Hubbry Logo
WatchkeepingWatchkeepingMain
Open search
Watchkeeping
Community hub
Watchkeeping
logo
8 pages, 0 posts
0 subscribers
Be the first to start a discussion here.
Be the first to start a discussion here.
Watchkeeping
Watchkeeping
Watchkeeping
View on Wikipedia
from Wikipedia
A sailor keeps watch aboard USS George H.W. Bush.

Watchkeeping or watchstanding is the assignment of sailors to specific roles on a ship to operate it continuously. These assignments, also known at sea as watches, are constantly active as they are considered essential to the safe operation of the vessel and also allow the ship to respond to emergencies and other situations quickly. These watches are divided into work periods to ensure that the roles are always occupied at all times, while those members of the crew who are assigned to work during a watch are known as watchkeepers.

On a typical seafaring vessel, be it naval or merchant, personnel "keep a watch" in various locations and duties across the ship, such as the bridge and engine room. Typical bridge watchkeepers include a lookout and a deck officer who is responsible for the safe navigation of the ship; whereas in the engine room, an engine officer ensures that running machinery continues to operate within tolerances.

Types of watches

[edit]

A wide variety of types of watches have developed due to the different needs aboard merchant and naval vessels. This table gives some examples:

Naval Merchant
Navigational Officers

Enlisted

Engineering Officers

Enlisted

Security
  • Gangway watch
  • Anti-piracy watch
Communications
  • Radio watch
Combat
Others
  • Anchor watch
  • In-port boat officer[5]
  • Department duty officer[5]
  • Fire watch


Watch systems

[edit]

A watch system, watch schedule, or watch bill is a method of assigning regular periods of watchkeeping duty aboard ships and some other areas of employment. A watch system allows the ship's crew to operate the ship 24 hours a day while also allowing individual personnel adequate time for rest and other duties.

Watch durations vary between vessels due to some reasons and restrictions; some watch systems aim to ensure that each team takes turns to work late at night, while other systems ensure the same team consistently works at the same hours every day.

Many watch systems incorporate the concept of a dog watch, whereby one watch is split into two shorter watches so that there is an odd number each day.[6] Doing so allows crew members to have a different watch schedule each day.[6] Often, the dog watches are set at dinner time to allow the entire crew to be fed in short order.[6]

Traditional system

[edit]
A 2-section dogged watch[6]
Name Time Day 1 Day 2 Day 3
First watch 2000–0000 Team 1 Team 2 Team 1
Middle watch 0000–0400 Team 2 Team 1 Team 2
Morning watch 0400–0800 Team 1 Team 2 Team 1
Forenoon watch 0800–1200 Team 2 Team 1 Team 2
Afternoon watch 1200–1600 Team 1 Team 2 Team 1
First dog watch 1600–1800 Team 2 Team 1 Team 2
Second dog watch 1800–2000 Team 1 Team 2 Team 1

The traditional watch system arose from sailing ships of the late 19th century and was used by the Royal Navy and many other Commonwealth navies. It consisted of 5 four-hour periods and 2 two-hour periods. Those members of the crew whose work must be done at all times of the day were assigned to one of two divisions: the starboard or the port division. These can be further divided into two parts, e.g., First Port, Second Starboard.

The Royal Navy traditional submarine three watch system is 2 on 4 off during the day (8 a.m. to 8 p.m.) and 3 on 6 off during the night (8 p.m. to 8 a.m.).

Traditional system with three sections

[edit]
A 3-section dogged watch
Name Time Day 1 Day 2 Day 3
First watch 2000–0000 Team 1 Team 2 Team 3
Middle watch 0000–0400 Team 2 Team 3 Team 1
Morning watch 0400–0800 Team 3 Team 1 Team 2
Forenoon watch 0800–1200 Team 1 Team 2 Team 3
Afternoon watch 1200–1600 Team 2 Team 3 Team 1
First dog watch 1600–1800 Team 3 Team 1 Team 2
Last dog watch 1800–2000 Team 1 Team 2 Team 3

The same arrangement of watch times can also be used with a crew divided into three sections. This gives each sailor more time off-duty, sometimes allowing sleeping periods of over seven hours. Names for the three watches—instead of Port and Starboard—vary from ship to ship. Naming schemes such as "Foremast", "Mainmast" and "Mizzen"; and "Tomato", "White" and "Blue" are common.

Five and dime

[edit]
1× 4-hour and 4× 5-hour watch sections
Day 1 Day 2 Day 3
2200–0200 Team 1 Team 3 Team 2
0200–0700 Team 2 Team 1 Team 3
0700–1200 Team 3 Team 2 Team 1
1200–1700 Team 1 Team 3 Team 2
1700–2200 Team 2 Team 1 Team 3

The so-called "five-and-dime" arrangement splits the day into five-hour watches, with the exception of a four-hour watch from 22:00 to 02:00.

Six-hour shift

[edit]
Six-hour watch sections
Day 1 Day 2 Day 3
0100–0700 Team Blue Team Gold Team White
0700–1300 Team Gold Team White Team Blue
1300–1900 Team White Team Blue Team Gold
1900–0100 Team Blue Team Gold Team White

The "six-hour shift" splits the day into four six-hour watches, permitting a three-section crew to maximize rest time in a three-day working cycle. Also, this watch system takes into better account the meal times (of a four-meals-a-day system), so that the ingoing team will be fed first, then keep watch, while the outgoing team will be relieved of watch, and then proceed to the mess deck.

US submarine system with three sections

[edit]
Former 18-hr 3-section submarine watch
Name Time Day 1 Day 2 Day 3
Mid watch 2330–0530 Team 1 Team 2 Team 3
Morning watch 0530–1130 Team 2 Team 3 Team 1
Afternoon watch 1130–1730 Team 3 Team 1 Team 2
Evening watch 1730–2330 Team 1 Team 2 Team 3

Aboard United States submarines, the crew is typically divided into three sections, with each section keeping 8 hours of watch followed by 16 hours off-watch. This schedule has been a fairly recent change to submariner work and rest routines. For nearly 45 years before 2015, submariners were on 18-hour days with 6 hours of watch followed by 12 hours off watch. The 12 hours off-watch were further divided into the first 6 hours being used for maintenance, cleaning, and entertainment; while the second 6 hours were usually for sleeping.

Note that this arrangement resulted in one of the sections having two watches in one (24-hour) day, and there were no dog watches. Also, watch reliefs occurred no later than the bottom of the hour (2330, 0530, 1130, 1730). Typically, the first 30 minutes of the hour were used for the oncoming section to eat while the second 30 minutes of the hour were used for the off-going section to eat.

One-in-two watch system

[edit]
A one-in-two watch
Day 1 Day 2 Day 3
0000–0700 Team 1 Team 1 Team 1
0700–1200 Team 2 Team 2 Team 2
1200–1700 Team 1 Team 1 Team 1
1700–0000 Team 2 Team 2 Team 2

Some warships now use the one-in-two system, also known as 7s and 5s, for the duration of the watches. This watch system is also sometimes referred to as Port and Starboard watches. This gives the sailors a longer sleeping period than the traditional two-watch system, while still maintaining the ability for the ship to function. Meals are generally scheduled around the watch turnovers at 0700, 1200, and 1700; sometimes a light midnight meal known as mid-rats (midnight rations) is provided for the 0000 turnover.

