Bridge Team Management

BRI DGE TEAM
M ANAGEM ENT
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F irs t pu b lish ed 1993 b y Th e N a u tica l In s titu te
202 La m b eth Road, Lon don SE1 7LQ , U K.
Telep h on e: 071- 928 1351
© Th e N a u tica l In s titu te, 1993
A ll righ ts reserved . No p a rt o f th is pu b lica tion m a y b e reprodu ced, s tored in a retrieva l s ys tem , or

tra n s m itted in a n y form or b y a n y means, electron ic, m ech a nica l, p h otocop yin g, record in g or
oth erw is e, w ith ou t th e p rior w ritten p erm is s ion o f th e pu b lish ers, excep t fo r th e qu ota tion o f b rief
passa ges in review s .
Alth ou gh grea t ca re has b een ta ken w ith th e w ritin g and p rod u ction o f th is volu m e, n eith er Th e
N a u tica l In s titu te n or th e a u th or can a ccep t a n y res p on s ib ility fo r errors , om is s ion s or th eir
consequ ences.
Th is b ook has b een prepa red to a ddress th e s u b ject o f b rid ge tea m m a na gem en t. Th is shou ld not,
h ow ever, be ta ken to mean th a t th is docu m en t dea ls com p reh en s ively w ith a ll o f th e con cern s w h ich
w ill need to b e a ddres s ed or even , w h ere a p a rticu la r m a tter is a ddressed, th a t th is d ocu m en t s ets ou t
the on ly d efin itive view fo r a ll situ a tion s.
Th e opin ion s exp res s ed a re th os e o f th e a u th or on ly and a re n ot n eces s a rily to b e ta ken as th e

policies or view s o f a n y orga n is a tion w ith w h ich he has a n y con n ection .
Readers shou ld m a ke th em s elves a w a re o f a n y loca l, n a tion a l or in tern a tion a l cha n ges to b yla w s,
legis la tion , s ta tu tory and a d m in is tra tive requ irem en ts th a t h a ve b een in trod u ced w h ich m igh t
a ffect a n y conclu sions.
Typ es et and prin ted in E n gla n d b y S ilverd a le Press, S ilverd a le Road, H a yes, M iddles ex
U B 3 3BH.
ISB N 1 870077 14 8
2 BR IDGE T E A M M A N A G E M E N T
BR IDGE T E A M M A N A GE M E N T
CONT ENT S
P ag e
Th e B rid ge O p era tion s P r o g r a m m e.................................................................... 5
A ck n ow led gem en ts ............................................................................................. 6
F o r e w o r d ............................................................................................................. 7
B a ckgrou n d to th e M a rin e O p era tion s C en tre................................................... 8
C h a p t e r 1— B r i d g e T e a m M a n a g e m e n t ........................................................ 9
B AC KG RO U N D
TE AM M A N AG E M E N T— Tra in in g and C oa ch in g— W ellb ein g— M ora le
E RRO R C H AIN S — In d ica tion s — A m b ig u ity— D is tra ction — Inadequ acy/

C on fu s ion — C om m u n ica tion s B rea kd ow n — Im p rop er C onn—
N on C om plia n ce w ith Pla n — Proced u ra l V iola tion
C A S U A LTIE S AN D C AU S E S — La ck o f D ou b le W a tch — In s u fficien t

P ers on n el— C a llin g th e M a s ter— Look ou ts — M a nning the W h eel—
A u top ilot C h a n geover— Red u cin g S peed
G RO U N D IN G S AN D C AU S E S — Pla n n ed Tra ck — Tra ck M on itorin g

Tra ck Rega in — D ou b le C heck F ixin g—V is u a l F ixin g— E cho- S ou nder—
L igh t Id en tifica tion — D ecis ion C orrob ora tion
B RID G E O RG A N IS A TIO N — In d ivid u a l Role
C h a p t e r 2 — P a s s a g e A p p r a i s a l .................................................................... 16
In form a tion S ou rces — O cean P a s s a ges — C oa s ta l Pa s s a ges
C h a p t e r 3 — P a s s a g e P l a n n i n g ...................................................................... 21
N o- go A rea s — M a rgin s o f S a fety— S a fe W a ter— O cean Tra ck s —

C oa s ta l Tra ck s — C ha rt C ha nge— D is ta n ce O ff
D evia tion from Tra ck
U n d erkeel C lea ra n ce— Tid a l W in d ow — S trea m A llow a n ce
C ou rse A ltera tion — W h eel- O ver
P a ra llel In d exin g— A R P A M a p p in g— W a yp oin ts
A b ort— C on tin gen cies
Pos ition F ixin g— P rim a ry and S econ d a ry F ixin g— C onspicu ou s

O b jects — L a n d fa ll L igh ts — F ix Frequ en cy & R egu la rity
A d d ition a l In form a tion — Rep ortin g Poin ts — A n ch or C lea ra n ce—

P ilot B oa rd in g— Tu g E n ga gem en t— T r a ffic
S ITU A TIO N A L A W A RE N E S S — Tra n s its — C ompass E r r o r -

Lea d in g Lin es — C lea rin g M a rks — C lea rin g B ea rin gs
RAN G E OF LIG H TS — G eogra p h ica l— Lu m in ou s — N o m in a l-

La n d fa ll L igh ts — E xtrem e Ra n ge— E cho S ou nder
CONT ENT S 3
P ag e
IN FO RM A TIO N — O vercrow d in g— Pla n n in g B ook— C on n in g N otes
M AS TE RS A P P R O V A L — Pla n C hanges
C h a p t e r 4 — E x e c u t i n g t h e P l a n .................................................................... 41
TA C TIC S — E TA fo r Tid e— E TA fo r D a yligh t— T r a ffic C on d ition s —

E TA a t D es tin a tion — Tid a l S trea m & C u rren t— Pla n M od ifica tion
A D D ITIO N A L PE RS O N N E L— B riefin g— Fa tigu e
P R E P A R A TIO N — fo r V oya g e— o f B rid ge
C h a p t e r 5 — M o n i t o r i n g t h e S h i p ’ s P r o g r e s s ................................................ 44
FIXIN G — M eth od— V is u a l B ea rin gs — F requ en cy— R egu la rity—

E P— S ou ndings
C RO S S - TRAC K E RRO R
TIM E M AN AG E M E N T
LO O KO U T
O B S E RV ATIO N — U n d erkeel C lea ra n ce— W a yp oin ts — Tra n s its —

Lea d in g Lin es — N a tu ra l Lea d in g L in es — C lea rin g M a rks and B ea rin gs —
D ippin g D is ta n ces — L igh t S ectors
C h a p t e r 6 — T e a m w o r k .................................................................................. 49
S in gle W a tch keep er— w ith Look ou t— H elm s m a n — M a s ter on B rid ge—
A d d ition a l O fficer
S C E N ARIO
C h a p t e r 7 — N a v i g a t i n g w i t h a P i l o t o n B o a r d .............................................. 55
Res p on s ib ilities — P la n n in g— In form a tion E xch a n ge— M on itorin g
C h a p t e r 8 — A u t o m a t i o n o f B r i d g e S y s t e m s ................................................ 57
A b b r e v i a t i o n s ............................................................................................... 59
G l o s s a r y ........................................................................................................ 60
A n n e x 1— I M O S T C W C o n v e n t i o n R e g u l a t i o n s ........................................... 62
A n n e x 2 — C h a r t s a n d t h e i r c o r r e c t i o n ........................................................ 69
I n d e x ............................................................................................................. 74
T H E BR IDGE O P E R A T I O N S P R O GR A M M E
A m e s s a g e f r o m T h e S e c r e t a r y -G e n e r a l o f t h e I M O
W h e n e v e r a sh ip pu ts to sea, th e m a s ter and n a viga tin g officers h a ve a d u ty b oth in pu b lic

