The complete chief officer 23 bridge duties

Tho Comploto Chlof Officer

Bridge Dutios

23 Bridge Duties

23.1 Watchkeeping
Traditionally, the Chief Officer carries out the 4-8 watch unless lucky enough to be on daywork,
but be careful of the tendency for the more senior officer to become a little blase about standing
on the bridge for 8 hours a day.
You must have confidence in your abilities, but you should always be ready for the unexpected.
Your conduct on the bridge will probably be governed by the Captain's standing orders and, like
my own in later years, these may well specify the distance at which you are to pass other
vessels. This is not because of distrust in your team's abilities, but in those of the other ship.
A recent study into manning and fatigue at sea found:

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A high proportion of those sampled reported having been in collision with ships or
objects
nearly half of those sampled considered fatigue to be a key factor in reducing
collision awareness
one in four watchkeepers (especially those on longer watches) reported having
fallen asleep on watch
almost all watchkeepers were required to do multi-tasking while on watch
those engaged in multi-tasking were found to be more likely to fall asleep on
watch.

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Tho Comploto Chlof Officer

Bridge Dutios

Does the manning certificate reflect the reality of the vessel and trade?

The most common suggestion to help provide more effective and alert
watchkeeping is to improve the manning.

The manning level requirements are noted in the British Merchant Shipping Notice No. 1767,
but it must be emphasised that these are for guidance only.
The manning guidance for a near coastal vessel of between 500 gt and 3000 gt is the Master
and one other.
If the vessel is under 500 gt for unlimited trading it is the same. However, for near coastal
vessels under 500 gt, less stringent requirements apply.
It is difficult to understand any reasoning except commercial pressure that allows such a
difference to exist between near coastal and unlimited trading vessels, irrespective of size,
particularly as coastal ships are operating in denser traffic conditions requiring a high
watchkeeping standard.
The TNO report (Houtman et al, 2005) on 'Fatigue in the Shipping Industry', highlights
the priority measure to reduce fatigue as to replace the two watch system with a three
watch system, by use of an additional watchkeeper.
In section 94 of the British Merchant Shipping Act, it states that a ship is 'dangerously unsafe'
if, in regard to the nature of the service for which it is intended, the ship is by reason of
various matters specified unfit to go to sea without serious danger to human life. One of
those matters is undermanning.

In a review of the international literature on seafarers' fatigue, one of the main messages
was:

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Tho Comploto Chlof Officer

Bridge Dutios

'Evidence shows that seafarers' shift and work patterns are often conducive
to fatigue. Having only two bridge watchkeepers may be a particular
problem'.
In the Marine Accident Investigation Branch 'Bridge Watchkeeping Safety Study 2004', it was
concluded that watchkeeper manning levels are one of the causative factors in collisions and
groundings and the report recommends that:

'In general, vessels over 500 gt should have a minimum of the Master
and two watchkeeping officers onboard'.
While welcoming this recommendation I would ask the question that, if the Master is part of
the watchkeeping of the ship, who is in charge and supervising the operation of the ship? The
system was designed to be based on watchkeepers and a Master who is on call at all times.
Therefore, when the ship enters fog or any other problematic situation, the Master is available
to double up the bridge, increasing the vigilance and safety. Instead we now have the
situation of large vessels proceeding through the channel and other confined waters, in fog,
with just one officer on the bridge and the Master sleeping after his watch.
Next, why this fixation with 500 gt ships? Such a ship surely requires the same care as any
other? A ship of that size or under, in collision with vessels far larger, can sink them just as
certainly as any other. Time and time again we see conclusions and findings that seem to be
driven by financial influences rather than cold hard facts.

23.2 Lookouts

Can smaller ships in coastal areas justify fewer watchkeepers?

As the Chief Officer you could find yourself in a difficult situation. If you are on a vessel with
only the Master and yourself you should constantly have lookouts on the bridge as you will
experience fatigue from port work and then a six hour watch.
Yet the ship could well only have two or three ratings. How are you supposed to keep these men
on the bridge and carry out all the other work required in the ship, whether it is general cleaning
duties or essential preparation for port arrival?

