Bridge Team Management

Page 1 of 83

Bridge Team Management

BRIDGE TEAM MANAGEMENT

CONTENTS
The Bridge Operations Programme Acknowledgements oreword Backgro!nd to the "arine Operations Center Chapter 1-Bridge Team Management BAC#$%O&N' TEA" "ANA$E"ENT(Training and Coaching()ell*eing("orale E%%O% C+A,NS(,ndications(Am*ig!it-('istraction(,nade.!ac-/ Conf!sion(Comm!nications Breakdown(,mproper Conn( Non Compliance with Plan(Proced!ral 0iolation CAS&A1T,ES AN' CA&SES(1ack of 'o!*le )atch(ins!fficient Personnel(Calling the "aster(1ooko!ts("anning the )heel( A!topilot Changeo2er(%ed!cing Speed $%O&N',N$S AN' CA&SES(Planned Track(Track "onitoring Track %egain('o!*le Check i3ing(0is!al i3ing(Echo(So!nder( 1ight ,dentification('ecision Corro*oration B%,'$E O%$AN,SAT,ON(,ndi2id!al %ole Chapter 2-Passage Appraisal ,nformation So!rces(Ocean Passages(Coastal Passages Chapter 3-Passage Planning No(go Areas("argins of Safet-(Safe )ater(Ocean Tracks( Coastal Tracks(Chart Change('istance Off 'e2iation from Track

Page 4 of 83

Bridge Team Management

&nderkeel Clearance(Tidal )indow(Stream Allowance Co!rse Alteration()heel(O2er Parallel ,nde3ing(A%PA "apping()a-points A*ort(Contingencies Position i3ing(Primar- and Secondar- i3ing(Conspic!o!s O*5ects(1andfall 1ights( i3 re.!enc- 6 %eg!laritAdditional ,nformation(%eporting Points(Anchor Clearance( Pilot Boarding(T!g Engagement(Traffic S,T&AT,ONA1 A)A%ENESS(Transits(Compass Error( 1eading 1ines(Clearing "arks(Clearing Bearings %AN$E O 1,$+TS($eographical(1!mino!s(Nominal( 1andfall 1ights(E3treme %ange(Echo So!nder ,N O%"AT,ON(O2ercrowding(Planning Book(Conning Notes "ASTE%S APP%O0A1(Plan Changes Chapter 4-E e!"ting the Plan TACT,CS(ETA for Tide(ETA for 'a-light(Traffic Conditions( ETA at 'estination(Tidal Stream 6 C!rrent(Plan "odification A'',T,ONA1 PE%SONNE1(Briefing( atig!e P%EPA%AT,ON(for 0o-age(of Bridge Chapter #-M$nit$ring the %hip&s Pr$gress ,7,N$("ethod(0is!al Bearings( re.!enc-(%eg!larit-( EP(So!ndings C%OSS(T%AC# E%%O% T,"E "ANA$E"ENT 1OO#O&T OBSE%0AT,ON(&nderkeel Clearance()a-points(Transits( 1eading 1ines(Nat!ral 1eading 1ines(Clearing "arks and Bearings(
Page 3 of 83

Bridge Team Management

'ipping 'istances(1ight Sectors Chapter '-Team($r) Single )atchkeeper(with 1ooko!t(+elmsman("aster on Bridge( Additional Officer SCENA%,O Chapter *-Na+igating (ith a Pil$t $n B$ard %esponsi*ilities(Planning(,nformation E3change("onitoring Chapter ,-A"t$mati$n $- Bridge %.stems A//re+iati$ns Gl$ssar. Anne 1-IM0 %TC1 C$n+enti$n Reg"lati$ns Anne 2-Charts and their !$rre!ti$n

Page 8 of 83

Bridge Team Management

Chapter I
TEAM MANAGEMENT INTR0D2CTI0N The aim of the pr!dent mariner is to ens!re that their ship reaches its destination safel- and efficientl-9 To do this consistentl- demands a le2el of skill which is not eas- to .!antif*!t which needs to *ecome part of the maritime c!lt!re: for there are a*o!t 8;:;;; ships trading internationall-: each one sharing this common o*5ecti2e9 1ike all knowledge(*ased skills: *ridge watchkeeping and na2igation re.!ire practice: s!pport and reaffirmation9 1eft !nattended the- can *ecome cas!al9 The actions taken on the *ridge ma- *e !ncritical and the interchange of information *etween the "aster and the watchkeeping officers lapses into a working relationship where ass!mptions are made witho!t *eing 2erified9 )hen *ridge operations are loosel- organi<ed the impression can *e gi2en that things will *e all right9 +owe2er: when the !ne3pected occ!rs: conf!sion arises9 ,t *ecomes more diffic!lt to make decisions and the possi*ilit- e3ists for an error of 5!dgement: which might lead to an accident9 An accident *- its nat!re is !ne3pected: *!t most accidents occ!r *eca!se there is no s-stem in operation to detect and conse.!entl- pre2ent one person making a mistake(a mistake of the t-pe all h!man *eings are lia*le to make9 This *ook on *ridge team management addresses this iss!e *- e3plaining how to prepare for safe well(planned na2igation: which is directed *- the "aster: officers and crew in s!ch a wa- that the ship is alwa-s cond!cted !nder positi2e control: s!pported *- the pilot when one is taken9 ,t ma- *e arg!ed that the methods *eing p!t forward in the *ook are too demanding !pon manpower or that there is ins!fficient time to plan the ne3t 2o-age properl-9 Alternati2el-: it ma- *e stated that the tasks to *e performed are essential: *!t the reso!rces are not a2aila*le9 This disc!ssion cannot *e resol2ed thro!gh opinions9 The- differ widel-9 The iss!es can onl- *e resol2ed *- assessing the re.!irements to ens!re na2igational safet- and p!tting in place a s-stem to meet those re.!irements9 Bridge team management is th!s more than a concept9 ,t is the implementation of a wa- of working which recogni<es that relia*le and consistent standards can onl- *e maintained if na2igation is *ased !pon so!nd principles and reinforced *- effecti2e Organi<ation9 ,n this conte3t it is !p to all ships= officers to make the *est possi*le !se of a2aila*le reso!rces: *oth h!man and material: to achie2e the s!ccessf!l completion of the 2o-age9

Page > of 83

Bridge Team Management

,t is tr!e that modern electronic s-stems can *e !sed to a!tomate *ridge tasks and there*alter the *alance of d!ties performed on the *ridge9 +owe2er: this *alance depends !pon s-stems design: relia*ilit- and the knowledge of the officers to !se it properl-9 Ass!mptions m!st not *e taken for granted9 The s-stems integrit- m!st *e assimilated into the *ridge Organi<ation so that there is no possi*ilit- of an !ndetected error occ!rring9 All mem*ers of the team ha2e a part to pla- in this9 The title =Team "anagement= !nderstates the interaction re.!ired within the team for s!ch a s-stem to work9 ,t does not refer to an act of management *- one person *!t a contin!o!s adaptation of all the team mem*ers to f!lfil the team roles that the- ha2e *een assigned9 To achie2e good res!lts consistentl-: there are a n!m*er of factors: which ha2e to *e addressed: nota*l- those concerning technical knowledge and skills and also the re.!irements of the more traditional man(management or =people= skills in2ol2ed in the de2elopment of h!man reso!rces9 ,n looking at the technical skills: consideration m!st *e gi2en to the techni.!es in2ol2ed in preparing for and cond!cting the proposed 2o-age9 The skills concerning the de2elopment of h!man reso!rces are co2ered in depth in other p!*lications9 The *asic principles of good comm!nication and man management are: howe2er: important to the smooth and efficient r!nning of an- team: not 5!st on the *ridge of a ship9 )ith c!rrent ship manning policies these skills m!st *e de2eloped to o2ercome c!lt!ral *o!ndaries as well as those of a more traditional hierarchical rank str!ct!re9 Training and !$a!hing The a*ilit- to do a 5o* well depends: to some e3tent: on the .!alit- of the training a person has recei2ed9 A poorl- moti2ated trainer will often prod!ce a poorl- moti2ated trainee9 )e all spend a great part of o!r li2es either imparting knowledge to others or *eing on the recei2ing end of s!ch knowledge9 This starts when we are 2er- -o!ng and contin!es: no matter what o!r chosen 2ocation: thro!gho!t o!r li2es9 Proportionall-: 2er- little of this is cond!cted in the formal atmosphere of a learning esta*lishment: most learning taking place at mother=s knee or in the workplace9 As s!ch we are all teachers and we sho!ld not *e shof passing on knowledge when re.!ired9 The methods of passing on knowledge are man- and 2ario!s9 The- ma- *e split into two main gro!ps training and coaching9 These differ slightl- in concept9 Training a person in2ol2es instr!cting them in the e3ec!tion of 2ario!s tasks or proced!res to a re.!ired standard9 Coaching: howe2er: in2ol2es the de2elopment of e3isting a*ilities thro!gh delegation and monitoring9 ,t is a fine line *etween delegation for coaching p!rposes and a*rogation of one=s responsi*ilities? Care sho!ld *e taken to a2oid delegating at too earl- a stage of de2elopment9 ,f the =trainee= is !nprepared for the task: the effects can *e de2astating with a great deal of demorali<ation and !ndermined confidence9
Page @ of 83

Bridge Team Management

Training re.!irements for *ridge tasks do not alwa-s lend themsel2es to direct training methods e3cept perhaps in the case of 2er- ine3perienced personnel or for new concepts9 The method of =Sit ne3t to Nell- and she will show -o! is not alwa-s appropriate *eca!se it is a drain on alread- stretched h!man reso!rces9 This is where the concept of coaching is appropriate9 )ith an- coaching sit!ation it is essential to maintain the s!per2ision of the trainee and s!ppl- s!fficient feed*ack on the progress *eing made9 1ack of feed*ack red!ces gains *- the recipient9 The formation of a team from a selection of indi2id!als ma- take a great deal of effort9 Not all mem*ers will start with the same *aseline of knowledge9 Once the team is f!nctioning: the flow of information will increase as a direct res!lt of the newl- fo!nd confidence of its mem*ers9 All team mem*ers sho!ld *e kept f!ll- aware of what is e3pected of them and their performance in their 5o* fre.!entl- monitored and feed*ack gi2en9 One of the primar- f!nctions of the team is the pro2ision of a s-stem of checking and cross(checking decisions: which will directl- or indirectl- affect the cond!ct of the ship9 1ell/eing The efficient team mem*er will *e *oth mentall- and ph-sicall- fit9 )atchkeeping is often seen as *eing a passi2e role9 &nder certain low(ke- sit!ations this ma- *e the case9 The watchkeeper can then *e considered to *e in a sit!ation re.!iring onl- the maintenance of the present !nstressed sit!ation9 This role change dramaticall- in riskier sit!ations: re.!iring more forcef!l action to pre2ent a sit!ation arising: not merel- responding to factors which ma- get o!t of control9 This t-pe of reaction re.!ires *oth ph-sical and mental well*eing of a high standard9 M$rale 'emorali<ed teams: or e2en demorali<ed mem*ers of a team: are not going to prod!ce the high standards re.!ired to ens!re the contin!ing safet- of the ship9 "orale depends !pon a large n!m*er of factors: *!t good teamwork and effecti2e operation will *e enhanced if the team mem*ers are clear as to their role in the team: can see the res!lts of their own efforts: ha2e their own deficiencies caref!ll- corrected and are gi2en credit when it is d!e9 ERR0R C3AIN% "aritime incidents or disasters are 2er- seldom the res!lt of a single e2ent: the- are almost in2aria*l- the res!lt of a series of non(serio!s incidentsA the c!lmination of an error chain9

Page B of 83

Bridge Team Management

Sit!ational awareness(i9e9 knowing what is going on aro!nd the ship(helps the OO) recogni<e that an error chain is de2eloping and taking s!ch action: *ased !pon this awareness: to *reak the error chain9 INDICATI0N% 04 ERR0R C3AIN DE5E60PMENT Certain signs in the f!nction of a *ridge team will indicate that an error chain is de2eloping9 This does not mean that an incident is a*o!t to happenA it does mean that the passage is not *eing carried o!t as planned and that certain elements of sit!ational awareness ma- *e lacking9 The ship is *eing p!t at !nnecessar- risk and action m!st *e taken to *reak the error chain9 Am*ig!it- ma- *e easil- defina*le or there ma- *e more s!*tle indications that things are not going as e3pected9 ,n the e2ent that two independent and separate position fi3ing s-stems(e9g9: radar fi3 and $PS positions(do not agree: o*2io!sl- something ma- *e wrong with one of the fi3es and immediate action is re.!ired to correct this am*ig!it- and determine which of the fi3es is correct9 A more s!*tle 2ariation of am*ig!it- ma- *e that the echoso!nder reading does not agree with the charted depth9 The less conscientio!s OO) ma- 5!st accept this factA another will not *e satisfied and will tr- to determine wh- there is a difference *etween the e3pected and act!al so!nding9 Am*ig!it- ma- e3ist in that two team mem*ers do not agree !pon a point of action9 Am*ig!it- e3istsA of itself it ma- not *e dangero!s: *!t it means that there is a difference and the ca!se of this difference needs to *e !nderstood9 One of the two(team mem*ers is losing: or has lost: his sit!ational awareness and an error chain ma- *e de2eloping9 The OO) ma- *e aware that certain pre(agreed decisions(e9g9: night orders: compan- proced!res: etc9(are not *eing followed9 Again: am*ig!it- e3ists9 )h- has there *een de2iation from the accepted proced!resC Am*ig!it- ma- *e a res!lt of ine3perience or lack of training9 The 5!nior officer ma- feel that he is not in a position to 2oice his do!*ts9 This sho!ld not *e the case9 E2er- mem*er of a well(constr!cted: well(*riefed team will feel confident that his do!*ts or fears can *e e3pressed witho!t his *eing reprimanded for what ma- t!rn o!t to *e: in one instance an !nwarranted worr-: in another a 2er- pertinent and sit!ation sa2ing remark9

AMBIG2IT7

Page 8 of 83

Bridge Team Management

DI%TRACTI0N

'istraction: the f!ll attention of a person !pon one e2ent to the e3cl!sion of others or concentration !pon what is often an irrele2anc- can *e an indication that sit!ational awareness is *eginning to *reak down: e2en if onl- for a restricted period9 'istraction can *e ca!sed *- an e3cessi2e workload: stress or fatig!e: emergenc- conditions or: all too often: inattention to detail9 ,t ma- also *e ca!sed *- an !ne3pected: tho!gh not threatening e2ent: s!ch as a 0+ call: which can occ!p- the f!ll attention of a person to the e3cl!sion of other more !rgent needs9 A less defina*le indication of sit!ational awareness is a feeling that the person concerned is losing control of the sit!ation9 A feeling that position fi3ing is not going: as it sho!ld: that the person concerned does not know what is e3pected to happen ne3t9 This ma- *e a res!lt of lack of e3perience9 Poor comm!nications: *oth internal and e3ternal: are an indication that sit!ational awareness ma- *e at risk9 ,nternal comm!nications ma- *e conf!sed *- ph-sical ca!ses s!ch as noise: etc9: or *e ca!sed *- lack of common lang!age or differing proced!ral methods9 E3ternal comm!nications *reakdown ma- also *e ca!sed *- non(common lang!age or plain mis!nderstanding9 ,n an- case: efforts m!st *e made to o2ercome the ca!se of the comm!nication *reakdown: otherwise teamwork and m!t!al knowledge is at risk9

INADE82AC7 AND C0N42%I0N

C0MM2NICATI0N BREA9D01N

IMPR0PER C0NN 0R600902T

,mproper conning or poor looko!t ma- *e a res!lt of lack of sit!ational awareness as well as an indication of its *reakdown9 )ithin the *ridge team Organi<ation there can *e no aspect more important than a safe conn and *reakdown of this sit!ation ma- lead to the ship *eing ha<arded9 Non(compliance with the passage plan ma- res!lt from the improper conn noted a*o2e: and is another indication that the sit!ational awareness is *reaking down9 &n5!stified depart!re from clearl- defined and !nderstood operating proced!res m!st *e recogni<ed as a *reakdown of: sit!ational awareness9 As an e3ample: the OO) of a ship which is proceeding in the wrong lane of a Traffic Separation Scheme m!st ask himself wh- he is doing this9 ,t will *e off the planned track and is a direct 2iolation of the ,nternational
Page D of 83

N0N C0MP6IANCE 1IT3 P6AN PR0CED2RA6 5I06ATI0N

Bridge Team Management

%eg!lations for Pre2enting Collisions at SeaA if he is *oth de2iating from the track and ignoring the %!les then it is likelthat he is not f!ll- aware of the position of the ship9 CA%2A6TIE% AND T3EIR CA2%E% At the ,nternational Safet- Conference E,NTASA CON ,,,F held in Norwa- it was agreed that two principal factors seemed to *e the main ca!ses of collisions and gro!ndingG ( 1EA9NE%%E% IN BRIDGE 0RGANI%ATI0N and a res!lt of s!ch weakness 4AI62RE T0 9EEP A G00D 600902T )eaknesses in *ridge Organi<ation ha2e *een a common fail!re in man- cas!alties9 S!ch cas!alties ma- ha2e *een a2oided *-G %etting d$"/le (at!hes Too often it is considered ade.!ate to contin!e in a more in appr$priate comple3 sit!ation with the same *ridge manning le2els as if !ir!"mstan!es: the ship were deep sea with less immediate potential ha<ards9 Ens"ring -s"--i!ient Additional personnel are often re.!ired to prepare e.!ipment pers$nnel are a+aila/le or to *e a2aila*le !nder certain circ!mstances9 ,f calling them in spe!ial !ir!"mstan!es is left too late the- ma- not *ecome a2aila*le !ntil the ship is in the sit!ation the- co!ld ha2e helped pre2ent9 Pre!ise instr"!ti$ns -$r !alling the Master: P$sting l$$)$"ts: Too often the "aster is called after a sit!ation has irredeema*l- deteriorated9 ,f the OO) is !nclear as to when he sho!ld call the master then his indecision ma- lead to his not calling the "aster9 The OO) ma- consider that he alone can keep the looko!t in addition to his own d!ties9 E2ent!all-: not posting a looko!t ma- ca!se him to neglect other important d!ties9 An !nmanned wheel also re.!ires the OO) to monitor and correct the steering9 This: too: ma- ca!se him to o2erlook other d!ties9 'espite the case with which modern steering gear can *e changed from one s-stem to another: ma5or incidents are on record where lack of awareness of the precise steering s-stem in operation has led to disaster9 A *!s- OO) ma- not reali<e that the 2isi*ilit- has deter(
Page 1; of 83