and com m ercia l la w to n a viga te com p eten tly a t a ll tim es. U pon th eir a ction s depend the
s u cces s fu l ou tcom e o f the voya ge, s a fety a t sea and p rotection o f th e m a rin e en viron m en t.
Th e In tern a tion a l M a ritim e O rga n iza tion recogn is es th e es s en tia l requ irem en t th a t all
w a tch keep in g officers m u st b e p rop erly tra in ed. Th is tra in in g needs to b e in itia ted a s h ore
and b efore w a tch keep in g o fficers a re qu a lified to ta ke a n a viga tion a l w a tch, th ey need to
b e p roficien t in su ch d is cip lin es as n a viga tion , th e a p p lica tion o f th e ru les to a void
collis ion s and sea m a nship. IM O has res olved to revis e th e S TC W C on ven tion th rou gh an
a ccelera ted p roces s and togeth er w ith th e on- b oard tra in in g p rop os ed in th is p rogra m m e
w ill rep res en t a m a jor con trib u tion to th e im p rovem en t o f s ta n da rds th a t is so im p orta n t.
It is, h ow ever, a t sea on th e b rid ge o f ships th a t w a tch keep ers h a ve to w ork togeth er and
m a ke decis ion s . O nce th ey h a ve b een tra in ed, good p ra ctices need to b e con tin u a lly
refres h ed and th a t is w h y I am s tron gly s u p p ortin g th ese m ea s u res b y Th e N a u tica l
In s titu te and V id eotel M a rin e In tern a tion a l to p rovid e lea ders h ip, en cou ra gem en t and
p os itive a d vice th rou gh th e B rid g e O p e ra tion s P ro g ra m m e .
Each p a rt o f th e p rogra m m e has b een d es ign ed to re- en force the a p p lica tion o f p ra ctices
and p rin cip les d evelop ed in IMO, in d u s try codes and s h ip b oa rd rou tin es. Th e p rogra m m e
s ta rts w ith the tra in ee, ends w ith th e m a s ter w h ils t in volvin g th e p ilot. In so doing, ow n ers
and m a n a gers a re a ls o rem in d ed th a t th ey h a ve ob liga tion s , too. Th ey h a ve to p rovid e the
means o f keep in g ch a rts u p to da te, equ ip m en t fu n ction a l and th e s ta n da rds o f tra in in g
a p p rop ria te to the res p on s ib ilities th a t w a tch keep in g en ta ils.
A b ove all, th is im a gin a tive p rogra m m e d em on s tra tes th e level o f kn ow led ge and s kills
a pplied in p u rs u it o f s a fe ship op era tion . W e com e to a p p recia te th a t w a tch keep in g is very
res p on s ib le w ork and th a t s u p p ortin g the hu man elem en t dem a nds lon g term com m it
ment, w h ich is lik ely to b e m os t effective if it p rovid es a com m on sense of pu rpose a m on gs t
the b rid ge team.
W a tch keep in g officer s th rou gh th eir d iligen ce and p rofes s ion a lis m p rovid e a h igh ly
va lu ed s ervice to s ociety. Th is con trib u tion is recogn is ed b y IM O and in la u n ch in g th is
p roject, I w is h to p a y trib u te to the w orld ’s s ea fa rers and th os e orga n is a tion s w h ich are
w ork in g w ith us to enha nce s a fe ship op era tion s .□
W . A . O ’N e il
OPER A T IONS PR OGR AM M E 5

ACK NOWLEDGEM ENT S
T h is b o o k has b een d evelop ed to g ive m ea n in g to th e con ven tion , sta n da rds and res olu
tion s p repa red b y th e In tern a tion a l M a ritim e O rga n iza tion and I w is h to a ckn ow led ge the
va lu a b le w ork u n derta ken a t th e in tergovern m en ta l level to p rovid e th e es s en tia l in ter
n a tion a l fra m ew ork fo r b rid ge op era tion a l sta nda rds.
Th e p rin cip les o f the In tern a tion a l C ha m b er o f S h ippin g B rid ge P roce d u re s G uid e h a ve
b een u sed as a b a s is for s h ip p in g com p a n y pra ctice, w h ils t th e texts and n otices issu ed b y
th e U K D ep a rtm en t o f Tra n s p ort h a ve p rovid ed es s en tia l gu id a n ce in th e com p ila tion of
th is volu m e.
O ver the yea rs , fleet m a n a gers and s u p erin ten d en ts from com pa n ies a ll over the w orld
h a ve discu ssed th eir requ irem en ts and b een in s tru m en ta l in m ea s u rin g p erform a n ce
from w h ich w e h a ve b een a b le to assess th e effectiven es s o f th e m eth ods chosen.
A b ook like th is ca nnot b e con ceived w ith ou t th e a ccu m u la ted exp erien ce o f over 3,000
officers a tten d in g tra in in g cou rs es w h o h a ve in th eir ow n w a y eith er d irectly or in d irectly
con trib u ted to m y u n d ers ta n d in g o f b rid ge m a n a gem en t. To a ll th ese p eop le and
orga n is a tion s I ow e p a rticu la r thanks, fo r w ith ou t th eir p rofes s ion a l com m itm en t this
b ook is u n likely to h a ve b een w ritten .
I a ls o w is h to tha nk m y collea gu es a t th e S im u la tion S ection o f th e M a ritim e O pera tion s

C entre, S ou th a m pton In s titu te o f H igh er E du cation, W a rs a s h , for th eir s u pport in
produ ction o f th is b ook, w ith s p ecia l th a n ks to R oy S ta n b rook, M N I.Q
6 BR I DGE T E A M M A N A G E M E N T
FOR EWOR D
T h e s a f e c o nd u c t o f a ship a t sea is th e p rin cip a l d is cip lin e u pon w h ich the n a u tica l
p rofes s ion is b ased. Y et s u rp ris in gly it is a s u b ject w h ich is n ot w id ely docu m ented and
u pon w h ich th ere a re d ifferen t opin ion s. Th is is s tra n ge b eca u se the n a viga tion o f a ship
is an id en tifia b le ta s k w h os e ou tcom e is th e sa m e in a ll cases. In s p ite o f th a t th ere are
m a n y d ifferen t s tyles o f n a viga tion p ra ctis ed a t sea.
C en tra l to th is b ook on B rid ge Team M anage m e nt is th e qu es tion ‘Is th ere a need fo r a w ell
d efin ed b rid ge orga n is a tion ?’ Th e qu es tion ca n n ot b e a n s w ered u ntil a ll elem en ts o f the
s ys tem h a ve b een fu lly con s idered, and th ey a re th e ship, th e equ ipm en t, th e voya ge
itinferary, th e officers , th e crew and the M a ster, s u p p ort b y th e com p a n y and the
orga n is a tion a l s tru ctu re in w h ich decis ion s a re taken.
It is too ea s y to focu s on in d ivid u a l item s o f equ ipm en t, th e ch a ra cter o f th e M a s ter or the

a b ility o f th e officers and to gen era lis e a b ou t th e p erform a n ce o f th e s ys tem . It is a ls o very
d ifficu lt fo r a n y in d ivid u a l to h a ve the com p lete overview or b e a b le to in flu en ce an en tire
opera tion .
In crea s in gly th ere a re d is con tin u ities in m a n a gem en t as ships are b ou gh t and sold, crew s
a re changed, and n ew equ ip m en t fitted , w h ils t th e tra in in g m eth ods o f d ifferen t cou n tries
va ry and m u lti- n a tion a l crew s h a ve th eir ow n ch a ra cteris tics .
Tryin g to ra is e s ta n da rds o f b rid ge op era tion s poses p a rticu la r p rob lem s in th is com p lex
in tern a tion a l in d u s try w h ere s om e ow n ers elect to s u p p ly th e m inim u m n a viga tion a l
ou tfit as s p ecified in th e S ola s C on ven tion w h ils t oth ers s eek to d evelop s p ecia lis ed
n a viga tion a l s ys tem s b a sed u pon the la tes t tech n ology.
For th es e rea son s I p a rticu la rly w elcom e th is b ook on B rid g e Te a m M a n a g e m e n t b ecau se

