.3.3 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:\n\n    (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;\n    (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;\n    (c) the level of water in bilges and ballast tanks;\n    (d) the signals or lights being exhibited or sounded;\n    (e) the number of crew members required to be on board and the presence of any other persons on board;\n    (f) the state of fire‑fighting appliances;\n    (g) any special port regulations;\n    (h) the master's standing and special orders;\n    (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;\n    (j) any other circumstances of importance to the safety of the ship, its crew, cargo or protection of the environment from pollution; and\n    (k) the procedures for notifying the appropriate authority of any environmental pollution resulting from ship activities.\n\n4.3.4 Relieving officers, before assuming charge of the deck watch, must verify that:\n\n    (a) the securing of moorings and anchor chain are adequate;\n  \n    (b) the appropriate signals or lights are properly exhibited or sounded;\n    (c) safety measures and fire protection regulations are being maintained;\n    (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;\n    (e) no external conditions or circumstances imperil the ship and that it does not imperil others.\n\n4.4 Performing the deck watch\n\nThe officer in charge of the deck watch must:\n\n    (a) make rounds to inspect the ship at appropriate intervals;\n    (b) pay particular attention to:\n      (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,\n      (ii) the draught, under‑keel clearance and the general state of the ship, to avoid dangerous listing or trim during cargo handling or ballasting,\n      (iii) the weather and sea state,\n      (iv) the observance of all regulations concerning safety and fire protection,\n      (v) the water level in bilges and tanks,\n      (vi) all persons on board and their location, especially those in remote or enclosed spaces, and\n      (vii) the exhibition and sounding, where appropriate, of lights and signals;\n    (c) in bad weather, or on receiving a storm warning, take the necessary measures to protect the ship, persons on board and cargo;\n    (d) take every precaution to prevent pollution of the environment by the ship;\n    (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;\n    (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;\n    (g) offer assistance to ships or persons in distress;\n    (h) take necessary precautions to prevent accidents or damage when propellers are to be turned; and\n    (i) enter in the appropriate log‑book all important events affecting the ship.\n\n4.5 Watch in port on ships carrying hazardous cargo\n\n4.5.1 The master of every ship carrying cargo that is hazardous, whether explosive, flammable, toxic, health‑threatening or environment-polluting, must ensure that safe watchkeeping arrangements are maintained. On ships carrying hazardous cargo in bulk, this will be achieved by the ready availability on board of a duly qualified officer or officers, and ratings where appropriate, even when the ship is safely moored or safely at anchor in port.\n\n4.5.2 On ships carrying hazardous cargo other than in bulk, the master must take full account of the nature, quantity, packing and stowage of the hazardous cargo and of any special conditions on board, afloat and ashore.\n\n5 GUIDANCE ON KEEPING A NAVIGATIONAL WATCH\n\n5.1 Introduction\n\n5.1.1 Particular guidance may be necessary for special types of ships as well as for ships carrying hazardous, dangerous, toxic or highly flammable cargoes. The master should provide this operational guidance as appropriate.\n\n5.1.2 It is essential that officers in charge of the navigational watch appreciate that the efficient performance of their duties is necessary in the interests of the safety of life and property at sea and of preventing pollution of the marine environment.\n\n5.2 Bridge resource management\n\n5.2.1 Companies should issue guidance on proper bridge procedures, and promote the use of checklists appropriate to each ship taking into account national and international guidance.\n\n5.2.2 Companies should also issue guidance to masters and officers in charge of the navigational watch on each ship concerning the need for continuously reassessing how bridge‑watch resources are being allocated and used, based on bridge resource management principles such as the following:\n\n    (a) a sufficient number of qualified individuals should be on watch to ensure all duties can be performed effectively;\n    (b) all members of the navigational watch should be appropriately qualified and fit to perform their duties efficiently and effectively or the officer in charge of the navigational watch should take into account any limitation in qualifications or fitness of the individuals available when making navigational and operational decisions;\n    (c) duties should be clearly and unambiguously assigned to specific individuals, who should confirm that they understand their responsibilities;\n    (d) tasks should be performed according to a clear order of priority;\n    (e) no member of the navigational watch should be assigned more duties or more difficult tasks than can be performed effectively;\n    (f) individuals should be assigned at all times to locations at which they can most efficiently and effectively perform their duties, and individuals should be reassigned to other locations as circumstances may require;\n    (g) members of the navigational watch should not be assigned to different duties, tasks or locations until the officer in charge of the navigational watch is certain that the adjustment