Chapter I General Provisions
These Provisions are formulated,in accordance with The Maritime Traffic Safety Law and The Law on Protection of Marine Environment of the People’s Republic of China,The Regulation of People‘s Republic of China on Seafarersas well as relevant international conventions which China has concluded or acceded to, with a view to standardizing seafarers’ watchkeeping, ensuring safety of life and property at sea, protecting marine environment and strengthening ship security.
These Provisions shall apply to seafarers serving on board Chinese seagoing ships of 100 gross tonnage and above, exclude following ships:
.1 shipsof war;
.2 fishing vessels;
.3 pleasure yachts not engaged in trade; and
.4 wooden ships of primitive build.
The Maritime Safety Administration of the People’s Republic of China （China MSA） is the competent authority solely responsible for the implementation of The Provisions.
The MSAs at all levels are specifically responsible for oversight seafarers’ watchkeeping in accordance with accredited responsibilities.
All shipping companies shall develop Bridge Guidance, Engineering Watchkeeping Guidanceas well as other Guidance on watchkeeping in accordance with The Provisions and relevant international conventions,and ensure them to be displayed at places readily accessible in the respective departments on board aship. All crew shall be required to observe the aforesaid Guidance to ensure the safety of navigation.
Every shipping company shall ensure that watch keeping personnel assigned to serve on boarda ship are familiarized with related ship equipment, ship characteristics,their duties and watchkeeping requirements, and are able to effectively perform safety, prevention of pollution,security duties and so on.
The master and crew on watch shall,in accordance with the relevant laws, administrative rulesand regulations,international conventions and local provisions regarding prevention and control of marine pollution by ships,take all possible precautions to prevent marine pollution by the ship due to miss handling or accident.
Chapter II General Requirements on Voyage Planning and Watchkeeping
Section 1 Voyage Planning
Ship master shall,according to the voyage mission,organize deck officers to plan the intended voyage, taking into consideration all pertinent information, and instruct each department to prepare for departure and ensure the sea worthiness of ship and the fitness for duty of seafarers.
The voyage planning shall meet the following requirements:
.1To determine in advance, in consultation with the chief mate and the chief engineer, the requirements and availability of the intended voyage for fuel, lubricants, supplies, fresh water and spare parts for the intended voyage;
.2 To ensure all the ship’s certificates and seafarers’certificates complete and valid;
.3 To ensure that charts and other nautical publications for the intended route accurate, complete and updated; and
.4 To ensure all carriage and port documents complete.
The voyage planning shall include the following:
.1 Total mileage and expected total sailing time;
.2 Meteorology information and sea conditions on the intended voyage;
.3 Longitude and latitude for each waypoint;
.4 Distance of each route and estimated time of arrival at each waypoint;
.5 Sailing directions on each complicated leg and means to avoid dangers adjacent to the route; and
.6 Cautions in special navigation areas.
Prior to each voyage,the shipmaster shall 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,display the route clearly on the charts and verify it.
Deck officers shall verify each course to be followed during the voyage.
If a decision is made, during a voyage, to change the next port of call of the planned route, or if it is necessary for the ship to deviate substantially from the planned route, the master shall plan an amended route as early as possible and redisplay it clearly on the appropriate charts.
Section 2 Watchkeeping Requirements in General
Ship company and master shall ensure a ship be manned with adequate and competent seafarers for maintaining safe watchkeeping.
The ship master shall ensure the watchkeeping personnel qualified and identify their duties. Watchkeeping arrangements shall be in compliance with the requirements for safety of ship and cargo at sea as well as marine environment protection, and ensure that the watchkeeping personnel are adequately rested to prevent their fatigue on duty.
Under the masters and command general direction, officers in charge of the navigational watch are responsible for navigating the ship safely during their periods of duty.
The chief engineer officer of every ship shall, with the approval ofthe master, ensure the engineering watchkeeping arrangements adequate for maintaining a safe engineering watch.
Ship master shall,in accordance with security levels,make adequate watchkeeping arrangements and maintain an efficient watchor watches for the purpose of security.
Watchesshall be carried out based on the following BRM and ERM requirements:
.1 proper arrangements for watchkeeping personnel shall be ensured in accordance with the situations;
.2 any limitation in qualifications or fitness of individuals shall be taken into account when deploying watchkeeping personnel;
.3 watchkeeping personnel shall understand their individual duties and department duties;
.4 watchkeeping personnel shall appropriately understand information and respond to information relevant to navigation received during watch, and appropriately share it with other departments;
.5 watchkeeping personnel shall maintain an exchange of appropriate communication with all departments;and
.6 watchkeeping personnel shall notify the master/chief engineer officer/officer in charge of watch duties without any hesitation when in any doubt as to what action to take in the interest of safety.
The officer in charge of watch shall not hand over the watch to the relieving officer if there is reason to believe that the latter is apparently not capable of carrying out the watchkeeping duties effectively, in which case the master/chief engineer officer shall be notified immediately.
If, at the moment of handing over the watch, an important operation is being performed it shall be concluded by the officer in charge of watch being relieved, except when ordered otherwise by the master or chief engineer officer.
Relieving officers of the watch shall take over the watch only when ensuringall members of their watch fully capable of performing their duties effectively.
Watchkeeping personnel shall not be assigned or undertake any other duties which could interfere with that task.
Watchkeeping personnel shall ensure important incidents occurring during the watch to be exactly recorded.
Chapter III Navigational Watch
Section 1 Watch arrangements
When deciding the composition of watchkeeping on the bridge, the following factors shall be taken into account to ensure safety of navigation:
.1 at no time shall the bridge be left unattended;
.2 weather conditions, visibility and different navigational requirements between daylight and darkness;
.3 in the proximity of navigational hazards which may make it necessary for the officer in charge of the watch to carry out additional navigational duties;
.4 working and operational condition of navigational aids such as ECDIS, radar or electronic position-indicating devices and any other equipment affecting the safe navigation of the ship;
.5 whether the ship is fitted with automatic steering;
.6 whether there are radio duties to be performed;
.7 unmanned machinery space & controls, alarms and indicators provided on the bridge, procedures for their use,and limitations;
.8 any unusual demands on the navigational watch that may arise as a result of special operational circumstances.
