06/019 - Alternate Watch Schedule
Good Day Sirs
I read with interest “Fatigue onboard” in March Seaways and offer the following contribution. Rather than report on the negative aspects, and experiences of my own fatigue at various times in the past, here is a practical solution as a positive approach to reducing Watchkeeping Officers’ fatigue.
Whilst the content of this initiative is not generally accepted in my Company, and does not represent the opinion, policy, or requirements of the company, it does not fall outside the bounds of our (SMS) Marine Operations Management System which comprises 20 Elements and complies with, and is certified for, all 4 Standards, namely:
ISO 9001: 2000
ISO 14001:1996
ISM Code
OHSAS 18001
I had the good fortune to successfully use this system on a number of occasions when the Junior Officers were in agreement.
BACKGROUND:
Our company has replaced the Radio Officer some years ago with an extra Junior Deck Officer, and this makes the rotation much more suitable, especially for voyages lasting more than one week.
The following is typical of some of the ‘other duties’ & responsibilities carried out on our oil tankers.
Chief Officer as Head of Deck Department is of course Cargo Officer, he is also SSO, and in overall charge of deck maintenance which includes LSA/FFE maintenance per PMS schedules.
2nd Officer is Navigation Officer, Safety Officer, Principal GMDSS, and Medical Officer, Training Officer, he also looks after Navigation instruments, equipment, inventory , charts, stationery, etc.
Snr 3rd Officer assists with LSA maintenance, Shipboard Admin Officer.
Muster lists, Crew Payroll deductions, Bond Stores, Anti-Pollution equipment,
Jnr 3rd Officer assists with FFE maintenance, Flag inventory etc.
also looks after USA Charts and Pubs, BA Pubs, ALRS, ALL etc
The above extra duties are not exhaustive, sometimes the Jnr and Snr 3rd Officers like to ‘swop’ one or two of their extra duties, with Master’s agreement.
The basics of the watch schedule was outlined in “Seaways” magazine May 2000 and was a result of USCG “Protection Through People” research into the fatigue factor in Bridge Watchkeeping patterns.
This is my ‘amended’ schedule.
WATCHKEEPING INITIATIVE FOR JUNIOR DECK OFFICERS
2ND OFFICER 0800 - 1000 1200 - 1800
Snr 3rd OFFICER 0000 - 0600
Jnr 3rd OFFICER 1000 - 1200 1800 - 2400
Chief OFFICER 0600 - 0800
If the Chief Officer is too busy with other duties, it would be necessary for 2nd Officer to take 0600-0800 and Snr 3rd Officer to take his 0800-1000.
This does not however detract from the advantages of the system.
OBJECTIVES
To improve over the standard watch pattern for Junior Deck Officers in order to comply more readily with Regulation VIII/I of the STCW 95 code. To ensure that the first watch at the commencement of a voyage and subsequent watches are sufficiently rested and fit for duty.
To improve a Junior Deck Officer’s alertness and thus minimise risk due to fatigue.
To improve a Junior Deck Officer’s performance and efficiency allowing him to gain further job satisfaction.
In doing so to closely follow guidelines set out in Company SMS Policy for Hours of Work / Overtime / Rest Periods. To maintain excellence in all areas as part of Company HSEQ policy in constantly seeking methods to improve performance.
TIMELINES
To continue unless an objection is made by any of the Junior Officers that the system is unworkable or unreasonable or fatigue increased (rather than the objective of decreasing fatigue.)
To continue unless the Master or Chief Officer notice any decrease in an Officer’s performance, efficiency or alertness, or any other factor showing that the system is a disadvantage in any serious degree.
MEASUREMENT CRITERIA
After a suitable period of one complete voyage or 6 weeks whichever is the longest, the following should be addressed for each Junior Officer.
Does the Officer have more regulated normal sleep than under the standard system of 4 on 8 off watchkeeping hours.
Does the Officer have more rest than under the standard system.
Does the Officer have less fatigue than under the standard system.
Does the Officer perform his overtime hours and additional duties to his own, Chief Officer’s and Master’s satisfaction.
Does the Officer have any objections to the system being in place or continuing.
If the answer is Yes, list those objections.
Has there at any time during the period, been a risk increase in any activity to the detriment of ship or safety of personnel. If the answer is Yes, list those areas of concern.
Do rest hours for each Officer, as recorded in Company Work/Rest/Overtime form - documentation, comply with regulations.
If the answer is No, list those events when the hours of rest were insufficient.
ADVANTAGES
These to be enumerated after the initial period of about 6 weeks.
DISADVANTAGES
These to be enumerated after the initial period of about 6 weeks.
FEEDBACK
Once a week I asked each Officer individually if he is satisfied with the watch schedules.
Each Officer was encouraged to offer his true feelings and not just because the Master made the initiative in starting the system off.
SOME OBVIOUS ADVANTAGES
Meal times are more easily taken, and no relieving of a watch is necessary. Watchkeepers report to their respective watches more alert and with a happier demeanour.
To minimise disturbances to rest periods and lessen fatigue, Musters, Emergency, Fire Fighting and Lifeboat Drills are carried out to suit if at all possible the Snr 3rd Officer’s sleep pattern. (say drills done for example sometime between 1020hrs and Noon.) The system allows each Deck watchkeeping Officer to fulfil his watch and other duties within a 12 to 14 hour window. This leaves a 10 to 12 hour block of time allowing for complete rest.
Some flexibility can be established at a Discharge port where more intense activity is carried out.
For example the 2nd Officer and Snr 3rd Officer combine to cover the 12-1800 and 00-0600 watches whilst the Chief Officer and Jnr 3rd Officer combine on the other 6 hour watches. This affords the Chief Officer a decent break in port which may not otherwise occur. This would be particularly important during a long stay in US waters or a multiple port voyage. The Officer who goes on the first modified watch pattern after leaving port is allowed his full rest period without being called out on mooring stations.
This is important to comply with regulations.
The watch pattern at a Loading port does not have to revert to 4-on 8-off or even 6-on 6-off, unless there is a necessity to keep an anchor or Bridge watch during cargo operations. (As in STS/Lightering etc) During tank cleaning the Chief Officer and 2nd Officer would normally split the cleaning watches, and the Master and two 3rd Officers the Bridge watches, as operations and voyage routing allows.
CONCLUSION:
I totally agree with the comments of one Master writing to Mars Report in ‘Seaways’.
Quote: Old traditions die hard and the maritime industry is steeped in tradition.
It will be difficult for long time mariners to embrace this new concept. I am sure that when mariners give this schedule a “fair try”, many of them will be as pleased with the results as I am.
It may not suit all Professional Mariners, and perhaps on a very busy route involving high workload coastal navigation with high density traffic, 6 hours on bridge watch would not be an advantage in reducing fatigue and may actually decrease alertness.
I have already proved however, that the schedule works fine for normal deep sea passages
Yours etc
Name supplied