Watchkeeping in Coastal Waters and Restricted Visibility

Coastal Waters: Why the Watch Changes

In short: Read OOW duties and the safe navigational watch first: this topic applies those duties to two hard cases. Near the coast there is less sea room, more traffic, shallow water and less time to correct a mistake. The OOW’s main concerns are avoiding collision and stranding (MGN 315 (M) 2.5).

• Radar techniques for these waters (parallel indexing, clearing ranges) are covered in radar navigation in coastal and narrow waters. Here: the bridge procedure.
• The engines are at the OOW’s disposal: no hesitation in using them. Give the duty engineer timely notice of speed changes where possible (MGN 315 (M) 2.4).
• Know your ship’s handling, including the stopping distance, and remember other ships handle differently (MGN 315 (M) 2.4).
• Keep checking weather through every watch: fog and wind change the plan fast.
• The ICS Bridge Procedures Guide has a dedicated checklist for coastal waters and another for restricted visibility (checklist numbers change between editions). MGN 315 (M) 1.4 names it as the main guide to best watchkeeping practice.

Coastal Waters: Charts, Fixes and Marks

In short: Use the largest-scale corrected chart, fix the position often and by more than one method, and positively identify every mark you use (MGN 315 (M) 4.1, STCW A-VIII/2 Part 4-1).

The chart

• The largest-scale chart on board, suitable for the area and corrected with the latest information — including local navigation warnings and temporary and preliminary (T&P) notices (MGN 315 (M) 4.1). See chart correction.
• Supporting publications (lists of lights, list of radio signals, pilot books) must be the latest editions, fully corrected (MGN 315 (M) 4.1).
• With ECDIS: use ENCs of the right usage band (scale) and check the position by an independent means at suitable intervals (STCW A-VIII/2 Part 4-1). See ECDIS safety settings.

Position fixing

• Fix at frequent intervals, by more than one method whenever possible (MGN 315 (M) 4.1). See position fixing.
• Check position, course and speed often enough to be sure the ship follows the planned track, using all appropriate aids (MGN 315 (M) 4.1).
• Do not rely on GPS alone: cross-check with radar ranges, visual bearings, soundings. A typical Master’s standing order also says the radar must not be the only means of navigation.
• Positively identify every relevant navigation mark before using it (STCW A-VIII/2 Part 4-1). A wrong light or headland gives a confident, wrong fix.

On the bridge

“0215, 6 NM off the headland. Radar range of the point 3.1 NM, visual bearing of the lighthouse 042°, GPS agrees within 0.1 NM. Light identified: Fl(3) 15s, as charted. Next fix 0225.”

Coastal Waters: Steering, Look-out and Radar

In short: In high traffic density, in restricted visibility and in any hazardous situation, the ship goes into hand steering, with a helmsman stationed in good time (MGN 315 (M) 4.1, SOLAS V/24).

Hand steering

• When to switch to manual: restricted visibility, high traffic, when the manoeuvre is critical (hazardous navigation) — and a qualified helmsman available at all times (MGN 315 (M) 4.1, SOLAS V/24).
• Station the helmsman and change to manual early, so a hazardous situation can be handled safely. Letting a situation develop on autopilot until the OOW is alone and must break the look-out to take emergency action is “highly dangerous” (MGN 315 (M) 4.1).
• SOLAS V/24: where heading or track control is in use, it must be possible to establish manual control immediately; the changeover is made by, or under the supervision of, a responsible officer; manual steering is tested after prolonged use of the autopilot and before entering areas that demand special caution.
• Follow-up steering: the rudder follows the wheel (rudder angle set by the wheel). Non-follow-up: a joystick or tiller moves the rudder only while held over.

Look-out

• A proper look-out by sight, hearing and all available means (COLREG Rule 5; MGN 315 (M) 8.1). See look-out and safe speed.
• The look-out and the helmsman are separate jobs. The helmsman counts as look-out only on small vessels with a clear all-round view and no loss of night vision (MGN 315 (M) 8.2).
• The MCA considers it dangerous and irresponsible for the OOW to be sole look-out in darkness or restricted visibility (MGN 315 (M) 2.6). Sole look-out is possible only in clear daylight, after the Master’s assessment (MGN 315 (M) 8.3).
• Keep the look-out briefed on traffic, buoyage, landfall and weather: they are part of the bridge team (MGN 315 (M) 9.1–9.2).

Radar and radio

• Use the radar at all times in high traffic density and whenever restricted visibility is met or expected, minding its limits (MGN 315 (M) 4.1).
• Use it in clear weather too, so you know what it can and cannot show before you need it.
• Keep a radio watch on the GMDSS equipment and frequencies at all times (typical standing order).
• Keep a proper record of the navigation during the watch (MGN 315 (M) 4.1).