Section 2 Lookout
Ship master shall make adequate arrangements for navigational watch personnelfor keeping continuous proper lookout,takinginto account the following factors:
.1 visibility, state of weather and sea;
.2 traffic density and other activities occurring in the area in which the vessel is navigating;
.3 the attention necessary when navigating in or near traffic separation schemes;
.4 the additional workload caused by the nature of the ship‘s functions, immediate operating requirements and anticipated maneuvers;
.5 the fitness for duty of any crew members who are assigned as members of the watch;
.6 professional competence and experience of crewmembers;
.7 the familiarity with the ship’s equipment, devices, procedures, and maneuvering capability of deck officers on duty of watchkeeping;
.8 the availability of assistance to be summoned immediately to the bridge when necessary;
.9 the operational status of bridge instrumentation and controls, including alarm systems;
.10 rudder and propeller control and ship maneuvering characteristics;
.11 the size of the ship and the field of vision available from the conning position;
.12 the configuration of the bridge, to the extent that such configuration might inhibit a member of the watch from detecting by sight or hearing any external development; and
.13 any other relevant standard,procedure or guidance relating to watchkeeping arrangements and fitness for duty
The officer in charge of a navigational watch shall always keep a proper lookout and follow the requirements:
.1 maintaining continuous vigilance by sight and hearing as well as by all other available means, with regard to the current environment and situation;
.2 fully appraising the situation and the risk of collision, stranding and other dangers to navigation; and
.3 effectively detecting ships or aircraft in distress, shipwrecked persons, wrecks, debris and other hazards to safe navigation.
In a ship with a separate chart room the officer in charge of a navigational watch may visit the chart room, when essential, for a short period for the necessary performance of navigational duties, but shall first ensure that it is safe to do so.
The duties of the lookout and helmsperson are separate and the helmsperson shall not be considered to be the lookout while steering, except where an unobstructed all-round view is provided at the steering position and there is no impairment of night vision or other impediment to the keeping of a proper lookout.
The officer in charge of a navigational watch may be the sole lookout provided that all the following requirements are met:
.1 in daylight;
.2 assistance is immediately available to be summoned to the bridge when any change in the situation so requires.
.3 full accounts have been taken of all relevant factors for safety, including:
..1 state of weather and visibility;
..2 traffic density
..3 proximity to dangers to navigation;
..4 the attention necessary when navigating in or near traffic separation schemes; and
.5 other factors of hazardous conditions affecting navigation.
At least one deck rating shall be arranged to assist the officer in keeping a navigational watch at night.
Section 3 Taking over the watch
Prior to taking over the watch, relieving officers shall satisfy themselves as to the ships estimated or true position and confirm its intended track, course and speed, and the working conditions of UMS controls as appropriate and shall note any dangers to navigation expected to be encountered during their watch.
Relieving officers shall not take over the watch until their vision is fully adjusted to the light conditions.
The officers handing and taking over the watch shall personally satisfy themselves regarding the following:
.1 standing orders and other special instructions of the master relating to navigation of the ship;
.2 position, course, speed and draught of the ship;
.3 prevailing and predicted tides, currents, weather, visibility and the effect of these factors upon course and speed;
.4 procedures for the use of main engines to maneuver when the main engines are on bridge control; and
.5 navigational situations, including, but not limited to:
.5.1 the operational condition of all navigational and safety equipment being used or likely to be used during the watch;
.5.2 the discrepancies between gyro and magnetic compasses;
.5.3 the presence and movement of ships in sight or known to be in the vicinity;
.5.4 the conditions and hazards likely to be encountered during the watch; and
.5.5 the possible effects of heel, trim, the change of water density and squat on under-keel clearance.
Section 4 Performing thenavigational watch
The officer in charge of the navigational watch is responsible for the safe navigation of the ship,and shall conduct ship handling and avoidance maneuvers in accordance with the International Regulations for Preventing Collisions at Sea,1972 as well as other rules and regulations for safe navigation.
The officer in charge of the navigational watch shall:
.1 keep the watch on the bridge, and in no circumstances leave the bridge;
.2 continue to be responsible for the safe navigation of the ship,despite the presence of the master on the bridge, until informed specifically that the master has assumed that responsibility; and
.3 give all watchkeeping personnel appropriate instructions and information for keeping of a safe watch.
Every ship shall proceed at a safe speed. In cases of need, the officer in charge of the navigational watch shall not hesitate to use the helm, engines and sound signaling apparatus. However, timely notice of intended variations of engine speed shall be given where possible or effective use made of UMS engine controls provided on the bridge in accordance with the applicable procedures.
Officers of the navigational watch shall have full knowledge of the handling characteristics of their ship under any draught, including its stopping distance, and shall appreciate that other ships may have different handling characteristics.
The officer in charge of the navigational watch shall have full knowledge of the location and operation of all safety and navigational equipment on board the ship, shall have full knowledge of the operation of the electronic navigational aids equipped and shall be aware and take account of the operating limitations of such equipment.
During the watch, the course steered, position and speed shall be checked at sufficiently frequent intervals by means of any navigational aids available, to ensure that the ship follows the planned course and the echo-sounder shall be used, as appropriate.
The officer in charge of the navigational watch shall take frequent and accurate compass bearings and distances of approaching ships as a means of early detection of collision. The VHF radio shall be used, as appropriate, so as to coordinate means of collision avoidance.
The officer in charge of the navigational watch shall carry out operational tests on shipboard navigational equipment provided that on each such occasion:
.1 prior to port arrival and departure；
.2 before any hazard affecting navigation is expected.
Operational tests shall be carried out at sea as frequently as practicable and possible, where circumstances permit.
The tests shall be recorded.
The officer in charge of the navigational watch shall make regular checks to ensure that:
.1 the person steering the ship or the automatic pilot is steering the correct course;
.2 the standard compass error is determined at least once a watch and, when possible, after any major alteration of course; the standard and gyro-compasses are frequently compared and repeaters are synchronized with their master compass; any big error shall be notified to the master;
.3 the automatic pilot is tested manually at least once a watch;
.4 the navigation and signal lights and other navigational equipment are functioning properly;
.5 the radio equipment is functioning properly and kept on watchin accordance with requirements; and
.6 the UMS controls, alarms and indicators are functioning properly.
With a ship under automatic steering, the officer of thenavigational watch shall take into account:
.1 the need to station a person to steer the ship and to put the steering into manual control in good time to deal with any potential dangers which might occur at any time.
.2 the danger to allow a situation where the officer in charge of the navigational watch is without assistance and has to break the continuity of the lookout in order to take emergency action.
The changes of manual and automatic steering shall be determinedby the officer of the navigational watch.
