Handing Over the Watch and Calling the Master

Handing over the watch

In short: Read OOW duties and the safe navigational watch first: this topic is the next step. The handover is the moment when two officers share the bridge and nobody is fully in charge. The outgoing OOW stays responsible until the relief has really taken over, and must not hand over to someone who is not fit, or in the middle of a manoeuvre (MGN 315 (M) 6, STCW A-VIII/2 Part 4-1).

What the outgoing OOW must check

Before handing over, the OOW makes sure that (MGN 315 (M) 6.1):

1. the relieving officer and the rest of the relieving watch are capable of doing their duties;
2. their vision is fully adjusted to the light conditions — at night, eyes need time on a dark bridge before they are any use as a look-out;
3. all standing orders and the Master’s night orders are fully understood.

Fitness is everyone’s job: each watchkeeper must arrive sufficiently rested and free from alcohol, drugs and any medication that affects judgement (MGN 315 (M) 3.4, 3.7).

When you must NOT hand over

• The relief is not capable (tired, unwell, under the influence, not ready): keep the watch and inform the Master (MGN 315 (M) 6.2).
• A manoeuvre is in progress — for example a collision-avoidance alteration or a turn at a wheel-over point: finish it first, then hand over (MGN 315 (M) 6.2).
• A typical Master’s standing order says the same for any bridge operation: a relief that falls during it is deferred until the activity is completed.
• Until properly relieved, the OOW never leaves the bridge (MGN 315 (M) 4.1).

A good handover in practice

• Allow time: a proper handover typically takes 10–15 min. Come up early, especially at night.
• Use the same sequence every time (a checklist helps), so nothing is forgotten.
• Give a full briefing: position, plan, traffic, weather, equipment, anything unusual.
• Point out the Master’s standing orders and that night’s night orders.
• Record the change of watch in the logbook; in many bridge teams the incoming OOW makes the entry that they have taken over.
• On the bridge: “Position 1 NM south of the planned track at 0358, back on track by the next waypoint. Two crossing ships to starboard, the nearer CPA 1.5 NM, both tracked. Gyro error 1° high. Master wants a call at the Ushant TSS entrance. Night orders read?”

Taking over the watch

In short: The relieving officer does not just accept the watch: they check for themselves the position, the plan, the dangers, the conditions, the equipment and the traffic, and then brief their own watch (MGN 315 (M) 7.1, STCW A-VIII/2 Part 4-1).

The relieving officer’s checks (MGN 315 7.1)

1. Position — verify the ship’s estimated or true position.
2. Plan — confirm the intended track, course and speed.
3. Dangers — note any dangers to navigation expected during the watch.
4. Conditions — prevailing and predicted tides, currents, weather and visibility, and their effect on course and speed.
5. Compasses — note the errors of the gyro and magnetic compasses.
6. Bridge equipment — note the status of all bridge equipment.
7. Engines — note the settings of the bridge/engine controls and the manning of the engine room.
8. Traffic — be aware of ships in sight or known to be nearby, and how they are moving.
9. Instructions — give the watch all the instructions and information they need, including how the look-out is to be kept.

Who is responsible, and when

• Responsibility passes only when the relief has completed the checks and accepts the watch. Until then the outgoing OOW is still in charge.
• If anything does not add up (position does not match, an alarm is unexplained, the relief has doubts), sort it out before taking over.
• After taking over, the new OOW stays responsible even with the Master on the bridge, until the Master says specifically that they have the con and both understand it (MGN 315 (M) 4.1).

Standing orders and night orders

In short: Standing orders are the Master’s (and company’s) permanent rules for every watch. Night orders add to them for one particular night. Both must be read, understood and followed — the handover is where you check this (MGN 315 (M) 6.1).

Master’s standing orders

• The OOW must have due regard to all the company’s and Master’s standing orders.
• A proper look-out and safe speed at all times.
• Call the Master as the standing orders say, in any doubt, and in any emergency.
• A typical example: call the Master when visibility drops below 3 NM, and put the engines on standby for immediate manoeuvre.
• A typical example: an additional look-out from sunset to sunrise.
• Any relief that coincides with a bridge operation is deferred until the operation is over.

Master’s night orders

• Supplementary to the standing orders — they never replace them.
• Specific to the events expected during that night: what to watch for, when, and what to do.
• Typical contents:
  • call the Master at a set position or time;
  • anti-piracy watch, if needed;
  • manning levels for each stage;
  • call the engine room to stand by the engines;
  • reduce speed at a set position, and the speed to keep;
  • call the Master if in any doubt;
  • prepare for arrival: call the Master, give the ETA to pilots and VTS, slow down in time, rig the pilot ladder in time, call crew to stand by.

Calling the Master

In short: STCW lists the situations in which the OOW must notify the Master immediately. Learn them in order. The golden rule on top: if in any doubt, call — and call early, while the Master still has time to help (STCW A-VIII/2 Part 4-1, MGN 315 (M) 4.1).

The STCW list — call the Master immediately

1. Restricted visibility is met or expected.
2. Traffic or the movements of other ships are causing concern.
3. Difficulty keeping course.
4. Failure to sight land, a navigation mark, or to get soundings by the expected time.
5. Unexpectedly sighting land or a navigation mark, or an unexpected change in soundings.
6. Breakdown of the engines, propulsion remote control, steering gear, or any essential navigational equipment, alarm or indicator.
7. The radio equipment malfunctions.
8. Heavy weather, if in any doubt about possible weather damage.
9. A hazard to navigation, such as ice or a derelict.
10. Any other emergency, or if in any doubt.

Restricted visibility links straight to conduct in restricted visibility; traffic “causing concern” usually means a developing risk of collision.

The seven-word short list

For quick recall in an oral exam, the same list shrinks to seven words:

Restricted visibility · Traffic · Gear failure · Crew sickness · Danger of navigation · Unsure · Emergencies

Crew sickness is not named in the STCW list: it sits under “any other emergency”. Say the STCW wording first, then the short list if asked to summarise.

Other times the Master must be told

• The relieving officer is not fit to take over (MGN 315 (M) 6.2).
• Restricted visibility: inform the Master, post a dedicated look-out, show navigation lights, use the radar, engines on standby (MGN 315 (M) 10.2).
• Doubt about the pilot’s actions: ask the pilot, then call the Master at once (MGN 315 (M) 4.1).
• At anchor: the ship drags, or is otherwise in danger; also post extra look-outs and start a radar watch in poor visibility (MGN 315 (M) 12.1).
• Changing the passage plan underway: inform the Master, discuss the change and get the Master’s approval first.
• At a position or time set in the passage plan or night orders (the monitoring stage of passage planning).

Call, but act too

• Calling the Master does not hand over the problem. You stay responsible until the Master takes the con and says so (MGN 315 (M) 4.1).
• If the situation needs it, act now: the engines are at your disposal — slow down, stop, alter, sound the signals (MGN 315 (M) 2.4, 11.2).
• Make the call clear: who you are, where the ship is, what is happening, what you have done, what you need. Example: “Master, OOW. 4 NM off Cap Bon, visibility down to 1.5 NM in rain. Fog signals started, engines on standby, look-out posted, radar on. Two targets ahead, nearest CPA 0.8 NM. Request you come to the bridge.”

Why calling late is so costly

If the Master is called too late, the ship risks:

• collision;
• grounding;
• loss of life;
• damage to the environment (pollution);
• delays to the vessel;
• cargo leaks or spills;
• property damage;
• commercial losses;
• reputation losses from delays or damage.

A classic trap: “I didn’t want to wake the Master for nothing.” No Master blames an OOW for an early call. A late call is the mistake.