it focu s es on th e k ey s u b ject o f orga n is a tion , w ith ou t w h ich it is n ot p os s ib le to ensu re
con s is ten t resu lts . N ow th a t th e b ook has b een w ritten , w e m a y w on d er w h y it w a s not
produ ced b efore, and p a rt o f th e a n s w er I s u gges t lies in th e fa ct th a t tra d ition a l m a ritim e
n a tion s d evelop ed th eir ow n res pon s e to n a viga tion a l s a fety.
Th ere a re o f cou rs e m a n y a ccep ta b le w a ys o f n a viga tin g b u t th ere has to b e a firm b asis

and u n d ers ta n d in g o f u n d erlyin g p rin cip les b efore th e in tern a tion a l s h ip p in g can share a
com m on pu rpose. Th e main pu rpose o f good b rid ge tea m m a n a gem en t is to ensu re s a fe
and tim ely a rriva l a t a des tin a tion . A s econ d a ry pu rpose is to a void the con s equ en tia l loss
than can occu r if th ere is a collis ion or s tra n d in g. For th is rea son good b rid ge pra ctice
d es erves th e w id es t s u p p ort from govern m en ts con cern ed w ith loss o f life and p rotection
of th e m a rin e en viron m en t.
C lea rly, a ll in d u s tria l en terp ris e w ill b en efit from sou nd los s p reven tion m eth ods and in
p a rticu la r th e in su ra n ce in d u s try m u st see th e a d va n ta ge in a d op tin g p os itive b rid ge
m a n a gem en t m ethods. Th e b ook cod ifies a w ea lth o f exp erien ce and p rovid es th e p la tform
to plan ahead, d evelop tra in in g and a b ove a ll im p lem en t effective b rid ge orga n is a tion .□
C ap t ai n P e t e r Bo y le , F N I
P re sid e n t , T h e N aut ic al In st it ut e
FOR EWOR D 7
BA CK GR O UND T O T H E M A R IT IM E O P ER A T IO NS CENT R E
S inc e 1985 the C ollege o f M a ritim e S tu dies, w h ich had its origin s as fa r b a ck as 1850
in itia lly as a U n ivers ity C ollege S ch ool o f N a viga tion in th e ea rly 20th cen tu ry, is n ow pa rt
o f th e S ou th a m pton In s titu te o f H igh er E du ca tion. E s ta b lis h ed in W a rs a s h ju s t ou tside
S ou th a m pton in 1946, th e S ch ool o f N a viga tion has ch a n ged th rou gh th e deca des to m eet
th e ch a n gin g needs o f a n a tion a l and in tern a tion a l in d u s try w ith ou t los in g s igh t o f its
m ission: ‘to p rovid e th e m a ritim e and s h ip p in g in d u s tries w ith h igh q u a lity tra in in g,
con s u lta n cy and res ea rch s ervices ’.
Tod a y, th e M a ritim e O pera tion s C en tre con tin u es to p rovid e th os e s ervices w ith h igh ly
exp erien ced s ta ff, m os t o f w h om h a ve held com m a nd, and s ta te o f th e a rt tech n ology in
th e form o f s op h is tica ted s h ip ’s b rid ge, radar, V TS , m a ch in ery spa ce and ca rgo- h a n dlin g
s im u la tors . B rid ge Tea m tra in in g, u s in g s h ip ’s b rid ge s im u la tors , has b een condu cted a t
W a rs a s h sin ce 1977 and C a pta in S w ift has b een a m em b er o f th is tea m sin ce 1980. In
a d d ition to B rid ge Tea m M a n a gem en t tra in in g, s h ip- h a n dlin g cou rs es fo r p ilots , m a s ters
and s en ior officers a re con du cted w ith th e u se o f a ccu ra tely s ca led m a nned m od els op era t
in g on a 13 h ecta re la ke w ith a p p rop ria te canal, cha nnels, SB M and je tty fa cilities . .
In a d d ition to tra in in g and a s s es s m en t cou rses, th e s h ip ’s b rid ge s im u la tors a re a ls o u sed

fo r p ort d es ign and a ccid en t in ves tiga tion s tu d ies as w ell as govern m en t fu n ded res ea rch
p rojects , th ereb y m a kin g a s ign ifica n t con trib u tion to th e en h a n cem en t o f s a fety o f life a t
sea and effective ship op era tion s .П
Chapte r 1
T EA M M A NA GEM ENT
IN T R O DUCT IO N
Th e a im of the pru den t m a rin er is to ensu re th a t th eir ship rea ch es its d es tin a tion s a fely
and efficien tly. To do th is con s is ten tly dem a nds a level o f s kill w h ich is n ot ea s y to qu a n t
ify b u t w h ich needs to b ecom e p a rt o f th e m a ritim e cu ltu re, for th ere are a b ou t 80,000
ships tra d in g in tern a tion a lly, each one s h a rin g th is com m on ob jective.
Like a ll kn ow ledge- b a s ed s kills , b rid ge w a tch keep in g and n a viga tion requ ire pra ctice,
s u pport and rea ffirm a tion . L eft u n a tten ded th ey can b ecom e casu al. Th e a ction s ta ken on
the b rid ge m a y b e u n critica l and th e in terch a n ge o f in form a tion b etw een th e M a s ter and
the w a tch keep in g officers la ps es in to a w ork in g rela tion s h ip w h ere a s s u m ption s a re made
w ith ou t b ein g verified .
W hen b rid ge op era tion s a re loos ely orga n is ed th e im p res s ion can b e given th a t th in gs w ill
be a ll righ t. H ow ever, w h en the u n exp ected occu rs, con fu s ion a rises. It b ecom es m ore d if
ficu lt to m a ke d ecis ion s and th e p os s ib ility exis ts fo r an error o f ju d gem en t w h ich m igh t
lead to an accident.
An a ccid en t b y its n a tu re is u n expected, b u t m os t a ccid en ts occu r b eca u se th ere is no

s ys tem in op era tion to d etect and con s equ en tly p reven t one pers on m a kin g a m is ta ke— a
m is ta ke o f the typ e a ll hu man b ein gs a re lia b le to make.
Th is b ook on b rid ge tea m m a n a gem en t a ddres s es this issu e b y exp la in in g h ow to prepa re

fo r s a fe w ell- pla n n ed n a viga tion , w h ich is d irected b y th e M a ster, officers and crew in su ch
a w a y th a t the ship is a lw a ys con du cted u nder p os itive con trol, s u pported b y the p ilot
w hen on e is taken.
It m a y b e a rgu ed th a t th e m eth od s b ein g pu t forw a rd in th e b ook a re too dem a n din g u pon