The officer of the navigational watch shall be familiar with the use of radar and shall:
.1 use radar whenever restricted visibility is encountered or expected, and in congested waters, having due regard to its limitations,and in compliance with the provisions of the International Regulations for Preventing Collisions at sea,1972, as amendedwith regard to the use of radar;
.2 ensure that the range scales employed are changed at sufficiently frequent intervals so that echoes are detected as early as possible, and bear in mind that poor and small echoes may escape detection;
.3 whenever radar is in use, select an appropriate range scale,observe the display carefully, and ensure that plotting or systematic analysis shall be YES in ample time; and
.4 carry out radar practicesin clear weather, when possible.
The officer in charge of thenavigational watch shall notify the master immediately of the followings. The master shall be on the bridge upon the notification. If necessary,the master shall take the command directly:
.1 if restricted visibility is encountered or expected;
.2 if the traffic conditions or the movements of other ships are causing concern;
.3 if difficulty is experienced in maintaining course;
.4 on failure to sight land, or a navigation mark or to obtain soundings by the expected time;
.5 if, unexpectedly,land or a navigation mark is sighted or a change in soundings occurs;
.6 on breakdown of the engines, propulsion machinery remote control, steering gear or any essential navigational equipment, alarm or indicator;
.7 if the radio equipment malfunctions;
.8 in heavy weather, if in any doubt about the possibility of weather damage;
.9 when finding personsor ships in distress,orother ships in need of assistance; and
.10 in any other emergency or if in any doubt.
Notifying the master without delay,the officer in charge of the navigational watch shall,in addition,not hesitate to take immediate action for the safety of the ship, where circumstances so required.
Section 5 Watchkeeping under Different Conditions
When restricted visibility is encountered or expected, the officer in charge of the navigational watch shall:
.1 sound fog signals;
.2 proceed at a safe speed; and
.3 havethe engines ready for immediate maneuver;
.4 inform the master;
.5 post a proper lookout;
.6 exhibit navigation lights; and
.7 operate and use the radar.
In hours of darkness, the master and the officer in charge of the navigational watch, when arranging lookout duty, shall have due regard to the bridge equipment and navigational aids available for use, their limitations,circumstances and conditions of the navigational areas at the time and procedures and safeguards implemented.
The master shall enter the sailing instructions and the cautions or other important arrangements clearly into the Master’s Night Orders Book. The officer in charge of thenavigational watch shall comply with such instructions as contained therein.
In coastal and congested waters, the largest scale chart on board, suitable for the area and corrected with the latest available information, shall be used. After determining no collision risk, fixes shall be taken at frequent intervals, and shall be carried out by more than one method whenever circumstances allow.
When using ECDIS, appropriate usage code （scale） electronic navigational charts shall be used and the ship’s position shall be checked by an independent means of position fixing at appropriate intervals.
The officer in charge of the navigational watch shall positively identify land marks and relevant navigation marks.
The presence of the pilot on board shall, despite their duties and obligations, not relieve the master or officer in charge of thenavigational watch from their duties and obligations for the safety of the ship. The master and the pilot shall exchange information regarding navigation procedures, local conditions and the ship’s characteristics. The master and/or the officer in charge of thenavigational watch shall co-operate closely with the pilot and maintain an accurate check on the ship’s position and movement. The master shall point out any mistakes in the pilot’s actionsin duetime and, if necessary, correctitimmediately.
The master shall inform the pilot of his absence from the bridge for a short time, and assign an officer to take charge. If in any doubt as to the pilot’s actions or intentions, the officer in charge of the navigational watch shall seek clarification from the pilot and, if doubt still exists, shall notify the master immediately and take necessary action whatsoever before the master arrives.
While at anchor, the officer in charge of the navigational watch shall:
.1 determine the ship’s position as soon as the anchor is dropped, plot the anchor position, and establish the scope of swing on the chart, have tidal condition, direction of current,depth of water, nature of sea bottom, environmental conditionsand local weather condition entered in the deck log-book.
.2 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;
.3 ensure that a proper lookout is maintained,and shall:
..1 pay attention toships at anchor in the vicinity,especially thoseto windward （or upstream）so as to prevent anchor dragging from imperiling the safety of own ship;
..2 keep an adequate safe distance between the anchor positions of the incomingship and own ship. If too close, the incomingship shall anyway be informed and the master of own ship be notified;
..3 watch closely the movements of passing ships,or anchoring ships who are weighing and drawing away the berth in the vicinity. If the distance is too close to threaten own ship, all signals shall be used or exhibitedto alertthe ships.
.4 make rounds to inspect the ship at appropriate intervals, and pay attention to the draught, under-keel clearance and the general state of the ship;
.5 observe meteorological and tidal conditions and the state of the sea, pay attentionto anchor position, strain on anchor chain, sheer of the ship, especially at turn of tide, observe turning of the ship and movementsof ships around and take urgent measures, if necessary, to prevent dangers or accidents due to dragging anchor by own ship or other ships;
.6 when a close-quarters situation occurs dueof dragging anchor byown ship or other ships,or too close distance between own ship and passing ships, take all effective measures without delay to avoid or reduce losses and notify the master immediately.
.7 at anchor in an area where a strong current exists or encounters heavy weather, in addition to following the master’s instructions, also fix the anchor position at regular intervals, inspect around the deck periodically, check the anchor chain and the chain stopper to see if they are in good working order, and supervise the deck rating on watch to check anchor chain, chain stopper and anchor equipment once each hour;
.8 supervise the deck rating on watch to hoist and haul down flag and anchor ball, switch on and off anchor lights and deck lightson time, exhibit the appropriate lights and shapes and sound appropriate signals in accordance with all applicable regulations;
.9 if visibility deteriorates, comply with the relevant rules of the International Regulations for Preventing Collisions at sea,1972,as amended, keep a good lookout, sound fog signals, turn on the anchor lights and all deck lights and notify the master;
.10 while handling cargo, pay attention to the lines, fenders and the rope ladders of the ships and barges alongside and all other safety measures in addition to performing the duties of cargo operation watchkeeping on ships moored alongside wharves;
.11 in view of condition of the anchorage and the relevant regulations, keep a listening watch on the specified frequency on VHF radio; and
.12 strictly comply with applicable pollution regulations and take effective measures to protectthe environment from pollution byships.
If the master considers it necessary, a continuous navigational watch shall be maintained at anchor.
