Lessons for a good lookout

Captain Trevor Bailey FN reflects on his own experiences at sea and considers what makes a good lookout

Keeping a proper lookout in accordance with the requirements of Rule 5 of the Colregs is a major weapon in the seafarer’s arsenal of risk management techniques. The principal task in keeping a proper lookout is to determine if risk of collision exists and this can be achieved through a variety of methods.

The primary and most effective lookout is the ‘mark-one eyeball’, provided that visibility is good. This can, and should, be supplemented by electronic means. Radar and AIS are the obvious ones here, but always remember that they are aids to navigation and therefore have their limitations and restrictions.

Over time, it is almost certain that the competent navigator will develop an intuitive sense of whether or not an approaching vessel presents a risk of collision. On many occasions, I can recall being on the bridge and, once I could determine the aspect of another vessel, I would have a reasonable sense of whether or not there was a likelihood of the risk of collision developing. Having said that, I would, of course, always take the necessary steps to verify that feeling to ensure that my vessel complied with the requirements of the Steering and Sailing rules laid down in the Colregs.

I recently sailed, very briefly, on a vessel with an unstabilised radar, an inoperative electronic bearing line (EBL) and no compass repeater with which to take a bearing. This made it almost impossible to determine if a risk of collision existed or not and there was a need to exercise seamanlike caution at all times when in close proximity to other traffic. Thank goodness for the intuitive sense mentioned above!

Obviously, the ideal situation here would have been to consult a compass repeater or even a hand-bearing compass but, in the absence of such aids, there was still the opportunity to monitor any approaching vessels’ relative bearing and aspect in relation to window pillars or other marks. That gave us a good idea about the level of risk that needed to be assessed.

Bridge expectations
As Master, what do I expect of my bridge team in terms of keeping a proper lookout? For a start, I think it is important to remember that this is a shared responsibility between all members of the bridge team. In the same way that my presence on the bridge does not relieve the OOW of their responsibilities, the presence of a lookout on the bridge does not relieve the OOW of their duty to ensure that this task is achieved safely and effectively. The OOW should never rely on the lookout alone to report the sighting of another vessel. If the OOW sees a ship or any other object that has not yet been reported by the lookout, I would expect them to share that information with their fellow bridge team member.
This is also an important factor to consider when ships operate with the OOW as sole watchkeeper when in open waters, although it should be established safe practice that the lookout is within easy hailing distance of the bridge. As a sole watchkeeper, you cannot expect to carry out any other duties while you are on watch other than being an effective combined lookout and OOW. Catching up on paperwork or essential maintenance is not acceptable under these circumstances.

THE PRIMARY AND MOST EFFECTIVE LOOKOUT IS THE ‘MARK-ONE EYEBALL’, PROVIDED THAT VISIBILITY IS GOOD

The need for an all-round lookout should not be overlooked. I am sure that on many modern vessels with totally enclosed wheelhouses and integrated consoles in the centre, there will be a tendency to stay close to the radar/ECDIS displays and not move out to the bridge wings from time to time to check astern on both sides, assuming that there is adequate capability to do so. Remember, the radar may have blind sectors, particularly astern, and you need to be aware of these limitations to the equipment.

I remember an embarrassing occasion as a junior officer when I had not gone out to the bridge wings during my evening watch in heavy weather. The ship had sailed from Durban SBM in the early afternoon in full daylight and no-one had thought to switch on the navigation lights. There was no predeparture checklist in those days! It was my custom and practice to spend time on the bridge wings to check all round and to check that the nav lights were switched on but, on this occasion, I had not done so. To be told by the Captain when he came to write his night orders that the lights were not on was a educational experience… and one which I have never forgotten! Nor have I failed to impress the need for such checks on my fellow officers as time has gone on.

Eyes and ears
We must also consider the need for an aural lookout. In restricted visibility, the requirement for sound signals is clearly laid out in the Colregs… but if no-one is listening, do such signals serve any purpose? It is to be hoped that the restricted visibility is relatively rare, but we must always be prepared. On vessels with totally enclosed wheelhouses, there is a requirement to fit sound-detecting equipment, but how often is this tested? When you next encounter restricted visibility, can you be confident that you can keep a good aural lookout? It is probably very difficult to effectively test this equipment, but you should nonetheless make sure that this is done as a matter of routine.

Additionally, ‘lookout by hearing’ may be achieved by monitoring VHF traffic, particularly in coastal waters and harbour approaches. By doing so, you can add to your mental picture… your situational awareness. ‘That tanker in front of me, is it slowing down to pick up the pilot? I am the overtaking vessel, so I must keep clear.’

I cannot stress heavily enough that I would NOT expect the OOW or lookout to use the VHF for collision avoidance. That is not what it is there for but it has become an all-too common occurrence… ‘Ship on my starboard bow, what are your intentions?’ The Colregs are quite clear on the conduct of vessels in sight of one another. The use of VHF communication between vessels frequently leads to confusion and, in some cases, collision. VHF radio has a range greater than you can see with the naked eye. How do you know that the vessel that answers this unnecessary question is indeed that ship on your starboard bow?
Furthermore, look at Rule 7(c) in determining the need for, and the value of, a proper lookout. It has long been a mantra of mine to quote Rule 7(c): ‘Assumptions shall not be made on the basis of scanty information, especially scanty radar information.’

Final words of wisdom…
To sum up, try and gain as much information as to whether or not risk of collision exists from as many sources as possible. Then, and only then, take appropriate action if required.
If in doubt, never hesitate to call the Master. After all, as I was told as a young Cadet, a collision at sea can ruin your whole day!