iii Preface to fourth Edition This latest edition of “Navigation for Masters” has been issued to ensure that current and future Master Mariners are kept upto date with the modern concepts and innovations effecting the safe passage throughout the maritime environment. Our planet is experiencing a state of continual change, with global warning effecting the higher latitudes, navigation is becoming more demanding and security issues are becoming of increased importance. New regulations, introducing Long Range Identification and Tracking of vessels has been introduced. The need for Ice reporting in the high latitudes and with greater detail, in the form of the ‘egg code’ has become a necessity. While shipbuilding of the larger and deeper draught vessels continues to be exercised, creating revision and expansion of deep water routes. Electronics and digital advances have given the maritime industry ECDIS and GPS, now as dominant features. It is essential that our experienced Masters, meet the challenges associated with these major changes while at the same time not lose sight of the basic principles of effective watch keeping. The importance of training and lifelong learning is as much a part of the successful voyage as the fuel is to the engines. Global weather patterns will always present the maritime hazard or the unexpected. When it occurs our watch officers should not be found wanting when faced with the Tropical Storm, or the close inshore emergency. Neither should Masters step back from the unpopular and difficult decisions. Discipline and power of command will need to be present, alongside that of experience. Good sailing, David House March 2012. v about the author With this current edition of Navigation for Masters the Author, David House, has drawn extensively on the modernisation that is affecting the marine industry and in particular the movement towards the advances in electronic systems such as GPS and ECDIS. He continues to lecture in the Navigation and Seamanship disciplines within the Nautical Education environment where the research for this and other publications has been drawn. Navigation for Masters is one of seventeen technical publications written by David House for the maritime industry. His more recent works have been concentrated on specified topics, such as; Ice Navigation, Ship Construction, Ship Handling and Anchor Work Practice, which have all followed in the footsteps of Seamanship Techniques and Helicopter Operations at Sea. His works continue to be widely read in all the maritime nations of the world. He now has over twenty-five years of teaching experience to Officer Candidates, of all ranks, of the Mercantile Marine, covering most aspects of Maritime Training. His works and research continue to provide well illustrated and topical marine texts, that are easy to read and attract the respect of the professional mariner, world-wide. ix Contents Page Preface to fourth Edition iii about the author v acknowledgements vii abbreviations and Definitions xiii List of illustrations xxi 1 Bridge Procedures 1 1.1 The Navigational Watch 3 1.2 Calling the Master (by the OOW) 3 1.3 Standing Orders 4 1.4 Bridge Procedures 7 2 Navigation Precautions 15 2.1 Navigation in Fog 17 2.2 Proximity of Heavy Weather/Storm Conditions 18 2.3 Keeping a Proper Lookout 19 2.4 Watchkeeping and Special Traffic 21 3 Navigation in Port 29 3.1 Navigation Around and Engagement With Small Craft 31 3.2 Navigation and Manoeuvring with Tugs 33 3.3 The Dangers of Interaction 35 3.4 Restricted in Ability to Manoeuvre – Navigation Proximity 38 3.5 Moored Vessels and Associated Hazards 38 3.6 Pilots and Pilotage 39 4 Passage Planning 45 4.1 The Passage Plan 47 4.2 Position Fixing 54 4.3 Landfall Hazards and Coastal Navigation Practice 60 4.4 Carriage of Nautical Publications 62 4.5 Virtual Arrival 63 5 ocean Passage Planning 69 5.1 Great Circle Sailing 71 5.2 Use of Gnomonic Charts 72 5.3 The Composite Great Circle 80 6 ocean routeing 89 6.1 The Shipowner’s Preference 91 6.2 Geographic Constraints and Fixed Parameters 91 x Navigation for Masters 6.3 Variable Parameters 92 6.4 Commercial Influences on Choice of Route 92 6.5 Route Choice 93 6.6 Maritime Navigation Transmissions 96 6.7 Routeing Charts – Relevant Information and Usage 99 6.8 Climatic Routeing 101 7 ocean Currents 123 7.1 Ocean Current Types 125 7.2 Ocean Current References 126 7.3 North Atlantic Currents 128 7.4 South Atlantic Currents 130 7.5 North Pacific Currents 130 7.6 South Pacific Currents 133 7.7 Indian Ocean Currents 134 7.8 Bay of Bengal and Arabian Sea 134 7.9 Current Movement (Atlantic and Pacific) 136 8 ice Navigation 139 8.1 Ice Examples – Encountered at Sea 141 8.2 Arctic Region 144 8.3 Antarctic Region 148 8.4 Signs of the Proximity of Ice 149 8.5 Ice Detection by Radar 152 8.6 Operational Navigation in Ice Regions 154 8.7 Navigation in High Latitudes 156 8.8 Ice Convoys – Instructions for Operations 158 8.9 Navigation in Cold Climates 172 9 tropical revolving Storms