Chapter IV Engineering Watch
Section 1 Watch Arrangements
The composition of an engineering watch shall, 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.
When deciding the composition of the engineering watch, the following criteria, inter alia, shall be taken into account:
.1 maintaining the normal operationsof the ship;
.2 the type of ship and the type and condition of the machinery;
.3 the adequate supervision, at all times, of machinery affecting the safe operation of the ship;
.4 any special modes of operation dictated by conditions such as weather, ice, contaminated water, shallow water, emergency conditions, damage containment or pollution abatement;
.5 the qualifications and experience of the engineering watch;
.6 the safety of life, ship, cargo and port, and protection of the environment; and
.7 the observance of international, national and local regulations.
Section 2 Taking Over the Watch
Prior to taking over the engineering watch, relieving officers shall satisfy themselves regarding at least the following:
.1 the standing orders and special instructions of the chief engineer officer relating to the operation of the ship’s systems and machinery;
.2 the nature of all work being performed on machinery and systems, the personnel involved and potential hazards;
.3 the condition and level of water or residues in bilges, ballast tanks, slop tanks, reserve tanks, fresh water tanks, sewage tanks, lubricating oil tanks and any special requirements for use or disposal of the contents thereof;
.4 the condition and level of fuel in the reserve tanks, settling tank, day tank and other fuel storage facilities;
.5 any special requirements relating to sanitary system disposals;
.6 the condition and mode of operation of the various main and auxiliary systems, including the electrical power distribution system;
.7 the condition of monitoring and control console equipment, and which equipment is being operated manually;
.8 the condition and mode of operation of automatic boiler controls and other equipment related to the operation of steam boilers;
.9 any potentially adverse conditions resulting from bad weather, ice, or contaminated or shallow water;
.10 any special modes of operationand emergency response actionsdictated by equipment failure or adverse ship conditions;
.11 the assignment ofduties forengine-room ratings;
.12 the availability of fire-fighting appliances; and
.13 the state of completion of engine-room log.
The relieving officer shall not take over all engineering watch unless the log readings are satisfied and correspond with those observed.
Section 3 Performing an engineering watch
The officer in charge of theengineering watch is the chief engineer officer’s representative and is primarily responsible 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, and ensures safe watchkeeping.
The officer in charge of the engineering watch shall ensure that the established watchkeeping arrangements are maintained and that, under direction, engine-room ratings, if forming part of the engineering watch, assist in the safe and efficient operation of the propulsion machinery and auxiliary equipment.
The officer in charge of the engineering watch shall 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.
All members of the engineering watch shall be familiar with their assigned watchkeeping duties. In addition, every member shall, with respect to the ship they are serving in, haveknowledge of:
.1 the use of appropriate internal communication systems;
.2 the escape routes from machinery spaces;
.3 the engine-room alarm systems and be able to distinguish between the various alarms; and
.4 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.
At the commencement of the engineering watch, the current operational parameters and conditions of all machinery shall be verified, analyzed and kept within the normal range.
The officer in charge of the engineering watch shall ensure that adequate rounds of the machinery and steering, gear spaces are made for the purpose of detecting malfunctions and damages, and take any necessary corresponding action.
Any machinery not functioning properly, expected to malfunction or requiring special service, shall be noted along with any action already taken. Plans shall be made for any further action, if required.
When the machinery spaces are in the manned condition,the officer in charge of theengineering watch shall be readily capable of operating the propulsion equipment in response to needs for changes in direction or speed.
When the machinery spaces are in the periodic unmanned condition, the designated duty officer in charge of theengineering watch shall be immediately available to attend the machinery spaces upon warning or anycall.
All bridge orders shall be promptly executedby theofficer in charge of the engineering watch. Changes in direction or speed of the main propulsion units shall be recorded. The officer in charge of the engineering watch shall ensure that the main propulsion unit controls, when in the manual mode of operation, are continuously attended under stand-by or maneuvering conditions.
Due attention shall be paid by the officer in charge of theengineering watch 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.
The chief engineer officer shall ensure that the officer in charge of theengineering watch is informed of all preventive maintenance, damage control, or repair operations to be performed during an engineering watch.
The officer in charge of an engineering watch shall be responsible for the isolation, bypassing and adjustment of all machinery under the responsibility of the engineering watch that is to be worked on, and shall record all work carried out.
When the engine-room is put in a stand-by condition, the officer in charge of theengineering watch shall ensure that all machinery and equipment which may be used during maneuvering is in a state of immediate readiness and that an adequate reserve of power is available for steering gear and other requirements.
Officers in charge of an engineering watch shall 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.
Officers in charge of theengineering watch shall ensure that the machinery space watch is under continuous monitoring, and shall arrange for substitute personnel in the event of the incapacity of any engineering watch personnel.
The officer in charge of theengineering watch shall take the action necessary to contain the effects of damage resulting from equipment breakdown, fire, flooding, rupture, collision, stranding, or other cause.
The officer in charge of the engineering watch shall cooperate with any engineer in charge of maintenance work during all preventive maintenance, damage control or repairs. This shall include,but not necessarily be limited to:
.1 isolating machinery to be worked on for the watch and allowing access necessary for the watch;
.2 adjusting the remaining plant to function adequately and safely during the maintenance period;
.3 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
.4 testing, adjustingand putting into service, when necessary, the repaired machinery or equipment.
The officer in charge of the engineering watch shall ensure that any engine-room ratings who perform maintenance duties are available to assist in the manual operation of machinery in the event of automatic equipment failure.
The officer in charge of the engineering watch shall bear in mind that loss ofspeed, resulting from machinery malfunction, or any loss of steering, may imperil the safety of the ship and life at sea. The bridge shall 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, shall 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.
The officer in charge of theengineering watch shall, upon the following cases, notify the chief engineer officer without delay and take corresponding action:
.1 when engine damage or a malfunction occurs which may be such as to endanger the safe operation of the ship;
.2 when any malfunction occurs which, it is believed, may cause damage or breakdown of propulsion machinery, auxiliary machinery or monitoring and governing systems; and
.3 in any other emergency or if in any doubt as to what decision or measures to take.
The officer in charge of theengineering watch shall give the watchkeeping personnel 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, shall be set up as an integral part of the watch routine.
The repair maintenance involving repairs to mechanical,electronic and electrical, hydraulic or pneumatic equipment throughout the ship shall be performed with the cognizance of the officer in charge of theengineering watch and chief engineer officer. These repairs shall be recorded.