can be accomplished efficiently and effectively;\n    (h) instruments and equipment considered necessary for effective performance of duties should be readily available to appropriate members of the navigational watch;\n    (i) communications among members of the navigational watch should be clear, immediate, reliable, and relevant to the business at hand;\n    (j) non‑essential activity and distractions should be avoided, suppressed or removed;\n    (k) all bridge equipment should be operating properly and if not, the officer in charge of the navigational watch should take into account any malfunction which may exist in making operational decisions;\n    (l) all essential information should be collected, processed and interpreted, and made conveniently available to those who require it for the performance of their duties;\n    (m) non‑essential materials should not be placed on the bridge or any work surface; and\n    (n) members of the navigational watch should at all times be prepared to respond efficiently and effectively to changes in circumstances.\n\n6 GUIDANCE ON KEEPING A RADIO WATCH\n\n6.1 General\n\n6.1.1 Among other things, the Radio Regulations require that each ship radio station is licensed, is under the ultimate authority of the master or other person responsible for the ship and is only operated under the control of adequately qualified personnel. The Radio Regulations also require that a distress alert shall only be sent on the authority of the master or other person responsible for the ship.\n\n6.1.2 The master should bear in mind that all personnel assigned responsibility for sending a distress alert must be instructed with regard to, be knowledgeable of, and be able to operate properly, all radio equipment on the ship as required by regulation I/14, paragraph 1.4. This should be recorded in the deck or radio log-book.\n\n6.2 Watchkeeping\n\n6.2.1 In addition to the requirements concerning radio watchkeeping, the master of every seagoing ship should ensure that:\n\n    (a) the ship's radio station is adequately manned for the purpose of exchanging general communicationsin particular public correspondence, taking into account the constraints imposed by the duties of those authorized to operate it; and\n    (b) the radio equipment provided on board and, where fitted, the reserve sources of energy, are maintained in an efficient working condition.\n\n6.2.2 Necessary instruction and information on use of radio equipment and procedures for distress and safety purposes should be given periodically to all relevant crew members by the person designated in the muster list to have primary responsibility for radiocommunications during distress incidents. This should be recorded in the radio log.\n\n6.2.3 The master of every ship not subject to the SOLAS Convention should require that radio watchkeeping is adequately maintained as determined by Marine Orders, taking into account the Radio Regulations.\n\n6.3 Operational\n\n6.3.1 Prior to sailing, the radio operator designated as having primary responsibility for radiocommunications during distress incidents should ensure that:\n\n    (a) all distress and safety radio equipment and the reserve source of energy are in an efficient working condition, and that this is recorded in the radio log;\n  \n    (b) all documents required by international agreement, notices to ship radio stations and additional documents required by Marine Orders are available and are corrected in accordance with the latest supplements, and that any discrepancy is reported to the master;\n    (c) the radio clock is correctly set against standard time signals;\n    (d) antennae are correctly positioned, undamaged and properly connected; and\n    (e) to the extent practicable, routine weather and navigational warning messages for the area in which the ship will be navigating are updated together with those for other areas requested by the master, and that such messages are passed to the master.\n\n6.3.2 On sailing and opening the station, the radio operator on watch should:\n\n    (a) listen on the appropriate distress frequencies for any possible existing distress situation; and\n    (b) send a traffic report (name, position and destination, etc.) to the local coast station and any other appropriate coast station from which general communications may be expected.\n\n6.3.3 While the station is open, the radio operator on watch should:\n\n    (a) check the radio clock against standard time signals at least once a day;\n    (b) send a traffic report when entering and on leaving the service area of a coast station from which general communications might be expected; and\n    (c) transmit reports to ship reporting systems in accordance with the instructions of the master.\n\n6.3.4 While at sea, the radio operator designated as having primary responsibility for radiocommunications during distress incidents should ensure the proper functioning of:\n\n    (a) the Digital Selective Calling (DSC) distress and safety radio equipment by means of a test call at least once each week; and\n    (b) the distress and safety radio equipment by means of a test at least once each day but without radiating any signal.\n\nThe results of these tests should be recorded in the radio log.\n\n6.3.5 The radio operator designated to handle general communications should ensure that an effective watch is maintained on those frequencies on which communications are likely to be exchanged, having regard to the position of the ship in relation to\n\n  \nthose coast stations and to coast earth stations from which traffic may be expected. When exchanging traffic, radio operators should follow the relevant ITU recommendations.