and abnormal Weather Phenomena 175 9.1 TRS Features 178 9.2 Masters’ Actions 183 9.3 TRS – Avoiding Action (Vessel at Sea) 186 9.4 Tornadoes and Waterspouts 190 9.5 Tidal Bores 190 9.6 Tsunamis 190 10 Sar Navigation and gMDSS 193 10.1 Action on Receipt of Distress Message 195 10.2 DSC Distress Alerts 196 10.3 The role of the On-scene Coordinator (OSC) 197 10.4 The Role of the Bridge Team 198 10.5 IAMSAR Search Patterns 201 10.6 Distress Alert Procedures 205 10.7 Global Maritime Distress and Safety System (GMDSS) 208 10.8 Ship Reporting Systems 215 xi Contents 10.9 Rendezvous Problems 218 10.10 Termination of Distress Situation and/or Search Procedure 224 11 Marine Helicopter operations 227 11.1 Routine Helicopter Engagement 229 11.2 Master’s Duties – Prior to Operation 229 11.3 Helicopter to Ship Recognition 230 11.4 Air to Surface Communications in Routine Helicopter Activity 230 11.5 Air Support 231 11.6 Helicopter Recovery 233 11.7 Helicopter Recognition 234 11.8 Helicopter Evacuation Check-off List (MEDIVAC) 236 12 offshore Navigation 237 12.1 Types of Offshore Structures 240 12.2 Navigation in Offshore Operational Areas 243 12.3 Useful Sources of Information 250 13 tide Calculations 251 13.1 Tidal/Tides – Definitions 256 13.2 Standard Port Tide Examples 256 13.3 Co-tidal/Co-range Charts 270 13.4 Pacific Tidal Calculations 271 13.5 Pacific Tidal Stream Examples 275 13.6 Tidal Predictions by Computer Software 277 14 Sources of Navigational information Charts and Publications 279 14.1 The Navigational Chart 281 14.2 The Worldwide Navigational Warning System (WWNWS) 289 15 Electronic Navigational Systems 291 15.1 Required Bridge Equipment 293 15.2 S-Mode 296 15.3 ECDIS 296 15.4 The Integrated Navigation System 300 15.5 Gyro Compasses 303 15.6 Autopilots 305 15.7 Radar 306 15.8 Automatic Radar Plotting Aid (ARPA) 315 15.9 Echo Sounder 317 15.10 Marine Speed Logs 320 15.11 Automatic Identification System (AIS) 322 15.12 Long Range Identification and Tracking (LRIT) 326 15.13 Voyage Data Recorder (VDR) 326 15.14 Bridge Navigational Watch Alarm System (BNWAS) 327 15.15 Global Positioning System (GPS) 328 xii Navigation for Masters 15.16 Differential GPS (DGPS) 333 15.17 Galileo 334 15.18 Dynamic Positioning (DP) 336 15.19 The Global Maritime Distress and Safety System (GMDSS) 340 15.20 Navtex 342 15.21 The NIS Quick Reference OAB Distribution 345 15.22 SOLAS Chapter V (Incorporating 2009 Amendments) 346 Navigation Self-Examiner 347 Bibliography 363 geographic index 367 index 371 31 3.1 Navigation around and Engagement With Small Craft There are numerous occasions when commercial deep sea vessels can expect to encounter small craft such as pilot launches, harbour craft, tugs and cargo barges. Apart from the dangers of interaction, Masters and bridge officers should be aware of some basic bridge procedures and precautionary actions prior to engagement with smaller craft, in close proximity. 3.1.1 approach Plan Any engagement with small vessels should be planned and well thought out before hand. Full consideration should be given to the geography of the area of intended operation and to the prevailing weather. The UKC should be noted for all stages of the engagement and any areas of limiting water depth should be clearly marked on the chart. Areas where the UKC may give cause for concern should be identified for early use of echo sounder and relevant position fixing methods. The plan should incorporate early timings for standard operations such as manual steering change from automatic steering, engine room status prior to reduction of speed, preparation of anchors, Masters requirement on the bridge, lookouts posted, etc. 3 Navigation in Port 32 Navigation for Masters 3.1.2 Charting the Plan All tracks and courses should be clearly identified on the chart with both the gyro and compass headings noted. Position monitoring points together with projected ETAs should also be charted. The use of clearing bearings, transits and sector lights can be particularly useful during small boat engagement and can provide simple checks for monitoring the safe navigation of the vessel. Radar conspicuous targets should be highlighted before the vessel enters the area of engagement. Special attention should be given to racons and buoys carrying radar reflectors. Course alteration points with wheel over points should be identified and charted in accordance with recommendations of relevant speeds. Special attention should be given to areas where course alterations or speed changes may be adversely affected by strong currents, etc. (eg eddies). 