Manning the (heel:

An esta/lished drill -$r !hanging $+er -r$m a"t$mati! t$ man"al steering: Pre!ise instr"!ti$ns

Bridge Team Management

regarding red"!ing speed in the e+ent $- red"!ed +isi/ilit.:

iorated: partic!larl- at night9 E2en when he has reali<ed that the sit!ation has deteriorated he ma- not appreciate the increase in workload and consider that he can still cope9

The following feat!res ha2e *een noticea*le as ca!ses of gro!ndingG 4ail"re t$ pre-plan a tra!) re.!entl- it is not considered necessar- to plan a track and show it on the chart9 This ma- *e *eca!se the mariners concerned feel that the- know the area s!fficientl- well or *eca!se there is a pilot on the *ridge9 Altho!gh a planned track is shown on the chart OO)s do not alwa-s constantl- and reg!larl- fi3 the ship9 This ma- lead to the OO) not *eing aware that the ship is de2iating from track: perhaps towards danger9 E2en when aware that de2iation from the track is occ!rring: the attit!de ma- *e that it doesn=t reall- matter: that there is eno!gh safe water: when this is not act!all- the case9 ,f onl- one method of fi3ing is !sed when the ship is in con( strained waters: mis(identification of a na2igation mark or fa!lt- electronic information: left !nchecked and !no*( ser2ed: ma- lea2e the OO) with a false sense of sec!rit-9 Electronic position fi3ing ma- sometimes *e more acc!rate or con2enient: *!t electronic fi3es do not necessaril- relate the ship=s position to na2igational ha<ards9 ,gnoring 2is!al fi3ing can lead to the OO) *ecoming !naware of his changing en2ironment9 E3cept when alongside: the ship=s nearest danger is almost in2aria*l- 2erticall- *elow9 Altho!gh it cannot *e in2aria*l- 2erticall- *elow9 Altho!gh it cannot *e considered to *e a position fi3: o*ser2ation and appreciation of the !nder(keel clearance can often warn the o*ser2er of approaching danger or that the ship is not in the position that it sho!ld *e9 An o*ser2er ma- con2ince himself that he sees the light he is looking for: not the light he is act!all- looking at9 This mis(
Page 11 of 83

4ail"re t$ m$nit$r ade;"atel. the +essel&s pr$gress al$ng the planned tra!) 4ail"re t$ ta)e< immediate a!ti$n t$ regain tra!) ha+ing de+iated -r$m it 4ail"re t$ !r$ss-!he!) -i es /. !$mparing $ne means (ith an$ther 4ail"re t$ "se +is"al -i ing (hen a+aila/le

4ail"re t$ "se the e!h$-s$"nder (hen considered ma)ing a land-all $r na+igating in !$nstrained (aters

4ail"re t$ identi-. !$rre!tl. na+igati$nal

Bridge Team Management

lights 4ail"re t$ ens"re that imp$rtant na+igati$nal de!isi$ns are independentl. !he!)ed /. an$ther $--i!er

identification can lead to s!*se.!ent error or conf!sion9 B- their 2er- nat!re all h!man *eings are likel- to make errors9 ,t is essential that s!ch h!man errors cannot occ!r witho!t *eing noticed and corrected9 An integral part of the na2igational plan and *ridge Organi<ation m!st *e to minimi<e the risk of s!ch errors going !nnoticed9

"ost of the instances cited a*o2e are arri2ed at *- the OO) not appreciating the comple3it- of his role in a deteriorating sit!ation9 This ma- *e *eca!se s!ch responsi*ilities ma- ne2er ha2e *een made clear to him or her9 BRIDGE 0RGANI%ATI0N An efficient *ridge Organi<ation will incl!de proced!res thatG 1= Eliminate the risk that an error on the part of one person ma- res!lt in a disastro!s sit!ation 4H Emphasi<e the necessit- to maintain a good 2is!al looko!t and to carr- o!t collision a2oidance ro!tines 3H Enco!rage the !se of all means of esta*lishing the ship=s position so that in the case of one method *ecoming !nrelia*le others are immediatel- a2aila*le9 8H "ake !se of passage planning and na2igational s-stems which allow contin!o!s monitoring and detection of de2iation from track when in coastal waters >H Ens!re that all instr!ment errors are known and correctl- applied @H Accept a pilot as a 2al!a*le addition to a *ridge team Indi+id"al R$le These proced!res can onl- *e achie2ed *- each mem*er of the *ridge team reali<ing that he has a 2ital part to pla- in the safe na2igation of the ship and that safet- depends !pon all personnel pla-ing their part to the !tmost of their a*ilit-9 Each team mem*er m!st appreciate that the safet- of the ship sho!ld ne2er depend !pon the decision of one person onl-9 All decisions and orders m!st *e caref!ll- checked and their e3ec!tion monitored9 I!nior team mem*ers m!st ne2er hesitate to .!estion a decision if the- consider that s!ch a decision is not in the *est interests of the ship9

Page 14 of 83

Bridge Team Management

T3E P6AN 0o-ages of whate2er length can *e *roken down into two ma5or stages9 PREPARATI0N E>EC2TI0N ,ncl!ded in PREPARATI0N isG APPRAI%A6 P6ANNING E>EC2TI0N of the 2o-age incl!des 0RGANI%ATI0N M0NIT0RING

Page 13 of 83

Bridge Team Management

Chapter 2
PA%%AGE APPRAI%A6 Before an- 2o-age can *e em*arked !pon or: indeed: an- pro5ect !ndertaken: those controlling the 2ent!re need to ha2e a good idea of the risks in2ol2ed9 The appraisal stage of passage planning e3amines these risks9 ,f alternati2es are a2aila*le: these risks are e2al!ated and a compromise sol!tion is reached where*- the le2el of risk is *alanced against commercial e3pedienc-9 The appraisal co!ld *e considered to *e the most important part of passage planning as it is at this stage that all pertinent information is gathered and the firm fo!ndation for the plan is *!ilt9 The !rge to commence planning as soon as possi*le sho!ld *e resisted9 Time allocated to appraisal will pa- di2idends later9 IN40RMATI0N %02RCE% The "aster=s decision on the o2erall cond!ct of the passage will *e *ased !pon an appraisal of the a2aila*le information9 S!ch appraisal will *e made *- considering the information from so!rces incl!dingG 1= 4H 3H 8H >H @H BH 8H DH 1;= 11= 14= 13= 18= 1>= 1@= 1B= 18= 1D= 4;= Chart Catalog!e Na2igational charts Ocean Passages for the World %o!ting charts or pilot charts Sailing 'irections and Pilot Books Light Lists Tide Tables Tidal stream atlases Notices to "ariners ENa2areas: +-drolants: +-dropacsF %o!ting information %adio signal information Eincl!ding 0TS and pilot ser2iceF Climatic information 1oad(line chart 'istance ta*les Electronic na2igational s-stems information %adio and local warnings Owner=s and other !np!*lished so!rces 'ra!ght of 2essel Personal e3perience "ariner=s +and*ook

These items are disc!ssed in some detail *elow9 Onl- British and American catalog!e n!m*ers are .!oted9 Other: similar: p!*lications ma- *e a2aila*le from other national
Page 18 of 83

Bridge Team Management

so!rces9 1 C3ARTCATA60G2E P!*lished ann!all- *- the +-drographer to the Na2- EBritishF as NP 131 and *- the 'efense "apping Agenc- E&SF as CATP40Ol&9 2 C3ART% "an- merchant ships carr- British charts p!*lished *- the +-drographer of the Na2-9 +owe2er: there are areas of the world where the mariner ma- well *e ad2ised to consider !sing locall- p!*lished charts as well9 British Admiraltpolic- is to chart all British home and most Commonwealth and some "iddle Eastern waters on a scale s!fficient for safe na2igation9 Elsewhere the polic- is to p!*lish s!ch charts as will ena*le the mariner to cross the oceans and proceed along the coasts to reach the approaches to ports9 Along mancoasts not co2ered in detail *- British charts the mariner mafind it *etter to !se the charts of the h-drographic office of the rele2ant co!ntr-9 Both &S and Canadian reg!lations re.!ire that 2essels in their waters m!st carr- and !se the appropriate charts9 This means that the 2essel=s chart o!tfit ma- not meet the reg!lations9 Na2igators need to ens!re that the- ha2e the correct charts9 Appro3imatel- >; co!ntries are listed as ha2ing esta*lished h-drographic offices p!*lishing charts of their national waters9 Addresses of the agents appointed *- s!ch offices ma- *e o*tained from The Catalogue of Agents for the Sale of Charts: p!*lished *- the ,nternational +-drographic B!rea!: B A2en!e President I9 9 #enned-: BP 88>: "CD8;11 "onaco Cede3: Principate de "onaco9 ,nternational standard chart s-m*ols and a**re2iations allow foreign charts to *e !sed with little diffic!lt- *!t care m!st *e taken to esta*lish the chart dat!ms !sed9 3 0CEAN PA%%AGE% 40R T3E 10R6D P!*lished *- the +-drographer of the Na2- EBritishF as NP 13@A contains information on planning ocean passages: oceanograph- and c!rrents9

4 R02TEING C3ART% %o!teing charts are p!*lished *- the +-drographer of the 6 PI60T C3ART% Na2- EBritishF as Charts Nos9 >148(89 These are similar to the Pilot Charts p!*lished *- the 'efense "apping Agenc- E&SAF Esee Atlases N0P&B 1;>(D 6 P,1OT 1@ and P,1OT>>F9
Page 1> of 83

Bridge Team Management

Both series gi2e monthl- information on ocean ro!ting: c!rrents: winds and ice limits and 2ario!s meteorological informations9 # %AI6ING DIRECTI0N% AND PI60T B009% British pilot *ooks are p!*lished in B8 2ol!mes *- the +-drographer of the Na2- and gi2e worldwide co2erage9 Sailing directions are p!*lished *- the 'efense "apping Agenc- E&SAF in the series S'P&B 141(4;;9 Some of these *ooks are referred to as Planning $!ides: gi2ing information essentiall- the same as the British Ocean Passages for the )orld: others as Enro!te: gi2ing similar information to the British pilot *ooks9 P!*lished *- the +-drographer of the Na2- EBritishF in 11 2ol!mes ENPB8(88F gi2ing worldwide co2erage9 Se2en 2ol!mes of Light 1ists are p!*lished *- the &S Coast $!ard: ECO"'T"1@>;41(BF gi2ing details of all &S coastal lights: incl!ding the $reat 1akes9 '"A p!*lications 11P&B 1 1;(@ co2er the rest of the world9 * TIDE TAB6E% P!*lished *- the +-drographer of the Na2- EBritishF: ann!all-: in three 2ol!mes: co2ering the world9 Tidal times and heights ma- *e readil- o*tained *- !sing a comp!ter program p!*lished *- the British Admiralt- ES+"( 1 >DAF9 )orldwide tide ta*les are also p!*lished *- the &S National Ocean Ser2ice ENOSPBTT 999 F , TIDA6 %TREAM AT6A%E% P!*lished *- the +-drographer of the Na2- EBritishF: these atlases co2er certain areas of North )est E!rope and +ong #ong9 Tidal c!rrent ta*les are p!*lished *- the &S National Ocean Ser2ice: co2ering the Atlantic coast of North America and the Pacific coast of North America and AsiaG Tidal c!rrent charts are p!*lished *- the &S National Ocean Ser2ice for fo!r ma5or &S ports9 ? N0TICE% T0 MARINER% Notices to "ariners are p!*lished in weekl- editions *- *oth the British and &S h-drographic a!thorities: ena*ling ships to keep their charts and other p!*lications !p to date9

' 6I%T% 04 6IG3T% AND 40G %IGNA6%

Page 1@ of 83

Bridge Team Management

1; S+,PS=%O&TE,N$

P!*lished *- ,"O: this p!*lication gi2es information on all %o!ting: traffic separation schemes: deep water ro!tes and areas to *e a2oided which ha2e *een adopted *- ,"O9 %o!ting information is also shown on charts and is incl!ded in the sailing: directions9 The EBritishF Admiralt- List of %adio Signals consists of se2en 2ol!mes of te3t and fo!r *ooklets of diagrams co2ering the followingG 0ol9 , E1 6 4F coast radio stations: ,nmarsat: $"'SS: SA%: Ship reporting s-stems9 0ol9 4 radio na2igational aids: %' stations: radar *eacons: time signals: electronic position(fi3ing s-stems9 0ol9 3 radio weather ser2ices and na2igation warnings9 0ol9 8 meteorological o*ser2ation stations9 0ol9 @ E, 6 4F port operations: pilotage ser2ices = and 2essel traffic management and information ser2ices9 Similar information is a2aila*le in &S '"A p!*lication %AP&B 1 1B9

11 RADI0 %IGNA6 IN40RMATI0N

12 C6IMATIC IN40RMATI0N for

Climatic information is a2aila*le from a 2ariet- of so!rces incl!ding the pilot *ooks: pilot charts and Ocean Passages the )orld alread- mentioned9 The British Admiralt- *ook "eteorolog- for "ariners gi2es f!rther general information9

13 60AD 6INE C3ART

1oad 1ine %!les are mandator- and the load line <ones are shown in Ocean Passages for the )orld or BA Chart '@;839

14 DI%TANCE TAB6E% Both Ocean and Coastal 'istance Ta*les are a2aila*le from a 2ariet- of so!rces incl!ding British Admiralt- ENP3>;F and &S '"A p!*lications N0P&B 1 >1 and NOSSPBPO%TS',ST9 1> E6ECTR0NIC ,nformation re.!ired will depend !pon the s-stems in !se on NA5IGATI0N the partic!lar ship and sho!ld ha2e *een s!pplied with the %7%TEM% e.!ipment9 3ANDB009% 1' RADI0 AND 60CA6 The latest information a2aila*le on changes to na2igation 1ARNING% aids: etc9: will *e o*tained from radio Eincl!ding Na2te3tF and local warnings and m!st alwa-s *e made a2aila*le to those
Page 1B of 83

Bridge Team Management

responsi*le for appraisal and planning9 1ocal information is often a2aila*le from the har*or a!thorit-9 or information on the worldwide na2igational ser2ices and the transmitting stations see Admiralt- 1ist of %adio Signals 0ol9 3 1* DRA2G3T 04 %3IP The anticipated dra!ght and trim of the ship at different stages of the passage will need to *e known in order to calc!late the !nder(keel clearance when in shallow water9 The e3treme height of the ship a*o2e the waterline: known as the air dra!ght: maalso *e re.!ired9 1, 01NER&% AND S!pplementar- information from the 2essel=s owners sho!ld 0T3ER %02RCE% *e cons!lted: when a2aila*le: as sho!ld reports from other 2essels: information from agents and port a!thorit- hand*ooks: reg!lations and g!ides to port entr-9 1? PER%0NA6 E>PERIENCE 2@ T3E MARINER4? 3ANDB009 The personal e3periences of crew mem*ers who ha2e *een to the anticipated ports and areas ma- pro2e of 2al!e9 P!*lished *- the +-df@gfapher of the Na2- EBritishF: this *ook contains information of general interest to the mariner9

+a2ing collected together all the rele2ant information the "aster: in cons!ltation with his officers: will *e a*le to make an o2erall appraisal of the passage9 0CEAN The passage ma- *e a transocean ro!te in which case the first consideration will need to *e the distance *etween ports: the a2aila*ilit- of *!nkers and stores: etc9 A great circle is the shortest distance *!t other considerations will need to *e taken into acco!nt9 "eteorological conditions will need to *e considered and it mawell pro2e ad2antageo!s to !se one of the weather ro!ting ser2ices9 Altho!gh the recommended ro!te: ma- *e longer in distance it ma- well pro2e shorter in time and the ship s!ffer less damageG Ocean c!rrents ma- *e !sed to ad2antage: fa2ora*le ones gi2ing the ship a *etter o2erall speed th!s offsetting the disad2antage of taking a longer ro!te9 )eather s-stems also need to *e considered(e9g9: a ship in the China Sea in s!mmer need plent- of sea room if it is lia*le to *e in2ol2ed in a tropical re2ol2ing storm and a passage in high latit!des ma- re.!ire ice conditions to *e considered9
Page 18 of 83

