06/017 - Work Hour Game

“The working hour game” is more complex than what meets the eye. Double book keeping/cash payment regarding over time hours is probably a common standard on board many vessels.
Masters making quite a bundle sailing in and out of ports without a pilot is another factor.
Pay rates and length of leave periods in relation to time spent on board is another issue worth looking into.
I have given the on board watch system - a rather difficult issue - a great deal of thought.
It is my opinion that a person can stand a single 6 hour watch a day in a basically monitoring capacity without a problem - except boredom perhaps - on longer sea passages.
Based on this assumption it is my believe - until we see fully automated vessels that cross the oceans without human involvement - that the investment in a forth watch keeping officer is well spent money for the owners and ultimately the end buyer/user of the products carried by the vessel. A minimum of six “paper & administrative work” (office work) production per working day at sea will be beneficial to the safety of the vessel and the environment.

 

 

Office	Watch
Watch Officer 1		00.00 – 06.00
Watch Officer 2	13.00 – 15.00	06.00 – 12.00
Watch Officer 3	09.00 – 11.00	12.00 – 18.00
Watch Officer 4	15.00 – 17.00	18.00 – 24.00
In order to improve safety at sea and minimize crew fatigue amongst watch going personnel a four watch system should be introduced with basic working hours as above resulting in proper rest periods between watches (minimum 11 hours) designate time for paperwork, planning, updating of manuals etc. and maintenance time available for additional watch keeping in congested waters/poor visibility properly rested watch officer on departure (usually evening) time available for personal matters

The major problem to implementing above is the supply of watch keeping officers. Where do we find that number of certified officers?

Finally, it is my firm believe that we will only see a serious effort to solve the problem of fatigue at sea in its wider sense if the end user and consumer (us) of seaborne goods is “attacked” (enlightened) and made to insist on safely transported items. The real villains in my book is the Chartering Fraternity and those sitting on the major bulk commodities together with the vessel operators/manager looking for the cheapest bid. My experience is that cheap transportation is equal to poor performance and safety at sea. I have seen too much of it during nearly 30 years as a marine surveyor.