3.1.3 Shipboard Preparations All flags and/or navigational day/night signals should be clearly indicated prior to the approach. It should be normal practice for early communications to be established by VHF, either channel 16 or, if known, the most suitable working channel. figure 3.1 Pilot cutter, which engages in pilotage transfers in most harbours and ports around the world figure 3.2 Mooring boat engaged in securing ship’s lines inside a harbour A listening watch on the working channel should be maintained, with relevant ETAs being passed to the target vessel. information regarding new navigational dangers in the area, together with weather updates, should be sought from the approaching craft. for pilots, ladders should be rigged in ample time and in a position to suit the weather and the needs of pilot launches. Instrument checks should be made and a safe speed established prior to engagement. Radars should be adjusted to a practical working range for the circumstances. The ship’s progress and all relevant operations should be noted in the log book, particularly the monitoring of the ship’s position at appropriate stages of the approach. 33 Navigation in Port 3.1.4 operations An early sighting of the target is always beneficial, but it should be borne in mind that the most direct route to the rendezvous is not always the safest or most prudent. The echo sounder should be running and the position monitored as often as the situation demands. A sharp lookout should be maintained for other traffic while at the same time maintaining visual contact with the target vessel once this has been established. The direction of the wind should be ascertained immediately prior to engagement, with the view to adjusting the vessel’s head to provide a ‘lee’ for the smaller craft. Speed should be continually adjusted to allow the two vessels to close and maintain station on each other. Officers of the watch and/or Masters should ensure that reductions of speed do not result in the vessel losing steerage way. Clear instructions to the bridge team, particularly to the helmsman and lookouts to report anything untoward, should be clearly expressed. Internal and external communications will play a major role in any operation of this nature. If precise records are maintained in the form of old log books, they can form a valuable directive for future operations. 3.2 Navigation and Manoeuvring with tugs The employment of tugs is generally accepted as a welcome addition by the majority of Masters/pilots when engaged in manoeuvring. However, this is only the case while the tug and the tug Master continue to respond to the navigational needs of the parent vessel. It is not unusual to see six or more tugs engaged in the berthing or undocking of a ULCC or VLCC. So a clear and understandable communication system must be known and practised by all tug Masters and the bridge team of the parent vessel. Clear and identified VHF channels, together with recognised whistle signals, must be familiar to all operators. 3.2.1 approaching tugs/ rendezvous Early communication with tug Masters to ascertain the rendezvous point and projected ETA is essential. Prudent Masters would also obtain practical details, such as whether the ship’s towing springs are to be used or the tugs’ lines and the relative position that the tug will secure to the vessel and how the lines are to be secured. Some tugs will secure by employing the eye only, others will require the wires figure ‘8’ on the bitts. Other tugs may be engaged to push as opposed to securing. When approaching tugs a continuous lookout should be maintained and the operation of securing them should not be allowed to distract from essential watchkeeping duties. The vessel should be in manual steering and all flags and/or navigation signals displayed. The Master/navigator should make an early chart assessment of the area of rendezvous. It should be clear of obstructions and without heavy traffic density. The prevailing direction of anticipated weather could be usefully displayed on the chart to provide an indication for ship’s head and visually present the overall ship handling scenario to the bridge team. Current and tidal conditions must be considered prior to engagement of tugs. 34 Navigation for Masters 3.2.2 tug Engagement Deck preparation by way of crew at deck stations, heaving lines and towing springs (if ship’s lines) flaked and made ready to pass to tugs, should all be ready by the time the parent vessel makes visual contact with tugs. The engines should be on standby and the vessel at manoeuvring speed. figure 3.3 A tug secured by a towline through its centre lead One of the main areas of danger when securing tugs is through interaction. To this end the speed of the parent vessel must be adjusted well in advance to remove excessive risk of interaction between the two vessels as they close. figure 3.4 Alternative use of ‘Gob Rope’. Winch wire with heavy duty shackle to the ‘towing line’ It is normal for a tug’s line to have a rope tail attached to the eye of the towing wire. This aids control of the wire when heaving up to secure and also when letting go. Once brought onboard the parent vessel the rope should be kept clear of bitts when belaying the towing wire or placing the eye. the eye should not, under normal circumstances, be placed over bitts as a means of securing. in the event of an emergency, if it is required to