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Tho Comploto Chlof Officer

Bridge Dutios

Even on larger ships, with the amount of work required it is very tempting for both the Master and
the Chief Officer, when deep sea, to dispense with the lookouts in return for a larger available
workforce. The regulations do allow for the lookout on the bridge to be engaged on other duties
during daylight hours, provided that he is instantly available to the OOW. The word 'available' is
open to a varied interpretation. Personally, I fail to understand why there is any differential
between day and night as this completely ignores the advances of electronic aids available
today. However, the speed of vessels in low visibility and the removal of many fixed navigational
aids from the coasts does recognise that.
On the question of lookouts, it is illogical to differentiate between day and night. If a lookout is
required at night then a lookout is required in the day. It is rare for any watchkeeper to detect a
ship or danger to navigation visually before the radar, while at night, the OOWs keep a better

watch on the radar. By contrast, the bridge tends to be far busier during the day than the night,
with extra tasks and distractions. The case, therefore, is stronger for lookouts to be appointed
during the day.
We should sensibly have, for adequate watchkeeping and compliance with the lookout
regulations, a minimum of three watchkeeping officers and three ratings and these should be
recognised as the minimum bridge watchkeeping requirement, regardless of the size of ship.
The difficulties of establishing such a regime must be recognised. In the EU zone alone we
would need at least 3,000 extra seafarers, at a time when there are already shortages, and there
is generally insufficient accommodation onboard for such additions. But these difficulties should
not stop us from establishing policy and working towards international agreement, ensuring that
all future manning certificates reflect these obligations. For existing ships with a lack of available
crew or accommodation, exemptions could be granted and, with these exemptions, clauses
could be included about the hours of work onboard and hiring of extra labour in the ports to ease
the problems.

I believe that we are a long way from seeing such a position but, as the accidents continue, the
pressure will grow. Meanwhile you have urgent work to be done, you are short of men and you
have regulations to follow. It is conceivable you may feel the only answer is to go to the Master
and request that, as you are crossing the ocean with very little traffic, you be allowed to stand
down the lookouts. The Master may even suggest this to you.
However, you are putting the Master in a difficult position. He understands the difficulties you
are having with getting the work done yet, if he has any sense, he recognises that by removing

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Tho Comploto Chlof Officer

Bridge Dutios

23.3 The Deck Logbook

the lookouts he is not only breaking the regulations but, to a degree, putting the vessel into a
more dangerous position. If the Master suggests such a course he is failing in his
responsibilities.
Whatever the temptation, the lack of traffic or the pressures from any quarter, keep your
lookouts as per the regulations. I will go further; you should ensure that any request during the
day from the other watchkeeping officers for lookouts is seriously considered without any
recrimination. By asking for them, they are proving that they have the sense to feel concerned.
A final thought regarding lookouts, particularly on the coast. Consider the distractions that are
occurring on the bridge with communications, visitors and the mobile telephone and ensure that
you have a lookout present who is not doing anything but keeping lookout!
If you are in a situation with only two ratings, or where you feel that your ship is not manned
properly to be able to comply both with the fatigue and lookout regulations, without hesitation
write a letter to the Marine Administration of the Flag state as they are responsible for the
manning. If you have done this and subsequently there is an accident resulting from a lack of
lookouts, let them answer the consequences in court, not you. Only by the actions of
responsible seafarers at sea comes the realisation that the situation on many ships is now
critical and must be dealt with.
The deck logbook is a legal document and must be treated as such. It is not, however, a sacred
book in which only certain defined items such as navigation can be written. It is a living diary of
the affairs of any importance that occur during the voyage. Therefore, you should think in terms
of personal injuries, damage to the ship, oil noted in the waters, in fact anything that might need
to be cited or explained at a later date. Do not forget that documents or statements can be
attached to a logbook entry, provided they have been dated and signed.
Be careful about backdating entries. They are often easy to spot and just one such proven
entry can render your logbook suspect in the eyes of any court or inquiry. Initialled crossings
out are better than alterations.
With regard to the weather, it is perfectly reasonable to enter the highest wind force and sea
state that occurred during the watch. If you have a rapidly changing situation, enter the

weather conditions for each hour.

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Bridge Dutios

Do not forget the standard entries that should be made, such as safety rounds, hatches

secured, all navigation gear tested, steering tests, clocks synchronised and engines tested
prior to arrival.

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