Swedish system

[edit]
A 3-section Swedish watch
Day 1 Day 2 Day 3
0000–0600 Team 1 Team 1 Team 1
0600–1000 Team 2 Team 2 Team 2
1000–1200 Team 1 Team 1 Team 1
1200–1400 Team 3 Team 3 Team 3
1400–1800 Team 2 Team 2 Team 2
1800–2400 Team 3 Team 3 Team 3

Various alternative watch schedules have been devised, which are typically referred to as Swedish watches. Although there is no standard for what constitutes a Swedish watch, the variations all feature some element of extended watches to accommodate longer time off. Like the traditional watch system, they begin at 0000 hours. Some popular variations have durations of 6, 6, 4, 4, 4 and 5, 5, 5, 5, 4.

Merchant ships

[edit]
Standard merchant watch system
Day 1 Day 2 Day 3
0400–0800 Team 1 Team 1 Team 1
0800–1200 Team 2 Team 2 Team 2
1200–1600 Team 3 Team 3 Team 3
1600–2000 Team 1 Team 1 Team 1
2000–0000 Team 2 Team 2 Team 2
0000–0400 Team 3 Team 3 Team 3

On merchant ships, watchkeepers typically keep watch for six periods of four consecutive hours. This system has a couple of advantages: it is easy to remember and it is consistent. For example, a member of watch team 1 will only have to remember that he is on the "4–8" watch, and knows that he goes on watch at 4 a.m. and 4 p.m. This scheme also allows inexperienced watchkeepers to keep watch from 8–12 a.m. and 8–12 p.m., when senior watchkeepers are likely to be awake and ready to assist in case of trouble.

By custom, in a ship with five deck officers the junior third mate takes the 8 to 12 watch, the senior third mate the 12 to 4 watch, and the second mate the 4 to 8 watch. This enables the second officer, who is the ship's navigator, to take morning and evening star sights. In ships with only four deck officers, the third officer will keep the 8 to 12, the second officer the 12 to 4, and the chief mate (equivalent to the executive officer in a navy ship) the 4 to 8 watch. The reason for this is to enable the chief mate to assign work to the deck gang before the ship's day begins, and to inspect it before going on watch at 1600 hours.

Ship's bell

[edit]
Ringing the bell on the aft flight deck
Main article: Ship's bell

A ship's bell is used in concert with a watch system to indicate the time using bell strikes to mark the time and help sailors know when to change watches. Unlike civil clock bells, the strikes of a ship's bell do not accord to the number of the hour. Instead, there are eight bells, one for each half-hour of a four-hour watch. Bells would be struck every half-hour, and in a pattern of pairs for easier counting, with any odd bells at the end of the sequence.

See also

[edit]

References

[edit]

Sources

[edit]
  • United States Naval Institute (2017) [1902]. The Bluejackets' Manual (25th ed.). Annapolis, MD: United States Naval Institute. ISBN 978-1612519746.
  • James Stavridis; Robert Girrier (2007). Watch Officer's Guide: A Handbook for All Deck Watch Officers (15th ed.). Annapolis, MD: United States Naval Institute. ISBN 978-1-59114-936-1.

Further reading

[edit]
Revisions and contributorsEdit on WikipediaRead on Wikipedia

Watchkeeping

View on Grokipedia
from Grokipedia
Watchkeeping is the organized assignment of seafarers to specific roles and rotational shifts on board a vessel to ensure its continuous, safe, and efficient operation, encompassing navigational, engineering, and radio duties essential for preventing accidents and maintaining compliance with international maritime regulations. Governed primarily by the International Convention on Standards of Training, Certification and Watchkeeping for Seafarers (STCW), adopted by the (IMO) in 1978 and amended notably in 2010 via the Manila Amendments, with further amendments adopted in 2024 entering into force on 1 January 2026 to update training standards including on harassment prevention, watchkeeping establishes minimum global standards for seafarer training, certification, and performance to promote safety at sea. In the navigational watch, the officer of the watch (OOW) assumes responsibility for the safe navigation of the ship, including maintaining a proper lookout, monitoring position fixes, adhering to collision avoidance rules under the International Regulations for Preventing Collisions at Sea (COLREGS), and ensuring the vessel's course and speed are appropriate for prevailing conditions. This role demands constant vigilance, with the OOW acting as the master's representative and coordinating with the bridge team to respond to hazards such as restricted or traffic density. Similarly, the engineering watch focuses on the machinery spaces, where the engineering officer oversees the safe and efficient functioning of propulsion, power generation, and auxiliary systems, conducting regular inspections and responding to any malfunctions to prevent breakdowns or environmental incidents. The radio watch, integral to communications, requires qualified personnel to maintain continuous monitoring of distress frequencies and navigational warnings as mandated by the International Convention for the Safety of Life at Sea (SOLAS), ensuring timely relay of safety messages and alerts. Across all types, core principles include fitness for duty—prohibiting fatigue, impairment from substances, or illness—thorough handover procedures between watches, and the exclusive dedication of lookouts to visual and auditory scanning without additional tasks. These standards not only mitigate risks like collisions, groundings, and strandings but also support broader objectives of protecting life, property, and the marine environment, with violations often linked to major maritime casualties. Compliance is enforced through national authorities, with STCW certification required for key roles to verify competency.

Fundamentals

Definition and Purpose

Watchkeeping is the systematic division of a ship's into rotating shifts to provide continuous vigilance and operational oversight, ensuring the vessel functions effectively 24 hours a day across key areas such as , , and radio. This approach, outlined in Chapter VIII of the International Convention on Standards of Training, Certification and Watchkeeping for Seafarers (STCW), assigns trained personnel to maintain the safe operation of the ship by monitoring systems and responding to potential risks without interruption. The primary purposes of watchkeeping are to safeguard navigation by upholding accurate course-keeping and hazard detection, prevent collisions through vigilant lookout practices, oversee engineering equipment to avert mechanical failures, enable rapid emergency responses, and meet regulatory requirements for operational continuity. These objectives collectively promote the safety of life at sea, protect the marine environment, and support efficient crew coordination under the master's direction. By implementing structured rotations, watchkeeping mitigates fatigue-related errors, which can impair judgment and reaction times, through enforced rest periods as required by STCW Regulation VIII/1. This regulatory framework establishes minimum rest hours for watchkeepers to sustain alertness and performance during duty. Effective watchkeeping demands crew members who hold valid STCW certifications and qualifications tailored to their roles, ensuring competence in vigilance tasks. These prerequisites integrate watchkeeping into broader ship management, where it forms the backbone of uninterrupted operations and risk mitigation.