Bridge Team Management

,rrespecti2e of the ad2antage of !sing a preferred9 track: the 1oad 1ine %!les m!st alwa-s *e o*e-ed9 ,n certain circ!mstances: often politicalA a ship ma- need to keep clear of specified areas9 C0A%TA6 The main consideration at the appraisal stage will *e to determine the distance tracks sho!ld *e laid off coastlines and dangers9 )hen the ship is passing thro!gh areas where ,"O( adopted traffic separation and ro!ting schemes are in operation: s!ch ro!ting will ha2e to *e followed9 ,n some coastal areas minim!m distances off for specified 2essels is determined *the rele2ant State9 Some shipping companies ma- also specif- minim!m distance off ,n archipelagos: it will *e necessar- to determine which straits and passages are to *e !sed and whether or not pilotage is re.!ired9 &nder certain circ!mstances it !a" *e prefera*le to di2ert aro!nd an archipelago9 +a2ing made his appraisal of the intended 2o-age: whether it is a short coastal passage or a ma5or transocean passage: the master will determine his strateg- and then delegate one of his officers to plan the 2o-age9 On most ships this will *e the Second "ate: on some a designated na2igating officer: on others the "aster ma- ha2e to do his own planning9 ,rrespecti2e of who act!all- does the planning: it has to *e to the re.!irements of the "aster: who carries the final respons( i*ilit- for the plan9 The plan needs to incl!de all e2ent!alities and contingencies Passage plans are often made from Pilot station to pilot *!t ,"O %esol!tion A=2,#A5IIIB< Ane3 A E2F s!*se.!entlincorporated in the STC)Con2ention 1DB8: %eg!lation ,,/1 statesG Despite the duties and obligations of a pilot, his presence on board does not relieve the Officer in charge of the watch from his duties and obligations for safety of the ship. This makes it .!ite clear that it is necessar- to plan from *erth to *erth e2en tho!gh it is anticipated that there will *e a pilot cond!cting the 2essel at certain stages of the 2o-age9

Page 1D of 83

Bridge Team Management

Chapter 3
PA%%AGE P6ANNING Planning ma- *e considered in two stagesG aF *F ocean and open waterA coastal and est!arialA

tho!gh: at times: these two stages will merge and o2erlap9 C3ART% Collect together all the charts for the intended 2o-age: p!tting them into the correct order9 Charts not a*sol!tel- necessar- for the 2o-age *!t which are ad5acent to the area to *e tra2ersed sho!ld *e incl!ded: as sho!ld 2er- large scale charts(e9g9: port plans on the coastal part of the 2o-age9 Altho!gh it ma- not *e necessar- act!all- to !se s!ch charts: the- ma- incl!de information: which co!ld pro2e of !se d!ring the 2o-age9 Ens!re that all charts and p!*lications ha2e *een corrected to the latest Notice to "ariners a2aila*le and that an- a!thentic Na2warnings: etc9: recei2ed from an- so!rce are also incl!ded9 ESee Anne3 4F Similar corrections ma- also ha2e to *e made d!ring the 2o-age after the plan has *een completed and the plan ma- ha2e to *e s!*se.!entl- modified9 Coastal and est!arial charts sho!ld *e e3amined and all areas where the ship cannot go caref!ll- shown *- highlighting or cross(hatching: taking care not to o*literate information e9g9: a na2igation mark or a conspic!o!s o*5ect9 S!ch areas are to *e considered as no(go areas9 ,n waters where the tidal range manot *e 2er- large: no(go areas will: incl!de all charted depths of less than the ship=s dra!ght9 ,n confined waters: where the tidal height ma- ha2e a large infl!ence: s!ch no(go areas will 2ar- according to the time of passage9 ,nitiall- all areas and dangers showing charted depths of less than the dra!ght pl!s a safet- margin sho!ld *e considered no(go: tho!gh s!ch no(go areas ma- s!*se.!entl*e amended when the act!al time of passage is known9 'iag9 1 shows no(go areas for a ship on a dra!ght of D91 metres: appro3imating to the 1; meters conto!r: no allowance *eing made for tidal height9

N0-G0 AREA%

Page 4; of 83

Bridge Team Management

Page 41 of 83

Bridge Team Management

MARGIN% 04 %A4ET7 Before tracks are marked on the chart the clearing distance from the no(go areas needs to *e considered9 )hen a fi3 is plotted on a chart it in2aria*lrepresents the position of a certain part of the ship=s *ridge at the time of the fi39 )ith large ships: altho!gh the plotted fi3 at a certain time ma- *e o!tside a no(go area: it is possi*le that another part of the ship ma- alread- *e in it(with disastro!s res!lts9 A safetmargin is re.!ired aro!nd the no(go areas at a distance that: in the worst pro*a*le circ!mstances: the part of the ship *eing na2igated Ethe *ridgeF will not pass9 Among the factors which need to *e taken into acco!nt when deciding on the si<e of this ="argin of Safet-= areG 1 The dimensions of the ship9 4 The acc!rac- of the na2igational s-stems to *e !sed9 3 Tidal streams9 8 The mane!2ering characteristics of the ship9 The margins of safet- sho!ld *e chosen so that the- can *e readil- monitored9 To achie2e this the- need to *e related to one of the na2igation s-stems in !se Ee9g9: clearing *earings related to a headmark or parallel inde3esF9 "argins of safet- will show how far the ship can de2iate from track: -et still remain in safe water Esee *elowF9 As a general r!le the margin of safet- will ens!re that the ship remains in waters of a depth greater than dra!ght J 4;K9 ,t is stressed that this is onl- a general r!le: circ!mstances ma- dictate that the J4; K clearance will need to *e considera*l- increased (e9g9 , )here the s!r2e- is old or !nrelia*le9 4 ,n sit!ations where the ship is pitching or rolling9 3 )hen there is a possi*ilit- that the ship ma- *e e3periencing s.!at9

Page 44 of 83

Bridge Team Management

Page 43 of 83

Bridge Team Management

%A4E 1ATER

Areas where the ship ma- safet- de2iate are considered to *e safe water and the limits of this safe water are *o!nded *margins of safet-9

0CEAN AND 0PEN 1ATER TRAC9%

Ocean and open(water tracks sho!ld first *e drawn on the small(scale charts: according to the decisions made at the appraisal stage regarding the ro!te to *e taken9 $reat circle and composite great circle tracks will ha2e to *e calc!lated or o*tained from the Satna2 comp!ter or from great circle chartsA rh!m* lines ma- *e drawn straight on to the "ercator chart: *!t all tracks will ha2e to conform to the limits deter( mined at the appraisal9 C0A%TA6 AND Coastal and est!arial tracks will also *e constrained *- the E%T2ARIA6 TRAC9% decisions made at the appraisal stage and sho!ld *e first drawn on the small(scale charts co2ering large portions of the coastline: prefera*l- from the depart!re port to the arri2al port9 This will depend !pon the pro3imit- of the ports and the charts of the area and: in most cases: more than one chart will ha2e to *e !sed9 These first tracks will form the *asis of the plan and from them ma- *e o*tained distances and steaming times9 )hen the depart!re time is known: the ETA EEstimated Time of Arri2alF at the 2ario!s wa-points en ro!te can *e esta*lished9 The Tr!e direction of the track sho!ld *e shown in close pro3( imit- to the track9 This will not necessaril- *e the co!rse steered to make this trackA it onl- indicates the direction to make good9 The co!rse to steer will depend !pon 2ario!s factors at the time of making the passage9 )hen completed: these tracks sho!ld *e transferred to and drawn on the large(scale charts of the area to *e tra2ersed9 Transfer of a track from one chart to another m!st *e done with great care9 To ens!re that no mistakes are made: it is good practice do!*l- to check this operation *- !sing a range and *earing of the transfer position from a readil- identifia*le o*5ect(e9g9: a light common to *oth charts(and confirming this position on *oth charts *- the latit!de and longit!de of the point9 C3ARTC3ANGE ,t sho!ld *e .!ite clearl- shown on a chart the position where it is re.!ired to transfer to the ne3t chart: gi2ing the ne3t chart=s n!m*er9

Page 48 of 83

Bridge Team Management

Page 4> of 83

Bridge Team Management

TRAC9 C0N%IDERATI0N%

As a general r!le there is nothing to *e gained *- closelapproaching a danger other than to red!ce passage distance and: conse.!entl-: steaming time9 E2en so: when it does *ecome necessar- to approach a danger there are general minim!m r!les that sho!ld *e followed9 The ship alwa-s has to remain in safe water Esee *elowF and remain s!fficientl- far off a danger to minimi<e the possi*ilit- of gro!nding in the e2ent of a machiner- *reakdown or na2igational error9 ,t is not possi*le to la- down hard and fast r!les regarding the distance off a danger that a ship sho!ld maintainA it will depend onG 1= The dra!ght of the ship relati2e to the depth of water9 4H The weather conditions pre2ailingG a strong onshore wind or the likel- onset of fog or rain will re.!ire an increase in distance off9 3H The direction and rate of the tidal stream or c!rrent9 8H The 2ol!me of traffic9 >H The age and relia*ilit- of the s!r2e- from which the information shown on the chart has *een deri2ed9 @H The a2aila*ilit- of safe water9 The following g!idelines will help in determining 5!st how far to pass off dangers9 )here the coast is steep to and offshore so!ndings increase .!ickl-: the minim!m passing distance sho!ld *e 1 1/4(4 miles9 )here the coast shel2es and offshore so!ndings increase grad!all-: the track sho!ld ens!re that ade.!ate !nderkeel clearances E&#CF are maintained9 As a g!idelineG 0essel=s dra!ght93(@ meters: pass o!tside 1;(metre conto!rA 0essel=s dra!ght @( 1 ; metres: pass o!tside 4;(metre conto!rG 0essels with a dra!ght of more than 1; metres m!st ens!re that there is s!fficient !nderkeel clearance: e3ercising d!e
Page 4@ of 83

DI%TANCE 044

Bridge Team Management

ca!tion9 ,rrespecti2e of the safe &#C: a ship in a sit!ation where the nearest na2igational danger is to star*oard m!st allow manoe!2ring space to allow alteration of co!rse to star*oard for traffic a2oidance9 REG26ATI0N% Both compan- and national reg!lations regarding offshore distances m!st also *e o*ser2ed9 ,deall- the ship will follow the planned track *!t !nder certain circ!mstances it ma- *e necessar- to de2iate from s!ch track(e9g9: ha2ing to alter for another ship9 E2en so: s!ch de2iation from track sho!ld *e limited so that the ship does not enter areas where it ma- *e at risk or closel- approaching the margins of safet-9 ,n certain circ!mstances a ship ma- *e re.!ired to na2igate in areas with a red!ced !nderkeel clearance9 ,t is important that the red!ced &#C has *een planned for and clearl- shown9 ,n cases where the &#C is less than 1;K of the deepest dra!ght: or other s!ch percentage as was agreed at the appraisal stage: then it is not onl- necessar- that the OO) is aware of s!ch &#C *!t also that he is aware that speed needs to *e red!ced in order to red!ce s.!at with its conse.!ent red!ction in dra!ght9 ,n tidal areas: ade.!ate &#C ma- onl- *e attaina*le d!ring the period that the tide has achie2ed a gi2en height9 O!tside that period the area m!st *e considered no(go9 S!ch safe periods: called the tidal window: m!st *e clearl- shown so that the OO) is in no do!*t as to whether or not it is safe for the ship to proceed9 ,n open sea sit!ations track correction is often made after the ship has *een set off track *- the tidal stream and/or c!rrent9 S!ch correction ma- *e ade.!ate in offshore sit!ations: where the ship is not close to danger: *!t as the planned track approaches the coast it is *etter to make tidal and c!rrent correction prior to its taking effect9 C!rrent information: set and rate is often a2aila*le on the chart tho!gh more detailed information is gi2en in Ocean Passages for the )orld: ro!ting charts and pilot *ooks Esee Appraisal sections 3: 8 6 >F9 C!rrents 2ar- according to their location
Page 4B of 83

DE5IATI0N 4R0M TRAC9

2NDER9EE6 C6EARANCE

TIDA6 1IND01

%TREAMCC2RRENT A6601ANCE

Bridge Team Management

and the season and ma- *e infl!enced *- changes in meteorological conditions9 Tidal information is a2aila*le from charts: tide ta*les and tidal atlases: f!rther local information *eing a2aila*le in pilot *ooks Esee Appraisal sections >: B 6 89F Tidal streams 2ar- according to the time of high water and the phase of the moon Eneaps and springsF and can *e infl!enced *- local meteorological conditions9 )hen the act!al time of transit of a gi2en area is known: the tidal heights and streams can *e calc!lated and d!e allowances made for these streams in order to find the co!rse to steer to achie2e a planned track9 As well as ad5!sting these allowances as the tidal stream 2aries according to location and time: the OO) m!st still caref!ll- monitor the ship=s position and ad5!st the co!rse steered to maintain the planned track9 C02R%E A6TERATI0N% D 13EE6-05ER ,n the open sea and offshore coastal waters when na2igating on small(scale large(area charts: co!rse alterations will !s!all- coincide with the planned track intersections9 This will not *e the case in confined waters when na2igating on large( scale charts and where the margins of safet- ma- re.!ire the ship to commence altering co!rse at the wheelo2er position some distance *efore the track intersection in order to achie2e the new planned track9 Often s!ch wheel(o2er positions will *e determined *- the pilot !sing his own 5!dgement: *ased !pon e3perience9 Planned wheel(o2er positions sho!ld *e determined from the ship=s mane!2ering data and marked on the chart9 S!ita*le 2is!al and radar c!es sho!ld then *e chosen to determine when the ship is at the wheelo2er position9 The *est c!es for large alterations of co!rse consist of parallel inde3es or *earings parallel to the new track: whereas for small alterations a near *eam *earing is often *etter9 E2en when the pilot has the conn: the wheel(o2er position sho!ld *e shown on the chart so that the OO) will *e aware of its imminence and importance9

Page 48 of 83

Bridge Team Management

Page 4D of 83

Bridge Team Management

'iagram 8 shows the wheel o2er position !sing two separate methods of monitoring9 At the co!rse alteration from ;34L to ;14L the wheel(o2er position is achie2ed when Thorn ,sland is ahead at 1931 miles Eknown as the dead rangeF9 At the co!rse alteration from ;14L to ;;;L , the wheel(o2er position is achie2ed when the so!thern edge of %at ,sland *ears ;D@L9 PARA66E6 INDE>ING The parallel inde3 EP,F is a !sef!l method of monitoring crosstrack tendenc- in *oth poor and good 2isi*ilit-9 ,t is a good practice to mark the planned P, on the chart inconspic!o!sl- at the planning stage9 1ike an- radar techni.!e: it is ad2isa*le to practice !sing P,s e3tensi2el- in good 2isi*ilit- *efore placing total reliance on them when thick weather makes 2is!al na2igation methods impossi*le9 This simple and effecti2e method of contin!o!sl- monitoring a ship=s progress is carried o!t *- o*ser2ing the mo2ement of the echo of a radar(conspic!o!s na2igation mark with respect to track lines pre2io!sl- prepared on the reflection plotter or *!sing A%PA inde3 lines9 ,t is most effecti2e when the radar is in the north(!p: relati2e motion mode9 A fi3ed radar target: s!ch as a lightho!se or a headland: wills apparentl- track past the own ship: depicted as *eing at the center of the screen: as a line parallel and opposite to the ship=s gro!nd track9 An- cross track tendenc-: s!ch as ma- *e ca!sed *- a tidal stream: will *ecome apparent *- the target mo2ing off the parallel line9 The parallel inde3 ma- also *e !sed to monitor other e2ents( e9g9: wheel(o2er position9 ,n this case the range and *earing of the target at the wheel(o2er point is marked on the P,9 This also allows for a distance co!ntdown to *e made9

Page 3; of 83

Bridge Team Management

Page 31 of 83

Bridge Team Management

ARPA MAPPING

"an- modern A%PAs ha2e the facilit- to generate s-nthetic maps which can *e stored in a retrie2al s-stem9 ,n some instances: s!ch maps ma- *e sta*ili<ed thro!gh an electronic na2igational s-stem: *!t s!ch facilities sho!ld *e !sed in addition to and not to the e3cl!sion of other s-stems9 A wa-point is a position: shown on the chart: where a planned change of stat!s will occ!r9 ,t will often *e a change of co!rse *!t ma- also *e an e2ent s!ch asG 1= End or *eginning of sea passage9 4H Change of speed9 3= Pilot em*arkation point9 8= Anchor stations etc9 )a-points ma- also *e !sed as !sef!l reference points to determine the ship=s passage time and whether or not a sched!le is *eing maintained: partic!larl- when the- ha2e *een incl!ded in the appropriate electronic na2igational s-stem9 )here an electronic na2aid which stores wa-point information is in !se: care sho!ld *e taken to ens!re that wa-point designators remain !niform thro!gho!t the plan9

1A7P0INT%

AB0RT%D C0NTINGENCIE% AB0RT%

No matter how well planned and cond!cted a passage ma- *e: there ma- come the time when: d!e to a change in circ!m( stances: the planned passage will ha2e to *e a*andoned9 )hen approaching constrained waters the ship ma- *e in a position *e-ond which it will not *e possi*le to do other than proceed9 Termed the point of no ret!rn: it will *e the position where the ship enters water so narrow that there is no room to ret!rn or where it is not possi*le to retrace the track d!e to a falling tide and ins!fficient &#C9 )hate2er the reason: the plan m!st take into acco!nt the point of no ret!rn and the fact that thereafter the ship is com( mitted9 A position needs to *e drawn on the chart showing the last point at which the passage can *e a*orted and the ship not commit herself9 The position of the a*ort point will 2arwith the circ!mstances pre2ailing(e9g9: water a2aila*ilit-: speed: t!rning circle: etc9(*!t it m!st *e clearl- shown: as m!st a s!*se.!ent planned track to safe water9

Page 34 of 83

Bridge Team Management

The reasons for not proceeding and deciding to a*ort will 2araccording to the circ!mstances *!t ma- incl!deG 1= 'e2iation from approach line9 4= "achiner- fail!re or malf!nction9 3= ,nstr!ment fail!re or malf!nction9 8= Non a2aila*ilit- of t!gs or *erth9 >H 'angero!s sit!ations ashore or in the har*or9 @H An- sit!ation where it is deemed !nsafe to proceed9 +a2ing passed the a*ort position and point of no ret!rn: the *ridge team still needs to *e aware that e2ents ma- not go as planned and that the ship ma- ha2e to take emergenc- action9 Contingenc- plans will ha2e *een made at the planning stage and clearl- shown on the chart: so that the OO) does not ha2e to spend time looking for and planning safe action when his d!ties re.!ire him to *e elsewhere9