m a n p ow er or th a t th ere is in s u fficien t tim e to plan th e n ext voya ge p rop erly.
A ltern a tively, it m a y b e s ta ted th a t th e ta s ks to b e p erform ed a re ess en tia l, b u t the
resou rces a re n ot a va ila b le. Th is dis cu s s ion ca n n ot b e res olved th rou gh opinions. Th ey
d iffer w id ely. Th e issu es can on ly b e res olved b y a s s es s in g th e requ irem en ts to ensu re
n a viga tion a l s a fety and p u ttin g in p la ce a s ys tem to m eet th os e requ irem en ts .
B rid ge tea m m a n a gem en t is thu s m ore than a con cept. It is the im p lem en ta tion o f a w a y o f
w ork in g w h ich recogn is es th a t relia b le and con s is ten t s ta n da rds can on ly be m a in ta in ed
if n a viga tion is b a sed u pon sou nd p rin cip les and rein forced b y effective orga n is a tion . In
th is con text it is u p to a ll s h ip s ’ officers to m a ke th e b es t p os s ib le u se o f a va ila b le
resou rces , b oth hu man and m a teria l, to a ch ieve th e s u cces s fu l com p letion o f th e voya ge.
It is tru e th a t m od ern electron ic s ys tem s can b e u sed to a u tom a te b rid ge ta sks and th ereb y
a lter th e b a la nce o f du ties p erform ed on th e b ridge. H ow ever, th is b a la n ce depends u pon
s ys tem s design, relia b ility and th e kn ow led ge o f th e officers to u se it p rop erly. As s u m p
tion s m u st n ot b e ta ken for gra n ted . Th e s ys tem s in teg rity m u st b e a s s im ila ted in to the
b rid ge orga n is a tion so th a t th ere is no p os s ib ility o f an u n detected error occu rrin g.
A ll m em b ers o f the tea m h a ve a p a rt to p la y in this. Th e title ‘Tea m M a n a gem en t’

u nders ta tes th e in tera ction requ ired w ith in the tea m fo r su ch a s ys tem to w ork. It does not
refer to an a ct o f m a n a gem en t b y one p erson b u t a con tin u ou s a d a p ta tion o f a ll the team
m em b ers to fu lfil the tea m roles th a t th ey h a ve been a ssigned.
To a ch ieve good res u lts con s is ten tly, th ere a re a nu m b er o f fa ctors w hich h a ve to be
a ddressed, n ota b ly th os e con cern in g tech n ica l kn ow led ge and s kills and a ls o the requ ire
m ents o f th e m ore tra d ition a l m a n - m a n a gem en t or ‘p eop le’ s kills in volved in the
d evelop m en t o f hu man resou rces.
In look in g a t th e tech n ica l s kills , con s id era tion m u st be given to th e tech n iqu es in volved
in p rep a rin g fo r and con d u ctin g the prop os ed voya ge.
T E A M M A N A G E M E N T I N T R O D UC T I O N 9
Th e s kills con cern in g th e d evelop m en t o f hu man res ou rces a re covered in depth in oth er
pu b lica tion s . Th e b a s ic p rin cip les o f good com m u n ica tion and man m a n a gem en t are,
h ow ever, im p orta n t to the s m ooth and efficien t ru n n in g o f a n y team, n ot ju s t on the b rid ge
of a ship. W ith cu rren t sh ip m a n n in g p olicies th ese s k ills m u s t b e d evelop ed to overcom e
cu ltu ra l b ou n da ries as w ell as th os e o f a m ore tra d ition a l h iera rch ica l rank stru ctu re.
T ra in in g an d c o ac h in g
Th e a b ility to do a job w ell depends, to s om e exten t, on the q u a lity o f th e tra in in g a person
has received . A p oorly m otiva ted tra in er w ill often p rodu ce a p oorly m otiva ted tra in ee. W e
a ll spend a grea t p a rt o f ou r lives eith er im p a rtin g kn ow led ge to oth ers or b ein g on the
receivin g end o f su ch kn ow led ge. Th is s ta rts w h en w e a re very you n g and con tin u es, no
m a tter w h a t ou r chosen voca tion , th rou gh ou t ou r lives . P rop ortion a lly, ver y little o f this
is con du cted in th e form a l a tm os p h ere o f a lea rn in g es ta b lis h m en t, m os t lea rn in g ta kin g
pla ce a t m oth er’s knee or in th e w orkp la ce. A s su ch w e a re a ll tea ch ers and w e shou ld n ot
b e s h y o f pa s s in g on kn ow led ge w h en requ ired.
Th e m eth ods o f p a s s in g on kn ow led ge a re m a n y and va riou s . Th ey m a y b e s p lit in to tw o

m a in ’grou p s — tra in in g and coa ch in g. Th es e d iffer s lig h tly in con cept. Tra in in g a person
in volves in s tru ctin g th em in th e execu tion o f va riou s ta s ks or proced u res to a requ ired
sta nda rd. C oa ching, h ow ever, in volves th e d evelop m en t o f ex is tin g a b ilities th rou gh
d elega tion and m on itorin g. It is a fin e lin e b etw een d elega tion fo r coa ch in g pu rpos es and
a b roga tion o f on e’s res p on s ib ilities !
C are shou ld b e ta ken to a void d elega tin g a t too ea rly a s ta ge o f d evelop m en t. If the ‘tra in ee’
is u n prepa red fo r th e task, th e effects can b e d eva s ta tin g w ith a grea t deal o f d em ora l
is a tion and u nderm in ed con fid en ce.
Tra in in g requ irem en ts fo r b rid ge ta s ks do n ot a lw a ys len d th em s elves to d irect tra in in g

m ethods excep t perh a ps in the ca se o f ver y in exp erien ced pers on n el or fo r new concepts.
Th e m eth od o f ‘S it n ext to N elly and she w ill s h ow you ’ is n ot a lw a ys a p p rop ria te b eca u se
it is a dra in on a lrea d y s tretch ed hu man res ou rces. Th is is w h ere th e con cep t o f coa ch in g
is a p p rop ria te. W ith a n y coa ch in g s itu a tion it is es s en tia l to m a in ta in th e s u p ervis ion o f
the tra in ee and s u p p ly s u fficien t feed b a ck on the p rogres s b ein g made. La ck o f feed b a ck
redu ces ga in s b y th e recipien t.
Th e form a tion o f a tea m from a s election o f in d ivid u a ls m a y ta ke a grea t dea l o f effort. N ot

a ll m em b ers w ill s ta rt w ith th e s a m e b a s elin e o f kn ow led ge. O nce th e tea m is fu n ction in g,
the flow o f in form a tion w ill in crea s e as a d irect res u lt o f th e n ew ly fou n d con fid en ce o f its
memb ers.
A ll tea m m em b ers sh ou ld b e kep t fu lly a w a re o f w h a t is exp ected o f th em and th eir

p erform a n ce in th eir job freq u en tly m on itored and feed b a ck given .
One o f th e p rim a ry fu n ction s o f th e tea m is th e p rovis ion o f a s ys tem o f ch eckin g and cros s
ch eckin g decis ion s w h ich w ill d irectly or in d irectly a ffect th e con du ct o f th e ship.
W e llbe in g
Th e efficien t tea m m em b er w ill b e b oth m en ta lly and p h ys ica lly fit. W a tch keep in g is often
seen as b ein g a p a s s ive role. U nder certa in low - key s itu a tion s th is m a y b e th e case. Th e
w a tch keep er can then b e con s id ered to b e in a s itu a tion requ irin g on ly the m a in ten a n ce o f
the p res en t u n s tres s ed s itu a tion . Th is role cha nges d ra m a tica lly in ris k ier s itu a tion s ,
requ irin g m ore forcefu l a ction to p reven t a s itu a tion a ris in g, n ot m erely res p on d in g to
fa ctors w h ich m a y get ou t o f con trol. Th is typ e o f rea ction requ ires b oth p h ys ica l and
m en ta l w ellb ein g o f a h igh sta nda rd.
M o rale
A d em ora lis ed team, or even d em ora lis ed m em b ers o f a team, a re n ot goin g to produ ce the
high sta n da rds requ ired to en s u re th e con tin u in g s a fety o f th e ship. M ora le depends u pon
a la rge nu m b er o f fa ctors , b u t good tea m w ork and effective op era tion w ill b e enhanced if
the tea m m em b ers a re clea r as to th eir role in th e tea m , can see th e res u lts o f th eir ow n
efforts , h a ve th eir ow n d eficien cies ca refu lly corrected and a re given cred it w hen it is du e.
ER R OR CH A INS
M a ritim e in cid en ts or d is a s ters a re very s eld om th e res u lt o f a s in gle even t, th ey are

a lm os t in va ria b ly th e res u lt o f a s eries o f n on - seriou s in cid en ts ; th e cu lm in a tion o f an
error chain.
S itu a tion a l a w a ren es s — i.e., kn ow in g w h a t is goin g on a rou nd th e s h ip — h elps the OO W

recogn is e th a t an error chain is d evelop in g and ta k in g su ch a ction , b a sed u pon this
a w a ren es s , to b rea k th e error chain.
IN DIC A T IO N S OF C erta in s ign s in th e fu n ction o f a b rid ge tea m w ill in d ica te