Historical Development

The practice of watchkeeping originated in ancient seafaring civilizations, where vessels required vigilant observation to navigate treacherous waters and detect potential threats. Phoenician merchants, renowned for their extensive Mediterranean trade networks from around 1200 BCE, employed basic lookout systems on their galleys to monitor horizons for landfalls, rival ships, and navigational hazards, enabling safe passage across vast distances, including the use of a crow's nest for enhanced visibility. Similarly, ancient Greek triremes and merchant ships from the 8th century BCE onward utilized designated crew members as lookouts in elevated positions, such as the masthead, to spot enemies during naval battles or obstacles during coastal voyages, as described in classical texts like those of Thucydides. The 1912 Titanic disaster underscored early vulnerabilities in watchkeeping, as revealed inadequate lookout equipment and vigilance in iceberg-prone waters, leading to reforms such as mandatory sight tests for lookouts, improved training, and the establishment of the International Convention for the Safety of Life at Sea (SOLAS) in 1914, which introduced early international standards for ice navigation and radio watchkeeping. During the Age of Sail from the 16th to 19th centuries, watchkeeping evolved into a more structured system, particularly in naval fleets. The British formalized the four-hour watch cycle, dividing the crew into watches to ensure continuous operation of vessels under varying wind conditions and scenarios, a practice that became standard across European navies. This system allowed for rest periods while maintaining ship handling, sail adjustments, and security, reflecting the demands of long ocean crossings on wooden warships like those in the or fleets. The advent of steamships in the prompted standardization of watchkeeping routines, adapting traditions to mechanical propulsion. Early steam navigation, beginning in the 1810s with vessels like the , retained the four-hour watch structure for bridge and duties, influencing crew rotations to manage boiler monitoring and helm control amid the shift from sail to steam. Ship's bells, used for timekeeping since as early as the by striking half-hour intervals to signal watch changes, became more standardized on iron-hulled steamers, with regulations in mandating their use in foggy conditions to enhance precision and safety. In the , intensified watchkeeping demands, with naval and merchant vessels adapting to heightened threats from submarines and aircraft. Naval forces, such as the U.S. Navy, expanded watch rotations to include additional lookouts and monitors for 24-hour protection, while merchant ships incorporated armed guards and continuous vigilance protocols to counter attacks in the Atlantic. Post-war adaptations in merchant shipping reverted to peacetime efficiencies but retained wartime emphases on redundancy and enhanced training. These developments cemented watchkeeping as an enduring legacy of traditional systems, later formalized in 20th-century regulations like the of 1978.

Duties and Responsibilities

Bridge Watchkeeping

Bridge watchkeeping encompasses the vigilant oversight of a vessel's navigation and safety from the bridge during designated watch periods, ensuring the ship maintains its course while avoiding hazards and complying with international maritime regulations. The Officer of the Watch (OOW), typically a certified deck officer, assumes primary responsibility as the master's representative on the bridge, directing the navigational watch to prevent collisions and maintain safe passage. This role demands constant monitoring of the ship's position, speed, and heading using tools such as charts, GPS, , (AIS), and electronic chart display and information systems (ECDIS), while assessing weather conditions and traffic density to anticipate risks. The OOW must apply the International Regulations for Preventing Collisions at Sea (COLREGs) to detect and resolve potential collision situations, taking early and substantial actions such as altering course or speed when a risk of collision exists, as determined by bearings or relative motion on . Frequent checks of the , gyro, and other instruments are essential, with the OOW never delegating core navigational duties and ensuring all bridge equipment functions correctly. In addition, the OOW coordinates with lookouts and helmsmen, providing clear instructions to maintain , and must remain on the bridge until properly relieved, notifying the master immediately in cases of doubt, restricted visibility, or equipment failure. Lookout personnel, distinct from the OOW and on vessels where practicable, perform dedicated visual and auditory scanning of the horizon and surroundings to detect ships, obstacles, navigational aids, or other hazards that could threaten the vessel. This continuous vigilance, mandated by COLREGs Rule 5, involves appraising situations and risks of collision, reporting all observations promptly to the OOW without engaging in unrelated tasks that could impair alertness. On larger ships, multiple lookouts may be posted during high-risk periods, such as night or poor visibility, to enhance detection of distant threats. Maintenance of the bridge logbook is a critical duty, where the OOW records the ship's positions at regular intervals, course and speed alterations, weather observations, significant events, and all navigational decisions to provide an accurate chronological account of the watch. Entries must be legible, timely, and include details such as fixes from GPS or , ensuring compliance with record-keeping standards for legal and operational review. During watch handovers, the incoming OOW reviews the log to verify continuity and address any outstanding issues. In emergencies, the bridge serves as the for initiating rapid responses, such as a man-overboard incident, where the OOW immediately sounds the , maneuvers the vessel to return to the position (e.g., executing a Williamson turn), deploys rescue gear like lifebuoys and markers, and coordinates search efforts while logging the precise location. For fires detected from the bridge, the OOW activates the general , musters the , isolates affected areas by closing watertight doors and ventilation, and directs teams, potentially notifying nearby vessels via VHF radio. All actions prioritize safety and vessel stability, with the OOW assuming control until the master arrives. Fatigue management is integral to effective bridge watchkeeping, as mandated by the Standards of Training, Certification and Watchkeeping (STCW) Convention, requiring watchkeepers to maintain high alertness to avoid errors in navigation or emergency response. Seafarers must receive a minimum of 10 hours of rest in any 24-hour period, which may be divided into no more than two periods, one of which must be at least 6 hours long, with intervals between rest periods not exceeding 14 hours. Over a 7-day period, at least 70 hours of rest are required, though this may be reduced to 60 hours in exceptional circumstances for up to two days; watch schedules must be posted and records maintained to enforce these limits and prevent cumulative fatigue.

Engine Room Watchkeeping

Engine room watchkeeping involves the continuous monitoring and maintenance of a ship's and auxiliary systems to ensure safe and efficient operation while underway or at . The officer in charge of the watch (OICEW) is responsible for supervising these activities, as mandated by the Standards of Training, and Watchkeeping for (. This role requires under STCW Section A-III/1, including at least six months of supervised engine-room experience. The primary duties of the engineering watchkeeper include inspecting the main engines, boilers, generators, and other auxiliary machinery to detect irregularities such as unusual temperatures, noises, or odors. They also monitor critical systems like tanks, lubrication levels, and cooling mechanisms to prevent failures in or power generation. Constant oversight of these components ensures the plant and steering gear remain operational, with the watchkeeper supervising any ratings forming part of the watch. Routine checks form the core of engine room watchkeeping, involving regular readings of pressures, temperatures, and other gauges across all machinery levels. The watchkeeper adjusts valves, pumps, and fuel settings as needed to maintain optimal performance, while recording engine load, tank levels, and maintenance actions in the . These inspections extend to bilges, watertight doors, and alarm records to uphold established watchkeeping arrangements. In response to alarms, the engineering watchkeeper must promptly distinguish genuine issues from faults and troubleshoot malfunctions, such as overheating in or leaks in fuel systems. They notify the of any malfunctions endangering safety or machinery integrity and alert the bridge immediately if conditions could reduce speed, power, or steering capability. This rapid intervention helps contain damage from breakdowns, with approximately 80% of serious engine incidents linked to main diesel engines. Coordination with the bridge is essential, where the watchkeeper reports propulsion status, any abnormalities, and readiness for maneuvers, including notifications for speed changes. Effective communication follows engine-room principles under STCW, ensuring bridge orders are executed promptly. protocols are integral, with the watchkeeper ensuring compliance with machinery space measures, such as maintaining readiness of fire-fighting systems and conducting tightness tests on fuel pipes to avoid leaks. For oil pollution prevention, they oversee proper use of oily water separators, drip trays under machinery, and disposal to minimize environmental risks, in line with international regulations. The engineering watch never leaves machinery spaces unsupervised in ways that impair manual operation, and all personnel adhere to fatigue management and no-alcohol policies.