C0NTINGENCIE%

Contingenc- planning will incl!deG 19 Alternati2e ro!tes9 49 Safe anchorage9 39 )aiting areas9 89 Emergenc- *erths9( ,t will *e appreciated that emergenc- action ma- take the ship into areas where it is constrained *- dra!ght: in which case speed will ha2e to *e red!cedA or tidall- constrained: where*- it can onl- enter s!ch areas within the tidal window9 S!ch constraints m!st *e clearl- shown9 +a2ing drawn no(go areas: the margins of safet- and the track to *e followed: the planning sho!ld now *e concentrated on ens!ring that the ship follows the planned track and that nothing will occ!r which is !ne3pected or cannot *e corrected9

Page 33 of 83

Bridge Team Management

Page 38 of 83

Bridge Team Management

P0%ITI0N 4I>ING

A 2ariet- of position fi3ing methods is now a2aila*le *!t it m!st not *e ass!med that an- one of these methods will s!it all circ!mstances9 ,n order that the position fi3ing process is smooth: !ne2ent( f!l and clearl- !nderstood *- all concerned: the passage plan will incl!de information as to which fi3ing methods are to *e !sed: which one is to *e considered the primar- method and which oneEsF are to *e !sed as *ack!p or secondar-9 or e3ample: whilst the ship is o!t of sight of land it ma- well *e that the $PS is the primar- s-stem with 1oran C as the secondar- or *ack(!p s-stem9 As the ship approaches the coast: the $PS will still *e pro2iding the primar- fi3ing: the 1oran C *ecoming less important and the radar fi3 confirming the $PS fi39 E2ent!all- the 1oran C: altho!gh r!nning: will *ecome red!ndant and more reliance placed on the radar fi3 with the $PS taking the secondar- role9 ,n enclosed waters the $PS position ma- *ecome inappropriate and position fi3ing depend !pon radar and 2is!al methods9 ,t is not possi*le to determine an in2aria*le s-stemA it depends !pon the e.!ip( ment a2aila*le and the circ!mstances of the indi2id!al case9 The important thing is that all concerned are aware that a s-stem is in operation and that it sho!ld *e followed as far

PRIMAR7 AND %EC0NDAR7 P0%ITI0N 4I>ING

as is practica*le9 RADAR C0N%PIC202% 0BEECT% D 5I%2A6 NA5AID% chart at the planning stage and decided which radar conspic!o!s marks and 2is!al aids are to *e !sed at each stage of the passage9 6AND4A66 6IG3T% )hen making a landfall it sho!ld not *e necessar- for the oow to ha2e to e3amine the chart min!tel- to find which lights will *e seen first9 These sho!ld ha2e *een clearlshown on the chart so that the OO) can concentrate on act!all- looking for the light concerned: not looking on the chart tr-ing to disco2er which lights sho!ld *e 2isi*le9 The same applies when passing along a coastline or thro!gh constrained waters9 All lights shown on a chart look similar
Page 3> of 83

,n order to red!ce the work load while na2igating in coastal waters: the na2igator will ha2e determined and planned his primar- and secondar- methods of fi3ing9 To red!ce f!rther the OO)=s workload the na2igator will ha2e st!died his

Bridge Team Management

and need to *e st!died to determine their indi2id!al signi( ficance9 This needs to *e done at the planning stage: not the operational stage when the OO) concerned ma- *e too *!sto spend time *ehind the chart ta*le9

Page 3@ of 83

RADAR TARGET%

Similarl- with radar targets(a little time spent at the planning stage will soon determine which are the targets to look for and !seA a steep(to islet is going to *e more relia*le than a rock awash9 +ighlight on the chart %acons and other radar conspic!o!s o*5ect which will *e !sed for position fi3ing9 +ighlight 2is!al na2aids as appropriate: differentiating *etween floating and fi3ed na2aids and high(powered and low(powered lights9

B207AGE

)hene2er *!o-s or other floating na2marks are *eing !sed as position fi3ing aids: their own position m!st *e first checked and confirmed that the- are as shown on the chart9 ,n sit!ations where *!o- fi3ing is critical: s!ch positions can *e predetermined at the planning stage *- noting their range and *earing from a known fi3ed o*5ect9: ,rrespecti2e of the method of fi3ing to *e !sed: it is necessar- to esta*lish the re.!ired fre.!enc- of the fi3ing9 M!ite o*2io!sl-: this is going to depend on the circ!mstances pre2ailingA a ship close to danger will need to *e fi3ed m!ch more fre.!entl- than one in the open sea9 As a g!ideline it is s!ggested that fi3ing sho!ld *e at a time period s!ch that it is not possi*le for a ship to *e p!t into danger *etween fi3es9 ,f it is not possi*le to fi3 the position on the chart at s!ch a fre.!enc- Efi3es at inter2als of less than three min!tes can *e 2er- demandingF then alternati2e primar- na2igation methods(for e3ample: parallel inde3ing (sho!ld *e considered9

4I> 4RE82ENC7

4I> REG26ARIT7

+a2ing esta*lished the fi3 fre.!enc-: it is good practice to ens!re that fi3es are in fact made at that fre.!enc-: not as and when the OO) thinks fit9 The onl- e3ception to this will *e if the OO) has other priorities with which to contend e9g9: co!rse alterations for traffic or approaching a critical wheel(o2er position9 ,n this latter case: the ship=s position sho!ld ha2e *een esta*lished immediatel- *efore the t!rn and again: as soon as possi*le: on completion9

ADDITI0NA6 IN40RMATI0N

Altho!gh not essential to the safet- of the: ship: a lot of additional information can *e shown on the plan: which: *reminding the OO) of (his o*ligations or reminding him to

make certain preparations: will make the e3ec!tion of the 2o-age simpler9 S!ch information will incl!deG REP0RTING P0INT% %eporting to the rele2ant a!thorit- as and where re.!ired can onl- make the 2essel=s ro!ting safer9 S!ch reporting ma- also *e comp!lsor-9

ANC30RC6EARANCE Positions where anchor stations need to *e called and the anchors cleared sho!ld *e shown in order not to *e o2erlooked9 PI60T B0ARDING AREA T2GENGAGEMENT TRA44IC AREA% Timel- preparation of the pilot ladder and warning to in2ol2ed personnel to stand *- as re.!ired9 %eminder to OO) to call the crew necessar- to sec!re t!gs9 Areas where hea2- traffic or where occasionall- hea2- traffic( e9g9: ferries or fishing *oats ma- *e met9

Safe na2igation of the ship does not onl- re.!ire fi3ing the position of the ship on the chart at reg!lar inter2als9 The OO) needs to *e constantl- !pdating himself regarding the position of the ship relati2e to the re.!ired track and its tendenc- to increase or decrease its de2iation from track9 Altho!gh the reg!lar fi3ing will gi2e this information there are other: less o*2io!s wa-s ofo*taining s!ch information: often re.!iring little inp!t other than 5!st o*ser2ing nat!ral feat!res9 "an- of these can *e planned in ad2ance and marked on the chartG TRAN%IT% ARANGE%B Transits Eknown as ranges in the &SAF(i9e9: the line on the chart !pon which an o*ser2er wo!ld see two identifia*le o*5ects in line(can *e !sed to gi2e the OO) a .!ick indication of his position9 Altho!gh it is onl- a single position line its ad2antage is that it re.!ires no !se of instr!ments *!t can *e seen *- e-e9 or e3treme acc!rac- the distance *etween the o*ser2er and the nearer o*5ect sho!ld *e no more than 3 times the distance *etween the o*5ects o*ser2ed: tho!gh transits of greater than this distance can *e !sed to ad2antage9 Transits are sometimes printed on charts of inshore waters: *!t good !se can *e made of nat!ral and clearl- identifia*le transits fo!nd at the planning stage and drawn on the chart9 Transits can also *e !sed as a c!e for a pre(arranged action to *e taken(e9g9: wheel(o2er:(or as a reminder than an e2ent is a*o!t to occ!r9 C0MPA%%ERR0R Transits ma- *e !sed to determine g-ro and magnetic compass errors *- comparing charted and o*ser2ed *earings9

6EADING 6INE%

1eading lines are often shown on charts9 ,n this case the transit printed on the chart is a track line to *e followed to ens!re that the ship passes clear of danger9 B- o*ser2ing that the leads are in line the na2igator is ass!red that his ship is on the planned track9

C6EARING MAR9%

Clearing marks can *e !sed to ens!re that a ship is remaining within a safe area or is not approaching a danger9 ,n diagram B the clearing mark is shown so that as long as the )estern edge of %at island remains open of and to the left of Sheep B!o- then the ship is making a safe approach with reference to that side of the channel9

3EAD MAR9

Often a ship is re.!ired to follow a track in narrow waters witho!t the *enefit of a leading line9 ,n this case a s!ita*le head marker sho!ld *e selected9 This sho!ld *e a readil- identifia*le conspic!o!s o*5ect shown on the chart: which lies on the pro5ection of the re.!ired track at that part of the passage9 As long as the *earing of the head marker: corrected for errors and prefera*l- taken with a centerline repeater: remains constant Ei9e9: the same as the re.!ired trackF: the ship is remaining on track9 ,t sho!ld *e noted that the ship need not necessaril- *e heading directl- at the o*5ect: onl- that it is on the line of the re.!ired track9 ,n most cases the ship=s head will need to *e offset to allow for tide or leewa-9

C6EARING BEARING% ,n the e2ent that no clearing marks are a2aila*le a single identifia*le charted o*5ect ma- *e similarl- !sed9 ,n diagram 8: as the ship makes the approach track of ;34LT it will remain safe as long as the fort on the )estern end of Thorn ,sland remains within the range of *earings ;48LT N ;84LT9 These clearing *earings sho!ld *e shown on the chart as N1T ;48LT and N"T ;84LT Enot less than / not more thanF9 O*ser2ing clearing *earings and clearing marks cannot *e considered to *e =fi3ing= the ship *!t can assist the OO) in ens!ring that his ship is not standing into danger9 Similarl-: !sing dipping distances: whilst not *eing considered to *e an acc!rate fi3: can make the OO) more awar@ that he is approaching danger9

RANGE 04 6IG3T%

The ma3im!m range at which a na2igational light can *e seen depends !pon three separate factorsG 19 The com*ined height of e-e of the o*ser2er and the ele2a( tion of the light9 4( The intensit- of the light9 3 The clarit- of the atmosphere:9

GE0GRAP3ICA6 RANGE

The greater the ele2ation of the light: the greater the distance at which it will *e 2isi*leA e.!all-: the greater the height of e-e of the o*ser2er: the greater he will see the light9 These two factors com*ined will gi2e a ma3im!m range of 2isi*ilit- called the geographical range and ma- *e o*tained from ta*les in the list of lights9 ,n practice: this range will *e se2erel- red!ced if the light o*ser2ed is onl- low powered and therefore not capa*le of *eing seen at its geographical range9 This is the ma3im!m distance at which the light can *e seen and is dependent !pon the intensit- of the light and the atmospheric 2isi*ilit- pre2ailing9 ,t takes no acco!nt of the height of the light nor that of the o*ser2er=s e-e9 O*2io!sl-: the more intense the light: the f!rther it will *e seen: whate2er the state of the atmosphere: and the appropriate ta*le will gi2e a good indication of how far the light can *e e3pected to *e seen9 The range shown on the chart: *eside the light star: is !s!allthe nominal range(i9e9: the l!mino!s range when meteorological 2isi*ilit- is 1; miles9 This is not in2aria*le: tho!gh9 Some co!ntries: s!ch as Iapan: chart the geographical rangeG some: s!ch as Bra<il: the geographical or nominal according to whiche2er is the greater9 ,t is the na2igator=s responsi*ilit- to make himself aware of which range is shown and to ens!re that the OO)s are also aware of this fact9 At the p!nning stage of the 2o-age: the na2igator will ha2e the opport!nit- to determine the ma3im!m distance at which a landfall light sho!ld *ecome 2isi*le9 A comparison of the nominal and geographic ranges can *e made and the lesser of the two selected as *eing the range at which the light sho!ld *e seen: ass!ming meteorological 2isi*ilit- of at least 1; miles9 ,t sho!ld *e noted that onl- lights whose l!mino!s range e3ceeds their geographical range co!ld *e considered as gi2ing an appro3imate fi39 ,n an- case the arcs of ma3im!m 2isi*ilit-

62MIN02% RANGE

N0MINA6 RANGE

6AND4A66 6IG3T%

sho!ld *e drawn on the landfall chart so that the OO) is aware of the likelihood of seeing lights and which ones he sho!ld see first9

E>TREME RANGE

Approaching the coast: lights will come into 2iew according to their height: their intensit- and the am*ient 2isi*ilit-9 Sometimes the first indications of the pro3imit- of the coast will *e powerf!l lights: which ma- *e seen *efore the radar can detect them as targets9 )hilst not pretending that sighting the lights can *e an acc!rate fi3: an o*ser2ation of the compass *earings the time of sighting and plotting this with the e3treme range of the light at this time will gi2e the OO) an awareness of the pro3imit- of danger9 ,n the e2ent that a light is not sighted as e3pected: then the OO) will *e aware that the ship is not where he anticipated it to *e or that the light is !nlit or o*sc!red in clo!d or that there is poor 2isi*ilit- *etween the ship and the light9 The act!al ca!se m!st *e determined *- his own 5!dgement9 The fact is that there is something not .!ite as it sho!ld *e9

EC30-%02NDER

Some ships lea2e an echo(so!nder r!nning at all times9 On ships where this is not the case: it is good practice to switch the echo(so!nder on prior to a landfall *eing made9 As in the case of a light at ma3im!m range: whilst not pro2iding a fi3: the act!al decrease in so!ndings will make the OO) more aware that he is approaching danger9 The information re.!ired to monitor the passage will: in man- instances: *e shown on the working charts9 ,n some sit!ations this ma- not *e feasi*le: there ma- 5!st *e too m!ch information needing to *e shown: th!s o2ercrowding the working area: or e2en *lotting o!t certain chart details9 ,n some cases this o2ercrowding can *e red!ced *- writing the re.!ired information clear of the track(e9g9: on the land and drawing attention to it *- either a connecting line or a reference letter9 ,n an- case: certain information ma- *e *etter written in a planning *ook(e9g9: times of high and low water: times of s!nrise and s!nset: 0+ working fre.!encies9 )here a ship !ses a port reg!larl-: the na2igator ma- prefer to p!t the whole of his plan into a planning *ook in addition to the chart: so that it can *e referred to at a later date9

C3ART 05ERCR01DING

P6ANNING B009

C0NNING N0TE B009 'epending !pon the length and comple3it- of the passage: or certain parts of it: it is good practice for an a**re2iated edition of the plan to *e made into a note*ook so that the person ha2ing the conn: other than a pilot: can !pdate himself as and when re.!ired witho!t ha2ing to lea2e the conning position to look at the chart9 MA%TER&% APPR05A6 On completion the plan m!st *e s!*mitted to the "aster for his appro2al9 P6AN C3ANGE% All mem*ers of the *ridge team will *e aware that e2en the most thoro!gh plan ma- *e s!*5ect to change d!ring the passage9 ,t is the responsi*ilit- of the person instigating s!ch change to ens!re that changes are made with the agreement of the "aster and that all other mem*ers of the team are ad2ised of s!ch changes9

Chapter #
E>EC2TING T3E P6AN TACTIC% The plan ha2ing *een made: disc!ssed and appro2ed: e3ec!tion of the plan now has to *e determined9 B- this is meant the methods !sed to carr- o!t the plan: incl!ding the *est !se of a2aila*le reso!rces9 inal details will ha2e to *e confirmed when the act!al timing of the passage can *e ascertained9 The tactics to *e !sed to accomplish the plan can then *e agreed and sho!ld incl!deG E3pected times of arri2al at critical points to take ad2antage of fa2ora*le tidal streams9 ETAs at critical points where it is prefera*le to make a da-light passage or with the s!n *ehind the ship9 Traffic conditions at focal points9

ETAs -$r TIDE ETA -$r DA76IG3T

TRA44IC C0NDITI0N% DE%TINATI0N ETA TIDA6 %TREAM%

ETA at destination: partic!larl- where there ma- *e no ad2antage gained *- earl- arri2al9 Tidal stream information: o*tained from the chart or tidal stream atlases: can *e incl!ded in the planned passage when the time of transit of the rele2ant area is known9 ,deall-: co!rses to steer sho!ld *e calc!lated prior to making the transit: tho!gh in fact: strict adherence to the planned track will act!allcompensate for tidal streams9 C!rrent information can also *e o*tained and shown on the chart9

P6AN M0DI4ICATI0N

,t m!st alwa-s *e *orne in mind that safe e3ec!tion of the passage ma- onl- *e achie2ed *- modification of the plan in the case of na2igational e.!ipment *ecoming !nrelia*le or inacc!rate or time changes ha2ing to *e made(e9g9: dela-ed depart!re9 ,n order to achie2e safe e3ec!tion of the plan it ma- *e neces( sar- to manage the risks *- !tili<ing additional deck or engine personnel9 This will incl!de an awareness of positions at which it will *e necessar-G