ER R OR CH A IN th a t an error ch a in is d evelop in g. Th is does n ot m ea n th a t an
DEVELOPM ENT in cid en t is a b ou t to happen; it does m ea n th a t th e p a s s a ge is
n ot b ein g ca rried ou t as pla n n ed and th a t certa in elem en ts of
s itu a tion a l a w a ren es s m a y b e la ckin g. Th e ship is b ein g pu t a t
u n n eces s a ry ris k and a ction m u s t b e ta ken to b rea k th e error
chain.
A M BIGUIT Y A m b igu ity m a y b e ea s ily d efin a b le or th ere m a y b e m ore

s u b tle in d ica tion s th a t th in gs a re n ot goin g as exp ected . In
th e even t th a t tw o in d ep en d en t and s ep a ra te p os ition fix in g
s ys tem s — e.g., ra d a r fix and G PS p os ition s — do n ot a gree,
ob viou s ly s om eth in g m a y b e w ron g w ith on e o f the fix es and
im m ed ia te a ction is requ ired to correct th is a m b igu ity and
d eterm in e w h ich o f th e fix es is correct.
A m ore s u b tle va ria tion o f a m b igu ity m a y b e th a t th e echo-

s ou n d er rea d in g does n ot a gree w ith the ch a rted depth. Th e
les s con s cien tiou s O O W m a y ju s t a ccep t th is fa ct; a n oth er
w ill n ot b e s a tis fied and w ill tr y to d eterm in e w h y th ere is a
d ifferen ce b etw een th e exp ected and a ctu a l sou nding.
A m b igu ity m a y ex is t in th a t tw o tea m m em b ers do n ot a gree

u pon a p oin t o f a ction . A m b igu ity exis ts ; o f its elf it m a y n ot b e
da n gerou s , b u t it m ea n s th a t th ere is a d ifferen ce and the
ca u se o f th is d ifferen ce needs to b e u n derstood. O ne o f th e tw o
tea m m em b ers is los in g, or has los t, his s itu a tion a l a w a re
ness and an error ch a in m a y b e d evelop in g.
Th e O O W m a y b e a w a re th a t certa in p re- a greed d ecis ion s —

e.g., n igh t orders , com p a n y p rocedu res , etc.— a re n ot b ein g
follow ed . A ga in , a m b igu ity exis ts . W h y has th ere b een d evia
tion from th e a ccep ted p roced u res ?
A m b igu ity m a y b e a res u lt o f in exp erien ce or la ck o f tra in in g.

Th e ju n ior o fficer m a y feel th a t he is n ot in a p os ition to voice
his dou b ts. Th is shou ld n ot b e th e case. E very m em b er o f a
w ell- con s tru cted , w ell- b riefed tea m w ill feel con fid en t th a t
his dou b ts or fea rs can b e exp res s ed w ith ou t his b ein g rep ri
m a nded fo r w h a t m a y tu rn ou t to be, in one in s ta n ce an
u n w a rra n ted w orry, in a n oth er a ver y p ertin en t and s itu a tion
s a vin g rem a rk.
DIST R A CT IO N D is tra ction , th e fu ll a tten tion o f a p ers on u pon one even t to

th e exclu s ion o f oth ers or con cen tra tion u pon w h a t is often an
irreleva n cy can b e an in d ica tion th a t s itu a tion a l a w a ren es s is
b egin n in g to b rea k dow n, even if on ly fo r a res tricted period.
D is tra ction can b e cau sed b y an exces s ive w orkloa d , s tres s or
fa tigu e, em ergen cy con d ition s or, a ll too often , in a tten tion to
d eta il. It m a y a ls o b e ca u sed b y an u n expected, th ou gh not
th rea ten in g even t, su ch as a V H F call, w h ich can occu p y the
fu ll a tten tion o f a p erson to the exclu s ion o f oth er m ore
u rgen t needs.
INA DEQUA CY A ND A less d efin a b le in d ica tion o f s itu a tion a l a w a ren es s is a

C O NF USIO N feelin g th a t th e p ers on con cern ed is los in g con trol o f the
s itu a tion . A feelin g th a t p os ition fix in g is n ot goin g as it
shou ld, th a t the p erson con cern ed does n ot kn ow w h a t is
exp ected to happen n ext. Th is m a y b e a res u lt o f la ck of
experien ce.
CO M M UNICA T IO N P oor com m u n ica tion s , b oth in tern a l and extern a l, a re an

BR EA K DOW N in d ica tion th a t s itu a tion a l a w a ren es s m a y b e a t risk. In tern a l
com m u n ica tion s m a y b e con fu s ed b y p h ys ica l cau ses su ch as
noise, etc., or b e ca u sed b y la ck o f com m on la n gu a ge or
d ifferin g p roced u ra l m ethods. E xtern a l com m u n ica tion s
b rea kd ow n m a y a ls o b e cau sed b y non- com m on la n gu a ge or
pla in m isu n ders ta n din g.
In a n y case, effor ts m u st b e m ade to overcom e the cau se of the

com m u n ica tion b rea kd ow n , oth erw is e tea m w ork and mu tu al
kn ow led ge is a t risk.
IM P R OP ER CONN Im p rop er con n in g or p oor lookou t m a y b e a res u lt o f la ck o f

OR L O O K O UT s itu a tion a l a w a ren es s as w ell as an in d ica tion o f its b rea k
dow n. W ith in th e b rid ge tea m orga n is a tion th ere can b e no
a s p ect m ore im p orta n t than a s a fe conn and b rea kd ow n o f
th is situ a tion m a y lea d to the ship b ein g hazarded.
NON COM PLIA NCE N on - com plia n ce w ith th e pa s s a ge pla n m a y res u lt from the
W IT H P L A N im p rop er conn n oted a b ove, and is a n oth er in d ica tion th a t the
s itu a tion a l a w a ren es s is b rea kin g dow n.
P R O CEDUR A L U n ju s tified d ep a rtu re from clea rly d efin ed and u n derstood