let go the wire this cannot be achieved unless the tug eases back on the weight of the towing spring. therefore, temporarily, control is in the hands of the tug, not the Master of the parent vessel. a most undesirable situation in any towing operation. In the event that the tug is to be engaged in pushing, the tug’s bow should be well fended to provide a spread of the load and avoid potential hull damage. Many tugs, when pushing, will use a bow steadying line to hold itself against the parent ship, but not in every case. 3.2.3 Deployment and Use of tugs The number of tugs employed and the designated function of each tug will depend on: ? The type of vessel being towed or pushed ? the weight of the towed vessel/craft ? the handling capability of the towed craft ? relevant direction of currents/eddies ? prevailing weather conditions ? manned or unmanned tows could reflect whether the tow is self-propelled or being moved in a ‘cold’ condition ? anchor availability for stopping or emergency actions could dictate the need for one or more tugs to be deployed for slowing or stopping the operation (usually astern) ? the time of the towing operation. Length and duration must lie within the endurance and capabilities of tugs. 35 Navigation in Port figure 3.5 Tugs after deck, with towline secured and ‘Gob Rope’ employed 3.3 the Dangers of interaction figure 3.6 Dangers of interaction inside harbour limits with small craft engaged in overside painting MGN 199 provides information to ships concerning the dangers of hydrodynamic interaction which has lead to collisions, capsize and in many instances loss of life. The following guidance is provided: 1. Hydrodynamic interaction continues to be a major contributory factor in marine casualties and hazardous incidents. Typical situations involve larger vessels overtaking smaller ones in narrow channels where interaction has caused the vessels to collide and, in one case the capsize of the smaller vessel with loss of life. 2. Situations in which hydrodynamic interaction is involved fall into the following categories: (a) Vessels which are attempting to pass one another at very close range. This is usually due to their being confined to a narrow channel. (b) Vessels which are manoeuvring in very close company for operational reasons, particularly when the larger vessel has a small under-keel clearance. (c) Vessels with a small under-keel clearance which stop rapidly, when approaching an enclosed basin, resulting in unexpected sheering. Included in this category is the reduced effect of accompanying tugs which may sometimes be experienced in these circumstances. 3. PASSING VESSELS When vessels are passing there are two situations: (i) overtaking and (ii) the head-on encounter. (i) Overtaking: Interaction is most likely to prove dangerous when two vessels are involved in an overtaking manoeuvre. One possible outcome is that the vessel being overtaken may take a sheer into the path of the other. Another possibility is that 36 Navigation for Masters when the vessels are abeam of one another the bow of each vessel may turn away from the bow of the other causing the respective sterns to swing towards each other. This may also be accompanied by an overall strong attractive force between the two vessels due to the reduced pressure between the underwater portion of the hulls. There are other possibilities, but the effect of interaction on each vessel during the overtaking manoeuvre will depend on a number of factors including the size of one vessel relative to the other, the smaller of the two vessels feeling the greater effect. (ii) The head-on encounter: In this situation interaction is less likely to have a dangerous effect as generally the bows of the two vessels will tend to repel each other as they approach. However, this can lead indirectly to a critical situation. It may increase any existing swing and also be complicated by secondary interaction such as bank-rejection from the edge of a channel. In all cases it is essential to maximise the distance between the two vessels. The watchkeeper on the larger vessel should bear in mind the effect on adjacent smaller vessels and take necessary care when manoeuvring. 4. INTERACTION IN NARROW CHANNELS When vessels intend to pass in a narrow channel, whether on the same or opposing courses, it is important that the passing be carried out at a low speed. The speed should be sufficient to maintain control adequately but below maximum for the depth of water so that in an emergency extra power is available to aid the rudder if necessary. If a reduction in speed is required it should be made in good time before the effects of interaction are felt. A low speed will lessen the increase in draught due to squat as well as the sinkage and change of trim caused by interaction itself. Depending upon the dimensions of both the vessel and the channel, speed may have to be restricted. When vessels are approaching each other at this limiting speed interaction effects will be magnified, therefore a further reduction in speed may be necessary. Those in charge of the handling of small vessels should appreciate that more action may be required on their part when passing large vessels which may be severely limited in the action they can take in a narrow channel. Regardless of the relative size of the vessels involved, an overtaking vessel should only commence an overtaking manoeuvre after the vessel to be overtaken has agreed to the manoeuvre. 