Command and Control

Most of you know that I spent 26 years in the Coast Guard. I traveled to some 30 countries, served in 7 different ships, 7 assignments ashore and commanded a ship in Guam. Each of those assignments had definite command structure. We knew who was the boss. There was never any question. When at sea there is a further differentiation of who is in charge. The Captain is ultimately in command but there was also another command structure. Up on the bridge, the area of the ship that has the wheel, the engine controls, radar, navigation equipment and most importantly the conning officer.

The conning office was responsible for the navigation of the ship, keeping it on course, looking out for any hazards, and ensuring the ship arrived at its destination in one piece. Every four hours, there was a different conning officer. The relieving officer would check the ship’s position, condition of the engines, status of the seaworthiness of the ship. He would check any written orders from the commanding officer to make sure that during his four hour watch, all the captain’s orders were carried out. When he was satisfied that all was well, he would salute the offgoing officer and say I relieve you. The offgoing officer would respond, “I stand relieved”. The oncoming officer would then loudly and clearly announce to all present on the bridge, “I have the conn”. All the personnel on the bridge would acknowledge the change in authority with a hearty “aye, aye sir”. Why was all that necessary? Was is just an archaic old seagoing tradition or did it actually serve a purpose?

This ritual was and is very important. It established without question who was in immediate control of the ship. Even if the Captain or Executive officer came up on the bridge, the conning officer was still responsible for the navigation and ultimate safety of the ship. Unless the CO or XO announced to the bridge crew that he had the conn, it was always assumed that the duty officer retained control of the ship.