VIO LA T IO N op era tin g proced u res m u st b e recogn is ed as a b rea kdow n o f
s itu a tion a l a w a ren ess. A s an exa m p le, th e O O W o f a ship
w h ich is p roceed in g in th e w ron g la n e o f a Tr a ffic S epa ra tion
S chem e m u st ask h im s elf w h y he is d oin g this. It w ill b e o ff the
pla nned tra ck and is a d irect viola tion o f th e In tern a tion a l
Regu la tion s fo r P reven tin g C ollis ion s a t Sea; if he is b oth
d evia tin g from the tra ck and ign orin g the Ru les th en it is
lik ely th a t he is n ot fu lly a w a re o f the p os ition o f the ship.
C A SUA L T IE S A N D T H EIR C A USES
A t th e In tern a tion a l S a fety C on feren ce (IN TAS AFC O N III) h eld in N orw a y it w as a greed
th a t tw o prin cip a l fa ctors s eem ed to b e th e m ain cau ses o f collis ion s and grou n d in gs :—
W E A K N E S S E S IN BR IDGE O R G A N ISA T IO N
and a res u lt o f su ch w ea kn es s
F A IL UR E T O K EEP A GOOD LO O K O UT
W ea kn es s es in b rid ge orga n is a tion h a ve b een a com m on fa ilu re in m a n y ca su a lties.
Su ch ca s u a lties m a y h a ve b een a void ed b y:
S e t t in g d o uble w at c h e s Too often it is con s id ered a dequ a te to con tin u e in a m ore

in ap p ro p riat e com p lex s itu a tion w ith th e s a m e b rid ge m a n n in g levels as if
c irc um st an c e s; th e ship w ere deep sea w ith less im m ed ia te p oten tia l hazards.
E n surin g suffic ie n t A d d ition a l pers on n el a re often requ ired to p rep a re equ ipm en t
p e rso n n e l are av ailable or to b e a va ila b le u n der certa in circu m s ta n ces . If ca llin g them
in sp e c ial c irc um st an c e s is left too la te th ey m a y n ot b ecom e a va ila b le u n til th e ship is
in th e s itu a tion th ey cou ld h a ve helped p reven t.
P re c ise in st ruc t io n s Too often th e M a s ter is ca lled a fter a s itu a tion has
f o r c allin g t he irred eem a b ly d eteriora ted . If th e O O W is u n clea r as to w hen
M ast e r; he shou ld ca ll th e m a s ter then his in d ecis ion m a y lea d to his
n ot ca llin g th e M a ster.
P o st in g lo o k o ut s; Th e O O W m a y con s id er th a t he a lon e can keep th e lookou t in

a d d ition to his ow n du ties. E ven tu a lly, n ot p os tin g a lookou t
m a y cau se h im to n eglect oth er im p orta n t du ties.
M an n in g t h e w h e e l; An u nmanned w h eel a ls o requ ires th e O O W to m on itor and

correct th e s teerin g. Th is, too, m a y cau se h im to overlook
oth er du ties.
A n e st ablish e d d rill D es p ite th e ea se w ith w h ich m od em s teerin g gea r can be

fo r c h an gin g o v e r ch a n ged from on e s ys tem to a n oth er, m a jor in cid en ts a re on
fro m aut o m at ic to record w h ere la ck o f a w a ren es s o f th e p recis e s teerin g s ys tem
m an ual st e e rin g ; in op era tion has led to dis a s ter.
P re c ise in st ruc t io n s A b u s y O O W m a y n ot rea lis e th a t the vis ib ility has d eter

re g ard in g re d uc in g iora ted , p a rticu la rly a t n igh t. E ven w h en he has rea lis ed th a t
sp e e d in t h e e v e n t the s itu a tion has d eteriora ted he m a y n ot a p p recia te the
o f re d uc e d v isibilit y ; in crea s e in w ork loa d and con s id er th a t he can s till cope.
Th e follow in g fea tu res h a ve b een n oticea b le as ca u ses o f grou n din gs :
F a i l u r e t o p r e -p l a n F requ en tly it is n ot con s id ered n eces s a ry to pla n a tra ck and

a t rac k s h ow it on th e cha rt. Th is m a y b e b eca u se th e m a rin ers
con cern ed feel th a t th ey kn ow th e a rea s u fficien tly w ell or
b eca u se th ere is a p ilot on th e b ridge.
F ailure t o m o n it o r A lth ou gh a pla nned tra ck is s h ow n on the ch a rt O O W s do not

ad e q uat e ly the v e sse l’s a lw a ys con s ta n tly and regu la rly fix th e ship. Th is m a y lea d to
p ro g re ss alo n g t he th e O O W n ot b ein g a w a re th a t th e ship is d evia tin g from
p lan n e d t rac k tra ck, perha ps tow a rd s danger.
T E A M M A N A G E M E N T I N T R O DUC T I O N 13
F ailure to tak e E ven w h en a w a re th a t d evia tion from th e tra ck is occu rrin g,
im m e d iat e ac t io n to th e a ttitu d e m a y b e th a t it d oes n ’t rea lly m a tter, th a t th ere is
re g ain t rac k h av in g en ou gh s a fe w a ter, w h en th is is n ot a ctu a lly th e case,
d e v iat e d fro m it
F a i l u r e t o c r o s s -c h e c k If on ly on e m eth od o f fix in g is u sed w h en th e ship is in con

f ix e s by c o m p arin g s tra in ed w a ters , m is - id en tifica tion o f a n a viga tion m a rk or
one m e an s w it h fa u lty electron ic in form a tion , left u n checked and u nob
ano t he r s erved , m a y lea ve th e O O W w ith a fa ls e s en se o f s ecu rity.
F a ilu re t o use E lectron ic p os ition fix in g m a y s om etim es b e m ore a ccu ra te

v isual fix in g w h e n or con ven ien t, b u t electron ic fix es do n ot n eces s a rily rela te
av ailable the s h ip ’s p os ition to n a viga tion a l h a za rds . Ign orin g vis u a l
fix in g can lea d to th e O O W b ecom in g u n a w a re o f his ch a n gin g
en viron m en t.
F a ilu re t o use t he E xcep t w h en a lon gs id e, th e s h ip ’s n ea res t d a n ger is a lm os t

e c h o -s o u n d e r w h e n in va ria b ly ver tica lly b elow . A lth ou gh it ca n n ot b e con s id ered
m ak in g a lan d fall o r to b e a p os ition fix , ob s erva tion and a p p recia tion o f the
n a v i g a t i n g in u nderkeel clea ra n ce ca n often w a rn th e ob s erver of
c o n st rain e d w a t e rs a p p roa ch in g d a n ger or th a t th e sh ip is n ot in th e p os ition th a t
it shou ld be.
F ailure to id e n t ify An ob s erver m a y con vin ce h im s elf th a t he sees the ligh t he is

c o rre c t ly n av ig at io n al look in g for, n ot th e ligh t he is a ctu a lly look in g at. Th is mis-
lig h t s id en tifica tion ca n lea d to su b s equ en t error or con fu s ion .
F ailure to e n sure t h at B y th eir ver y n a tu re a ll hu man b ein gs a re lik ely to m ake

im p o rt an t n av ig at io n al errors . It is es s en tia l th a t su ch hu m a n errors ca n n ot occu r
d e c isio n s are w ith ou t b ein g n oticed and corrected . An in tegra l p a rt o f the
in d e p e n d e n t ly c he c k e d n a viga tion a l plan and b rid ge orga n is a tion m u st b e to
by an o t h e r o ffic e r m in im is e th e ris k o f su ch errors goin g u nnoticed.
M ost o f th e in s ta n ces cited a b ove a re a rrived a t b y th e O O W n ot a p p recia tin g th e com p lex

ity o f his role in a d eteriora tin g situ a tion .
Th is m a y b e b eca u se su ch res p on s ib ilities m a y n ever h a ve b een m a de clea r to h im or her.
BR IDGE O R GA N ISA T IO N
An efficien t b rid ge orga n is a tion w ill in clu de p roced u res that:
1 E lim in a te th e ris k th a t an error on th e p a rt o f one p ers on m a y res u lt in a

d is a s trou s s itu a tion
2 E m ph a sise th e n eces s ity to m a in ta in a good vis u a l look ou t and to ca rry ou t

collis ion a void a n ce rou tin es
3 E n cou ra ge th e u se o f a ll m ea ns o f es ta b lis h in g th e s h ip ’s p os ition so th a t in the

ca s e o f on e m eth od b ecom in g u n relia b le oth ers a re im m ed ia tely a va ila b le.
4 M ake u se of p a s s a ge p la n n in g and n a viga tion a l s ys tem s w h ich a llow continu ou s

m on itorin g and d etection o f d evia tion from tra ck w h en in coa s ta l w a ters
5 E nsu re th a t a ll in s tru m en t errors a re kn ow n and correctly a p p lied

