A high-tech trip across the English Channel

It perhaps ought not to be surprising that mariners prefer to stick to what they know. Even when it comes to the digital bridge and advanced radar chart plotters, experienced sailors do not always enjoy working with an unfamiliar system. It is not unheard of, for instance, for complaints to be made that a newer system such as Furuno has more data on screen and is therefore more confusing to work with than a more familiar competitor like Sperry’s Bridgemaster. In truth however the difference in the amount of information on each display is generally marginal. According to a senior trainer:

“These reactions are not to be ignored, because in the end the mariner has to have confidence in the equipment. The Mark 1 Eyeball will always be the best technology on any bridge. However there are likely to be crucial decisions to be made on virtually every voyage where the radar and ECDIS stations are going to play key roles. Such equipment therefore needs to enjoy an officer’s confidence.”

False plots occur
Problems of false plots – or worse, unseen targets – are anomalies that can still crop up as the operator goes through different screen modes. Thus that a plot might be showing up on one screen on the bridge whereas it is not visible on a differently operator-configured screen close by. Engineers explain that the challenge here often lies in the size of the gates for the capturing information. Set too wide, they will produce too much; too low and too little. The disappearing plot can occur when the operator selects viewing options where the information gate will hover between the two conditions. The physical configuration of navigation aids is relatively straightforward, but the controls on an advanced bridge can be a different matter.

Norfolklines Maersk Dunkerque has – with her sister ships the Maersk Dover and the Maersk Delft – a state-of-the-art bridge with port and starboard control consoles on each bridge wing. Designed for swift and efficient docking to meet a demanding turnaround schedule, the wing positions have excellent deck views and CCTV pictures showing the opposite side of the ship. The bridge wing control consoles boast arrays of the thrusters, engine/propeller and rudder controls, which are best worked from the end of the console. The Dunkerque class bridges are however also wired for joystick control as and when Norfolklines wishes to change over.

A Flying Dutchman affair
Norfolklines Dover-Dunkirk service is a Flying Dutchman affair, a non-stop route, with each vessel manned by two crews who do 12 hours shifts for 14 days before having a fortnight run ashore.

When SSG joined the Dunkerque for an evening round trip, the business-like atmosphere on the bridge was underpinned by the formidable array of technology. After the master had taken the ship out of Dover Harbour the first officer (fresh from overseeing vehicle loading) took control of the watch, playing regularly with ECDIS and S-Band radar monitors, using the predictive facility to work out the best course to cross the traffic passing down and the up the Channel.

	The Dunkerque had an encounter with a “zombie” when SSG went onboard. Photo: Cedric Hacke

Meeting a “zombie”
The passage was indeed entirely hi-tech until the ferry was passing the anchorage outside Dunkirk and preparing to turn into the approach channel.

A coaster was moving to the south of the anchorage on a course that would interfere with the Dunkerque’s next manoeuvre. It did not respond to a radio call. The Aldis lamp was broken out and flashed urgently at the other vessel, which still changed neither course nor speed nor sent an acknowledgement. The Dunkerque had already put on more way and adjusted course to give sufficient sea room to pass safely ahead of the coaster and then make her turn. Faces on the darkened bridge briefly followed the rogue vessel as it passed astern, ploughing on through the night. Somebody muttered “Zombie”.

Once the master had nosed the Dunkerque into her French berth, guided by calls on a hand-held RT by the first mate in the bow, the crew prepared to change, leaving the quartermaster on the alone bridge. His main task was to watch the heeling system as ballast was pumped automatically at high speed from one side of the ship to the other to maintain its stability, while vehicles – particularly top deck heavy lorries – were being disembarked.

//Nigel Ash

Latest update 20-02-2007 9:14

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