Specialized Watches

Specialized watches encompass auxiliary roles essential for vessel , stability, and operational beyond primary and duties. The gangway watch, typically maintained when the accommodation ladder is deployed, focuses on controlling access to the vessel by challenging approaching boats to verify their identity and ensuring only authorized personnel board. This includes inspecting and identification documents to prevent unauthorized entry, stowaways, or threats, serving as the first line of defense in port or anchorage. Anchor watch duties require continuous monitoring of the vessel's position to detect and mitigate drift caused by wind, currents, or tidal changes, with the deck officer retaining overall responsibility for . Personnel must observe the for proper tension and scope, adjusting as necessary to maintain secure holding and avoid grounding or collision risks, particularly in adverse weather. Cargo watch on tankers and bulk carriers involves regular inspections of holds and tanks to ensure stability, with officers verifying trim, , and load distribution to prevent shifting that could compromise vessel integrity. Watchkeepers monitor temperature and ventilation systems to control gas buildup or spoilage in perishable or hazardous loads, conducting routine checks in line with the ship's operations . The radio or communications watch mandates a continuous listening presence on designated frequencies under the Global Maritime Distress and Safety System (GMDSS), where operators handle distress alerts via (DSC) on VHF channel 70 and respond to urgency or safety communications. This role extends to managing routine traffic, including navigational warnings and maritime safety information broadcasts, ensuring prompt relay to the bridge or relevant departments. Variations in specialized watches occur by vessel type; for instance, on fishing vessels over 24 meters, deck watches emphasize safe handling of fishing gear and catch stowage to maintain stability and prevent accidents during operations. These duties integrate briefly with bridge functions during port approaches on merchant vessels, adapting to specific operational needs like gear deployment.

Types of Watches

In the US Navy, naval watches on military vessels are designed to maintain heightened , integrating , , and operational duties tailored to potential threats in wartime or high-risk environments. Procedures may vary by navy. Unlike standard peacetime routines, these watches prioritize rapid response to hostile actions, with personnel trained to man battle stations, monitor weapon systems, and coordinate defensive measures across the ship. The traditional four-section watch system serves as a baseline for naval operations, dividing the crew into rotating teams to ensure continuous coverage while allowing for overlaps during alerts. Anchor watches occur during port stays or when the vessel is moored, emphasizing to prevent , unauthorized access, or . Personnel, including gangway sentries, maintain and monitor for environmental hazards like dragging . This watch operates under Condition V (peacetime in-port status), with a reduced but vigilant maintaining perimeter and logging all vessel movements. Condition watches represent escalating levels of readiness, with overlapping shifts to facilitate quick transitions to full alert. Condition I, or , mans all battle stations for imminent surface or air threats, requiring the entire to assume roles at systems and damage control stations, often with modified versions like Condition IE for brief rests. Condition II applies to specialized scenarios, such as gunfire support ships during shore bombardment, where select armament sections remain partially manned for immediate engagement. Condition III establishes the standard wartime cruising posture, with one-third of armament systems crewed and augmented for threat detection. These conditions ensure the ship can shift seamlessly from routine to operations without full crew disruption. Anti-submarine watches on surface ships focus on monitoring and readiness for or countermeasures to detect and neutralize submerged threats. Dedicated teams in the operate arrays continuously, correlating acoustic data with visual lookouts who scan for wakes or snorkels beyond range, reporting bearings to the for immediate tactical response. This watch integrates with broader protocols, ensuring the vessel maintains a defensive against stealthy adversaries. On aircraft carriers, aviation watches oversee deck operations for safe aircraft handling, launch, and recovery amid high-tempo flight activities. Crews manage the , coordinating catapults, arrestor wires, and ordnance handling while monitoring for hazards like jet blasts or foreign object , with sky lookouts providing early warning of incoming aircraft. These watches demand precise to support air wing missions, blending aviation expertise with naval security to protect the carrier's offensive capabilities. Naval watches differ from those on merchant vessels by incorporating shorter rotations to sustain peak alertness during prolonged deployments and direct integration with weapon systems for real-time combat engagement. Military crews maintain larger bridge and engineering teams for redundancy in threat scenarios, prioritizing mission accomplishment over commercial efficiency.

Merchant Watches

In merchant shipping, watchkeeping emphasizes operational efficiency, cargo protection, and compliance with safety protocols to ensure smooth commercial voyages. Unlike naval operations, these watches prioritize logistical tasks such as access control, cargo monitoring, and maneuvering support, adapting to the demands of global trade routes where vessels carry diverse cargoes like containers, bulk goods, and perishables. The International Safety Management (ISM) Code provides the framework for these practices, mandating systematic safety management on board merchant vessels. Gangway watch is essential on ferries and cruise ships, where designated personnel screen passengers and to prevent unauthorized access and maintain . Duties include verifying identification, logging entries and exits, and coordinating with bridge oversight to report any irregularities, all in line with the International Ship and Facility (ISPS) requirements for controlling access to passenger vessels. This watch ensures the safety of large volumes of people boarding or disembarking, mitigating risks like stowaways or security threats during port stays. Cargo watch focuses on safeguarding perishable and bulk cargoes during transit, with officers monitoring reefer containers for temperature fluctuations, ventilation, and to prevent spoilage. For bulk loads, watchkeepers inspect holds for cargo shifts that could compromise vessel stability, conducting regular checks on moisture content and trimming to avoid or uneven distribution, which might lead to in rough seas. These duties are critical on and bulk carriers, where proactive monitoring maintains integrity and vessel balance across long-haul routes. Steering watch involves the executing precise course adjustments under the direct supervision of the Officer of the Watch (OOW), ensuring the vessel adheres to planned while reporting any steering anomalies like rudder delays. As a dedicated bridge team member, the repeats orders verbally for confirmation, monitors indicators, and avoids dual roles such as lookout to prevent errors in congested or adverse conditions. This role supports safe passage on routes, with aligned to Standards of Training, Certification, and Watchkeeping (STCW) competencies for manual and automated . Mooring watch during docking and undocking requires to handle lines efficiently, operating winches to secure the vessel against berths or piers while adjusting tension to counter tidal or wind forces. Personnel attach and monitor mooring lines via fittings like bollards and fairleads, coordinating with shore teams to achieve balanced equilibrium and prevent damage to hull or . These operations demand heightened vigilance on commercial ships to facilitate quick turnaround times without compromising . Adaptations for trade routes often include extended watches in convoy systems, particularly in high-risk areas like the , where vessels maintain continuous VHF monitoring on channel 16 for coordination with escorting icebreakers. In such setups, merchant ships adjust watch schedules to synchronize movements, enhancing collective navigation and security while traversing challenging environments. This approach prioritizes cargo delivery efficiency over standard four-hour rotations, as per route-specific guidelines.