5. MANOEUVRING AT CLOSE QUARTERS When vessels are manoeuvring at close quarters for operational reasons, the greatest potential danger exists when there is a large difference in size between the two vessels and is most commonly experienced when a vessel is being attended by a tug. A dangerous situation is most likely when the tug, having been manoeuvring alongside the vessel, moves ahead to the bow to pass or take a tow-line. Due to changes in drag effect, especially in shallow water, the tug has first to exert appreciably more ahead power than she would use in open water to maintain the same speed and this effect is strongest when she is off the shoulder. At that point hydrodynamic forces also tend to deflect the tug’s bow away from the vessel and attract her stern; but as she draws ahead the reverse occurs, the stern being strongly repulsed, and the increased drag largely disappears. There is thus a strong tendency to develop a sheer towards the vessel, and unless the 37 Navigation in Port helm (which will have been put towards the vessel to counter the previous effect) is immediately reversed and engine revolutions rapidly reduced, the tug may well drive herself under the vessel’s bow. A further effect of interaction arises from the flow around the larger vessel acting on the underbody of the smaller vessel causing a consequent decrease in effective stability, and thus increasing the likelihood of capsize if the vessels come into contact with each other. Since it has been found that the strength of hydrodynamic interaction varies approximately as the square of the speed, this type of manoeuvre should always be carried out at very slow speed. If vessels of dissimilar size are to work in close company at any higher speeds then it is essential that the smaller one keeps clear of the hazardous area off the other’s bow. 6. STOPPING IN SHALLOW BASINS A vessel in very shallow water drags a volume of water astern which can be as much as 40% of the displacement. When the vessel stops this entrained water continues moving and when it reaches the vessel’s stern it can produce a strong and unexpected turning moment, causing the vessel to begin to sheer unexpectedly. In such circumstances accompanying tugs towing on a short line may sometimes prove to be ineffective. The reason for this is that the tug’s thrust is reduced or even cancelled by the proximity of the vessel’s hull and small underkeel clearance. This causes the tug’s wash to be laterally deflected reducing or even nullifying the thrust. The resultant force on the hull caused by the hydrodynamic action of the deflected flow may also act opposite to the desired direction. 7. EFFECT ON THE RUDDER It should be noted that in dealing with an interaction situation the control of the vessel depends on the rudder which in turn depends on the flow of water round it. The effectiveness of the rudder is therefore reduced if the engine is stopped, and putting the engine astern when a vessel is moving ahead can render the rudder ineffective at a critical time. In many cases a momentary increase of propeller revolutions when going ahead can materially improve control. 8. GENERAL Situations involving hydrodynamic interaction between vessels vary. In dealing with a particular situation it should be appreciated that when a vessel is moving through the water there is a positive pressure field created at the bow, a smaller positive pressure field at the stern and a negative pressure field amidships. The effects of these pressure fields can be significantly increased where the flow of water round the vessel is influenced by the boundaries of a narrow or shallow channel and by sudden local constrictions (e.g. shoals), by the presence of another vessel or by an increase in vessel speed. An awareness of the nature of the pressure fields round a vessel moving through the water and an appreciation of the effect of speed and the importance of rudder action should enable a vessel handler to foresee the possibility of an interaction situation arising and to be in a better position to deal with it when it does arise. During passage planning depth contours and channel dimensions should be examined to identify areas where interaction may be experienced. 9. SQUAT Squat is a serious problem for vessels which have to operate with small underkeel clearances, particularly when in a shallow channel confined by sandbanks or by the sides of a canal or river. The “Mariners’ Handbook” (NP 100) contains further information on squat. The Admiralty Sailing Directions also give 38 Navigation for Masters specific advice for squat allowances for deep draught vessels in critical areas of the Dover Strait. 