The work of navigating offices goes on winter and summer day and night in calm
weather and install this applies equally whether engaged in passage planning
taking the watch or entering or leaving confined waters under pilotage it is
critical work as over 80% of insured losses due to collision grounding and
contact damage are said to arise from human error this program examines the
work of the officer of the watch during watch keeping
any shipping casualty whether it's by grounding collision or fire represents
an enormous cost to the maritime community in addition to the lives which
can be lost and the environmental damage which may be caused the burden of
increased insurance costs affects all ships
yet most shipping casualties are avoidable analysis of statistics shows
that up to 80% of losses are due to human error and that often means bridge
watchkeeping error bridge watchkeeping is the most important activity on board
a ship at sea while on watch the responsibility for the safety and
security of the ship and all those on board falls squarely on the watch
keeping officer this task requires good training a high standard of skills and
effective time management the prime task of the watch keeping officer is to
ensure that the ship is never put in a position of uncontrollable risk this
means always knowing the ship's situation and keeping a good lookout at
all times the officer will need to divide his time between various
activities which include navigation maintaining a radar watch and a lookout
manning levels on the bridge will depend on the type of passage and the type of
ship in busy coastal waters and in poor visibility there will be a need for
additional lookouts the principle is that the requirements
for safe navigation must come before all other operations on board every watch
keeper has known the moment when a routine watch has suddenly developed
into a critical situation to be able to respond effectively at that moment means
having followed the correct procedures up until then this starts by being fully
prepared at the beginning of the voyage officers need to know the companies and
the Masters Standing Orders they must also familiarize themselves with their
ship they need to know how to use the main engines and to understand the
operational limitations of the ship's propulsion and steering systems the
right way to start a watch is to get up on the bridge early
human once on the bridge the incoming watch
keeper must check the masters night orders relating to the passage
it is good practice to check the planned track for the entire watch this will
give an idea of what situations are likely to develop
being early will allow plenty of time for your eyes to become accustomed to
the light and to familiarize yourself with the ship situation
is any adverse weather forecast for the watch
during the handover the officer needs to check that all the navigational
equipment is functioning correctly
the outgoing watch keeping officer must be certain that the new watch keeper is
fit for duty so that the safety of the ship is being transferred into safe
hands the new watch keeper must not be under the influence of drink or drugs
more often fatigue may be a concern
if there is any doubt about an officer's ability to take his watch then the
master must be informed
you are taking shit the new watch keeper double checks the
radar and upper settings and the navigational instruments the handing
over watch keeper should give an assessment of the navigational situation
pointing out the systems being used any faults or errors indicating any traffic
that could be a threat the new watch keeper is told whether the steering is
set for manual or automatic the course being steered and compass error he must
confirm all these for himself in the Jaro compass it's repeaters and the
magnetic compass are checked and compared when both watch keepers are
satisfied that everything is as it should be then the new watch keeping
officer takes charge watch handover must never take place
during a manoeuvre or during a collision avoidance procedure normally the
outgoing watch keeper will remain on the bridge to complete the log the basis of
keeping a safe watch is to maintain a good grasp of the ship situation this
entails watching the surroundings as well as using the navigation of
instruments you must keep an all-around lookout in both sound vision and by
radar when the watch keeping officer is the only person on the bridge keeping a
good lookout is his first priority
if the workload on the officer grows to a point where he cannot keep an
effective lookout he must call for assistance in good time
lookouts must be available at all times to be called to the bridge if required
rather than leaving them to get on with the task all lookouts should be properly
briefed by the watch keeping officer
instructions should be given about what landmarks lights and boys to look out
for in addition to watching for other ships
a vital part of the watch keeping officers job is to listen out to the VHF
for any signals or warnings and traffic messages
with one piece repeat the effort about 28 to 8
he must be aware of the movements and the compass bearings of all approaching
ships
the other vital task is to ensure that the ships track made good is the
intended track over the ground
it's important to check that all steering alterations are put into effect
and that they have the intended result
the ship should have a passage plan this will show the officer the track to
navigate it must also include information on the chart with a notebook
giving additional information the passage plan should show safety margins
in difficult passages alter course positions clearing bearings for
obstacles tidal streams and so on it should provide sufficient information so
that he does not need to keep referring to manuals and pilot books on the
passage lights visual and radar landmarks should all have been noted and
plotted
the main engines are at the disposal of the watch keeping officer to navigate
the ship
watchkeeping officers need to manage their time balancing time spent on the
radar at the chart and looking at the surroundings cross-checking and
verifying the information from all three sources ensuring that they see what is
actually there high on the list of priorities is the
monitoring of other traffic
the important thing is to think defensively try to anticipate never get
into situations that you cannot get out of all the time think ahead ask yourself