Watchkeeping Systems

Traditional System

The traditional watchkeeping system in maritime operations divides the 24-hour day into six primary watches, each nominally four hours long, with the evening period subdivided into two two-hour watches to facilitate rotation and equity among crew members. The watches are structured as follows: the Middle Watch from 0000 to 0400, Morning Watch from 0400 to 0800, Forenoon Watch from 0800 to 1200, Afternoon Watch from 1200 to 1600, First from 1600 to 1800, and Second from 1800 to 2000, followed by the First Watch from 2000 to 0000. This arrangement results in seven watch periods overall, creating an odd number that shifts the schedule daily to prevent any team from being perpetually assigned undesirable shifts, such as repeated night duties. Crew are typically divided into two sections, known as , providing a 12-hour on-duty and 12-hour off-duty cycle for each team, with duties split across three watch periods per day. In this two-section system, one team handles the Middle Watch, Forenoon Watch, and both dog watches (totaling 12 hours), while the other covers the Morning Watch, Afternoon Watch, and First Watch. The dog watches specifically allow for even , ensuring fairness over time, and provide a window for all crew to participate in evening meals around 1800. This system aligns with human circadian rhythms by incorporating stable routines and longer off-duty blocks that support consolidated , typically allowing 8-12 hours of opportunity when accounting for breaks between watches. It also accommodates meal and cycles effectively, as the fixed intervals enable predictable downtime for recovery and daily activities. However, on extended voyages, the repetitive nature of the rotation can contribute to cumulative , particularly from fragmented periods and the demands of night watches. The following table illustrates a sample daily schedule with team assignments:
Time PeriodWatch NameAssigned Team
0000-0400Middle WatchPort
0400-0800Morning WatchStarboard
0800-1200Forenoon WatchPort
1200-1600Afternoon WatchStarboard
1600-1800First Dog WatchPort
1800-2000Second Dog WatchPort
2000-0000First WatchStarboard
Watch transitions are traditionally marked by the ship's bell, struck every half-hour to signal the passage of time within each watch. This system serves as the baseline for many maritime schedules, differing from three-section variations that employ shorter on-duty periods without dog watches.

Three-Section System

The three-section watchkeeping system divides the crew into three distinct teams, each responsible for an 8-hour watch period within a 24-hour cycle, typically structured as the 0000–0800 (morning), 0800–1600 (afternoon), and 1600–0000 (evening) watches. This arrangement ensures each team stands one 8-hour watch followed by 16 hours off duty, allowing for extended recovery periods compared to shorter-shift systems. The rotation occurs every 24 hours, with teams cycling through the watch periods to balance exposure to different times of day, including night shifts. This system is commonly applied on where crews are large enough to support three dedicated sections, enabling continuous operation while adhering to international rest requirements such as those under the and . It is particularly suited to vessels on extended voyages, where maintaining alertness is critical for navigation and machinery oversight. Key advantages include increased rest time, which supports better sleep consolidation and reduces cumulative among watchkeepers. Mathematical models of sleep and indicate that three-watch systems yield longer durations and lower levels than two-watch alternatives, with seafarers achieving approximately 10 hours of per 24-hour period and 77 hours per week. The extended off-duty periods also align with meal times, enhancing overall and operational . Variations of the three-section system adapt the traditional framework by incorporating adjusted periods, such as shortened "dog watches," to facilitate smoother and prevent fixed night assignments over multiple days. These adjustments maintain the 8-hour core while allowing flexibility for crew size or voyage demands. The following table illustrates a typical weekly for three teams (A, B, C) in the three-section system, where assignments shift each day to ensure equitable distribution of watch times:
Day0000–0800 (Morning Watch)0800–1600 (Afternoon Watch)1600–0000 (Evening Watch)
MondayTeam ATeam BTeam C
TuesdayTeam CTeam ATeam B
WednesdayTeam BTeam CTeam A
ThursdayTeam ATeam BTeam C
FridayTeam CTeam ATeam B
SaturdayTeam BTeam CTeam A
Team ATeam BTeam C
This system has been extended to U.S. Navy , where crews follow an 8-hour on, 16-hour off rotation to optimize endurance during prolonged submerged operations.

Alternative Schedules

Alternative watchkeeping schedules deviate from standard rotations to accommodate specific operational demands in maritime environments, such as variable voyage durations or limited crew sizes. These systems prioritize flexibility over uniformity, allowing adaptation to irregular workflows while adhering to international rest requirements. The five-and-dime schedule involves 5 hours on duty followed by 10 hours off, often implemented in rotating patterns on vessels requiring shorter, more frequent shifts. This arrangement has been evaluated for its impact on crew and , showing variable sleep opportunities depending on direction, though it supports operational flexibility in dynamic settings like short-haul operations. A continuous 6-hour on/6-hour off is commonly used in offshore support vessels, including platform supply ships serving and tugs engaged in sustained operations. Studies of offshore workers on this indicate higher levels due to fragmented periods, yet it enables two-person crews to maintain 24-hour coverage without exceeding daily work limits. The one-in-two system, featuring 12 hours on and 12 hours off, suits minimal-crew vessels in coastal trades, such as or uninspected boats, where a two-watch structure maximizes time credit under U.S. regulations. This schedule credits extended days at for purposes when authorized, facilitating efficient operations on routes with limited underway time. These alternatives offer advantages in irregular operations by aligning shifts with mission needs and reducing crew requirements, but they pose risks of circadian disruption, leading to sleep loss and impaired vigilance. For instance, non-24-hour cycles can misalign biological rhythms, increasing accident potential compared to fixed schedules. International fatigue guidelines, such as those from the IMO, limit extremes by mandating minimum 10-hour rest in 24 hours and 77 hours weekly to mitigate these effects. The Swedish system, a variant with longer day watches and shorter night ones, has been noted for balancing rest in some non-standard applications. Adoption of such schedules in 20th-century workboats, including tugs and supply vessels, reflected evolving labor practices amid expanding offshore industries, with regulatory frameworks like STCW amendments in 1995 formalizing rest protections.

Specialized Systems

In specialized watchkeeping systems, adaptations are made to address the unique operational demands of environments such as , where prolonged submersion and confined spaces necessitate schedules that prioritize circadian alignment and fatigue mitigation. The implemented a 24-hour watch cycle for its submarine force starting in 2014, featuring 8 hours on watch followed by 16 hours off, divided among three sections in a 24-hour operational cycle. This shift from the prior 18-hour day aimed to reduce sleep disruption and improve crew performance during extended patrols. The Swedish Royal Navy employs a three-section, 4-hours-on/8-hours-off on surface vessels, with staggered start times—such as shifts beginning at 00:01, 04:00, and 08:00—to distribute workload evenly across day and night periods. This fixed rotation, assessed on the HSwMS ORION, results in approximately 12 hours of daily work per sailor while allowing flexible wake times after night shifts, leading to enhanced alertness, sleep quality, and mood compared to other naval systems. On merchant vessels, watchkeeping schedules are flexible to accommodate varying crew manning levels, commonly utilizing a three-section 4-on/8-off or a 6-on/6-off arrangement for coastal vessels with smaller crews to ensure continuous operation while meeting international rest requirements. These systems align with the (MLC) 2006, which mandates at least 10 hours of rest per 24-hour period and 77 hours per seven days, adjusted based on ship size and operational needs. In emergencies, such as crew shortages due to illness or , a temporary one-in-two system may be invoked, where individuals stand 12-hour watches with 12 hours off to maintain essential operations until reinforcements arrive. This exception is permitted under MLC 2006 for urgent situations, though it is not intended for routine use and requires documentation to prevent accumulation.
AspectUS Submarine System (8-on/16-off)Swedish System (4-on/8-off)
Sections33
Cycle Length24 hours24 hours (fixed daily)
On-Duty Periods8 hours continuous4 hours (two per day, staggered)
Off-Duty Periods16 hours continuous8 hours between shifts
Key AdaptationCircadian alignment for submerged opsStaggered starts for even night/day load
Fatigue MitigationExtended off periods for consolidationFlexible post-night recovery times