3.4 restricted in ability to Manoeuvre – Navigation Proximity figure 3.7 Vessels navigate in close proximity at focal points like the Panama Canal and are exposed to the forces of interaction through the proximity of the canal banks and/or other vessels Hazards could be experienced with close quarter situations with the following types of vessels: ? Dredgers, particularly suction pipe dredgers, where interaction could cause the pipe to break ? towing operations, where there may be a risk of collision with the vessel being towed ? survey vessels engaged in underwater operations, where extending cables may obstruct channels or other navigable waters ? mine clearance (sweeping operations) or fishing activity where the risk of fouling outlying gear is possible ? rig supply tenders in close proximity to installations, whether engaged in load/ discharge operations or not, could be extremely hampered by the geography of the rig and or interaction from another source, ie another vessel navigating too close. figure 3.8 Supply vessel and rig in close proximity the need for extreme caution at reduced speed by associated traffic cannot be over emphasised when circumstances cause such situations to be encountered. 3.5 Moored vessels and associated Hazards Moorings that employ both anchors include: ? The running moor ? standing moor ? open moor ? mediterranean moor. The use of two anchors usually implies greater holding power is achieved and/or reduced swinging room is established. Reducing swinging room is a particular feature of rivers or canals where space may be restricted. A second anchor is often employed when an additional holding facility is required or to prevent excessive ‘yaw’ of the vessel. When mooring there is a danger of fouling the cables, known as the ‘foul hawse’, 39 Navigation in Port or fouling another ship’s anchor. This is particularly the case with running or standing moors, where a change in the direction of wind could cause the vessel to turn against the direction of the deployed anchors, causing the cables to intertwine themselves. Ebb and flood tides tend to generate an anticipated direction of turning when in tidal waters. However, a change in the wind direction is unpredictable and could cause an alternative direction of swing to take place, which is more likely to foul cables. In the case of a Mediterranean moor, because ships moor up in close proximity, the anchors themselves could be compromised. figure 3.9 Superferry II manoeuvres into position using a Mediterranean moor, alongside a vessel already moored in the same manner 3.6 Pilots and Pilotage introduction With few exceptions, the presence of a Pilot onboard never relieves the Master or members of his crew of their duties and obligations to the safe navigation of the vessel. The bridge team principle must include the marine pilot as a key member. Full exchange of information once the pilot is picked up and a continuous flow of positive assistance between and towards all bridge team contributors should be the norm. figure 3.10 Close passing traffic inside the Kiel Canal 3.6.1 Master/Pilot relationship The Master would normally be expected to receive and assess documentation reflecting the Pilot’s licence and/or the pilotage authority as the pilot boards. On regular liner trades, where Pilots are often known personally to the Master, the task of Pilot assessment is much more straightforward. Mutual respect is required between the Pilot and the Master. in the majority of cases the Pilot is a professional mariner and his competency is attested to by the pilotage authority that issues the licence to practice. in the case of the Master, his competency lies within the possession of his Master’s certificate, so both meet on equal terms. A discussion between the Master and Pilot regarding manoeuvres of berthing or other navigational aspects would be expected. However, it must be remembered that final decisions and the ‘power of command’ remain with the Master. In the past, shipping companies retained company pilots, but this practice is not as prevalent as it was. Masters engaged on worldwide trades can expect to experience varying degrees of competence in the pilots who board their vessels. It must, therefore, be assumed that at some point the Masters will encounter 40 Navigation for Masters a Pilot they consider inadequate for maintaining the safety of the vessel. In this case the level of competence may well not be revealed until the pilotage is underway. The options at this stage for the Master are: ? The Master relieves the Pilot and takes on the pilotage duty ? the Master relieves the Pilot and requests another ? the Master relieves the Pilot and holds the ship’s position, either stopped or at anchor, until a relief Pilot is available. Should this unlikely situation develop a statement should be entered into the ship’s log book and evidence and witness statements obtained where relevant. 