ADDITI0NA6 PER%0NNE6

1= To call the "aster to the *ridge for ro!tine sit!ations s!ch as approaching the coast: passing thro!gh constrained waters: approaching the pilot station: etc9 4H To change from !nattended to manned machiner- space9 3H To call an e3tra certificated officer to the *ridge9 8H To make personnel: in addition to the watchkeepers: a2aila*le for *ridge d!ties s!ch as manning the wheel: keeping looko!t: etc9 >H To make personnel: in addition to the watchkeepers: a2aila*le for deck d!ties s!ch as preparing pilot ladders: clearing and standing *- anchors: preparing *erthing e.!ipment: engaging t!gs: etc9 BRIE4ING Before commencing the 2o-age there is considera*le ad2antage to *e gained *- *riefing all concerned9 This ma- take place o2er a considera*le period of time9 As the act!al commencement of the 2o-age approaches: certain specific personnel will ha2e to *e *riefed so that work sched!les and re.!irements can *e planned9 ,n partic!lar: an- 2ariation from the ro!tine r!nning of the ship( e9g9: do!*ling of watches: anchor part- re.!irements: etc9: m!st *e specificall- ad2ised to in2ol2ed personnel: either *- the "aster or the na2igator9 S!ch *riefing will re.!ire fre.!ent !pdating and at different stages there will ha2e to *e re*riefing as the 2o-age progresses9 Briefing will make indi2id!als aware of their own part in the o2erall plan and contri*!tes to their work satisfaction9 4ATIG2E Prior to the commencement of the passage and: in certain cases: d!ring the passage: it ma- *e necessar- for the "aster to ens!re that rested and !nfatig!ed personnel are a2aila*le9 This co!ld incl!de s!ch times as lea2ing port and entering 2er- hea2traffic areas or *ad weather conditions or high risk sit!ations s!ch as transiting a narrow strait: etc9 This a2aila*ilit- can *e achie2ed: within the limits of the total n!m*er of persons a2aila*le: *- ens!ring that watchkeepers of all descriptions are relie2ed of their d!ties well in ad2ance of *eing re.!ired on watch in order that the- ma- rest9

This ma- re.!ire changes to ro!tine watchkeeping periods: e3tending certain watches or e2en c!rtailing watches: *!t it is at the "aster=s discretion and he sho!ld nothesitate to make s!ch changes9 507AGE PREPARATI0N One of the *asic principles of management is ens!ring that the workplace is prepared and readied for the ens!ing task9 This will normall- *e the task of a 5!nior officer who will prepare the *ridge for sea9 S!ch ro!tine tasks are *est achie2ed *- the !se of a checklist: *!t care has to *e taken to ens!re that this does not 5!st mean that the checklist is ticked witho!t the act!al task *eing done9 At the time designated *- the "aster the officer responsi*le sho!ld prepare the *ridge *-G 1 Ens!ring that the passage plan and s!pporting information is a2aila*le and to hand9 E,t is likel- that the na2igating officer responsi*le for the constr!ction of the passage plan( will ha2e made these items read-A ne2ertheless: the- sho!ld still *e confirmed9F Charts sho!ld *e in order: in the chart drawer and the c!rrent chart a2aila*le on the chart ta*le9 ,t is *ad practice to ha2e more than one chart on the ta*le at a time: as information read from one and transferred to the other ma- not *e correct9 4H Checking that chart ta*le e.!ipment is in order and to hand(e9g9: pens: pencils: parallel r!les: compasses: di2iders: note pads: scrap pads: etc9 3H Checking that ancillar- watchkeeping e.!ipment is in order and to hand(e9g9: *inoc!lars: a<im!th rings: Aldis lamp etc9 89 Confirming that monitoring and recording e.!ipment (e9g9: co!rse recorder: engine mo2ement recorder(is operational and recording paper replaced if necessar>= Confirming that the master g-ro is f!ll- operational and follow(!ps aligned9 The magnetic compass sho!ld *e checked9 @= Checking that all instr!ment ill!mination lamps are operational and their light le2els ad5!sted as re.!ired9 The a2aila*ilit- and wherea*o!ts of spares sho!ld *e checked9

BRIDGE PREPARATI0N

B= 8=

Checking na2igation and signal lights9 Switching on an- electronic na2igational e.!ipment that has *een sh!t down and operating mode and position confirmed9 Switching on and confirming the reado!ts of echo( so!nders and logs and confirming associated recording e.!ipment9

DH

1;= After ens!ring that the scanners are clear: switching on and t!ning radars and setting appropriate ranges and and modes9 11= Switching on and testing control e.!ipment(i9e9: tele( graphs: com*inators thr!sters and =steering gear as appropriate9 149 Switching on and testing comm!nication e.!ipment *oth internal Etelephones and porta*le radiosF and e3ternal E0+ and " radios: Na2te3: ,nmarsat and $"'SS s-stems as appropriate9F 13= Testing the whistle9

18= Ens!ring that clear2iew screens and wipers are opera( tional and that windows are clean9 1>9 Confirming that all clocks and recording e.!ipment are s-nchroni<ed 1@9 Ens!ring that the workplace is in correct order: lighting is as it sho!ld *e: doors and windows open and close easil-: temperat!re controls are set as appropriate and mo2a*le o*5ects are in their correct place9 1B After ens!ring that there is no rele2ant new information on the tele3: fa3 or Na2te3A ad2ising the "aster that the *ridge is read- for sea9 The a*o2e list is onl- a general g!ideA each ship will ha2e its own specific checks: which ha2e to *e incl!ded9 A modified 2ersion of the a*o2e sho!ld also *e carried o!t when approaching port or an area where other than ro!tine watchkeeping ma- occ!r9

Chapter $
M0NIT0RING T3E %3IP&% PR0GRE%% "onitoring is ens!ring that the ship is following the pre(determined passage plan and is a primar- f!nction of the officer of the watch9 or this: he ma- *e aloneA assisted *- other shipOs personnelA or acting as *ack !p and information so!rce to another officer ha2ing the conn9 "onitoring consists of following a series of f!nctions: anal-sing the res!lts and taking action *ased !pon s!ch anal-sis9 4I>ING MET30D The first re.!irement of monitoring is to esta*lish the position of the ship9 This ma- *e done *- a 2ariet- of methods: ranging from the 2er- *asic three *earing lines: thro!gh a more technicall- sophisticated !se of radar ranges/*earings: to instant reado!t of one of the electronic position fi3ing s-stems(e9g9: 'ecca: 1oran or $PS9 The res!lt: tho!gh: is alwa-s the same9 +owe2er the fi3 has *een deri2ed: -o! finish !p with no more than a position9 ,t is how this information is !sed that is important9 As stated a*o2e: fi3ifig methods 2ar-9 Basic fi3ing consists of more than one position line o*tained from taking *earings !sing an a<im!th ring on a compass9 $-ro or magnetic: the *earings are corrected to tr!e: drawn on the chart and the position shown9 Three position lines are the minim!m re.!ired to ens!re acc!rac-9 Poor 2isi*ilit- or lack of defina*le 2is!al o*5ects ma- pre2ent a three(*earing fi3 *eing made9 ,n this case radar(deri2ed ranges EdistancesF ma- *e incl!ded in the fi3 and !nder some circ!mstances make !p the whole of the fi39 ,n an- case a mi3t!re of 2is!al or radar *earings and radar ranges is accept( a*le9 Other methods ma- *e !sed(e9g9: r!nning fi3es Ewhich ma- *e inacc!rate a(s the- depend gn an element of '%F se3tant angles: etc9(*!t these are seldom !sed on modern ships9 An- good chartwork te3t*ook will gi2e a wide range of less!sed fi3ing methods9 Electronic position fi3ing ma- also *e !sed: partic!larl- where there are no shore(*ased o*5ects to *e o*ser2ed and the radar coastline is indistinct9 )hilst these s-stems appear to *e infalli*le the operator needs to ha2e a good !nderstanding of the

5I%2A6 BEARING%

principles and failings of the electronic s-stem *eing !sed: in order to a2oid a false sense of sec!rit-9 4RE82ENC7 i3 fre.!enc- will ha2e *een determined at the planning stage9 E2en so: this ma- ha2e to *e re2ised: alwa-s *earing in mind the minim!m fre.!enc- is s!ch that the ship cannot *e allowed to get into danger *etween fi3es9 i3ing needs not onl- to *e acc!rate and s!fficientl- fre.!ent: it also needs to *e reg!lar9

REG26ARIT7

E%TIMATED P0%ITI0N %eg!lar fi3ing also allows a fi3 to *e additionallchecked9 Each time a position has *een fi3ed: it is good practice to estimate the position that the ship sho!ld ha2e reached at the ne3t fi39 Pro2iding fi3ing is *eing carried o!t at reg!lar inter2als this is *eing carried o!t at reg!lar inter2als this can easil- *e picked off as the distance *etween the present and the pre2io!s fi3 and checked against the anticipated speed9 ,f the ne3t fi3 coincides with the estimated position EEPF: then this acts as an additional check that the ship is maintaining its track and speed9 Sho!ld the fi3 not coincide with the EP: then the OO) is aware that something is either wrong with the o*tained position or some e3ternal infl!ence has affected the ship9 The first action is to check the EP: then check the fi39 ,f the- are *oth correct then something is infl!encing the shipA either the co!rse *eing steered is not the one re.!ired or the engine re2ol!tions ha2e changed9 ,f *oth these feat!res are in order then some e3ternal infl!ence is affecting the ship: either the wind has changed direction or strength or the tidal stream has changed9 The OO) is immediatel- aware that something is infl!encing the ship and can take immediate action to correct it9 %02NDING% ,t is also good practice to o*ser2e the echo(so!nder at the same time as fi3ing and writing this reading on the chart *eside the fi39 ,f the o*ser2ed reading is not the same as that e3pected from the chart then the OO) is immediatel- aware that something is not well9 ,t ma- *e that the chart is wrongA it ma- *e that the ship is standing into danger9 CR0%% TRAC9 ERR0R+a2ing fi3ed the position the OO) will *e aware of whether or not the ship is following the planned track and whether or not

the ship will *e at the ne3t wa-point at the e3pected time9 ,f the ship is de2iating from the planned track he m!st deter( mine whether or not s!ch de2iation will ca!se the ship to stand into danger and what action he sho!ld take to remedthe sit!ation9 Apart from de2iating from track to a2oid an !nplanned ha<ard s!ch as an approaching ship: there is seldom 5!stification not to correct the de2iation and get the ship *ack onto the planned track9 The OO) m!st !se his 5!dgement as to how m!ch he needs to alter co!rse to ret!rn to track: *earing in mind that e2en when he has ret!rned to the planned track he will need to lea2e some of the co!rse correction on in order to compensate the ca!se of the earlier de2iation9 INTERNATI0NA6 REG26ATI0N% 40R PRE5ENTING C066I%I0N% AT %EA ,rrespecti2e of the planned passage: no ship can a2oid conforming with re.!irements of the =%!le of the: %oad=9 These r!les are .!ite clear: are internationall- accepted and !nderstood *- most OO)s9 %!le 1@ statesG =E2er- 2essel which is directed to keep o!t of the wa- of another 2essel shall: so far as possi*le: take earland s!*stantial action to keep well clear9= 'espite the re.!irement to maintain track: %!le 8 makes it .!ite clear that the gi2e(wa- ship m!st keep clear: either *- altering co!rse or if this is impossi*le then *- red!cing speed: or a com*ination of *oth these factors9 Proper planning will ha2e ens!red that the ship will ne2er *e in a sit!ation where s!ch action cannot *e taken9 ,n areas of hea2- traffic and pro3imit- of dangers: the person ha2ing the conn will ha2e to hold a delicate *alance of other ship a2oidance and planned track maintenance9 The prioritwill *e to a2oid collision: *!t not at the e3pense of a gro!nding9 N0N-NA5IGATI0NA6 Similarl-: the *ridge team m!st ne2er allow the reaction to an EMERGENCIE% emergenc- sit!ation to so dominate their reacti@ii that the ship is potentiall- ha<arded *- di2erting into an area of high danger9 Again: the planning sho!ld ha2e allowed for s!ch contingencies *!t e2en the *est plan cannot allow for e2er- concei2a*le sit!ation9 Sit!ational awareness and caref!l assessment of the sit!ation: co!pled with principles of *ridge team management

will help pre2ent a *ad sit!ation compo!nding and *ecoming worse9 TIME MANAGEMENT ,n the e2ent that the ship is ahead of or *ehind the planned ETA at the ne3t wa-point: the OO) m!st !se his 5!dgement as to whether he ad5!sts the speed or not9 ,n some instances: as for e3ample when it is imperati2e that the ship=s ETA is critical to make a tide: then ETAs ha2e to *e adhered to: in either of the instances cited a*o2e: it will *e the practice of the ship or at the ;O)s discretion as to whether he ad2ises the "aster9 600902T The ;O)s sit!ational awareness will *e impro2ed *- *oth the str!ct!red management of the team and his own self(discipline ens!ring that he keeps a good professional watch9 This will incl!de his confirming that a good looko!t is kept9 A good looko!t does not 5!st mean that he personall- keeps a good 2is!al looko!t of the ship=s s!rro!ndings9 %!le > of the ,nternational %eg!lations for Pre2enting Collisions at Sea E1DB4: ratified 1DBBF statesG %&er" &essel shall at all times maintain a proper looko!t *sight and hearing as 'ell as *- all a2aila*le means appropriate in the pre&ailing circ!mstances and conditions so as to make a f!ll appraisal of the sit!ation and of the risk of collision9 Tho!gh specificall- addressing collision the a*o2e(.!oted r!le also applies if the OO) is to maintain his sit!ational awareness9 The keeping of an efficient looko!t needs to *e interpreted in its f!llest sense and the OO) needs to *e aware that looko!t incl!des the following itemsG 1 A constant and contin!o!s all(ro!nd 2is!al looko!t ena*ling a f!ll !nderstanding of the c!rrent sit!ation and the pro3imit- of dangers: other ships and na2igation marks to *e maintained9

,n some instances: partic!larl- poor 2isi*ilit-: radar will gi2e a *etter pict!re of the ship=s en2ironment than act!al 2is!al o*ser2ation9 +owe2er: !nless the OO) has considera*le e3perience of comparing the radar pict!re with the 2is!al scene he cannot a!tomaticall- interpret his radar pict!re9 ,n an- case: the 2is!al scene is the real scene not an electronic 2ersion of realit- and the OO) who fre.!entl- o*ser2es the scene o!tside

the windows will ha2e a *etter !nderstanding of and feel for the world aro!nd him9 4 3 0is!al o*ser2ation will also gi2e an instant !pdate of en2ironmental changes: partic!larl- 2isi*ilit- and wind9 0is!al o*ser2ation of the: compass *earing of an encroach( ing other(ship will .!ickl- show whether or not its *earing in changing and whether or not it needs to *e considered a danger9 0is!al o*ser2ation of characteristics of lights is the onl- waof positi2el- identif-ing them and th!s increases the OO)s sit!ational awareness9 The looko!t will also incl!de the ro!tine monitoring of ship control and alarm s-stems(e9g9: reg!larl- comparinig standard and g-ro compasses and that the: correct co!rse is *eing steered9 @ Electronic aids sho!ld not *e o2erlooked or ignored: !nder an- circ!mstances: *!t it sho!ld *e *orne in mind that echo( so!nders: radars: etc9: are aids to na2igation: not merelsingle means of na2igation9 Also incl!ded in the concept of looko!t sho!ld *e the ad2antageo!s !se of 0+ 9 I!dicio!s monitoring of the appropriate channels ma- allow the ship to *e aware of sit!ations arising long *efore it is act!all- in the affected area9 A ro!tine sho!ld *e esta*lished for ma5or co!rse alterations incl!dingG a Checking astern prior to altering9 * Checking: *oth 2is!all- and *- radar: along the *earing of the new track9 The OO)=s sit!ational awareness will also *e enhanched *- his o*ser2ation of his en2ironment !sing all a2aila*le means: not 5!st limiting himself to the ro!tine of fi3ing and correcting as descri*ed a*o2e9 2NDER 9EE6 C6EARANCE %o!tine o*ser2ation of the echo(so!nder sho!ld *ecome one of the proced!res of the watch9

>

1A7P0INT%

Besides *eing points noted on the chart where a change of stat!s or an e2ent will occ!r: wa-points are also good indicators of whether the ship is on time or not9 ,f not: then something has occ!rred or is occ!rring which has affected the passage and the OO) will take steps to correct this occ!rrence9

TRAN%IT% ARANGE%B Transits are often important na2igational feat!res: the- can: for e3ample: *e !sed to c!e decisions s!ch as a wheel(o2er: *!t can also *e !sed in a more passi2e role9 The OO) can !se a transit to confirm that the ship is on sched!le or that it is remaining on track: partic!larl- when this occ!rs after an alteration9 Of itself: the confirming transit ma- *e no more than a minor occ!rrence *!t it will help the o*ser2ant OO) confirm in his own mind that all is well and as it sho!ld *e9 6EADING 6INE% 1eading lines(i9e9: the transit of two readil- identifia*le land( *ased marks on the e3tension of the re.!ired gro!nd track and !s!all- shown on the chart(are !sed to ens!re that the ship is safel- on the re.!ired track9 ,n some instances the OO) ma- *e a*le to pick !p informal leading lines(e9g9: a na2mark in line with an end of land which will confirm that the 2essel is on track9 O*ser2ation of a head mark and a .!ick mental calc!lation 'i =ll gi2e an indication of the distance that the ship has de2iated from her track9
%e.!ired *rg9 ( o*ser2ed *rg 3 dist from o*5ect E"ilesF P dist9 off track in ca*les

NAT2RA6 6EADING 6INE%

@
Alternati2el-: the off(track distance can *e readil- e2al!ated *- looking down the re.!ired *eating and estimating the dis( tance *etween the headmark and where the o*ser2ed *earing meets the land9 "an(made feat!res s!ch as cars: *!ses and lamp posts can aid this estimate9 C6EARING MAR9% 6 BEARING% As descri*ed in planning: clearing marks and clearing *earings: whilst not *eing considered to *e a definiti2e fi3: will indicate to the OO) that his ship is remaining in safe water9 "aking a landfall or r!nning along a coastline: o*ser2ing rising and dipping distances of powerf!l lights and marking

