» » 2 Seatvee July 2007 4) Time of year - winter months = rougher seas 3) revaing winds ~ mid lttode depresions track west to east i) Prevaling currents ~ in mid latitudes currents are west toast, but in ‘tropics ae east 0 west iv) Loedline restitons~ may be restricted by change of zone enroute \)_Teelimits ice and icebergs may be encountered at any tne although the most common period for calving is Noverber to February ~ as such minimal hazard vi) Reatted visibility - the further south the greater the froqueney of days swith eit visbilty vi) Latitudes between which the vessel is sailing -if tropical then erat ‘Grete gives most ezononical route both directions if mid latitude then GC eastbound and thumb ie or composite westbound ) 47779 miles i) OT 13°7 miles to the north, See spreadsheet. a » 9 Expected weather. Fuel economy. ‘Comfort with respect o ship stresses. Speed requised Damage to cargo. Dependabily of machinery and other onboard equipment ‘Design ofthe vesc ie. sea keeping qualities Least time ~ mos suitable for vesels where cargo damage i ot consideration - Dull carries oi tankers. ‘Leas time and damage size of vessel makes it particularly vulperable to heavy weather damage~e' tog and tow, small specialised vessels operating i cexseme latitudes ‘Teas damage ~ most useful for vessels carrying sensitive cargoes ~€ 8 livestock caries, passenger vss Saving in fe and time, ‘Reduction in ship and cargo damage. essengers (anderen) experience greater confor. ‘tis usualy possible to carry out more mamtenance. Possibility of reduced insurance premiums.8) Assuming the GPS poston to have been obtained at 18:151 ‘The 18:04 position must berun ahead 11 minutes @ 140 knots = 2.63 miles et “minutes @ 14.0 knots = 1.63 miles 1818 postion mast be runastern 3 minutes @ 14.0 knots ~ 07 miles Arcturus Procyon Rigel Kent Tal a 342 Tan I 48.0 TAK I 408. wD 4 3's ep 71° 120 2D so 18:2 Cab ar 419 Cah 1s 372 CAM 39° 35's zp ar wt cp mors CZ so 28 at TIA 2A Int 637 See plot. Spread of aximuthe greater than 180 therefore itis reasonable to assume that ‘the vessel isa the centre ofthe inscribed crle and thatthe systematic error is inthe ‘order of 3:2 miles or minutes of ae DRLat 1000S Long OST? AOE dat 978 dlong 24E dep2.4W MPPLat 10° 17.7 Long OST? 42.48 Mit 10" 1778 » ‘The GPS DR is within 0-5 miles ofthe planned track see spreadsheet QI), But the celestial observation shows that che vessel is jnificatly south of track. ar lo OFS AP Os? aOR, MP: 10" MPP. 086° 39°0E dep 62.4 W Diat Dio AW Mat 10° Bearing 16s°T Distance 9.0 miles “The prudent Master would therefore assume the worst case and bas ser decision con the celestial ix, Having consulted the chart with respect to reliability of survey, checked the GPS for datum, dition of poston and operating rode, the prudent “Master would haul away tothe Nort to increase the original pasing distance by the mount of ero fund by clestal observation ~ approximately 300° T er 10 1778 MEP Os za GCTreck FADS «GC OSG SOE depor'aW DLat 33:78 DLong 634 W. Mist 1 08s Course 2988 T Distance 710 miles Intiht ofthe proximity of the islands it would also be prudent ro commence long ‘ange radar scanning and double upon lookout‘See spreadsheet Reduction of speed isnot an option because of Target B. Stitly, the vessel should avoid an alteration of eourse towards a vesse! beam oF aba the beam. However, because the TCPA of Target B is some 40 minstes time it ‘can be sid that risk of eolision doesnot yet exis “Therefore best option at 4-25 i an alteration of course to not less than 320° T [Although practically a much larger alteration would be prudent, say 355° T. AS such ‘an alteration would leave no doubt inthe mind of any ofthe otber watchkcepes. 5. a) PilouMaster Interface - The Master must make statement regarding vestel dimensions: draught, ir draught, trim ist, ‘make declaration of requested toanaze(). explain tbe engine power settings, ‘pln the vessels handing characteristic, ‘explain the correct operation of thrusters and other propulsion unis, [Biv dots of the cargo on board -inlading declaration of any dangerous oods PilotMaster Interface ~The Pilot mus: agree ase route, ‘offer berthing plan, ‘advise movements of other trafic inthe area whether enroute or not, offer assistance in co-ordinating tugs, workboats and linesmen etal, rake satement of speed/power requirements, ‘advise the broad cotent of local by-laws and local Notices To Mariners, 1») Bridge team briefing ‘May be prot t0 double up the watch - OOW and Master Anchors cleared away Dedicated lookout ‘teeing tested in all modes -helnsman standing by Internal communication systems tested Engine contol systems ested and engines ready for immediate manoeuvre Engine room manned (if aot UMS) Pilot card completed Plot adder rigged and checked by an officer say ow 12007sole ae | eresewer | 50) 07 & feng ‘mer | s| wo. so) ees [Ser are oa tal Bring ono [isis se | ay erm touns'e| | Sal ep tenon a Gilets aes ‘ieee wa fp oa torts | ie-—"sal€/ ap sooth ‘ental an | oa ‘Seve |} emt sotay 07 Outen one Cd Coit cimng