Fatigue is recognised as a major human-factors risk on the bridge. As OOW, what should you actually do if you recognise you are becoming fatigued during your watch?

A. Say nothing and push through, since admitting fatigue could be seen as unprofessional

B. Increase your own vigilance measures where practicable (more frequent position checks, engaging the lookout more actively) and inform the Master or call for relief if fatigue is genuinely compromising your ability to keep a safe watch — STCW hours-of-rest requirements exist because fatigue is a recognised, common contributor to watchkeeping incidents, not a personal failing to hide

C. Hand the watch informally to the lookout without telling anyone

D. Wait until the scheduled watch change, regardless of how compromised your performance has become

A. Leave procedural compliance to each head of department, with no cross-checking

B. Wait until an incident occurs, then retrain the individuals involved

C. Rely on the SMS manual alone — if it's written down, crew will follow it

D. Actively encourage crew to raise near-misses and procedural drift without fear of blame, and personally follow the same standards you expect of others

A. Near-miss reports are only useful for the annual safety meeting

B. Reporting near-misses is mainly a way to assign blame to the individual involved

C. It doesn't matter — near-misses on one ship have no bearing on others

D. Near-miss data, shared and analysed across a fleet (and via schemes like CHIRP Maritime), helps identify recurring risks before they cause a serious incident elsewhere