RI%INGCDIPPING DI%TANCE%

this on the chart with the o*ser2ed *earing can also help ass!re the OO) that the ship is in the anticipated position9 6IG3T %ECT0R% The changing colo!rs of sectored lights can also *e !sed to ad2antage *- the OO) and in certain instances: which the OO) sho!ld *e 2er- aware of: will indicate that the ship is standing into danger9 On occasion the flickering sector change can 2irt!all- *e !sed as a *earing9 Care needs to *e taken in ic- weather as sectors can *ecome indistinct9

Chapter (
TEAM10R9 ,"O %esol!tion 48> re.!ires that the OO) =ens!res that an efficient looko!t is maintained= *!t concedes that =there ma- *e circ!mstances in which the officer of the watch can safel*e the sole looko!t in da-light9= +owe2erG =)hen the officer of the watch is acting as the sole looko!t he m!st not hesitate to s!mmon assistance to the *ridge: and when for an- reason he is !na*le to gi2e his !ndi2ided attention to the looko!t s!ch assistance m!st *e immediatel- a2aila*le9= EAnne3 B 49F ,t is normal practice to ha2e the !ncertificated watchkeeper working in the 2icinit- of the *ridge where he can *e called sho!ld he *e re.!ired9 At night the looko!t is normall- on the *ridge carr-ing o!t his e3cl!si2e looko!t d!ties9 &nder certain conditions the OO) ma- *e the onl- person acti2el- engaged in the na2igation of the ship: The steering ma- *e in a!tomatic and the looko!t engaged in d!ties aro!nd the *ridge area9 There is no apparent call for teamworkA the OO) will *e personall- responsi*le for all aspects of safe na2igation9 Ne2ertheless: he will *e re.!ired to work within a framework of standing and specific orders so that the "aster will *e confident that the watch is *eing kept to his: and the compan-=s: standards9 The single watchkeeper stat!s ma- change at short notice9 ,f the OO) *ecomes engaged in d!ties which re.!ire him to forgo his o*ligations as looko!t then he will ha2e to call his !nlicensed watchstander to take that role9 +ere we ha2e the first *asics of teamwork9 ,t is the responsi*ilit- of the OO) to ens!re that the seaman assigned watchkeeping d!tiesG 1 4 +as *een properl- instr!cted in looko!t d!ties as to what is e3pected of him9 #nows how to report o*ser2ations9

3 ,s ade.!atel- clothed and protected from the weather9 8 ,s relie2ed as fre.!entl- as necessar-9 The watchkeeping officer ma- re.!ire a man on the wheel in addition to the looko!t9 ,t is the responsi*ilit- of the OO) to see that the 2essel is safel- and efficientl- steered9 )e are now in a sit!ation re.!iring a fair amo!nt of Organi<ation and cooperation9 The watch officer still has the responsi*ilit- for the watch *!t has to !se and rel- !pon the assistance of two other people9 ,t is his responsi*ilit- to ens!re that the- are aware of their d!ties and carr- them o!t in a manner: which will enhance tile: standard of the watch9 Altho!gh neither person: in this case: sho!ld find the d!ties partic!larl- onero!s or diffic!lt: the watch officer still needs to ens!re that orders are correctl- followed(e9g9: helm orders are complied with as re.!ired: not as the helmsman thinks fit9

&nder certain circ!mstances the OO) ma- find it is necessar- to call the "aster to *ridge9 This ma- *e *eca!se the preplanning re.!ires the presence of the "aster on *ridge or the "aster=s standing or night orders ha2e re.!ired him to *e called !nder de2eloping circ!mstances or *eca!se the OO) has reali<ed that the sit!ation needs e3perience and e3pertise of the "aster9

the the the the

Calling the "aster to the *ridge will not transfer the conn from the watch officer to the master9 &ntil s!ch time as the "aster act!all- declares that he has the conn the OO) m!st still carr- o!t his d!ties as he was prior to the "aster=s arri2al9 Once the "aster has taken the conn: and the e2ent logged: then the watch officer mo2es into a s!pporti2e role: *!t is still responsi*le for the actions of his watch mem*ers9 ,t is now necessar- to define the role of the indi2id!al team mem*ers9 M!ite o*2io!sl- this will to a large e3tent depend !pon the indi2id!als in2ol2ed and the practice of the ship: *!t !nless each indi2id!al=s role is !nderstood *- all in2ol2ed there will *e o2erlapping or a possi*le ignoring of certain f!nctions9 Teamwork will depend !pon the following role s!ggestions *eing carried o!t9 The Master controls mo2ement of the 2essel in accordance with the %!le of the %oad and recommended traffic schemes: reg!lates the co!rse and speed and s!per2ises the safe na2igation of the 2essel and co(ordinates and s!per2ises the o2erall watch Organi<ation9 The 1at!h $--i!er contin!es to na2igate the ship reporting rele2ant information to the "aster: ens!ring that s!ch information is acknowledged9 +e will fi3 the 2essel and ad2ise the conn of the position and other information9 +e will monitor the e3ec!tion of helm and engine orders: co(ordinate all internal and e3ternal comm!nications: record all re.!ired entries (in log*ooks and perform other d!ties as re.!ired *- the "aster9 The looko!t and helmsman will still *e carr-ing o!t their d!ties: as a*o2e9 &nder certain circ!mstances: the "aster ma- consider it necessar- to ha2e the s!pport of two na2igating officers(one as OO): the other as *ack!p9 The "aster=s responsi*ilities will *e as a*o2e: *!t the responsi*ilities of the two officers will re.!ire caref!l definition9 ,t is o*2io!s that a scenario re.!iring two watch officers s!pporting the "aster will indicate that the ship is in a 2er- high(risk sit!ation9 Pro*a*le factors will *e9 ( 1 Narrow margins of safet- re.!iring 2er- caref!l track maintenance9 4 %ed!ced !nderkeel clearance9 3 +ea2- traffic9

8 Poor 2isi*ilit-A or an- com*ination of similar factors9 The OO) will still carr- o!t his d!ties as defined a*o2e and *e generall- responsi*le for the normal r!nning of the watch9 The additional officer=s role will *e to pro2ide the "aster with radar(*ased traffic information and to gi2ing general *ack!p to the OO) on the chart9 This will incl!de pro2iding the chart with na2igational information as re.!ired: confirming important na2igational decisions and coping with *oth internal and e3ternal comm!nications9 ,t is diffic!lt to esta*lish hard and fast r!les a*o!t how the tasks of the *ridge team sho!ld *e distri*!ted9 ,t will depend !pon the a*ilities and characters of the personnel in2ol2ed: the circ!mstances re.!iring the additional personnel in2ol2ement and the la-o!t of the *ridge9 The important thing to *ear in mind is that each mem*er of the team knows the role that he is re.!ired to carr- o!t and the roles of other mem*ers of the team9 As stated a*o2e this will precl!de !nnecessar- d!plication of tasks and: more importantl-: ens!re that other tasks are not ignored or o2erlooked9

I662%TRATI5E CA%E %T2D7 The time is ;1;;9 The ship has made a safe landfall and is approaching the destination port9 The ETA at the pilot station was confirmed at 18;; the pre2io!s e2ening and it was agreed that the pilot wo!ld *oard at ;3;;9 The pilotage to the *erth is e3pected to take a*o!t one ho!r9 The weathers fine and clear and high water at the *erth is at ;33;: th!s allowing the ship to *erth on the first of the e**9 The Second "ate is on watch with his stand*- rating and end of sea passage is sched!led for ;4;;9 The "aster has left night orders to *e called at ;13;9 The anchors were cleared the pre2io!s afternoon and the pilot ladder has *een p!t on deck: read- for !sing on either side9 The engine control room has *een manned since 44;; and the engineers ha2e *een ad2ised that EOP *e at ;4;;9 The Second "ate is fi3ing the ship=s position at 4;(min!te inter2als !sing 1oran C with 2is!al *earing confirmation and is r!nning a straight line parallel inde3 on the radar for contin!o!s off(track detection9 @13@ The OO) calls the "aster as per night orders: ad2ising him that the 2o-age is going as sched!led and that there is light traffic in the 2icinit-9 The OO) confirms with the engineroom that the ship is on sched!le and that red!ction from sea speed will still *e at ;4;;9 The OO) informs his stand*- man: at present acting as looko!t: that the- are approaching the port and to keep a caref!l looko!t for small inshore craft s!ch as fishing *oats and that an additional crewmem*er will *e re.!ired at ;4;; for *ridge d!ties9 @14# The "aster comes to the *ridge: ac.!aints himself with the sit!ation on the chart: the OO) ha2ing fi3ed the position of the ship onl- fi2e min!tes *efore and then takes his c!stomar- position at the cenire window9 The OO) ad2ises the "aster of the present sit!ation and again confirms that e2er-thing is r!nning according to plan9 The OO) contin!es his watch responsi*ilities as if the "aster were not on the *ridge9 "asterG =Second "ate: , ha2e the Conn9= The OO) confirms the co!rse and speed: ad2ises the "aster of an- traffic that is of interest and log the e2ent9 The "aster is now in the sit!ation that he will *e gi2ing the conning orders and the OO) monitoring and confirming these orders and ad2ising the "aster as Appropriate @1#? The OO) fi3es the position of the ship9

@1#@

OO)? =Captain: last fi3 shows ship on track9 Planned red!ction to mane!2ering f!ll ahead at ;4;;9= @2@@ "asterG =Confirmed= and rings the telegraph to red!ce from f!ll sea speed to mane!2ering f!ll ahead9 Stand*- seaman comes to *ridge and steering gear is changed from a!tomatic to man!al and the wheel is manned9 The helmsman mo2es the wheel and confirms that the steering is now !nder man!al control9 @2@# OO)G =As planned , ha2e now changed the fi3 period to 1; min!tes and will *e fi3ing !sing radar and 2is!al9 The OO) will now *e spending more time at the chart: fi3ing more fre.!entl- and ad2ising the "aster of the progress of the ship: *oth rele2ant to the planned track and distance to r!n: speed and ETA at the pilot station9 +e will also *e !pdating the parallel inde3 on the appropriate radar so that the "aster can ac.!aint himself with the sit!ation9 Both the OO) and the "aster will *e !sing the radars to monitor traffic9 @21# @22@ The OO) calls additional Epre2io!sl- warnedF crew for pilot station and anchor stand*- d!ties in 3; min!tes9 OO)G =1ast fi3 shows 2essel drifting slightl- right of track9 S!ggest alter co!rse to ;3>L=T9'istance to r!n to pilot station > miles: s!ggest red!ce speed to half ahead9= "aster acknowledges: corrects co!rse and *rings telegraph to half ahead9 @23@ OO)G = i3 confirms ship has regained track: s!ggest -o! steer ;3DL T9= "aster confirms and ad5!sts co!rse as rele2ant9 OO)G =)e are on ETA: plan now re.!ires speed of onl- > knots: s!ggest -o! red!ce to slow ahead9 'o -o! wish me to confirm pilot *oarding9= "aster acknowledges and red!ces to slow ahead9 "asterG =Qes: confirm ETA with pilot and ask his preferred *oarding speed and which side he wants the lee9= @23# OO) confirms pilot *oarding on 0+ and disc!sses *oarding speed and pilot approach9 +e also dispatches stand*- man/looko!t to prepare the pilot ladder as appropriate and to ad2ise rele2ant crewmem*ers to stand *- forward and clear the anchors9

@24@

'!e to pro3imit- of margins of safet- fi3 time is now red!ced to @ min!tes: parallel inde3ing still *eing !sed to confirm track maintenance9 Speed is red!ced to dead slow ahead: !sing the same proced!res as *efore9 ( Stand*- man ret!rns and ad2ises that the pilot ladder and ancillar- gear is rigged as re.!ired9 The OO) ad2ises engineroom of imminence of pilot *oarding9

@24#

@2#@

OO)G =1ooks like the pilot 2essel approaching9 'o -o! want me to go down to meet the pilot9= "asterG =Qes: *!t take a radio with -o! and keep me informed and get one of the anchor part- to meet -o! there to ha!l the ladder *ack in9=

@2#2

The OO) fi3es the ship=s position and reminds the "aster that the plan was that the engines wo!ld *e stopped *!t speed wo!ld *e kept at a*o!t fo!r knots9 The OO) lea2es *ridge to check the pilot *oarding arrangements and to meet the pilot9 Pilot *oat alongside9 Pilot on deckG the OO) ad2ises the "aster on the *ridge 2ia his radio that the pilot is a*oard9 Pilot on the *ridgeG the OO) confirms ship=s position and safet- and temporarilres!mes the conn whilst the "aster and pilot disc!ss the ship=s partic!lars and the pilot=s anticipated plan9 Pilot takes conn and ship proceeds into the port area9 The "aster still has the responsi*ilit- for the safet- of the ship and the OO) contin!es with his monitoring role as *efore9

@2#' @2#* @3@@

@3@#

The a*o2e scenario does not attempt to show how a ship=s *ridge will necessaril- *e organi<ed9 ,t does: howe2er: show the large n!m*er of interacti2e e2ents: which ma- occ!r when a ship is in: what is to most seafarers: a relati2el- ro!tine and straightforward sit!ation9 The act!al proced!res e3ercised at the pilot *oarding ma- 2ar- considera*l- from ship to Ship9 Present re.!irements are that em*arkation and disem*arkation of pilot sho!ld *e s!per2ised *- a responsi*le officer of the ship9 ,n tr-ing to compl- with this: the personnel in2ol2ed need to *e aware that the "aster will *e alone on the *ridge whilst the OO) is meeting the pilot or that another officer needs to *e called specificall- for this task9 ,n the first instance the "aster will make s!ch a decision

*ased !pon the conditions at the time9 ,t wo!ld *e !nwise to lea2e the *ridge witho!t an OO) in a sit!ation s!ch as hea2- traffic: narrow margins of safet-: strong tides or ancom*ination of s!ch factors: partic!larl- as !nder s!ch conditions the act!al em*arkation of the pilot co!ld *e dela-ed9 Calling an additional officer ma- well *e a *etter alternati2e: partic!larl- if he has either 5!st gone off watch or is re.!ired shortl-9 )hilst the final decision is at the discretion of the "aster: the circ!mstances sho!ld ha2e *een allowed of and incl!ded at the planning stage9 ,n an- circ!mstances where the "aster has the conn: it is the d!t- of the OO) and another personnel engaged in watchkeeping to pro2ide the "aster with s!fficient information to ena*le him to make decisions appropriate to the sit!ation9 "ost of these decisions will *e *ased !pon the original plan: *!t it is not solel- the "asterOs d!t- to see that e2er-thing is going according to plan or otherwise9 That d!t- is shared with the "aster *- the OO) who: *- reg!larl- fi3ing the ship=s position: confirms that the original track is *eing maintained9 ,t is also his d!t- to confirm that orders gi2en *- the "aster: not 5!st na2igational orders: *!t all aspects of ship control: are carried o!t as re.!ired9 "ost importantl-: it is for the OO) to ad2ise the "aster when he: the OO): considers that things are not going according to plan or when a change of circ!mstances occ!rs9 DEBRIE4 )hene2er possi*le after the s!ccessf!l completion of a passage the opport!nit- sho!ld *e taken *- the master to disc!ss the planning and e3ec!tion of the passage with his team mem*ers9 Possi*le weaknesses sho!ld *e openl- admitted so that the- ma- *e corrected or allowed for in f!t!re planned passages9 S!ch de*rief need not take long and once the corrections to the plan ha2e *een made it can *e sa2ed for f!t!re !se9 ,n some instances(for e3ample9 where the ship fre.!entl- 2isits a certain port or reg!larl- transits an area(it ma- *e fo!nd ad2antageo!s to keep the charts and note*ooks as the- are9 &nless ma5or changes are made to the channels or na2aids: etc9: a planned passage will !s!all- hold good for f!t!re 2isits: accepting that meteorological and tidal differences alwa-s ha2e to *e allowed for9 Some ships reg!larl- trading to the same ports find it !sef!l to ha2e two sets of charts: one for the inward passage and one for the o!tward passage9 Passage plans can easil- *e held in a comp!ter data*ase: allowing for each e3traction and correction when re.!ired9 Shipowners and managers can !se data*ase(held planning to their ad2antage in that this s-stem allows for simple standardi<ation thro!gho!t a fleet9 Plans to the owners/managers own standards can *e made and dispatched to all of the compan-=s ships: sa2ing a d!plication of effort and ens!ring that the correct information and re.!irements are a2aila*le9 Comp!ter access will then allow the plans to *e easilmodified in the light of the pre2ailing circ!mstances at 2er- short notice9

Chapter )
NA5IGATING 1IT3 A PI60T 0N B0ARD The relationship *etween the ship=s team and an emplo-ed pilot is diffic!lt to define9 The ship=s "aster is charged with the responsi*ilit- for the safet- of the shipA pilots are engaged to assist with na2igation in confined waters and to facilitate port approach: *erthing and depart!re9 The "aster has the !ltimate responsi*ilit- and has the right to take o2er from the pilot in the rare e2ent of the pilot=s ine3perience or mis5!dgment9 ,n practice: the "aster ma- find himself in a position where he is not happ- a*o!t the wathe passage is *eing cond!cted *- the pilot: -et is in no position to e2en .!er- the pilot=s actions as he: the "aster: has no idea as to what sho!ld *e happening9 ,deall-: the "aster and his team will *e aware of the pilot=s intentions and *e in a position to *e a*le to .!er- his actions at an- stage of the passage9 This can onl- *e *ro!ght a*o!t *-G 1 4 3 The *ridge team *eing aware of the diffic!lties and constraints of the pilotage area9 The pilot *eing aware of the characteristics and pec!liarities of the ship9 The pilot *eing made familiar with the e.!ipment at his disposal and aware of the degree of s!pport he can e3pect from the ship=s personnel9