* *
6 A ccep t a p ilot as a va lu a b le a d d ition to a b rid ge tea m
I n d i v i d u a l R o le
Th es e p roced u res can on ly b e a ch ieved b y ea ch m em b er o f th e b rid ge tea m rea lis in g th a t

he has a vita l p a rt to p la y in th e s a fe n a viga tion o f th e ship and th a t s a fety depends u pon
a ll p ers on n el p la yin g th eir p a rt to th e u tm os t o f th eir a b ility.
E ach tea m m em b er m u st a p p recia te th a t th e s a fety o f th e ship shou ld n ever depen d u pon

the d ecis ion o f on e p ers on on ly. A ll d ecis ion s and ord ers m u s t b e ca refu lly ch ecked and
th eir execu tion m on itored . Ju n ior tea m m em b ers m u s t n ever h es ita te to qu es tion a
decis ion if th ey con s id er th a t su ch a d ecis ion is n ot in th e b es t in teres ts o f the ship.
THE PLAN
V oya ges o f w h a tever len gth , can b e b roken d ow n in to tw o m a jor sta ges .
P R E P A R A T IO N
E X E C U TIO N
In clu ded in P R E P A R A T IO N is:
A P P R A IS A L
P L A N N IN G
E XE C U TIO N o f th e voya g e inclu des
O R G A N IS A TIO N
M O N ITO R IN G
Chapte r 2
PA SSA GE A P P R A ISA L
B efore a n y voya g e can b e em b a rked u pon or, indeed, a n y p roject u nderta ken, those
con trollin g the ven tu re need to h a ve a good idea o f th e ris ks in volved . Th e a ppra is a l s ta ge
of pa s s a ge pla n n in g exa m in es th es e risks. If a ltern a tives a re a va ila b le, th ese ris ks are
eva lu a ted and a com p rom is e s olu tion is rea ch ed w h ereb y th e level o f ris k is b a la nced
a ga in s t com m ercia l exp ed ien cy. Th e a p p ra is a l cou ld b e con s id ered to b e th e m ost
im p orta n t p a rt o f p a s s a ge p la n n in g as it is a t th is s ta ge th a t a ll p ertin en t in form a tion is
ga th ered and th e firm fou n d a tion for th e plan is b u ilt. Th e u rge to com m en ce p la n n in g as
soon as p os s ib le shou ld b e res is ted. Tim e a lloca ted to a p p ra is a l w ill p a y d ivid en d s la ter.
IN F O R M A T IO N SO UR CES
Th e M a s ter’s d ecis ion on th e overa ll con du ct o f th e p a s s a ge w ill b e b a sed u pon an

a ppra is a l o f th e a va ila b le in form a tion . S u ch a p p ra is a l w ill b e m ade b y con s id erin g the
in form a tion from sou rces inclu ding:
1 C h a rt C a ta log u e
2 N a viga tion a l ch a rts
3 O ce a n P as s age s fo r the W orld
4 Rou tein g ch a rts or p ilot ch a rts
5 S a ilin g D ire ctio n s a n d P ilo t B ooks
6 L ig h t L is ts
7 Tid e Ta b le s
8 Tid a l s trea m atla s es
9 N otices to M a rin ers (N a va rea s , H yd rola n ts , H yd rop a cs )
10 Rou tein g in form a tion
11 Ra dio s ign a l in form a tion (in clu d in g V TS and p ilot s ervice)
12 C lim a tic in form a tion
13 Loa d- lin e ch a rt
14 D is ta n ce ta b les
15 E lectron ic n a viga tion a l s ys tem s in form a tion
16 Ra dio and loca l w a rn in gs
17 O w n er’s and oth er u npu b lished s ou rces
18 D ra u gh t o f ves s el
19 Pers on a l exp erien ce
20 M a rin e r’s H a n d b ook
Th es e item s a re discu ssed in s om e d eta il b elow . O n ly B ritis h and A m erica n ca ta logu e

nu m b ers a re qu oted. O ther, s im ila r, p u b lica tion s m a y b e a va ila b le from oth er n a tion a l
sou rces.
1 CH A R T CA T A L O GUE Pu b lis h ed a n n u a lly b y th e H yd rogra p h er to th e N a vy (B ritish )

as N P 131 and b y th e D efen ce M a ppin g A gen cy (U S) as
C A TP2V 01U .
2 CHAR T S M a n y m erch a n t ships ca rry B ritis h ch a rts pu b lished b y the

H yd rogra p h er o f th e N a vy. H ow ever, th ere a re a rea s o f the
w orld w h ere the m a rin er m a y w ell b e a d vis ed to con s id er
u s in g loca lly pu b lis h ed ch a rts as w ell. B ritis h A d m ira lty
p olicy is to ch a rt a ll B ritis h hom e and m os t C om m on w ea lth
and s om e M iddle E a stern w a ters on a s ca le s u fficien t fo r s a fe
n a viga tion . E ls ew h ere th e p olicy is to pu b lish su ch ch a rts as
w ill en a b le the m a rin er to cros s the ocea ns and proceed a lon g
th e coa s ts to rea ch th e a pproa ch es to ports. A lon g m a n y
coa s ts n ot covered in d eta il b y B ritis h ch a rts th e m a rin er m a y
fin d it b etter to u se th e ch a rts o f the h yd rogra p h ic office o f the
releva n t cou n try.
B oth U S and C anadian regu la tion s requ ire tha t ves s els in
th eir w a ters m u st ca rry and u se th e a p p rop ria te charts. Th is
means th a t the ves s el’s ch a rt ou tfit m a y n ot m eet the regu la
tions. N a viga tors need to ensu re th a t th ey h a ve the correct
ch a rts.
A p p roxim a tely 50 cou n tries a re lis ted as h a vin g esta b lish ed

h yd rogra p h ic offices p u b lis h in g ch a rts o f th eir n a tion a l
w a ters . A d d res s es o f the a gen ts a p p oin ted b y su ch offices
m a y be ob ta in ed from The C a ta log u e o f A g e n ts fo r the S ale o f
C harts , pu b lish ed b y the
In tern a tion a l H yd rogra p h ic B u reau ,
7 A ven u e P res id en t J. F. Ken n edy,
B P 445, M C 98011
M ona co C edex,
Prin cip a u te de M onaco.
In tern a tion a l s ta n da rd ch a rt s ym b ols and a b b revia tion s

a llow foreign ch a rts to b e u sed w ith little d ifficu lty b u t ca re
m u st b e ta ken to es ta b lis h th e ch a rt da tu m s u sed.
3 OCEAN PA SSA GES Pu b lis h ed b y the H yd rogra p h er o f the N a vy (B ritis h ) as N P

FOR T HE W O R L D 136; con ta in s in form a tion on p la n n in g ocea n passages,
ocea n ogra p h y and cu rrents.
4 R O UT EING CH A R T S Rou tein g ch a rts a re pu b lished b y th e H yd rogra p h er o f the

& PILO T CH A R T S N a vy (B ritis h ) as C ha rts N os. 5124- 8. Th es e are s im ila r to the
P ilot C ha rts pu b lish ed b y th e D efen ce M apping A gen cy (U SA),
(see A tla s es N V PU B 105- 9 & P ILO T1 6 and PILO T55).
B oth s eries g ive m on th ly in form a tion on ocea n rou tein g,

cu rren ts, w in ds and ice lim its and va riou s m eteorologica l
in form a tion .
5 SA ILING B ritis h p ilot b ooks a re pu b lish ed in 74 volu m es b y the

