Ultimate responsibility: becoming a navigation officer

Dylan Fowler AMNI talks to NavInspire about his own experiences.

 

Sailing as a cadet I often heard the phrase ‘Ah, to be a cadet, no responsibilities, easy life!’ I hated this statement. I wanted responsibility, I strived for responsibility. Without some sort of responsibility, what is your purpose on board a vessel? Being a navigational officer you are responsible for the lives of the sailors that sleep soundly below the bridge, you are responsible for the safe navigation of the ship, you are responsible for protecting the marine environment, and you are responsible for contributing to the safe and effective operation of the ship.

Even while sailing as a cadet, I was on a mission to get as close to that officer role as possible. I was expected to act like an officer and that is what I did. Even while disposing of garbage when in port, while the wind was blowing nasty food juices in my face, in my mind I was acting as the responsible officer, overseeing the operation and making sure the garbage was disposed of in accordance with statutory and terminal requirements.

Once I had passed my oral examination, I couldn’t wait to get out to sea. I waited for what felt like forever to receive notice from my company. When it finally came, it wasn’t the news I wanted to hear, but a few days later I was on a flight to Manila, Philippines, to do some company-specific training. I was there for a little over three weeks, mostly doing simulator courses. They put us through the paces, navigating through some of the busiest shipping lanes in the world in all kinds of conditions. It may have been all simulated, but it felt very real, and I left the Philippines with even more confidence than before.

A few weeks later, just before midnight, I found myself on a small tug steaming towards Galway Spirit. As I was sitting in the rolling tug a flood of emotions washed over me much like my first time joining a vessel. This is what I had been striving for since the beginning, but as we approached closer and closer to Galway Spirit, the pitted feeling in my stomach became stronger and stronger.

The responsibility I was looking for hit me hard. During my handover I read my duties and responsibilities. The list seemed never to end. My primary duty was to hold a navigation watch while out at sea and a cargo watch while in port from 8 to 12 am and pm. But that was only the tip of the iceberg. My secondary duties extended from port papers and ships’ administration to keeping inventory and organisation of flags and day shapes.

My first navigational watch as an officer was on that same day that I joined the Galway Spirit – a Saturday. Saturdays are generally a busy day for a third officer and not the ideal conditions for a first-time watch. Emergency systems are tested, alarms are going off everywhere, fire zones need to be isolated. It was the quickest four hours of my life.

Even after watch, there is still always much work to do. I had to familiarise myself with all my secondary duties, all of the ship’s computer systems and where I could find the information I needed to do my jobs. I remember feeling completely overwhelmed, as if I was never going to remember everything and wouldn’t be able to do my job. But with time these tasks became almost second nature.

Standing watch on the bridge felt right, it was what I had been striving for. I would find myself smiling from ear to ear for no apparent reason, just because I was happy to be doing what I loved. For my first few days as a navigation officer I simply just had to follow the passage plan, maintain a good lookout, actively assessing the situation, using all available means to determine the vessel was safe.

There were a few overtaking/being overtaken situations, but nothing exciting, as we steamed north off the coast of Portugal and across the Bay of Biscay. But soon we were in the English Channel and transiting through the Dover Strait where my knowledge and skills were really to be put to the test.

I remember my first collision avoidance situation where I was required to take substantial action, with a vessel crossing from starboard and another overtaking on my starboard side. I weighed out my options and made my decision. It was when I put that telegraph to full ahead and the rudder to port that my heart really started racing. As the situation unfolded and I saw that I was passing safely ahead I could relax, and I left the bridge that evening with a boost in confidence.

I will also always remember the first time I called the Master to the bridge. Our ship was awaiting orders, steaming dead slow into the heavy wind and seas, making about 1.5kts over the ground. Two vessels were approaching from my port side. One was overtaking the other, both with zero CPA. Rain squalls were passing every five minutes or so, and visibility could be over 10 miles at one moment and less than 2 miles the next. As the two vessels approached it became clear that one would pass ahead of me but the other continued to maintain her course and speed. I waited until she was at a 2.5 mile range and when I could see she still hadn’t taken any action, I called the Captain.

We both contemplated our options. We couldn’t reduce speed as we were already barely moving, and increasing speed would reduce the CPA with the vessel passing ahead. An alteration of course to starboard and running parallel to the two vessels seemed the best option but would still result in a close-quarters situation. I was standing by the horn and just about to blast five short when finally she altered her course to starboard and it became clear she was going to pass astern. Both vessels passed our ship at exactly the same time, one ahead and one astern, with a CPA of less than a mile to both.

That situation got my heart pumping and made my palms sweat. When I looked over at the Captain I couldn’t read any emotion on his face. No sign of nervousness, but also not too relaxed, just calm and collected, the face of years and years of experience. That situation was a perfect example of the importance of calling the Master in good time whenever in doubt. While holding watch you are the Master’s representative, the responsibility of the safe navigation of the ship is with you, but overall the responsibility is with the Master. He will be the first to be questioned and convicted in the event of a collision or accident. That is why he has four gold bars on his epaulettes, that is why his title is ‘Master’, that is why he holds the ultimate responsibility.

I signed off Galway Spirit in March 2016, having successfully completed my first contract as an officer. I still have a lot to learn and experience to gain but for the first time since my journey started I feel a complete sense of pride in what I had accomplished. After all, I was a navigation officer, sailing on the vast ocean, responsible for keeping my crew, my ship and the oceans I love safe.  

 

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