&nfort!natel- this is not the wa- that things ha2e de2eloped9 Boarding a strange ship: pilots often feel that the- are !ns!pported9 The- know that the ne3t part of the passage is going to *e entirel- !p to themsel2es and conse.!entl- get on with and make the *est of a *ad 5o*9 E.!all-: the OO) ma- feel that he is e3cl!ded from e2ents9 +e doesn=t know where the ship is going: how it is to get there: nor what is e3pected from him9 Conse.!entl-: he is 2er- likel- to lose interest9 S!ch insec!rities and do!*ts can .!ite easil- *e o2ercome *- the ship=s team operating a consistent s-stem9 P6ANNING A well planned passage will not stop at the pilot *oarding area9 The planning will contin!e from sea to *erth: or 2ice 2ersa: the *oarding of the pilot *eing part of the plan9 The areas where the pilot act!all- has the conn will still ha2e *een planned *- the na2igator9 This ena*les the "aster and OO) to compare the progress of the ship with the planned track and also ena*les them to *e aware of the constraints and other details of the

passage9 A*ort and contingenc- planning will assist sho!ld the ship e3perience na2igational or other pro*lems9 MA%TERCPI60T IN40RMATI0N E>C3ANGE As stated a*o2e: the "aster ma- not *e aware of the area: the pilot !naware of the pec!liarities of the ship9 These pro*lems can *e minimi<ed *- esta*lishing a ro!tine "aster/pilot e3change9 )hen the pilot enters the *ridge it is good practice for the "aster to make time for a *rief disc!ssion with the pilot9 The "aster ma- need to delegate the conn to the OO) or other officer: as appropriate: in order to disc!ss the intended passage with the pilot9 This will incl!de s!ch items as the pilot=s planned ro!te: his anticipated speeds and ETAS: *oth en ro!te and at the destination: what assistance he e3pects from the shore: s!ch as t!gs and 0TS information and what contingencies he ma- ha2e in mind9 or his part: the "aster needs to ad2ise the pilot of the handling characteristics of his ship: in partic!lar an- !n!s!al feat!res and rele2ant information s!ch as anchor condition: engine t-pe and control and personnel a2aila*ilit-9 "!ch of this information can *e readil- a2aila*le on a MasterCpil$t e !hange -$rm= )hen these *road o!tlines ha2e *een esta*lished: the pilot will now need to *e ac.!ainted with the *ridge: agreeing a*o!t how his instr!ctions are to *e e3ec!ted Edoes he want to handle the controls or wo!ld he rather lea2e that to one of the ship=s staffF: where the 0+ is sit!ated and how to change channels and which radar is a2aila*le for his !se9 ,n partic!lar he needs to *e ad2ised of the present mode of the radar9 The pilot is now *etter placed to take the conn9 The a*o2e will o*2io!sl- depend !pon man- factors9 1 The position of the pilot *oarding area9 Often this is s!ch that there will *e little time *etween the pilot act!allentering the *ridge and taking the conn9 The speed of the ship at the pilot *oarding area9 This too co!ld limit time a2aila*ilit-9 En2ironmental conditions s!ch as poor 2isi*ilit-: strong winds: ro!gh seas: strong tides or hea2- traffic ma- inhi*it the e3change9

4 3

,f the e3change has not *een carried o!t for an- reason: e2en greater care will need to *e e3ercised *- the *ridge team9 This sit!ation sho!ld *e a2oided if at all possi*le9 RE%P0N%IBI6IT7 'espite the presence of the pilot: the "aster is still responsi*le for the safet- of the ship9 The pilot is the local e3pert and will o*2io!sl- cond!ct the ship to the *est of his a*ilit-: ad2ising the "aster as necessar- and !s!all- act!all- cond!cting the passage9 This applies whether the pilotage is 2ol!ntar-(i9e9: the "aster has re.!ested assistance(or comp!lsor-(i9e9: the ship is re.!ired to take a local pilot within defined areas9 re.!entl- the "aster will remain on the *ridge d!ring the pilotage9 This o*2io!sl- will depend on the circ!mstances9 ,n the e2ent of a long pilotage it wo!ld not *e practica*le for the "aster to remain thro!gho!t9 ,n this case he m!st remem*er to delegate his a!thorit- to a responsi*le officer: pro*a*l- the OO): e3actl- as he wo!ld at sea9 ,n an- case the "aster is in a poor position to .!estion the pilot regarding the progress of the ship or its sit!ation at anmoment: !nless he: the "aster: knows what sho!ld *e happening at that time9 M0NIT0RING The ship=s progress needs to *e monitored when the pilot has the conn e3actl- as it has to *e !nder an- other conditions9 S!ch monitoring needs to *e carried o!t *- the OO): and de2iations from the planned track or speed o*ser2ed and the "aster made aware e3actl- as if he had the conn9 rom s!ch information the "aster will *e in a position where he can .!estion pilotage decisions with diplomac- and confidence9

Chapter *
A2T0MATI0N 04 BRIDGE %7%TEM% The .!est for safer means of na2igation has e3isted since prehistoric times and relia*iliton ocean passages onl- *ecame possi*le after the de2elopment of the se3tant: chronometer and almanac9 ,n more recent times: satellite s-stems ha2e pro2ided an a!tomatic read o!t acc!rate to a*o!t 1;; m: whilst the ships= s-stems ha2e impro2ed with more acc!rate g-ro compasses: log s-stems and steering gear9 The radar has *een de2eloped to pro2ide tr!e motion and a!tomatic plotting9 The presentation of the ship=s position on an electronic chart is now possi*le9 At face 2al!e it might *e e3pected that collisions and gtro!ndings were -esterda-=s pro*lems: *!t the fact remains that their le2el of incidence remains significant9 The thesis of this *ook is not directed towards technolog- *!t towards people and the wapeople ha2e to *e prepared in ad2ance in order to *e a*le to e2al!ate the meaning of displa-s and printo!ts9 "odern e.!ipment is not error(prone or inacc!rate(generall- the performance standards are e3cellent(*!t if the operator fails to comprehend the significance of the information a potentiall- dangero!s sit!ation ma- de2elop9 $ood seamanship m!st come first and m!st *e part of all officerOs training for it is that sense of awareness when things are going wrong and the e3pertise to remed- the sit!ation !pon which the na2igator m!st depend9 3IG3-%PEED CRA4T "ost high(speed craft operate *etween two terminals a short distance apartA their main concern for safe na2igation is collision a2oidance and this is achie2ed directl- from the radar9 ,n restricted 2isi*ilit- and at night: to ens!re safet-: special night 2ision e.!ipment is fitted and the radar is manned contin!o!slwhilst the pilot has an !nrestricted 2iew forward9 4ERRIE% erries operate: an reg!lar ro!tes where na2igational control can ass!me a 2ariet- of methods9 or e3ample: on a cross strait ferr-: the na2igation will !s!all- *e carried o!t on the radar screen on which is s!perimposed the ke- na2igational feat!res of the s!rro!nding area: incl!ding traffic separation schemes and entrchannels9

REG26AR TRADER% Ships contin!all- operating on a sh!ttle r!n clearl- do not INC62DING 6INER% need to replan e2er- 2o-age9 Once the ke- elements of the na2igational pro*lem areas ha2e *een recogni<ed: then taking

into acco!nt weather and tidal information: satna2 s!pported *radar parallel inde3 ma- *e s!fficient to meet all the criteria of a well managed s-stem9 On some ships a Rre2ersi*le= track plotter works thro!gh a cassette tape: which can also *e !sed as a Rrecorder= if re.!ired s!*se.!ent to an incident9 0PEN MAR9ET TRADER% ,n contrast to the liner ser2ices where the ro!te planning can *e prepared *etween fi3ed areas or partic!lar destinations: those on *oard tramp ships ha2e to *e a*le to prepare a passage plan: often at short notice an-where in the world9 This places a considera*le e3tra *!rden on the ship9 ,t m!st: for e3ample: carr- a worldwide portfolio of charts and time m!st *e made a2aila*le to keep them !p to date9 ,nformation a*o!t ports: ser2ices: pilotage: pre2ailing weather: tides: lights and radio aids need to *e a2aila*le9 Ships and compan( ies sho!ld *e enco!raged to maintain port files of their own so that dra!ght restrictions and !n!s!al feat!res can *e recorded9

PRECI%I0N NA5IGATI0N )here it is essential to hold a ship within 2er- narrow limits on a ro!te which has man- na2igational ha<ards it is essential to control e2er- aspect of the na2igation9 To do so 2essels are fitted with acc!rate 'oppler logs to meas!re sidewa-s motion: rate of t!rn indicators: a!tomatic radi!s steering: comp!ter(generated predictors: path displa- o2erla- on the radar and operate constant radi!s t!rn mane!2ers9 E6ECTR0NIC C3ART% ,n f!t!re it can *e en2isaged that the paper chart will *e displaced *- a three(dimensional comp!ter generated image thro!gh which the ship is na2igated in accordance with a predetermined passage plan9 'e2iation from the track will no do!*t so!nd an alarm and collision a2oidance will *e enhanced *- ad2ice from an e3pert s-stem9 The e2ol!tion of modern electronic s-stems and their integration are likel- to *e pro2en first on ships operating on repetiti2e 2o-ages and it will take a n!m*er of -ears !ntil 2essels na2igating worldwide on the open market will *e pro2ided with s!ch comprehensi2e e.!ipment9 )hate2er s-stems are !sed: there is no s!*stit!te for training in good seamanship as this is the fo!ndation !pon which to *!ild relia*le performance9 This *ook has *een designed to pro2ide an insight into *ridge Organi<ation9 Technical sol!tions to specific pro*lems *ring *enefits: *!t it is people who plan ahead and ens!re contin!it- o2er the entire watch s-stem9

ABB+%,IATIO-S
BA *rg '% '"A dist EOP EP E%B1 ETA $PS $"'SS +"SO ,CS ,"O ,nmarsat " N1T N"T OO) P/1 P, %' SA% &"S &#C 0+ 0TS British AdmiraltBearing 'ead %eckoning Position 'efence "apping Agenc- E&SAF 'istance End of Sea Passage Estimated Position Electronic %ange 6 Bearing 1ine Estimated Time of Arri2al $lo*al Positioning S-stem $lo*al "aritime 'istress and Safet- S-stem +er "a5est-=s Stationer- Office E&#F ,nternational Cham*er of Shipping ,nternational "aritime Organi<ation ,nternational "aritime Satellite Organi<ation 9999999999999"edi!m re.!enc9999999999999Not 1ess Than 9999999999999Not "ore Than 9999999999999Officer of the )atch 9999999999999Position 1ine 9999999999999Parallel ,nde3 9999999999999%adio 'irection inding 9999999999999Search and %esc!e 9999999999999&nattended "achine( r- Space 9999999999999&nderkeel Clearance 99999999999990er- +igh re.!enc- %adio 99999999999990essel Traffic Ser2ices

G60%%AR7 AIR DRA2G3T The height from the waterline to the highest point of the ship9 This ma- *e a masthead: *!t if crane 5i*s or derricks are raised co!ld *e significantl- higher9 The final point at which a ship can take action to a2oid passing the point of no ret!rn9

AB0RT

C6EARING BEARING The limiting *earing of a mark to one side of which the ship will *e safe9 'efined *-(not more than EN"TF or(not less than EN1TF a gi2en *earing9 C0NNING 044ICER C02R%E T0 %TEER C2RRENT DR P0%ITI0N EP P0%ITI0N 3EADING The person who has control of the ship9 This ma- *e the "aster: the pilot or the OO) as appropriate9 The compass co!rse steered to achie2e a re.!ired track: allowing for set: leewa- and compass error9 Non(tidal mo2ement of the sea s!rface d!e mainl- to meteorological: oceanographical or topographical ca!ses9 'ead reckoning(the position o*tained from the res!ltant of the tr!e co!rse steered and the speed thro!gh the water9 Estimated position(the position deri2ed from the '% position ad5!sted for leewa- and set and drift9 The hori<ontal direction of the ship=s head at a gi2en moment meas!red in degrees clockwise from north9 EThis term does not necessaril- re.!ire mo2ement of the ship9F The ang!lar effect on the ship=s co!rse ca!sed *- the pre2ailing wind9 ,t is alwa-s downwind and 2aries according to the ship=s speed: the wind speed: the ship=s dra!ght and free*oard and the relati2e direction of the wind9

6EE1A7

PARA66E6 INDE>ING A radar(*ased constant !p(date of cross(track tendenc-9 P0INT 04 N0 RET2RN The position after which the ship is committed to enter a constrained area9

RAC0N RANGE REP0RTING P0INT %ET AND DRI4T

%adar *eacon which transmits when triggered *- a ship=s own radar transmission9 See T%ANS,T9 A position where the ship is re.!ired to report to local har*or control9 The effect of the tidal stream and/or c!rrent on the ship=s track9 ,t is alwa-s downstream and 2aries according to the ship=s speed and the relati2e direction and the strength of the stream9 SET(the direction that the stream r!ns towards %ATE(the speed of the stream '%, T(the res!lting distance drift P rate 3 timeF

%82AT

The *odil- sinkage of a ship in the water when making headwa-9 0ar-ing from ship to ship: it is often greater forward than aft and is more prono!nced in shallow water9 The periodic hori<ontal mo2ement of the sea s!rface ca!sed *- the gra2itational forces of the s!n and moon9 The times *etween which: the tide ha2ing achie2ed a re.!ired height: it is safe for the ship to transit a certain area9 The path followed: or to *e followed: *etween one position and another9

TIDA6 %TREAM TIDA6 1IND01 TRAC9

TRAC9 MADE G00D The mean gro!nd track act!all- achie2ed o2er a gi2en period9 TRAN%IT 29C 1A7P0INT 13EE6-05ER P0%ITI0N #nown in the &S and Canada as a %AN$E9 )hen two o*5ects are seen to *e in line: the- are said to *e in transit9 &nderkeel clearance9 The 2ertical distance *etween the sea *ed and the deepest part of the keel9 A reference point on the ship=s planned track9 The point at which helm m!st *e applied to achie2e a re.!ired co!rse alteration9

Please note that within this *ook the following terms are to *e read asG NA5IGAT0R The ship=s officer tasked to prod!ce the passage plan9 +e will also normall- *e responsi*le for all aspects of na2igational e.!ipment9 The ship=s officer responsi*le for the watch at a specific times An !ncertificated crew mem*er tasked with *ridge watchkeeping d!ties9 The masc!line person is to incl!de personnel of whate2er gender9

044ICER 04 T3E 1ATC3 A001B 1ATC39EEPER 3EC3IM

A--%. /
,"O STC) Con2ention 1DB8 %eg!lation ,,/ 1 BA%IC PRINCIP6E% T0 BE 0B%ER5ED IN 9EEPING A NA5IGATI0NA6 1ATC3 1= Parties shall direct the attention of shipowners: ship operators: masters and watchkeeping personnel to the following principles which shall *e o*ser2ed to ens!re that a safe na2igational watch is maintained at all times9 49 The master of e2er- ship is *o!nd to ens!re that watchkeeping arrangements are ade.!ate for maintaining a safe na2igational watch9 &nder the master=s general direction: the officers of the watch are responsi*le for na2igating the ship safel- d!ring their periods of d!t- when the- will *e partic!larl- concerned with a2oiding collision and stranding9 3: The: *asic principles: incl!ding *!t not limited to the: following shall *e: taken into acco!nt on all ships9 89 EaF 1at!h arrangements The composition of the watch shall at all times *e ade.!ate and appropriate to the pre2ailing circ!mstances and conditions and shall take into acco!nt the need for maintaining a proper looko!ts

E*F )hen deciding the composition of the watch on the *ridge : which ma- incl!de appropriate deck ratings: the following factors: inter alia: shall *e taken into acco!ntG EiF EiiF at no time shall the *ridge *e left !nattendedA weather conditions: 2isi*ilit- and whether there is da-light or darknessA

EiiiF pro3imit- of na2igational ha<ards which ma- make it necessar- for the officer in charge of the watch to carr- o!t additional na2igational d!tiesA Ei2F se and operational condition of na2igational aids s!ch as radar or electronic position( indicating de2ices and an- other e.!ipment affecting the safe na2igation of the shipA E2F whether the ship is fitted with a!tomatic steeringA

E2iF an- !n!s!al demands on the na2igational watch that ma- arise as a res!lt of special operational circ!mstances9 >9 4itness -$r d"t. The watch s-stem shall *e s!ch that the efficienc- of watchkeeping officers and watchkeeping ratings is not impaired *- fatig!e9 '!ties shall *e so organi<ed that the first watch at the commencement of a 2o-age and the s!*se.!ent relie2ing watches are s!fficientl- rested and otherwise: fit for d!t-(9

@9

Na+igati$n

EaF The intended 2o-age shall *e planned in ad2ance taking into consideration all pertinent information and an- co!rse laid down shall *e checked *efore the 2o-age commences9 E*F '!ring the watch the co!rse steered: Position and speed shall *e checked at s!fficientlfre.!ent inter2als: !sing an- a2aila*le na2igational aids necessar-: to ens!re that the ship follows the planned co!rse9 EcF The officer of the watch shall ha2e f!ll knowledge of the location and operation of all safetand na2igational e.!ipment on *oard the ship and shall *e aware and take acco!nt of the operating limitations of s!ch e.!ipment9 EdF The officer in charge of a na2igational watch shall not *e assigned or !ndertake an- d!ties which wo!ld interfere with the safe na2igation of the ship9 B9 EaF E*F Na+igati$nal e;"ipment The officer of the watch shall make the most effecti2e !se of all na2igational e.!ipment at his disposal9 )hen !sing radar: the officer of the watch shall *ear in mind the necessit- to compl- at all times with the pro2isions on the !se of radar contained in the applica*le reg!lations for pre2enting collisions at sea9

