Hopefully the title is not too obscure.
This post was prompted by this stupid article.
My point here is that both the network and hierarchy model can exist at the same time.
For example during mooring operations I tell the mates on the bow and the stern if they see that something needs to be done, tell me (the captain) what you’re going to do and I’ll either give the go ahead or not.
So say during tie-up the stern drifts off the pier. The captain and pilot’s attention is on the bow which is closing on the pier and are engaged in operating the bow thruster and commands to the bow and tugs.
Rather than wait for a command the mate on the stern can simply observe the problem see the solution and then tell the captain “I’m going to heave in on the stern line”. Captain says “go ahead”. Problem solved in the quickest and simplest manner.
It’s just a quick momentary switch from the normal model on the left to the one on the right then back. Like a quick page refresh, an update of the situation.
Seems to me a lot of new mates are trained to wait for a command but I don’t have time for that. Need to get tied up and cargo ops rolling so I can get on the way again. Same thing with BRM.
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This is from a quick google image search but here’s another image:
I dislike reading articles about business but this seems to be along the same lines.
Captain controls which command “mode” is used at any given time.
Agree, don’t have time for that. Get in, get out. Keep the customers and the employers happy. Had both bow and stern guys on hand held VHF. Plus, they were seasoned and knew what I wanted before the task at hand, and what the other cats were doing… Our vessels weren’t that large, 600 to 850’ at most. If it was a tricky dock or current, we had a small chat beforehand. Wasn’t complicated nor that scientific. It was that term “Common sense” they had that comes debated more than it needs to. Had the luxury of a hand picked crew. Some don’t and I get it that I was lucky to have that option. A few are lifelong friends after their and my retirement…
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Yes, it’s also standard in the tug/barge world as well. The mate sees what has to be done and does it usually without any comms to the tug.
Problem on a larger ship the mate on each end can’t see the full picture. For example during a line shift the mate on the stern wants to start heaving the spring to shift ahead but can’t see that the bow hasn’t slacked down yet, or the tugs haven’t eased off pushing onto the pier etc.
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Mate’s can’t see down the side of the ship or lines going out? Take few steps for a look see. They are usually on the same channel with the other mate, tugs, pilot etc. and should have clue what the “Plan” is. Even a slightly seasoned mate will look. (I hope) . Docking empty, I needed eyeballs and distances with 40’ air draft up close… Perhaps as the much the larger vessels today, I can see a problem you describe. The ATB’s nowadays in ballast are easier, and much more HP to tonnage ratio. Those guys leaning over the side back then kept me off the 6 o’clock news.
Sometimes maybe but usually not. The fwd spring lines in particular are under the flare of the bow and can’t be seen from the aft mooring stations, just the eye on the bollard.
From the wings I can see the lines but can’t see either the forward or aft crew. I can tell if the mate is sticking his head out for a look or not.
From Halifax Shipping News - a good blog btw
- Looking at this photo the fwd spring should be visible from the aft mooring station, just be hard to tell sighting down the pier if it had a belly in it or not.
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