Section 4 Engineering Watchkeeping under Different Conditionsand in different areas
The officer in charge of theengineering watch shall ensure that permanent air or steam pressure is available for sound signals and that at all times bridge orders relating to changesin speed or direction of operation are immediately implemented and, in addition, that auxiliary machinery used for maneuvering is readily available.
The officer in charge of the engineering watch shall ensure that all machinery involved with the maneuvering of the ship can immediately be placed in the manual mode of operationwhen notified that the ship is in congested waters. The officer in charge of the engineering watch shall also ensure that an adequate reserve of power is available for steering and other maneuvering requirements. Emergency steering and other auxiliary equipment shall be ready for immediate operation.
When a ship is at anchor in an open roadstead or in an unsheltered waters, the engineer officer in charge of the engineering watch shall ensure that:
.1 an efficient engineering watch is kept;
.2 periodic inspections are made of all operating and stand-by machinery;
.3 main and auxiliary machinery is maintained in a state of readiness in accordance with orders from the bridge;
.4 measures are taken to protect the environment from pollution by the ship, and that applicable pollution-prevention regulations are complied with; and
.5 all damage-control and fire-fighting systems are in readiness.
At an unsheltered anchorage the chief engineer officer shall consult with the master whether or not to maintain the same engineering watch as when under way.
Chapter V Radio Watch
Section 1 Radio Operator
Shipping companies, masters, radio watchkeeping personnel and radio operators in ships equipped with GMDSS as required shall comply with the provisions of this Chapter.
Ship radio equipment shall be operated under control of the radio operator holding the appropriate Certificates of Competency （CoC）. A distress alert shall only be sent upon the approval of the master.
Section 2 Watch Arrangement
In deciding the arrangements for the radio watch, the master shall:
1. ensure that the radio watch is maintained in accordance with the relevant provisions of the Radio Regulations and the SOLAS Convention, 1974, as amended;
2. ensure that radio watchkeeping are not affected by radio traffic not relevant to the safe movement of the ship and safety of navigation; and
3. take into account the radio equipment fitted on board and its operational status.
Section 3 Performing the Radio Watch
The radio operator performing radio watchkeeping duties shall:
.1 ensure that watch is maintained on the frequencies specified in the Radio Regulations and the SOLAS Convention, 1974, as amended;
.2 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 the equipment;
.3 check radio clock in accordance with the standard time signal not less than one time everyday; and
.4 prohibit start-up and repair of any radio transmitting equipment under the instructions of the master or the officer in charge of the watchkeeping within the port limits where the Port State stipulates that radio transmitter shall be not allowed to start up, or while handling and cleaning volatile inflammable and explosive goods.
Prior to departing from a port, the radio operator designated as having primary responsibility for radiocommunications during distress incidents shall ensure that:
.1 all distress and safety radio equipment and the reserve source of energy are in an efficient working condition, and record them in the radio log;
.2 all documents required by international conventions, notices to ship radio stations and additional documents required by China MSA are available and updated in accordance with the latest information received, and that any discrepancy shall be notified to the master;
.3 the radio clock is accurately set in accordance with the standard time signal;
4. antennae are undamaged and properly connected; and
5. update,as far as possible, the latest weather and navigational warning information for the area where the ship will be navigating, as well as those for other areas requested by the master, and give all the information to the master.
When leaving a port and opening the radio equipment, the radio operator on watch shall keep 1istening on the appropriate distress frequencies and transmit reports to the Ship Reporting System according to the instructions of the master.
While at sea, the radio operator on watch designated as having primary responsibility for radio communications during distress incidents shall ensure the proper functioning of radio equipment by means of regular tests and the results of these tests shall be recorded in the radio log.
The radio operator on watch designated to handle general communications shall have regard to the position of the ship in relation to those coast radio stations and to coast earth stations from which traffic may be expected and ensure that an effective watch is maintained on those frequencies on which communications are likely to be exchanged. When exchanging traffic, radio operators on watch shall follow the relevant ITU recommendations.
When closing the station on arrival at a port, the radio operator on watch shall ensure that the transmitting antennae are earthed, and that the reserve sources of energy are safe and sufficiently charged.
The distress alert or distress call has absolute priority over all other transmissions. Any radio equipment which receives such signals shall immediately cease all transmissions interfering with distress communications.
The radio operator on watch shall, on receiving a distress alert, notify the master immediately.
In case of own ship in distress or on receiving a distress alert , the radio operator designated as having primary responsibility for radio communications during distress incidents shall immediately take measures in accordance with the procedures of the Radio Regulations.
The radio operator on watch shall maintain the radio records in compliance with the requirements of the Radio Regulations and the SOLAS Convention, 1974, as amended. The following shall be recorded:
1. a summary of distress, urgency and safety radio communications;
2. important incidents relating to the radio service;
3. a summary of the condition of the radio equipment, including its sources of energy.
Where appropriate, the position of the ship may be recorded at least once per day.
The radio logs shall be kept and be made available:
1. for record of distress communications operation;
2. for inspection by the master; and
3. for inspection by any authorized official of China MSA or by a duly authorized officer of any contracting party.
Chapter VI Watchkeeping in Port
Section 1 General Provisions
On the ship moored or safely at anchor in port, the master shall 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.
The master shall ensure sufficient seafarers familiar with operation to be on watch and necessary equipment to be arranged in accordance with mooring or anchorage conditions, type of the ship and features of the watch.
Arrangements for keeping a deck watch when the ship is in port shall at all times be adequate to:
.1 ensure the safety of life, the ship, the cargo, the port and the environment;
.2 ensure the safe operation of all machinery related to cargo operation;
.3 observe international conventions, national and local rules and regulations; and
.4 maintain order and the normal routine of the ship.
When a ship is moored, the composition of the personnel in charge of the deck watch shall include at least one officer and one deck rating.
The chief engineer officer, in consultation with the master, shall ensure engineering watchkeeping arrangements are adequate to maintain a safe engineering watch.
When deciding the composition of the engineering watch, the following points are among those to be taken into account:
.1 there shall always be an officer in charge of the engineering watch;
.2 on ships of 750 kW propulsion power and over, there shall at least be one engineering rating to assist the officer in charge of the engineering watch.
Officers, while in charge of an engineering watch, shall not undertake any task or duty which would interfere with their supervisory duty in respect of the ship’s machinery system.