3.6.2 Navigational Procedure – Embarking/Disembarking Marine Pilots In any operation that involves the embarkation or the disembarkation of a marine Pilot, it is essential that early and effective communications are established. Ample notice should be given to the pilotage station/authority by the ship’s agents or directly from the Master of the vessel. Relevant call signs and frequencies for stations can be found in the Admiralty List of Radio Signals (ALRS). A provisional ETA, once passed to the pilot station, can always be revised up or down as the ship progresses. Once contact is established by radio, additional information will be sought by the pilot stations to enable the planning of an appropriate coastal route. Information could include: ? Draught of vessel when at Pilot roads ? manoeuvring speed of vessel ? size of vessel, with respect to: – length overall (for berthing) – mast height (for bridges) – beam width (for locks) – navigation equipment – manoeuvring aids. ? requirements for tugs, linesmen, docking Pilot, mooring boats, etc ? nature of cargo. 3.6.3 Master’s requirements Initially the Master will be concerned with creating a safe environment for the ship and providing the Pilot with a safe embarkation scenario. When Pilots join vessels, either from Pilot launches or from helicopters, the Master’s main concern must always be for the overall safety of the vessel. Duty officers can too easily be so concerned for the safe embarkation of the Pilot, that they lose sight of other high priority navigational duties. The Master would normally gain local information from communication prior to approaching the station. This will include a local weather situation so that the ship can 41 Navigation in Port be steered to create a lee for a boat or a heading for a helicopter delivery. Working details for a surface craft engagement will include the side the Pilot will require the boarding ladder and at what height fixed above the waterline. 3.6.4 Shore-to-Ship Pilot/ Master Exchange and Communications On establishing communications, pilot boarding instructions, including the rendezvous position, time and method of boarding, should be clarified. The pilot may provide relevant information regarding the use of anchors, tugs, moorings, gangways, etc. or the information may be obtained from the harbour authority via the VHF. Inspection of the passage plan would be of mutual concern to both Pilot and Master. Many authorities now engage pilots who board with laptop facilities bearing an authority approved passage plan for use with the particular vessel at its specific draught. However, this does not render the ship’s charted passage plan obsolete, particularly if there is a malfunction of the pilot’s equipment or a power loss. it is highly unlikely that a Pilot’s laptop computerised plan will contain the same contingency elements as the ship’s own charted plan. Which is a further reason that Masters would be ill advised to reduce the value placed on ship’s own charted plans. 3.6.5 Master/Pilot – Questionnaire The purpose of the questions is to make the Pilot familiar with the manoeuvring characteristics of the ship and to update the Master with any relevant or new dangers and clarify the ship’s movements. Typical questions that might be asked by the Master are: ? Are there any navigational warnings, affecting the ship’s proposed track/ route? ? With the ship’s present draught and the Pilot’s local knowledge, where are the particular areas of shallow water that the vessel might encounter with a reduced UKC? ? What tide or current features could be expected to affect the vessel’s ETA? ? Have any changes in port regulations occurred regarding communications or navigational operations? ? Will the present or projected weather conditions cause problems on route or in berthing? ? Will tugs be employed on route or for docking operations and, if so, at what positions are tugs to be made fast? ? Which berth is to be used and which side to? ? Is there any specialised traffic known to be engaged on route towards the berth eg dredging operations? ? Will the pilot change or will a ‘docking pilot’ be used? ? Assuming no traffic congestion, at what points on route are speed reductions planned and what would subsequently be the vessel’s ETA at destination? There are bound to be specific needs for individual ships and specified operations, such as if a vessel is to take tugs. Would ship’s lines be employed or the tug’s lines used? If tugs are being employed will they be secured or employed for pushing? If secured, at what points and how will they be secured, etc? Operations may or may not make use of anchors and some ships may require a stern discharge as opposed to a port/starboard, load/discharge, so each situation must be judged on its own merits. It is normal practice to have such information on permanent display on the bridge. 