Navigation Equipment

[Doug]

This question post is mainly directed toward the crew of the ferries that are familiar with the bridge equipment.

First off, some basic questions. Why are there two radars on every vessel? What are all the antennas for on the bridge? What are the major pieces of equipment used for navigation on the bridge?

Secondly, if anyone has a lot of experience on the bridge, perhaps you could tell us some basic procedure that the crew on the bridge follow for every sailing.

[nolonger]

dougubell said:

This question post is mainly directed toward the crew of the ferries that are familiar with the bridge equipment.

First off, some basic questions. Why are there two radars on every vessel? What are all the antennas for on the bridge? What are the major pieces of equipment used for navigation on the bridge?

Secondly, if anyone has a lot of experience on the bridge, perhaps you could tell us some basic procedure that the crew on the bridge follow for every sailing.

This is based on a C class vessel,
There are always at least 2 radars ( per wheelhouse) #1, for backup in case one fails, and #2, so that more than 1 person can monitor a radar set at any one time, ie in restricted visability, both sets are monitored and checked against each other for position and target aquisition and target data, etc.
Antennae are for each radio, we have 3, one for vts monitoring, one always set to ch.16, the distress and calling channel, and one for our company FM channel. There are also antennae for a multi band radio, gps, cell phone, Telus radio phones etc.
Aids to navigation include, radar sets, gps, annonometer, AIS display, radios, 3 sets of binoculars, windows, charts, and at least 2 sets of eyes.
A typical trip on a C class begins with the Captain, helmsman, an additional lookout on the bridge, once control is passed to the operational bridge the departure is made and the second officer who was transfering command to the operational bridge from the non operational bridge, locks the in shore wheelhouse and proceeds to the operational end. There he/she makes a departure call to VTS, stating that we have departed, and an eta for the next call in point, and is given traffic which may be encountered from VTS. Another call is made to the destination terminal giving an eta and status of traffic on board, ie which decks have vehicles, and a berth is assigned. Usually the 2nd officer may be dismissed to take a rest period, the auto pilot may be engaged, and the additional lookout may stand down. The con is usually handed over to the chief officer when he arrives on the bridge. The chief officer will be on the bridge for the 1st have of the trip. I to navigate and will be relieved by the 2nd officer for the 2nd half. The Master is summoned to the bridge at a pre-determined point and he will assume command and make the landing. An additional lookout will be present and the autopilot disengaged at a pre-determined position. Much of this is at the Master's discretion and dictated in each Master's Standing Orders which are read and signed by each deck crew member. Weather, restricted visability, traffic, and other circumstances may alter these procedures.