Tools and Signals

Ship's Bell

The ship's bell serves as a traditional timekeeping device in maritime watchkeeping, marking the passage of time during watches and signaling key events aboard vessels. Historically rooted in naval customs, it provided an audible means to regulate routines without relying on visual clocks, which could be unreliable at . The bell's strikes, based on a half-hourglass system, ensured synchronized awareness among the for duties, reliefs, and daily activities. The practice of using a for timekeeping originated in the late , with the earliest recorded mention on the British warship Grace Dieu around 1485. By the , it had become a standard naval tool, as evidenced in Dutch naval operations where bells also signaled commands like opening fire. This evolved from earlier uses of bells for alarms and religious purposes, adapting to the needs of extended voyages where accurate time division was essential for fair watch rotations. In the traditional system, the bell is struck every half hour during a four-hour watch, progressing from 1 to 8 bells, with 8 bells denoting the watch's end and the start of the next. Strikes are typically made in pairs for even numbers (e.g., two bells as "ding-ding"), followed by a single strike for odd numbers (e.g., three bells as "ding-ding-ding"), using a 30-minute sandglass turned by the watch officer to verify time. This creates a repeating cycle over 24 hours, adjusted for dog watches—two-hour periods from 1600 to 2000—to alternate crew shifts and prevent fatigue from fixed night duties; during dog watches, the pattern runs from 1 to 4 bells only. The full daily pattern aligns with the six standard watches, as shown below:
TimeWatchBells Struck
0000Middle8
0030Middle1
0100Middle2
0130Middle3
0200Middle4
0230Middle5
0300Middle6
0330Middle7
0400Morning8
0430Morning1
0500Morning2
0530Morning3
0600Morning4
0630Morning5
0700Morning6
0730Morning7
0800Forenoon8
0830Forenoon1
0900Forenoon2
0930Forenoon3
1000Forenoon4
1030Forenoon5
1100Forenoon6
1130Forenoon7
1200Afternoon8
1230Afternoon1
1300Afternoon2
1330Afternoon3
1400Afternoon4
1430Afternoon5
1500Afternoon6
1530Afternoon7
1600First Dog8
1630First Dog1
1700First Dog2
1730First Dog3
1800First Dog4
1830Last Dog1
1900Last Dog2
1930Last Dog3
2000Last Dog4
2030First1
2100First2
2130First3
2200First4
2230First5
2300First6
2330First7
This table illustrates the progression, where each watch resets the count, ensuring the crew can determine time and watch phase from the strikes alone. Beyond timekeeping, the bell signals watch reliefs at 8 bells and coordinates meals, often rung at set intervals like 1100 (6 bells in forenoon watch) for lunch preparation. In dog watches, the shorter 1-to-4 bell sequence helps maintain the shift alternation without disrupting the overall rhythm. These uses reinforced discipline and coordination in pre-electronic eras. In modern shipping, the ship's bell retains a ceremonial role in naval and traditional vessels, symbolizing continuity of maritime heritage, while serving as a for time signals in case of electronic . On automated , primary timekeeping relies on digital systems, but international regulations under the IMO's COLREGs () mandate bells on vessels over 12 meters for sound signals in restricted visibility, such as rapid ringing for 5 seconds to indicate position or danger. This ensures compliance with safety standards even as automation advances.

Communication and Alert Methods

Effective communication and alert methods are essential for maintaining safety and coordination during watchkeeping on vessels, enabling watch officers to convey critical information both internally among crew members and externally with other ships or authorities. These methods encompass a range of sound, visual, and electronic signaling protocols designed to ensure clarity in high-stakes maritime environments. Sound signals, primarily using the ship's whistle or horn, play a pivotal role in external communication, particularly in restricted visibility or during maneuvering situations. According to the International Regulations for Preventing Collisions at Sea (COLREGs), specific whistle signals indicate intentions such as altering course or stopping engines; for instance, one short blast signifies an alteration to starboard. These signals are standardized to prevent misunderstandings, with durations and sequences precisely defined to suit fog or congested waters. In fog-prone areas, prolonged blasts every two minutes alert nearby vessels to the ship's presence and position. Visual alerts complement sound signals by providing daytime and nighttime communication options, using international code flags and navigational lights. Daytime signaling employs the , where flags hoisted in specific combinations convey messages like "I require a pilot" or "," ensuring unambiguous exchange with other vessels or shore stations. At night or in low visibility, fixed or flashing lights follow COLREGs specifications, such as green sidelights for starboard or red for port, to indicate a vessel's direction and status during watches. These visual methods are critical for collision avoidance and are rigorously trained in maritime academies to uphold international standards. Internally, ships rely on dedicated systems to alert the crew during emergencies or routine operations, including the general alarm and public address (PA) announcements. The general alarm, activated by the watch officer, sounds throughout the vessel to muster the crew for drills or incidents like fire or flooding, with continuous or intermittent tones distinguishing it from other signals. PA systems allow the officer of the watch to broadcast clear instructions, such as evacuation routes or damage control measures, ensuring rapid response without ambiguity. These internal alerts are integrated into the ship's , as mandated by the International Safety Management (ISM) Code. Modern enhancements to watchkeeping communication include intercom systems and digital applications for seamless handovers between shifts. Intercoms facilitate direct voice communication between the bridge and or other stations, allowing real-time updates on or equipment status. Digital apps, such as those compliant with the International Ship and Port Facility Security (ISPS) Code, enable electronic logging of watch handovers, recording details like weather conditions or observations to minimize errors. These tools have improved . Adhering to protocols for clear and concise messaging is paramount to avoid confusion during watches, with guidelines emphasizing brevity, standard phraseology, and confirmation of receipt. The Standards of Training, Certification and Watchkeeping ( requires watchkeepers to use non-ambiguous language in all communications, such as phonetic alphabets for spelling out coordinates. Breaches in these protocols have been linked to incidents, underscoring the need for ongoing training. For routine timing, the may supplement these methods by marking watch changes. In specialized watches, the Global Maritime Distress and Safety System (GMDSS) provides automated external alerts when integrated.