where is that echo going what might he do next what are my options it is vital
that close-quarter situations are avoided all ships should be navigated
according to the collision regulations but it cannot be relied upon that others
will do the correct thing you must never risk the safety of your ship on that
assumption in potentially dangerous situations it is essential to be
decisive and to take positive action early if the problem ship is tracking
you he will notice a clear change in course slowing down is an option but
remember this takes time to register on the other ships radar here the vessel on
the starboard bow is on a collision course an alteration of course will
solve the problem
the officer checks that the alteration is taking place
here the course alteration has had the desired effect and there is no longer a
risk of collision this is confirmed visually the changing bearing indicates
that the danger is past whenever possible make a visual check never rely
entirely on electronics once the danger is past the watch keeping officer will
bring the ship back on to the intended track
when the master comes on the bridge it must be made quite clear who has the
responsibility for controlling the ship
all the experience in the set and also I altered course to starboard
a lot of that was also Trotman
not much the one person in the world
oh thanks
the watch keeping officer will always maintain control of the ship unless
specifically told otherwise by the master
the passage plan should indicate the method and frequency of fixing the
ship's position
offshore this might mean once every few hours here satellite systems like GPS
will be the most useful
it's worth occasionally taking a Sun or star site by sextant this will keep you
in practice and will ensure that you're not entirely dependent on electronic
aids to determine your position
in coastal waters where the position of the ship is more critical more than one
method of fixing must always be used to cross check for accuracy in narrow
waters the frequency of fixing will need to be much greater - once every 15
minutes or more often there must be no risk of the ship getting into danger
between fixes
parallel indexing is a very useful technique in coastal waters the passage
plan will indicate where it's to be used
the track of a radar conspicuous point is drawn on a relative motion upper or
radar display the offset of the track is the distance the ship needs to keep off
the point
in poor visibility parallel indexing can be extremely beneficial and all
watchkeeping officers need to be thoroughly familiar with under no
circumstances does this technique replace regular plotting of the ship's
position in addition the watch keeping officer needs when time is available to
carry out a number of routine monitoring tasks these must include checking the
compass error and checking other navigational equipment for errors other
items to watch could include fire alarms watertight integrity monitoring
equipment banish'd control apparatus and telecommunication equipment all these
tasks need to be recorded in the log this record will provide a useful check
should there be any malfunction it is essential that the watch keeping officer
remains aware of what is going on inside his ship
an important consideration is when to call the master the safety of the ship
is the Masters responsibility and the watch keeping officer is discharging
that responsibility only within the limits of the Masters orders precise
instructions for calling the master to the bridge must be set out in the
standing orders for example call me if any ship is to pass with the closest
point of approach of less than one mile if the watch keeping officer is in any
doubt as to whether he should call the master he must call the ship on the port
bow is on a collision course a potentially hazardous situation is
developing it is better to call the master too early rather than too late
those last bits you have
the master makes a quick assessment of the situation and takes over control of
the ship making his intentions clear to the watch keeping officer
first
zero zero zero
it's a good idea to record the time of such a handover in the ship's log the
master then takes appropriate action we get one shot one it may be appropriate
to use the ship's whistle or other signal to indicate a change of course to
nearby ships it is always better to be defensive in your navigation bearing in
mind the possibility that the other ship may not do the correct thing with the
master having taken over control the watch keeping officer remains on the
bridge to help him teamwork on the bridge is always important in difficult
traffic situations it becomes vital the officer of the watch gives the master
his fullest support not just simply doing what he's told
but double-checking things as well
five degrees watch keepers should remember the words
of a famous American Admiral no officer whatever his rank and experience should
flatter himself that he's immune to the inexplicable lapses of judgment
calculation and memory or slips of the tongue in giving orders which have so
often brought disaster to men of the highest reputation and ability
apples close enough very closely funny how comedian all the cost per season to
do so are you happy with the situation um yes okay you can take over the watch
now and and give me a call if there is any talk I actually
the watch keeping officer must always stay alert and double-check everything
he does there is no more important task than watch keeping it involves the
responsibility for the safety of the ship and everyone on board the watch
keeping officer must always maintain an all-around lookout involving visual
radar sound and VHF know the ship situation and how this relates to both
fixed hazards and other ships in the vicinity ensure that the track made good
is the intended track know when to call the master to the bridge and then call
him early routinely check the ship's navigational and other equipment based
on good training and experience each officer must learn how to manage his
time on watch there will be many demands on him but he must always bear in mind
that the safety of the ship comes before all else further information and advice
on the subject of watch keeping can be found in the nautical institute's
publications bridge team management and bridge watch keeping
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