Section 2 Performing the Deck Watch
In port, the officer in charge of the deck watch shall:
.1 have full knowledge of movements of all persons on board, make rounds to inspect the ship, cargo handling spot and the working location at appropriate intervals; pay attention to the safety of the personnel engaged in working aloft, overboard and in enclosed spaces, monitor the watchkeeping personnel to keep their posts and keep all posts communicating smoothly;
.2 monitor the deck ratings on watch to hoist or haul down the national flag on time, turn on or turn off lights, exhibit the appropriate lights and shapes;
.3 make rounds to inspect gangway, anchor chain, gangplank and safety nets at appropriate intervals, adjust mooring lines timely; especially in berths with a large tide range, give particular inspection, if necessary, take measures to ensure that the mooring equipment is in safe working condition;
.4 pay attention to the draughts, under-keel clearance and the general state of the ship;
.5 in view of type of the ship and requirements for the stowage plan, be responsible for the contact and coordination between the port and the ship, supervise the safety and quality of cargo handling, have full knowledge of the progress of loading and unloading, deal with the problems in cargo handling, prevent the operation against the relevant rules and regulations, pay attention to the weather and sea state, open and close the hatches without delay, supervise and instruct on the spot during handling dangerous cargo class I, heavy cargo and valuable cargo;
.6 listen to weather reports at regular intervals, and on receiving a heavy weather report, take necessary action to protect persons on board, the ship and cargo;
.7 according to the instructions of the master and the chief mate, or where appropriate, inform the engine-room to pump in and out or adjust the ballast water, pay attention to the ship’s stability; check the sounding record of bilges, ballast tanks and fresh water tanks, monitor the replenishment of fresh water and stores, notify the engine room of the arrival of bunker barge, and protect the ship from fire;
.8 in an emergency threatening the safety of the ship, raise the alarm, inform the master, take measures to prevent any damage to persons on board, the ship and cargo and, if necessary, request assistance from the shore authorities or ships in the vicinity;
.9 be aware of the ship’s stability condition so that, in the event of fire, the fire-fighting authority may be advised of the approximate quantity of water that can be pumped on board without endangering the ship;
.10 when the ship is to carry out the hot work and repair work, take necessary precautions;
.11 prohibit discharging any waste oily water, garbage and wastes into the mooring area and take every precaution to prevent pollution of the environment by the ship;
.12 observe the passing ships, keep a lookout on the spot when another ship is alongside, berthing ahead of or astern of own ship and take applicable safety action, when an accident occurs, take a note of the ship’s name, nationality, port of registry and details of the accident, and notify the master;
.13 offer assistance to ships and persons in distress; and
.14 before the main-engine is put on trial, ensure that there are no obstacles around the propeller, no other ships will be affected, no damage to gangway, platform, lines, cargo gear or the port facilities, and take appropriate precautions.
Section 3 Performing the Engineering Watch
In port, officers in charge of the engineering watch shall:
.1 observe all orders, special operating procedures and regulations concerning prevention of hazardous conditions;
.2 monitor the ship’s machinery, instrumentation and control systems;
.3 observe the pollution regulations of the local authorities and take measures such as techniques, methods and procedures to protect the environment from pollution by the ship;
.4 check the changes of level in the bilges;
.5 in emergencies, raise the alarm when the situation so demands, and take all possible measures to prevent damage to the ship, persons on board and cargo;
.6 be aware of the deck officer’s needs relating to the equipment required in loading or unloading of the cargo and the additional requirements of the ballast and ship stability control systems;
.7 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;
.8 ensure that the necessary precautions are taken, within their area of responsibility, to prevent accidents or damage to electrical, electronic, hydraulic, pneumatic and mechanical systems of the ship;
.9 ensure that all important events affecting the operation, adjustment or repair of the ship’s machinery are satisfactorily recorded.
Section 4 Taking Over the Deck Watch
Prior to taking over the deck watch, the relieving officer and the officer in charge of the deck watch shall make rounds to inspect the ship and the surroundings.
The relieving officer shall be informed by the officer in charge of the deck watch as to the following:
.1 relevant contents recorded in the ship’s log-book and the Berthing Record Book, the company’s instructions and the master’s orders and the contact affairs including ship’s being visited and external communications;
.2 the weather, the tide, the depth of the water at the berth, the ship’s draught, the securing of the moorings, the arrangement of anchors and the scope of the anchor chain, the ship’s turning at the turn of the tide, the state of main engines and their availability for emergency use and other information concerning the safety of the ship;
.3 all work to be performed on board the ship, including the stowage plan, the requirements of the chief mate, the progress of the cargo operation, the number of hatches for the cargo operation and gangs for the work, the separation and the dunnage of the cargo, the quality of the cargo operation, the condition of the cargo gear, dangerous goods and heavy cargo, and their precautions and emergency measures to be taken, valuable goods, deck watch situation and the contact with the harbor authorities.
.4 the level of water in bilges, ballast tanks, and fresh water tanks and the replenishment of bunker and fresh water;
.5 the state of fire-fighting appliances;
.6 the signals being exhibited from the port and own ship, the lights and shapes exhibited and the signals sounded, the special regulations of the port, the method of communication with the port in the event of emergency or assistance being required;
.7 the number and status of crew members present on board;
.8 the item, quality, progress and the safety measures taken for maintenance work;
.9 the state of the ships and barges alongside, the movement of ships at anchor around;
.10 Special requirements of the ports; and
.11 any other circumstances of importance to the safety of the ship, its crew, cargo or protection of the environment from pollution and the procedures for notifying the appropriate authority of any environmental pollution resulting from ship’s activities.
The relieving officer, before assuming charge of the deck watch, shall verify that:
.1 the securing of moorings and anchor chain is adequate;
.2 they are aware 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;
.3 the appropriate signals, lights or shapes are properly exhibited or sounded;
.4 safety measures and fire protection regulations are being maintained; and
.5 no external conditions or circumstances imperil the ship and that it does not imperil others.
In case of any doubt in taking over the watch, the relieving officer and the officer in charge of the deck watch shall notify the chief mate or the master.
Section 5 Taking Over the Engineering Watch
Prior to taking over the engineering watch, the relieving officer shall be informed by the officer in charge of the engineering watch as to:
.1 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;
.2 the nature of all work being performed on machinery and systems on board ship, personnel involved and potential hazards;
.3 the level and condition 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;
.4 any special requirements relating to sanitary system disposals;
.5 the condition and state of readiness of fire-extinguishing equipment and fire-detection systems;
.6 authorized repair personnel or assistant repair personnel on board engaged in engineering activities, their work locations and repair functions and other authorized persons on board;
.7 any special port regulations pertaining to ship effluents, fire-fighting requirements and ship readiness;
.8 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;
.9 any other circumstance of importance to the safety of the ship, its crew, cargo or the protection of the environment from pollution; and
.10 the procedures for notifying the appropriate authority of environmental pollution resulting from engineering activities.