\n\n6.3.6 When closing the station on arrival at a port, the radio operator on watch should advise the local coast station and other coast stations with which contact has been maintained of the ship's arrival and of the closing of the station.\n\n6.3.7 When closing the radio station the radio operator designated as having primary responsibility for radiocommunications during distress incidents should:\n\n    (a) ensure that transmitting antennae are earthed; and\n    (b) check that the reserve sources of energy are sufficiently charged.\n\n6.4 Distress alerts and procedures\n\n6.4.1 The distress alert or distress call has absolute priority over all other transmissions. All stations which receive such signals are required by the Radio Regulations to immediately cease all transmissions capable of interfering with distress communications.\n\n6.4.2 In the case of a distress affecting own ship, the radio operator designated as having primary responsibility for radiocommunications during distress incidents should immediately assume responsibility for following the procedures of the Radio Regulations and relevant ITU‑R Recommendations.\n\n6.4.3 On receiving a distress alert:\n\n    (a) the radio operator on watch should alert the master and, if appropriate, the radio operator designated as having primary responsibility for radiocommunications during distress incidents; and\n    (b) the radio operator designated as having primary responsibility for radiocommunications during distress incidents should evaluate the situation and immediately assume responsibility for following the procedures of the Radio Regulations and relevant ITU-R Recommendations.\n\n6.5 Urgency messages\n\n6.5.1 In cases of urgency affecting own ship, the radio operator designated as having responsibility for radiocommunications during distress incidents should immediately assume responsibility for following the procedures of the Radio Regulations and relevant ITU-R Recommendations.\n\n  \n6.5.2 In cases of communications relating to medical advice, the radio operator designated as having primary responsibility for radiocommunications during distress incidents should follow the procedures of the Radio Regulations and adhere to the conditions as published in the relevant international documentation (see 3.3.1(b) of this Appendix) or as specified by the satellite service provider.\n\n6.5.3 In cases of communications relating to medical transports, as defined in the Annex 1 to the Protocol additional to the Geneva Conventions of 12 August 1949 relating to the protection of victims of international armed conflicts (Protocol 1), the radio operator designated as having primary responsibility for radiocommunication during distress incidents should follow the procedures of the Radio Regulations.\n\n6.5.4 On receiving an urgency message, the radio operator on watch should alert the master and, if appropriate, the radio operator designated as having primary responsibility for radiocommunications during distress incidents.\n\n6.6 Safety messages\n\n6.6.1 When a safety message is to be transmitted, the master and the radio operator on watch should follow the procedures of the Radio Regulations.\n\n6.6.2 On receiving a safety message, the radio operator on watch should note its content and act in accordance with the master's instructions.\n\n6.6.3 Bridge-to-bridge communications should be exchanged on VHF channel 13. Bridge-to-bridge communications are described as \"Intership Navigation Safety Communications\" in the Radio Regulations.\n\n6.7 Radio records\n\n6.7.1 Additional entries in the radio log should be made in accordance with 6.1.2, 6.2.2, 6.3.1, 6.3.4 and 6.8.\n\n6.7.2 Unauthorized transmissions and incidents of harmful interference should, if possible, be identified, recorded in the radio log and brought to the attention of the appropriate Administration in compliance with the Radio Regulations, together with an appropriate extract from the radio log.\n\n6.8 Battery maintenance\n\nBatteries providing a source of energy for any part of the radio installation including those associated with uninterrupted power supplies are the responsibility of the radio\n\n  \noperator designated as having primary responsibility for radiocommunications during distress incidents and should be:\n\n    (a) tested on-load and off-load daily and, where necessary, brought up to the fully charged condition;\n    (b) tested once per week by means of a hydrometer where practicable, or where a hydrometer cannot be used, by a suitable load test; and\n    (c) checked once per month for the security of each battery and its connections and the condition of the batteries and their compartment or compartments.\n\nThe results of these tests should be recorded in the radio log.\n\n\\* \\* \\* \\* \\* \\*","sortOrder":28},{"sectionNumber":"Appendix 4","sectionType":"part","heading":"Appendix 4","content":"# Appendix 4\n\nThe Engineering Watch\n\nProvision 5 of this Part requires chief engineers and all persons engaged on watchkeeping duties to observe the standards and guidance regarding watchkeeping set out in Sections A-VIII/2 and B-VIII/2 of the STCW Code. The former is set out in full in Appendix 1 and the latter in Appendix 2. The objective is 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.\n\nThis Appendix sets out for convenience those sections of Appendixes 1 and 2 that relate to the engineering watch.