EcF ,n cases of need the officer of the watch shall not hesitate to !se the helm: engines and so!nd signaling apparat!s9 89 Na+igati$nal d"ties and resp$nsi/ilities EaF The officer in charge of the watch shallG EiF keep his watch on the *ridge which he shall in no circ!mstances lea2e !ntil properl- relie2edA EiiF contin!e to *e responsi*le for the safe na2igation of the ship: despite the presence of the master on the *ridge: !ntil the master informs him specificall- that he has ass!med that responsi*ilit- and this is m!t!all- !nderstoodA EiiiF notif- the master when in an- do!*t as to what action to take in the interest of safet-A

Ei2F not hand o2er the watch to the relie2ing officer if he has reason to *elie2e that the latter is o*2io!sl- not capa*le of carr-ing o!t his d!ties effecti2el-: in which case he shall notif- the master accordingl-9 E*F On taking o2er the watch the relie2ing officer shall satisf- himself as to the ship=s estimated or tr!e position and confirm its intended track: co!rse and speed and shall note an- dangers to na2igation e3pected to *e enco!ntered d!ring his watch9 EcF A proper record shall *e kept of the mo2ements and acti2ities d!ring the watch relating to the na2igation of the ship9

D9 6$$)-$"t ,n addition to maintaining a proper look(o!t for the p!rpose of f!ll- appraising the sit!ation and the risk of collision: stranding and other dangers to na2igation: the d!ties of the look(o!t shall incl!de the detection of ships or aircraft in distress: shipwrecked persons: wrecks and de*ris9 ,n maintaining a look(o!t the following shall *e o*ser2edG EaF the look(o!t m!st *e a*le to gi2e f!ll attention to the keeping of a proper look(o!t and no other d!ties shall *e !ndertaken or assigned which co!ld interfere with that taskA: E*F the d!ties of the look(o!t and helmsman are separate and the helmsman shall not *e considered to *e the look(o!t while steering: e3cept in small ships where an !no*str!cted all(ro!nd 2iew is pro2ided at the steering position and there is no impairment of night 2ision or other impediment to the keeping of a proper look(o!t9 The officer in charge of the watch ma- *e the sole look(o!t in da-light pro2ided that on each s!ch occasionG EiF the sit!ation has *een caref!ll- assessed and it has *een esta*lished witho!t do!*t that it is safe to do soA EiiF f!ll acco!nt has *een taken of all rele2ant factors incl!ding: *!t not limited toG (state of weather (2isi*ilit(traffic densit(pro3imit- of danger to na2igation (the attention necessar- when na2igating in or near traffic separation schemes9 EiiiF assistance is immediatel- a2aila*le to *e s!mmoned to the *ridge when an- change in the sit!ation so re.!ires9 1;9 Na+igati$n (ith pil$t em/ar)ed 'espite the d!ties and o*ligations of a pilot: his presence on *oard does not relie2e the master or officer in charge of the watch from their d!ties and o*ligations for the safet- of the ship9 The master and the pilot shall e3change information regarding na2igation proced!res: local conditions and the ship=s characteristics9 The master and officer of the watch shall co(operate closel- with the pilot and maintain an acc!rate check of the ship=s position and mo2ement9 119 Pr$te!ti$n $- the marine en+ir$nment The master and officer in charge of the watch shall *e aware of the serio!s effects of operational or accidental poll!tion of the marine en2ironment and shall take all possi*le preca!tions to pre2ent s!ch poll!tion: partic!larl- within the framework of rele2ant international and port reg!lations9

Anne0 2
Charts and their !$rre!ti$ns 2P9EEP 04 T3E C3ART 02T4IT Chart $"t-it management E3tract from The !ariner1s 2andbook3 reprod!ced with the permission of the +-drographer of the Na2Chart $"t-its An O!tfit of Charts: in addition to the necessar- Standard Admiralt- olios: or selected charts made !p into folios as re.!ired: sho!ld incl!de the following p!*lications9 Chart Correction Log and 4olio Inde0 Ad!iralt" -otices to 5ariners3 )eekl- Editions: s!*se.!ent to the last Annual Su!!ar" of Ad!iralt" -otices to 5ariners Earlier ones ma- *e re.!ired to correct a 2ol!me of Ad!iralt" List of Lights approaching its re(p!*lication date: see 19 1119 Chart $6//7S"!bols and Abbre&iations used on Ad!iralt" Charts Appropriate &olu!es of3 ( Ad!iralt" Sailing 8irections9 Ad!iralt" List of Lights9 Ad!iralt" List of +adio Signals9 Ad!iralt" Tide Tables9 Tidal Strea! Atlases9 The 5ariner1s 2andbook The s!pplier of the o!tfit will state the n!m*er of the last Notice to "ariners to which it has *een corrected9 Chart management s.stem A s-stem is re.!ired to keep an o!tfit of charts !p(to(date9 ,t sho!ld incl!de arrangements for the s!ppl- of New Charts9 New Editions of charts and e3tra charts: as well as new editions and s!pplements of Ad!iralt" Sailing 8irections and other na!tical p!*lications: if necessar- at short notice9 On notification *- Admiralt- Notice to "ariners that a new edition of one of the *ooks: or a new S!pplement to one: has *een p!*lished: it sho!ld *e o*tained as soon as possi*le9 Corrections to a *ook s!*se.!ent to s!ch a Notice will refer to the new edition or to the *ook as corrected *- the S!pplement9 Arrangements sho!ld *e made for the contin!o!s receipt of %adio Na2igational )arnings: Ad!iralt" -otices to 5ariners3 and notices affecting an- foreign charts carried9

A s-stem of doc!mentation is re.!ired which shows .!ickl- and clearl- that all rele2ant corrections ha2e *een recei2ed and applied: and that New Charts: New Editions and the latest editions of p!*lications and their s!pplements ha2e *een o*tained or ordered9 Meth$d= or !sers of Standard Admiralt- olios of charts: the following is a con2enient method to manage a chart o!tfit9 )here onl- a selection of the charts in the Standard Admiralt- olios are held: the method can *e readil- adapted9 Chart C$rre!ti$n 6$g and 4$li$ Inde ENP 133aF is s!ita*le9 ,t contains sheets pro2iding a n!merical inde3 of charts: indicates in which folio the- are held: and has space against each chart for logging Notices to "ariners affecting it9 ,t is di2ided into three partsG Part , Part ,, Part ,,, Na2igational Charts Eincl!ding 'ecca: Omega and 1oran(CF9 Admiralt- reprod!ctions of A!stralian and New Sealand charts9 "iscellaneo!s Charts9

At the *eginning of Part , are sheets for recording the p!*lication of New Charts and New Editions: and instr!ctions for the !se of the 1og9 0n re!ei+ing a !hart $"t-it Charts= Enter the n!m*er of the Notice to which the o!tfit has *een corrected in the Chart Correction 1og9 ,nsert the olio N!m*er on the th!m*(la*el of each chart9 ,f not !sing Standard Admiralt- olios: enter the olio N!m*er against each chart of the 1og9 Cons!lt the ,nde3 of Charts Affected in the )eekl- Edition of Notices to "ariners containing the last Notice to which the o!tfit has *een corrected: and all s!*se.!ent )eekl- Editions9 ,f an- charts held are mentioned: enter the n!m*ers of the Notices affecting them against the charts concerned in the 1og: and then correct the charts9 Cons!lt the latest monthl- Notice listing Temporar- and Preliminar- Notices in force: and the Temporar- and Preliminar- Notices in each )eekl- Edition s!*se.!ent to it9 ,f an- charts are affected *- those Notices: enter in pencil the n!m*ers of the Notices against the charts in the 1og: and then correct the charts for them Ealso in pencilF9 E3tract all Temporar- and Preliminar- Notices from )eekl- Editions s!*se.!ent to the c!rrent Annual Su!!ar" of Ad!iralt" -otices to 5ariners and make them into a =Temporarand Preliminar- Notices= file9 Radi$ Na+igati$nal 1arnings= rom all )eekl- Editions of the c!rrent -ear: detach Section ,,, and file: or list the messages *- their areas9 'etermine which messages are still in force from the )eekl- Edition iss!ed monthl-: which lists them9 ,nsert the information from these messages on an- rele2ant charts9

%ailing Dire!ti$ns= rom )eekl- Editions s!*se.!ent to the c!rrent Annual Su!!ar" of Ad!iralt" -otices to 5ariners3 detach Section ,0 and file9 Admiralt. 6ist $- 6ights 4r$m )eekl- Editions s!*se.!ent to those s!pplied with the 2ol!mes: detach Section 0 and insert all corrections in the 2ol!mes9 Admiralt. 6ist $- Radi$ %ignals 4r$m )eekl- Editions s!*se.!ent to those anno!ncing p!*lication of the 2ol!mes: detach section 0, and insert all corrections in the 2ol!mes9 Admiralt. Tide Ta/les rom Ann!al Su!!ar" of Ad!iralt" -otices to 5ariners for the -ear in progress: insert an- corrigenda to the 2ol!me9 Chart #@11-%.m/$ls and A//re+iati$ns "sed $n Admiralt. Charts= &se an- Notices s!pplied with the pamphlet to correct it9 0n n$ti-i!ati$n $- the p"/li!ati$n $- a Ne( Chart $r Ne( Editi$n )hen a New Chart or New Edition is p!*lished: this is anno!nced *- a Notice gi2ing the 'ate of P!*lication and the n!m*ers of an- Temporar- and Preliminar- Notices affecting it9 rom s!ch Notices: enter on the appropriate page of Part , of the 1ogG H H N!m*er of the ChartA 'ate of P!*licationA N!m*er of the Notice anno!ncing p!*licationA N!m*ers of an- Temporar- and Preliminar- Notices affecting the chart Ein pencilF9 &ntil the chart is recei2ed: the n!m*ers of an- s!*se.!ent Permanent: Temporar- or Preliminar- Notices affecting it sho!ld *e recorded with the a*o2e entr-9 0n re!ei+ing a Ne( Chart $r Ne( Editi$n Enter the following details in the 1og9 = H = , ,f a New Chart: the olio N!m*er against the Chart N!m*er in the ,nde39 On the sheet at the *eginning of Part ,: the date of receipt of the chart9 Against the Chart N!m*er in the Notices to "ariners col!mn of the ,nde3 Sheet: =NC= or =NE= with the date of p!*lication: followed *- a do!*le 2ertical line to close the space9

,n the Notices to "ariners col!mn of the chart in the ,nde3: the n!m*ers of an- Notices recorded against the chart on the sheet at the *eginning of Part ,9

Enter the olio N!m*er on the th!m*(la*el of the chart9 Correct the chart for an- Notices transferred from Part , as descri*ed a*o2e and for an- %adio Na2igational )arnings affecting it: 'estro- an- s!perseded chart9 0n re!ei+ing a !hart additi$nal t$ the $"t-it Enter the olio N!m*er on the th!m*(la*el of the chart9 ,f not !sing Standard Admiraltolios: enter the olio N!m*er against the chart in the ,nde3 of the 1og9 Enter the n!m*er of the last Notice to which the chart has *een corrected against the chart in the ,nde3 of the 1og9 Cons!lt the ,nde3 of Charts Affected in each )eekl- Edition of Ad!iralt" -otices to 5ariners from the one incl!ding the last Small Correction entered on the chart9 ,f an- Notices affecting the chart ha2e *een iss!ed since the last Notice for which it has *een corrected: enter them against the chart in the 1og and correct the chart for them9 Cons!lt the file of Temporar- and Preliminar- Notices9 ,f an- Notices affect the chart: enter their n!m*ers against the chart in the 1og: and correct the chart for them9 rom the file or list of %adio Na2igational )arnings: see if an- )arnings affect the chart9 ,f so: annotate the chart accordingl-9 0n re!ei+ing a repla!ement !hart ,nsert the olio N!m*er on the th!m*(la*el of the chart9 rom the record kept in the 1og: correct the replacement chart for an- Notices affecting it p!*lished after the last Notice entered on it !nder Small Corrections9 Cons!lt the file of Temporar- and Preliminar- Notices: enter an- affecting the chart in the 1og: and correct the chart if rele2ant9 Cons!lt the file or list of %adio Na2igational )arnings9 ,f an- of the )arnings affect the chart and are re.!ired on it: annotate it accordingl-9 0n re!ei+ing a 1ee)l. Editi$n $- Admiralt. N$ti!es t$ Mariners Check that the serial n!m*er of the )eekl- Edition is in se.!ence with Editions alreadrecei2ed: thenG rom the ,nde3 of Charts Affected: enter in the 1og the n!m*ers of the Notices affecting the charts held9

T!rn to the end of Section ,, to see if an- Temporar- or Preliminar- Notices ha2e *een p!*lished or cancelled9 ,f the- ha2e *een: add to or amend the entries in the 1og against the charts accordingl-9 E3amine the =Admiralt- P!*lications= Notice to see if an- rele2ant New Charts or New Editions ha2e *een p!*lished: or charts withdrawn9 ,f the- ha2e: take action9 'etach and !se Sections ,,, to 0, as followsG Section ,,,9 Check printed te3t of messages against an- signaled 2ersions9 ile Section: or note down messages *- their areas: and *ring !p(to(date pre2io!s information on the file and an- notations made on chartsA Section ,0G Add to file or listA Section 0G C!t !p and !se to correct Ad!iralt" List of Lights9 Section 0,G C!t !p and !se to correct Ad!iralt" List of +adio Signals9 %esec!re chart(correcting *locks to Section ,,: rom folios affected: e3tract and correct charts for the appropriate Notices in Section ,,9 C$rre!ti$n $- !harts General in-$rmati$n No correction: e3cept those gi2en in Section 11 of Ad!iralt" -otices to 5ariners3 )eeklEditions: sho!ld *e made to an- chart in ink: Corrections to charts from information recei2ed from a!thorities other than the +-drographic 'epartment ma- *e noted in pencil: *!t no charted danger sho!ld *e e3p!nged witho!t the a!thorit- of the +-drographer of the Na2-9 All corrections gi2en in Notices to "ariners sho!ld *e inserted on the charts affected9 )hen the- ha2e *een completed the n!m*ers of the Notices sho!ld *e entered clearl- and neatl-A permanent Notices in waterproof 2iolet ink: Temporar- and Preliminar- Notices in pencil9 Temporar- and Preliminar- Notices sho!ld *e r!**ed o!t as soon as the Notice is recei2ed canceling them9 Chart $6//7S"!bols and Abbre&iations used on Ad!iralt" Charts sho!ld *e followed to ens!re !niformit- of corrections9 These s-m*ols are in2aria*l- indicated on O2erlaCorrection Tracings9 ,f se2eral charts are affected *- one Notice: the largest scale chart sho!ld *e corrected first to appreciate the detail of the correction9

6ast !$rre!ti$n )hen correcting a chartA first check that the last p!*lished correction to it: which is gi2en at the end of the new Notice: has *een made to the chart9 Detail re;"ired The amo!nt of detail shown on a chart 2aries with the scale of the chart9 On a large scale chart: for e3ample: f!ll details of all lights and fog signals are shown: *!t on smaller scales the order of red!ction of information is Ele2ation: Period: %ange: !ntil on an ocean chart of the area onl- lights with a range of 1> miles or more will normall- *e inserted: and then onl- their light(star: and magenta flare9 On the other hand: radio *eacons are omitted from large scale charts where their !se wo!ld *e inappropriate: and: !nless the- are long range *eacons: from ocean charts9 Notices adding detail to charts indicate how m!ch detail sho!ld *e added to each chart: *!t Notices deleting detail do not alwa-s make this distinction9 ,f a shortened description wo!ld res!lt in am*ig!it- *etween ad5acent aids: detail sho!ld *e retained9 The insertion of e3cessi2e detail not onl- cl!tters the chart: *!t also can lead to errors: since the charts .!oted as affected in each Notice ass!me the "ariner has red!ced with the scale of the charts the details inserted *- pre2io!s Notices9 Alterati$ns Eras!res sho!ld ne2er *e made9 )here necessar-: detail sho!ld *e crossed thro!gh: or in the case of lines: s!ch as depth conto!rs or limits: crossed with a series of short do!*le strokes: slanting across the line9 T-ping correction fl!ids: s!ch as =Tipp(E3=: sho!ld not *e !sed9 Alterations to depth conto!rs: deletion of depths to make wa- for detail: etc: are not mentioned in Notices !nless the- ha2e some na2igational significance9 )here tinted depths conto!rs re.!ire amendment: the line sho!ld *e amended: *!t the tint: which is onl- intended to draw attention to the line: can !s!all- remain !nto!ched: )here information is displaced for clarit-: its proper position sho!ld *e indicated *- a small circle and arrow9 Bl$!)s Some Notices are accompanied *- reprod!ctions of portions of charts Eknown as =Blocks=F9 )hen correcting charts from *locks: the following points sho!ld *e *orne in mind9 H A *lock ma- not onl- indicate the insertion of new information: *!t also the omission of matter pre2io!sl- shown9 The te3t of the Notice sho!ld in2aria*l- *e read caref!ll-9

H The limiting lines of a *lock are determined for con2enience of reprod!ction9 The- need not *e strictl- adhered to when c!tting o!t for pasting on the chart: pro2ided that the preceding paragraph is taken into consideration9 = Owing to distortion the *locks do not alwa-s fit the chart e3actl-9 )hen pasting a *lock on a chart: therefore: care sho!ld *e taken that the more important na2igational feat!res fit as closel- as possi*le9 This is *est done *- fitting the *lock while it is dr- and making two or three pencil ticks ro!nd the edges for !se as fitting marks after the paste is applied to the chart9 C$mpleti$n $- !$rre!ti$ns )hene2er a correction has *een made to a chart the n!m*er of the Notice and: the -ear Eif not alread- shownF sho!ld *e entered in the *ottom left(hand corner of the chartG the entries for permanent Notices as Small Corrections: and those for Temporar- and Preliminar- Notices: in pencil: *elow the line of Small Corrections9 NB This e3ample co2ers &# Admiralt- charts9 Appropriate g!idance from other charting a!thorities sho!ld *e st!died for their chart correcting s-stem9