The relieving officer, before assuming charge of the engineering watch, shall satisfy themselves that they are fully informed by the officer being relieved, as outlined above; and:
.1 be familiar with existing and potential sources of power, heat, sources of water and lighting and their distribution;
.2 know the availability and condition of ship’s fuel, lubricants and all water supplies; and
.3 be ready to prepare the ship and its machinery for emergency conditions as required.
Section 6 Cargo Watch
Shipping companies shall establish guidance to ensure safety of cargo operations.
Officers in charge of planning and conducting cargo operations shall ensure that such operations are carried out safely through the control of the specific risks.
When carrying hazardous, environment-polluting or health-threatening cargoes onboard, ship master shall ensure that safe watchkeeping arrangements are maintained.
On ships carrying hazardous cargo in bulk, safe watchkeeping shall be maintained by the ready availability on board of at least a deck officer and an engineering officer, and ratings where appropriate.
On ships carrying hazardous cargo other than in bulk, the master shall take full account of the nature, quantity, packing and stowage of the hazardous cargo and of any special conditions on board, afloat and ashore.
Chapter VII Provisions for Communication between the Bridge and the Engine-Room
Section 1 Prior to Sailing
The master shall notify the chief engineer officer of the expected departure time 24 hours in advance. If the ship stays in a port less than 24 hours, the chief engineer officer shall be informed of the expected departure time as soon as the ship arrives at the port. The chief engineer officer shall notifythe master ofthe condition of main mechanical and electrical equipment and the amount offuel, lubricants, and boilerwater remaining on board.If the time of departure is amended, the change shall be made without delay.
One hour prior to sailing, the officer in charge of the navigationalwatch together with the officer in charge of the engineering watch shall check the ship’s clock and telegraph, test the rudder and then enter respectively in the ship’s log-book, engine-room log-book and bell book.
Prior totrial-run of the main engine, the officer in charge of theengineering watch shall get the consent fromthe officer in charge of thenavigational watch. When the main engine is on standby, the engine room shall notify the bridge.
Section 2 At Sea
Before being relievedeach watch, the officer in charge of the engineering watch shall inform the officer in charge of the navigational watch of the revolutions per minute of the main engine and the temperature of sea water. The officer in charge of the navigational watch shall inform the officer in charge of the engineering watch of the average sailing speed, wind direction and force during his watch. Both officers shall enter all the above respectively in the ship’s logbook and engine-room logbook. The bridge and the engine room shall check the clocksevery noon and exchange noon reports.
When the engine is required to be on standby because of leaving or enteringaport, passing through a narrow channel, shoal and dangerous area or anchoring, the bridge shall notify the engine room in advance. In cases of contingencies such as fog or storm, the officer in charge of theengineering watch shall get the main engine ready as soon as possible upon notification.
If hazardous weatheris expected to come, the master shall duly notify the chief engineer officer to get everything ready.
If the ship anchors for a short time while waiting for pilot, tide or berth, the officer in charge of thenavigational watch shall notifythe officer in charge of theengineering watch without delay.
If the ship is unable to comply with the navigational orders due tomechanical failure, the chief engineer officer shall take command of the emergency repair and request the bridge to report it to the master.The time of the occurrence and the time of recovery and other relevant events shall be enteredinto the ship’s log-book and engine-room log-book.
The master’s approval shall be obtained before the engine is stopped.But in emergency, when the main engine or the lives of the personnel would be imperiled without stopping the engine, the chief engineer officer may give his order to stop the engine immediately and then notify the bridgewithout delay.
The officer in charge of the engineering watch shall inform the bridge in advance if a temporary stoppage of electricity is needed due to the changing-over or paralleling of generators.
In any emergency, the officer in charge of the engineering watch shall take action immediately according to the signals sent by the bridge, and provide water,air, steam and electricity etc. as required.
The officer in charge of thenavigational watch and the officer in charge of the engineering watch shall observe the various engine speeds agreed by the master and the chief engineer officer unless otherwise expressly instructed.
Prior to the arrival at a port, the main engine shall be tested for stopping and reversing. When unmanned engine-room is required to be manned as necessary, the bridge shall notify the duty engineer officer.
Prior to the arrival at a port, the chief engineer officer shall notify the master of the amount of oils remaining on board.
Section 3 At Berth
After arrival at a port, the master shall inform the chief engineer officer of the expected movements of own ship so as to arrange for the work. If there is a change in the movements, an update shall be made promptly. The chief engineer officer shall obtain the consent from the master in terms of the measures to be taken and the time needed before working on the equipment that would affect the start-up of the main engine.
The officer in charge of thedeckwatch shall notify the officer in charge of theengineering watch of the cargo operationsat any time to ensure safe power supply. Before loading and unloading heavy cargo or special type of dangerous goods,or using heavy derrick, the chief mate shall informthe chief engineer officer of arranging for a person to check the winchesand, if necessary, ofarrangingfor a person to keep a watch.
If the normal work in the engine-room is affected by ship’s heavy listingdue tocargo operations, the chief engineer officer shall advise the chief mate or the officer in charge of deck watch to take effective measures to overcome the listing.
An effective system of contact including written notices and appropriate records shall be established between the deck department and the engine department to deal with the adjustment of the ship‘s ballast and any operation related to marine pollution.
Before replenishing bunker, the chief engineer officer shall notify the chief mate of theamount ofoils remaining on board, the tanks to be replenished and the quantity to be replenished for each tank in order to calculate the stability and draft, and adjust the trim if required.
Chapter VIII Watch Guarantee
The shipping company and the master shall take effective measures againstthe danger posed by fatigue of seafarers.
Unlessan emergency or other overriding operationalconditions, all persons who are assigned duty as officer in charge of a watch or as a rating forming part of a watch, and those whose duties involve designated safety, prevention of pollution and security duties shall be provided with a rest period meeting the following requirements:
.1 a minimum of 10 hours of rest in any 24-hour period;
.2 a minimum of 77 hours of rest in any 7-day period;
.3 the hours of rest may be divided into no more than two periods, one of which shall be at least 6 hours in length, and the intervals between consecutive periods of rest shall not exceed 14 hours.