\n\nCONTENTS\n\n| 1 Certification2 Voyage planning3 Watchkeeping at sea3.1 General principles3.2 Protection of marine environment3.3 Watch arrangements3.4 Taking over the watch3.5 Performing the watch3.6 Watchkeeping under different conditions and in different areasRestricted visibilityCoastal and congested watersShip at anchor4 Watchkeeping in port4.1 General principles4.2 Taking over the watch4.3 Performing the watch5 Guidance on keeping a watch |\n| ------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------- |","sortOrder":29}],"analysis":{"kimi_summary":{"_metrics":{"model":"kimi-k2.5","source":"moonshot-realtime","completionTokens":2397},"content_quality":"ok","complexity_score":6,"scope_assessment":{"changed":false,"description":"The legislation remains focused on its original purpose of implementing the STCW Convention standards for safe ship operations. The scope covers watchkeeping arrangements, fitness for duty, and crew responsibilities at sea and in port, consistent with the Part title 'Operations standards & procedures'. Issue 2 (1997) updates the original 1984 order without significant expansion beyond implementing the 1995 STCW Convention amendments."},"complexity_factors":["Incorporation by reference of international treaty obligations (STCW Convention, STCW Code, SOLAS Convention, and ITU Radio Regulations)","Detailed rest period calculations with nested exceptions (10 hours in 24, 6-hour minimum period, 70-hour weekly average, emergency overrides)","Four technical appendices setting out operational procedures for navigational, engineering, and radio watches","Extensive cross-referencing to other Marine Orders (particularly Part 3 on qualifications), the Navigation Act, and international regulations","Technical thresholds and conditional logic (e.g., 750 kW propulsion power trigger for engineering watch requirements, different rules for hazardous cargo, varying requirements for 'unsheltered' vs 'sheltered' anchorages)","Duplicative structure with appendices 3 and 4 condensing material from appendices 1 and 2 for ease of reference"],"plain_english_summary":"Sets minimum standards for safe ship operation by requiring continuous, qualified watchkeeping and limits on crew fatigue. It requires adequate rest (minimum daily and weekly rest standards, with narrow emergency exceptions), trained and certified personnel for navigation, engineering and radio watches, proper handovers, induction for new crew, and recordkeeping by companies. Applies to shipowners, masters and watchkeeping crew to implement STCW safety rules and reduce fatigue-related accidents."},"flash_summary":{"complexity_score":7,"scope_assessment":{"changed":false,"description":"The instrument implements and gives effect to STCW Regulation I/14 and Chapter VIII of the STCW Code for ships subject to Part II (Purpose 2.1; Application 2.2). The text confines application to those ships and defines roles (company, master, chief engineer) without expanding or narrowing scope beyond implementing the referenced STCW provisions."},"complexity_factors":["Wide network of external cross-references to international instruments and other Marine Orders (STCW Convention & Code, Radio Regulations, SOLAS; Definitions 1.2; Purpose 2.1; multiple Appendix notes).","Multiple duty-holders and layered decision-makers creating operational discretion (companies, masters, chief engineer, officers in charge; see 3.1–3.4, 5.2.2).","Detailed prescriptive technical guidance across four Appendices covering navigational, engineering and radio watches (Appendix 1–4) which increases compliance detail and operational checks.","Mandatory rest and fatigue rules with limited exceptions and record-keeping obligations that affect rostering and labour costs (rest minima and exceptions 4.1–4.4; records 4.6).","Extensive documentation and familiarisation duties imposed on companies (seafarer certification, training, medical fitness, familiarisation and written company instructions; 3.2.1, 3.2.2).","Operationally conditional rules (e.g. reduction of rest in specified circumstances, short-sea voyage variations, emergency or drills) that require judgement calls and tracking of limits (4.3 note; 4.4; various Appendix provisions).","Interplay with radio licensing, distress procedures and equipment tests requiring technical maintenance and logging (Appendix 3/6.1–6.4 and related subsections).","Record-keeping, inspection and availability requirements exposing companies to administrative and inspection burden (3.2.1(c); Appendix 1 3.5.5–3.5.6; Appendix 3 3.8.3.4).","Operational safety trade-offs implicit in delegation: masters and chief engineers must balance ship operations and safety under their judgment, creating implementation risk where staffing/skills are constrained (3.3, 5.2.1–5.3).","Technical thresholds for specific duties (e.g. officer required for engineering watch on ships ≥750 kW) that create discrete compliance cut-offs (Appendix 4 4.1.6(a))."],"plain_english_summary":"Sets mandatory, STCW-based standards for watchkeeping, rest, crew familiarisation and record-keeping on Australian seagoing ships (those covered by Part II). It tells companies, masters, chief engineers and watchkeepers who must do what to maintain safe navigational, engineering and radio watches, and why those duties matter for staffing, training and shipboard operations."}},"importantCases":[],"_links":{"self":"/api/acts/marine-orders-part-28-operations-standards-procedures-issue-2-order-no-9-of-1997","history":"/api/acts/marine-orders-part-28-operations-standards-procedures-issue-2-order-no-9-of-1997/history","analysis":"/api/acts/marine-orders-part-28-operations-standards-procedures-issue-2-order-no-9-of-1997/analysis","conflicts":"/api/acts/marine-orders-part-28-operations-standards-procedures-issue-2-order-no-9-of-1997/conflicts","importantCases":"/api/acts/marine-orders-part-28-operations-standards-procedures-issue-2-order-no-9-of-1997/important-cases","documents":"/api/acts/marine-orders-part-28-operations-standards-procedures-issue-2-order-no-9-of-1997/documents"}}