Regulations and Modern Practices

International Standards

The International Convention on Standards of Training, Certification and Watchkeeping for Seafarers (STCW), adopted in 1978 and significantly amended by the 2010 Manila Amendments, establishes global minimum standards for training, certification, and watchkeeping to ensure seafarer competency and . Under STCW Regulation VIII/1 and Code Section A-VIII/1, watchkeeping personnel and those assigned , security, or pollution prevention duties must receive a minimum of 10 hours of rest in any 24-hour period and 77 hours in any seven-day period, with exceptions limited to no more than two consecutive days and not extending beyond twice in any seven-day period. For officers of the watch (OOW), STCW Chapter II mandates certification demonstrating competence in , collision avoidance, and bridge team management, requiring approved training programs and examinations prior to issuance. The International Safety Management (ISM) Code, incorporated into the via Chapter IX since 1998, requires ship operators to implement a (SMS) that includes defined procedures for key shipboard operations, such as watchkeeping schedules to prevent and ensure safe manning levels. The must document watch arrangements, risk assessments for , and maintenance of records for hours of work and rest, aligning with STCW standards to promote continuous improvement in . Complementing STCW, the , ratified by the , sets limits on working hours for all seafarers at a maximum of 14 hours in any 24-hour period and 72 hours in any seven-day period, with corresponding minimum rest of 10 hours daily and 77 hours weekly to safeguard health and welfare. Regulation 4.3 of MLC 2006 further mandates health protections, including on-board medical care, accident prevention measures, and access to shore-based facilities, ensuring watchkeepers are not exposed to excessive fatigue or hazardous conditions. The Convention on the International Regulations for Preventing Collisions at Sea (COLREGs), 1972, under Rule 5, mandates that every vessel maintain a continuous proper lookout by sight, hearing, and all available means to fully appraise the situation and risk of collision at all times, regardless of conditions. Enforcement of these standards falls primarily on flag states, which must verify compliance through issuance of certificates, inspections, and oversight of institutions as per STCW Articles IX and X. The (IMO) supports this via the Member State Audit Scheme (IMSAS), a mandatory framework since 2018 that audits flag, port, and coastal states' implementation of IMO instruments, including STCW watchkeeping provisions, to identify gaps and ensure uniform application. The 2010 Manila Amendments enhanced enforcement by introducing quality standards for , expanded monitoring of rest hours, and measures against document fraud, effective from 1 January 2012.

Technological Advancements

Modern technological advancements have significantly enhanced watchkeeping practices in maritime operations by automating routine tasks, improving monitoring capabilities, and streamlining information exchange, thereby increasing efficiency and reducing human error. The Electronic Chart Display and Information System (ECDIS) represents a key automation tool, integrating electronic navigational charts (ENCs) with GPS, radar, and AIS data to provide real-time position tracking and route monitoring, which minimizes manual plotting and allows watch officers to focus on situational awareness. ECDIS systems, mandated by SOLAS for certain vessels since 2012, deliver custom displays, hazard alarms, and voyage records, revolutionizing bridge watchkeeping by enabling seamless navigation planning and execution. Similarly, unmanned engine rooms, or periodically unmanned machinery spaces (UMS), rely on automated monitoring and alarm systems to allow engineering watches to be conducted remotely from the bridge or control room, ensuring continuous oversight without constant physical presence, as outlined in STCW guidelines. Advanced monitoring tools further support watchkeepers through integrated bridge systems (IBS) and AI-driven applications. An IBS interconnects navigation sensors, displays, and controls for centralized data access on the bridge, facilitating unified monitoring of ship status, environmental conditions, and potential hazards during watchkeeping duties. AI fatigue detection systems, utilizing cameras and eye-tracking technology, analyze officers of the watch (OOW) for signs of drowsiness or stress, providing real-time alerts to prevent impaired decision-making, in line with IMO's emphasis on fatigue as a major safety risk. These tools, such as those monitoring blink rates and head movements, integrate with bridge interfaces to maintain vigilance without interrupting core navigation tasks. Digital handovers have been transformed by electronic logbooks and dedicated apps, which enable seamless shift reporting by automatically timestamping events, generating checklists, and sharing data across crew members. These systems replace paper logs with IMO-compliant digital records for navigation, engine watches, and operational notes, ensuring accurate continuity during watch changes and reducing administrative burdens. For instance, platforms like NAPA auto-populate entries from ship sensors, allowing incoming watchkeepers to review prior shifts instantly via mobile or bridge terminals, enhancing preparedness and compliance. Despite these benefits, challenges persist, particularly cybersecurity risks in interconnected systems that could compromise watchkeeping integrity. Malware infections via USB ports or can corrupt ECDIS data or disrupt GNSS signals, leading to navigation failures, as evidenced by incidents where viruses halted ship operations for days. Unauthorized remote access to bridge networks poses threats to sensor feeds and alarms, necessitating robust segmentation and access controls per IMO and ICS guidelines. Human oversight remains essential in automated environments; IMO interim guidelines for maritime autonomous surface ships () require a designated master—onboard or remote—to intervene, ensuring compliance with crewing standards and preventing over-reliance on during watchkeeping. Recent developments in the 2020s include the integration of unmanned aerial vehicles (UAVs) as drone lookouts for enhanced maritime surveillance, providing real-time aerial monitoring of surrounding waters to augment traditional visual watchkeeping and detect hazards beyond line-of-sight. (VR) training simulates bridge scenarios for watchkeepers, allowing practice of emergency responses and handover procedures in immersive environments that replicate real conditions, thereby mitigating skill fade without operational risks. The IMO's e- strategy, adopted in 2006 and advanced through the 2018 Strategy Implementation Plan, promotes harmonized electronic information systems for berth-to-berth , incorporating automated and alerts to support safer, more efficient watchkeeping across onboard and shore-based elements. As of 2025, digital watchkeeping systems leveraging AI for enhanced and remote piloting technologies are emerging to further reduce in watches.