42 Navigation for Masters Master/Pilot Questionnaire gENEraL SPECifiCatioNS S.S./M.v. ...................................... International Call Sign ..................................... Built (yard) ..................................... at ....................... In service Construction number ..................................... Official number (where stamped .....................................) Registration number (where stamped .....................................) Place of registration ...............................19......... Power ........................ship at ................... rpm Service speed ........................ship at ................... rpm Classification .............................. Equipment number .............................. DiMENSioNS FeetInchesMetres Length – overall – between perpendiculars Breadth – overall – moulded breadth Depth – moulded depth toNNagES MarkFreeboardDraftDeadweightDisplacement TF F T S W Displacement light ship ................. when draft forward .............. aft .............. TPI light ship ............................................... laden ship ........................................................... Freeboard allowance .............................. CaPaCitY aCCorDiNg to toNNagE CErtifiCatE Tonnage CertificateGross Register Tonsm3Net Register Tonsm3Date of Issue International Suez Canal Panama Canal DiStaNCESFeetMetres Bridge – bow Bridge – stern Manifold – bow Manifold – stern Manifold – railing Manifold – side totaL HEigHt froM KEEL FeetMetres Fore mast Main mast Radar mast Aerial mast Funnel groUND taCKLE Anchor weight – Port ...............................................................tons. – Starboard ......................................................tons. – Spare ............................................................tons. Chain weight – per length ......................................................tons. – 22 lengths .....................................................tons. Chain diameter ........................ Total weight 2 anchors plus 22 chain lengths ........................ tons. 43 Navigation in Port 3.6.6 Dangers when Embarking/Disembarking Pilots Dangeraction High freeboard vessels.Combine use of pilot ladder with accommodation ladder. Or Use pilot hoist. Rough sea conditions.Create a lee for pilot transfer and adjust vessel’s speed. Or Anchor and wait for improved conditions. A sudden change in the wind direction. Alter the vessel’s course to meet and account for the change. Twisting ladder when engaged in pilot transfer. Standby personnel to correct and rig man ropes to provide additional support. Or Ladder rigged with anti-twist battens (spreaders). Incorrect ladder rigging.Rigging inspected by a responsible officer. Lifebuoy, lights, rescue line, adequate manpower available. Safe access to deck provided. Restricted waters with additional traffic. Gain sea room and adjust ETA. Fast operations. (Sometimes necessary). Plan approach in detail, reduce speed early and brief crew. Interaction/pilot boat capsize or man overboard. Vigilance at all times. Parent vessel prepared. Pilot boat itself provides best means of rescue boat. Alternatively use ship’s rescue boat. Visible contact lost during manoeuvre under freeboard or around stern. Poor visibility. Post lookouts and brief them. Maximise use of bridge wings. 3.6.7 air to Surface – transfer of Marine Pilots Transfer of marine pilots to ships by rotary winged aircraft is a regular occurrence. Masters should observe the recommendations given in the ICS ‘Guide to Helicopter Operations’. When vessels engage with aircraft they should: ? Display correct signals for vessel engaged with aircraft: red/white/red all round lights by night or black ball, diamond ball, by day ? steer towards a recognised rendezvous point to conserve aircraft fuel 44 Navigation for Masters figure 3.11 Pilot delivery by helicopter to the main deck of a tanker ? display a wind indicator to show relative wind direction ? ensure that the position of engagement is clear of navigational hazards and that sea room is adequate ? brief bridge team including lookouts and helmsman, regarding safety of operations ? ensure main engines are on standby and vessel can readily manoeuvre ? display identity signal flags to aid recognition ? transmit homing signal if requested by the helicopter pilot ? establish early communications with aircraft ? alter course to pilot’s request, to suit position of engagement. ‘The Annual Summary of Notices to Mariners’ suggests that the ship’s course should present the wind on the port bow when hoist operations are scheduled for the port side. Alternative courses are suggested if the operation is to take place in the after part of the vessel, eg starboard quarter ? maintain an efficient bridge watch while on route and while engagement takes place ? do not transmit on radio during hoist operations ? enter statements of activity into log books. figure 3.12 A tanker manoeuvres towards an FPSO for cargo hose connection CHaPtEr 4 Passage Planning