Masters may allow exceptions from the required hours of rest in A120.2 and .3, provided that the rest period is not less than 70 hours in any7-day period.
Notwithstanding the provisions of A120.2,such exceptional arrangements shall not be extended for more than two consecutive weeks;the intervals between two periods of exceptions shall not be less than twice the duration of the exception.
Notwithstanding the provisions of A120.3,the hours of rest may be divided into no more than three periods, one of which shall be at least 6 hours and none of the other two periods shall be less than one hour in length;the intervals between consecutive periods of rest shall not exceed 14 hours;and exceptions shall not extend beyond two 24-hour periods in any 7-day period.
Musters, fire-fighting, lifeboat drills, and drills prescribed by national laws and by international instruments, shall be conducted in a manner that minimizes the disturbance of rest periods and does not induce fatigue.
When a seafarers is on call, the seafarer shall have an adequate compensatory rest period if the normal period of rest is disturbed by call outs to work.
The master of a ship may suspend the schedule of hours of rest and require a seafarer to perform any hours of work necessary for the immediate safety of the ship, persons on board or cargo, or for the purpose of giving assistance to other ships in distress at sea until the normal situation has been restored.
As soon as practicable after the normal situation has been restored, the master shall ensure that any seafarers who have performed work in a scheduled rest period are provided with an adequate period of rest.
Watch schedules shall be posted where they are easily accessible on board the ship. The records of daily hours of rest of seafarers shall be maintained. Seafarers shall receive a copy of the records pertaining to them, which shall be endorsed by the master or by a person authorized by the master and by the seafarer.
The watch schedules and records of rest shall be established in the working language or languages of the ship and in English under the Guidance on the Format of Watch Schedules and Records of Rest of Seafarers of ILO and IMO.
The master shall take full account of the physiological characteristics of female seafarers and the relevant national regulations when making watch arrangements.
Seafarers shall not abuse alcohol. Thewatchkeeping personnel shallbe prohibitedfrom drinking alcohol within 4 hours prior to taking over a watch, and keep a limit of not greater than 0.05％ blood alcohol level （BAC） or 0.25mg/l alcohol in the breathduring the watch.
Seafarers shall nottake any drugwhich may affect theirability to perform thesafe watchkeeping.
Each shipping company shall establishpoliciesfor the purpose of preventing alcohol abuse and drug abuse. Seafarers found to be under the influence of drugs or alcohol should not be permitted to perform watchkeeping duties or duties that involve designated safety, prevention of pollution and security duties.
Chapter IX Legal Liability
A seafarer, inany of the following cases,shall be imposed a fine ranging from RMB1,000 to RMB10,000 by MSA;and if circumstances are serious,the Seafarers Service Book and Seafarer’s CoC shall be suspended for between 6 months and 2 years or revoked:
.1 failing to maintain a proper lookoutas required;
.2failing to carry out watchkeeping dutiesas required;
.3 failing to hand over or take over a watch as required;
.4 failing to proceed at a safe speed;
.5 failing to keep a listening watch on the navigation communicationsas required;
.6 failing to test and maintain ship’s equipments as required;
.7 failing to duly report discovering or occurrenceof accidents, security incidents or hazardsinterfering withthe navigational safety;
.8 failing to fill in or record ship statutory instruments as required;
.9 havingthe BAC level over the limit as required during the watchkeeping on board;
.10 taking forbidden drug that interrupt with the safe watchkeeping while performing seafarer’s duties on board; and
.11 other cases in violation of The Provisions.
The master, in any of the following cases, shall be imposed a fine ranging from RMB2,000 to RMB20,000 by MSA, and whose Certificate of Competency shall be suspended between 6 months and 2 years or revoked in case of serious circumstance:
.1 failing to ensure that there are sufficient qualified seafarers on board as required;
.2 failing to arrange proper watchkeeping as required;
.3 failing to ensure that the certificates, documents and relevant navigational data of the ship and seafarers are kept as required;
.4 failing to ensure the seaworthiness of the ship and the fitness for duty of seafarers at time of departure;
.5 failing to ensure that safe watchkeeping is maintained;
.6 failing to carry out watchkeeping on the bridge as required;
.7 other cases in violation of The Provisions.
Chapter X Supplementary Provisions
For the purpose of The Provisions, unless expressly provided otherwise:
.1 Seagoing ship means a ship of every type, power-driven or non-power-driven, sailing at sea or from rivers directly to the sea;
.2 Yacht means a ship defined in the Regulation on Safety Management of Yacht;;
.3 Shipping Company means shipping corporation in charge of safety and pollutionprevention, which include ship owner, operator, manager and bareboat charterer;
.4 Deck officers is a general designation of the chief mate, second officer, and third officer;
.5 Engineering officers is a general designation of the second engineer officer, third engineer officer and fourth engineer officer;
.6 Radio operator is a general designation of the first class GMDSS radio operator, the second class GMDSSradio operator, the GMDSS general operator, and the GMDSS restricted operator;
.7 Engineering watch means either one or a group of persons composing the watch or a period of responsibility for an engineer officer, during which his physical presence in the machinery spaces may or may not be required;
.8 Radio Regulation means ITU Radio Regulation as amended;
.9 Hours of work means time during which seafarers are required to work for ship;
10.Hour of Rest means time outside hours of work; this term does not include short breaks.
The Provisions is the minimum watchkeeping requirements for seafarers. A shipping company or a ship may establish the corresponding watchkeeping procedures and requirements in view of various voyages, types of ship or classes of ship, but not inferior to those outlined in The Provisions.
Corresponding procedures and requirementsshall be established for seagoing ships of less than 100 gross tonnage, with reference to The Provisions,where appropriate and practicable,and the protection of marine environment and the safety of ships of the same type as well as any other ships in the same sea area shall be taken into full account.
The watchkeeping for seafarers on board foreign ships entering the Chinese inland waters, territorial seas and waters under the jurisdiction of the People’s Republic of China shall be in compliance with the relevant provisions of the appropriate international conventions which China has contracted or acceded to.
The Provisions shall enter into force on 1st February 2013 and obsolete the Regulations on Watchkeeping of Seafarers for Seagoing Ships of the People’s Republic of China （Decree 1997-11 of MOT of PRC）accordingly.
（All information published in this website is authentic in Chinese. English is provided for reference only.）