References

  1. https://www.imo.org/en/About/Conventions/Pages/International-Convention-on-Standards-of-Training%2C-Certification-and-Watchkeeping-for-Seafarers-%28STCW%29.aspx
  2. https://www.imo.org/en/mediacentre/meetingsummaries/pages/msc-108th-session.aspx
  3. https://www.marineinsight.com/marine-navigation/what-are-the-primary-duties-of-officer-on-watch-oow-on-ships-bridge/
  4. https://www.amsa.gov.au/sites/default/files/amsa242-watchkeeping-standards.pdf
  5. https://www.maritimenz.govt.nz/commercial/safety/look-out-and-watchkeeping/
  6. https://www.rmg.co.uk/stories/maritime-history/what-are-watches-on-board-ship
  7. https://www.imo.org/en/OurWork/HumanElement/Pages/STCW-Convention.aspx
  8. https://www.transpordiamet.ee/en/media/4411/download
  9. https://www.imo.org/en/OurWork/HumanElement/Pages/Seafarers-hours-of-work-and-rest.aspx
  10. https://www.dco.uscg.mil/nmc/stcw/
  11. https://www.worldhistory.org/article/897/the-phoenicians---master-mariners/
  12. https://www.anesi.com/mersey1.htm
  13. https://www.imo.org/en/About/Conventions/Pages/International-Convention-for-the-Safety-of-Life-at-Sea-%28SOLAS%29%2C-1974.aspx
  14. https://www.historicnavalfiction.com/general-hnf-info/naval-facts/the-watch-system
  15. https://www.britannica.com/technology/ships-bell
  16. https://www.history.navy.mil/research/library/online-reading-room/title-list-alphabetically/w/wartime-instructions-united-states-merchant-vessels-1942.html
  17. https://d3n8a8pro7vhmx.cloudfront.net/torontobrigantine/pages/51/attachments/original/1436196906/03_-_STCW_Code_Section_A-VIII.pdf?1436196906
  18. https://www.samgongustofa.is/media/log-og-reglur/COLREG-Consolidated-2018.pdf
  19. https://www.edumaritime.net/stcw-code/stcw-iii-1-oicew-dde
  20. https://www.virtuemarine.nl/post/engine-room-watchkeeping-procedures-on-ships
  21. https://www.mitags.org/safe-engine-room/
  22. https://wwwcdn.imo.org/localresources/en/OurWork/Security/Documents/MSC.1-CIRC.1601.pdf
  23. https://wwwcdn.imo.org/localresources/en/OurWork/HumanElement/Documents/STCW7%20Circulars/14.pdf
  24. https://assets.publishing.service.gov.uk/media/5ed0e02ed3bf7f4601e576a2/Safe_loading_and_unloading_of_bulk_carriers_-_Tagged.pdf
  25. https://wwwcdn.imo.org/localresources/en/KnowledgeCentre/IndexofIMOResolutions/MSCResolutions/MSC.496%28105%29.pdf
  26. https://wwwcdn.imo.org/localresources/en/KnowledgeCentre/IndexofIMOResolutions/MSCResolutions/MSC.562%28108%29.pdf
  27. https://www.imo.org/en/OurWork/HumanElement/Pages/STCW-F-Convention.aspx
  28. https://media.defense.gov/2014/Feb/21/2002655425/-1/-1/1/140221-N-ZZ182-5350.pdf
  29. https://www.imo.org/en/OurWork/HumanElement/Pages/Default.aspx
  30. https://www.ecfr.gov/current/title-33/chapter-I/subchapter-H/part-104
  31. https://www.marineinsight.com/marine-safety/10-important-things-deck-officers-must-check-during-cargo-watch-on-container-ships/
  32. https://www.marineinsight.com/marine-safety/9-common-hazards-of-dry-bulk-cargo-on-ships/
  33. https://www.marinepublic.com/blogs/merchant-fleet/842823-bulk-carriers-stability-stresses-structural-strength
  34. https://www.skuld.com/topics/ship/navigation/helmsman-practices/
  35. https://assets.publishing.service.gov.uk/media/5dc14720e5274a4aa29e3cb3/MGN_315.pdf
  36. https://www.marineinsight.com/marine-safety/what-is-mooring-of-ships/
  37. https://www.virtuemarine.nl/post/mooring-equipment-types-functions-explained
  38. https://www.globalsecurity.org/military/library/policy/navy/nrtc/14243_ch7.pdf
  39. https://navalmarinearchive.com/research/docs/bells_and_watches.html
  40. https://www.sail-world.com/Australia/Traditions-of-the-sea-the-names-and-times-of-sea-watches/-53720?source=google
  41. https://nps.edu/web/crewendurance/get-the-edge
  42. https://www.navytimes.com/news/your-navy/2017/09/20/navy-issues-new-sleep-and-watch-schedule-rules-for-the-surface-fleet/
  43. https://www.sdir.no/contentassets/24462e278c7140dcbc1e0ae1ad6ac2c5/shipping-and-rest-web.pdf
  44. https://assets.publishing.service.gov.uk/media/65687723cc1ec500138eef95/understanding-seafarer-roster-patterns-and-fatigue-on-vessels.pdf
  45. https://www.sciencedirect.com/science/article/abs/pii/S0308597X20309234
  46. https://portal.ct.gov/OMA/In-the-News/2015-News/Submariners-On-New-24-Hour-Watch-Schedule
  47. https://www.tandfonline.com/doi/full/10.1080/00140139.2015.1073794
  48. https://journals.viamedica.pl/international_maritime_health/article/viewFile/26188/20982
  49. https://www.ecfr.gov/current/title-46/chapter-I/subchapter-B/part-15
  50. https://www.workboat.com/how-to-receive-time-and-a-half-credit-for-your-mmc
  51. https://pubmed.ncbi.nlm.nih.gov/38148569/
  52. https://www.sciencedirect.com/science/article/pii/S1087079223001016
  53. https://www.register-iri.com/wp-content/uploads/MSC.1-Circ.1598.pdf
  54. https://www.federalregister.gov/documents/2011/08/01/2011-17093/implementation-of-the-amendments-to-the-international-convention-on-standards-of-training
  55. https://www.navytimes.com/news/your-navy/2016/10/28/this-life-changing-shift-has-made-submariners-much-happier/
  56. https://apps.dtic.mil/sti/trecms/pdf/AD1177224.pdf
  57. https://apps.dtic.mil/sti/trecms/pdf/AD1184039.pdf
  58. https://pmc.ncbi.nlm.nih.gov/articles/PMC9859023/
  59. https://www.law.cornell.edu/cfr/text/46/15.1111
  60. https://www.history.navy.mil/research/library/online-reading-room/title-list-alphabetically/b/bells-on-ships.html
  61. https://navalandmilitarymuseum.org/article/the-ships-bell/
  62. https://www.westmarine.com/west-advisor/Ships-Bell-Time.html
  63. https://www.imo.org/en/OurWork/Safety/Pages/Preventing-Collisions.aspx
  64. https://www.imo.org/en/ourwork/humanelement/pages/stcw-convention.aspx
  65. https://wwwcdn.imo.org/localresources/en/OurWork/HumanElement/Documents/ILO-IMO-Hours%2520of%2520rest_1.pdf
  66. https://www.imo.org/en/ourwork/humanelement/pages/ismcode.aspx
  67. https://www.ilo.org/dyn/normlex/en/f?p=NORMLEXPUB:12100:0::NO::P12100_ILO_CODE:C186
  68. https://www.ilo.org/international-labour-standards/maritime-labour-convention-2006
  69. https://www.imo.org/en/ourwork/safety/pages/preventing-collisions.aspx
  70. https://www.imo.org/en/ourwork/msas/pages/default.aspx
  71. https://www.nautinst.org/static/uploaded/36318549-9a31-43b8-9f7d1675e383215a.pdf
  72. https://www.nautinst.org/static/5635780b-b191-497a-96fc6390aa2660f8/he01345-Human-Factor-Competencies-for-the-Future-Mariner.pdf
  73. https://www.imo.org/en/OurWork/Safety/Pages/IntegratedBridgeSystems.aspx
  74. https://www.sciencedirect.com/science/article/abs/pii/S002980182502219X
  75. https://ship-docs.com/e-logbook-electronic-maritime-logbook-software/
  76. https://www.napa.fi/software-and-services/ship-operations/napa-logbook/
  77. https://www.ics-shipping.org/wp-content/uploads/2021/02/2021-Cyber-Security-Guidelines.pdf
  78. https://www.gao.gov/assets/gao-24-107059.pdf
  79. https://www.flyability.com/blog/maritime-drone
  80. https://www.shephardmedia.com/news/naval-warfare/royal-navy-follows-us-navy-lead-invests-in-vr-training-to-mitigate-watchkeeping-skill-fade/
  81. https://safety4sea.com/digital-watchkeeping-is-key-to-mitigating-accident-risk/
  82. https://sldinfo.com/2025/11/the-future-of-maritime-navigation-remote-piloting-transforms-ship-operations/
Add your contribution
Related Hubs
User Avatar
No comments yet.