Restricted Visibility: the First Responsibility

In short: When restricted visibility is encountered or expected, the OOW’s first duty is to comply with the COLREGs: look-out, fog signals, safe speed and engines ready for immediate manoeuvre (MGN 315 (M) 10.1, STCW A-VIII/2 Part 4-1).

• Restricted visibility = any condition that reduces visibility: fog, mist, falling snow, heavy rain, sandstorms and similar (COLREG Rule 3(l)).
• Fog (meteorological definition) = visibility below 1000 m. At sea the most dangerous is advection fog. See how fog forms.
• “Or expected” matters: act when you see the fog bank ahead or the forecast warns, not when you are already inside it.
• The steering and sailing rules for ships not in sight of one another are in conduct in restricted visibility (COLREG Rule 19). This topic is what the bridge does.

Restricted Visibility: the OOW’s Checklist

In short: On top of the COLREG duties, the OOW must inform the Master, post a dedicated look-out, show navigation lights, use the radar and put the engines on standby (MGN 315 (M) 10.2).

The checklist, in order

1. Comply with the COLREGs first (Rules 5, 6, 19, 35).
2. Inform the Master.
3. Exhibit navigation lights — also by day (COLREG Rule 20(b)).
4. Sound fog signals — e.g. power-driven vessel making way: 1 prolonged blast at intervals of not more than 2 min (COLREG Rule 35(a)). See fog signals.
5. Operate and use the radar: systematic observation and plotting of every target.
6. Extra look-out posted, at all times — dedicated, not the helmsman.
7. Safe speed and engines ready for immediate manoeuvre (engine room on standby).

Also on a well-run bridge

• Hand steering with a helmsman (MGN 315 (M) 4.1).
• Fix more often and check the echo sounder — visual marks may disappear.
• Log the time of entering restricted visibility and each action taken (MGN 315 (M) 4.1: proper record).
• Keep the bridge quiet and the bridge wing doors usable, so the look-out can hear other ships’ signals.
• Avoid agreeing manoeuvres by VHF: see AIS and VHF in collision avoidance.

At anchor in poor visibility

• Post extra look-outs, start a radar watch, and call the Master.
• Sound the anchor fog signals and show the right lights and shapes (MGN 315 (M) 12.1).
• A radar guard zone in place of a look-out is not acceptable practice (MGN 315 (M) 12.1).

On the bridge

“Visibility closing to 1 NM. Master called. Fog signal on automatic, 1 prolonged every 2 min. Nav lights on. AB on the bridge wing as look-out, second AB on the wheel, hand steering. Engine room on standby, speed reduced to 8 kn. Both radars on, targets acquired. Logged at 0412.”

Safe Speed and the Engines in Fog

In short: Safe speed lets you take proper action and stop within a distance that suits the conditions (COLREG Rule 6; MGN 315 (M) 11.1). In fog, no commercial pressure justifies more.

• In case of need, use the engines to slow down further and buy time to assess the situation. Warn the engineers where possible, or use the UMS bridge controls (MGN 315 (M) 11.2).
• Pressure from owners, charterers or ports to keep a fast passage is no excuse. The MCA can act against officers who endanger ships or lives: fines, suspension or cancellation of certificates (MGN 315 (M) 11.3).
• The Lady Gwendolen: the Court of Appeal held that excessive speed in fog is a grave breach of duty. Because the owners did not use their influence to prevent it, they could not limit their liability (MGN 315 (M) 11.4).
• Hearing a fog signal apparently forward of the beam (risk of collision not ruled out): reduce to minimum steerage way, and take all way off if necessary (COLREG Rule 19(e)). This only works if the engines are already on standby.
• Radar detection, CPA and avoiding action: collision avoidance with radar.

Calling the Master and Who Has the Con

In short: Restricted visibility met or expected is the first item on the STCW call-the-Master list. Calling does not pass responsibility: the OOW keeps the con until the Master says they have it (STCW A-VIII/2 Part 4-1; MGN 315 (M) 4.1). The full list is in calling the Master.

• A typical Master’s standing order: call the Master when visibility drops below 3 NM, and put the engines on standby for immediate manoeuvre.
• Call the Master when in any doubt (MGN 315 (M) 4.1).
• With the Master on the bridge, the OOW stays responsible until told specifically that the Master has the con, and both understand it (MGN 315 (M) 4.1).
• With a pilot on board the OOW is still responsible; if in doubt about the pilot, ask, then call the Master (MGN 315 (M) 4.1).
• A watch change that falls during a manoeuvre or bridge operation waits until it is finished (MGN 315 (M) 6.2).