DIR ECT IONS A N D H yd rogra p h er o f the N a vy and give w orld w id e covera ge.
P IL O T BO O K S S a ilin g d irection s a re pu b lish ed b y the D efen ce M apping
A gen cy (U S A) in the s eries S D PU B 121- 200. S om e of these
b ooks a re referred to as Pla n n in g G u ides, g ivin g in form a tion
es s en tia lly the sa m e as the B ritis h O ce a n P as s age s fo r the
W orld , oth ers as E nrou te, g ivin g s im ila r in form a tion to the
B ritis h p ilot b ooks.
6 L IST S OF L IGH T S Pu b lis h ed b y the H yd rogra p h er o f the N a vy (B ritis h ) in 11

A ND FOG SIGNA L S volu m es (N P74- 84) g ivin g w orld w id e covera ge.
S even volu m es of L ig h t L is ts a re pu b lished b y th e U S C oast

G u ard, (C O M D TM 165021- 7) g ivin g d eta ils of a ll U S coa sta l
ligh ts , in clu d in g the G rea t La kes. D M A p u b lica tion s
L L P U B 1 10-6 cover th e res t o f the w orld.
7 T IDE T A BL E S Pu b lish ed b y th e H yd rogra p h er o f th e N a vy (B ritish ),

a n n u a lly, in th ree volu m es , coverin g the w orld. Tid a l tim es
and h eigh ts m a y b e rea d ily ob ta in ed b y u s in g a com p u ter
p rogra m pu b lish ed b y the B ritis h A d m ira lty (S H M - 159A).
W orld w id e tide ta b les a re a ls o pu b lish ed b y th e U S N a tion a l

O cean S ervice (N O S PB TT . . .)
8 T IDA L ST R EA M Pu b lis h ed b y the H yd rogra p h er o f the N a vy (B ritis h ), these

AT LASES a tla s es cover certa in a rea s of N orth W es t E u rope and H ong
Kong.
PA SSA GE A P P R A ISA L 17
Tid a l cu rren t ta b les a re pu b lish ed b y th e U S N a tion a l O cean
S ervice, coverin g the A tla n tic coa s t o f N orth A m erica and the
P a cific coa s t o f N orth A m erica and As ia . Tid a l cu rren t cha rts
a re pu b lish ed b y the U S N a tion a l O cean S ervice fo r fou r m a jor
U S ports.
9 NOT ICES T O N otices to M a rin ers a re pu b lish ed in w eek ly ed ition s b y b oth

M A R INER S th e B ritis h and U S h yd rogra p h ic a u th orities , en a b lin g ships
to keep th eir ch a rts and oth er pu b lica tion s u p to date.
10 SH IP S’ R O UT EING Pu b lish ed b y IMO, th is p u b lica tion gives in form a tion on a ll

rou tein g, tr a ffic s ep a ra tion schem es, deep w a ter rou tes and
a rea s to b e a void ed w h ich h a ve b een a dopted b y IMO.
Rou tein g in form a tion is a ls o sh ow n on ch a rts and is in clu ded
in th e s a ilin g d irection s .
11 R A DIO SIGN A L Th e (B ritis h ) A d m ira lty L is t o f R a d io S ig n a ls con s is ts o f

INF O R M A T IO N s even volu m es o f tex t and fou r b ooklets o f d ia gra m s coverin g
th e follow in g:
V ol 1 (1 & 2) coa s t ra d io s ta tion s , In m a rs a t, G M D SS , S AR,

S hip rep ortin g s ys tem s .
V ol 2 ra d io n a viga tion a l aids, RD F s ta tion s , ra d a r b eacons,

tim e sign a ls , electron ic p os ition - fixin g sys tem s .
V ol 3 ra d io w ea th er s ervices and n a viga tion w a rn in gs .
V ol 4 m eteorologica l ob s erva tion s ta tion s .
V ol 6 (1 & 2) p ort op era tion s , p ilota ge s ervices and ves s el

tr a ffic m a n a gem en t and in form a tion s ervices .
S im ila r in form a tion is a va ila b le in U S D M A pu b lica tion

R A P U B 1 17.
12 CLIM A T IC C lim a tic in form a tion is a va ila b le from a va riety o f sou rces
INF OR M A T ION in clu d in g the p ilot b ooks, p ilot ch a rts and O ce a n P as s age s
f o r the W orld a lrea d y m en tion ed. Th e B ritis h A d m ira lty b ook
M e te o ro lo g y f o r M a rin e rs gives fu rth er gen era l in form a tion .
13 L O A D LINE CH A R T Loa d Lin e Ru les a re m a n d a tory and th e loa d lin e zon es are
s how n in O ce a n Pas s age s fo r the W orld or B A C hart D 6083.
14 DIST A NCE T A BL ES B oth O cean and C oa s ta l D is ta n ce Ta b les a re a va ila b le from a

va riety o f s ou rces in clu d in g B ritis h A d m ira lty (N P350) and
U S D M A p u b lica tion s N V PU B 151 and N O S S PB PO RTS D IS T.
15 ELECT R ONIC In form a tion requ ired w ill depend u pon the s ys tem s in u se on
NA V IGA T IO N the p a rticu la r ship and shou ld h a ve b een su pplied w ith the
SY ST EM S equ ipm ent.
H A NDBOOK S
16 R A DIO A ND L O CA L Th e la tes t in form a tion a va ila b le on changes to n a viga tion

W A R NINGS aids, etc., w ill b e ob ta in ed from ra dio (in clu din g N a vtext) and
loca l w a rn in gs and m u st a lw a ys b e made a va ila b le to those
res p on s ib le fo r a p p ra is a l and planning. Loca l in form a tion is
often a va ila b le from th e h a rb ou r a u th ority.
For in form a tion on th e w orld w id e n a viga tion a l s ervices and
th e tra n s m ittin g s ta tion s see A d m ira lty L is t o f R a d io S ig n a ls
V ol 3.
17 DR A UG H T OF SH IP Th e a n ticip a ted d ra u gh t and trim o f th e ship a t d ifferen t
s ta ges o f th e p a s s a ge w ill need to b e kn ow n in ord er to ca l
cu la te th e u nderkeel clea ra n ce w h en in s h a llow w a ter. Th e
extrem e h eigh t o f th e ship a b ove the w a terlin e, know n as the
a ir dra u gh t, m a y a ls o b e requ ired.
18 O W N E R ’S A N D S u p p lem en ta ry in form a tion from the ves s el’s ow n ers shou ld

O T H ER SO UR CES b e consu lted, w h en a va ila b le, as shou ld rep orts from oth er
ves s els , in form a tion from a gen ts and p ort a u th ority ha nd
b ooks, regu la tion s and gu ides to p ort en try.
19 PER SONAL Th e p ers on a l exp erien ces o f crew m em b ers w h o h a ve b een to

EX P ER IENCE the a n ticip a ted ports and area s m a y p rove o f va lu e.
20 T H E M A R IN E R ’S Pu b lis h ed b y the H yd rogra p h er o f th e N a vy (B ritis h ), this

H A NDBOOK b ook con ta in s in form a tion o f gen era l in teres t to th e m a riner.
H a vin g collected togeth er a ll th e releva n t in form a tion th e M a ster, in con s u lta tion w ith his
officers , w ill b e a b le to ma ke an overa ll a p p ra is a l o f th e passage.
OCEAN Th e p a s s a ge m a y b e a tra n s ocea n rou te in w h ich case th e firs t

con s id era tion w ill need to b e th e d is ta n ce b etw een ports, the
a va ila b ility o f b u n kers and s tores , etc.
A grea t circle is th e s h ortes t d is ta n ce b u t oth er con s id er

a tion s w ill need to b e ta ken in to accou nt.
M eteorologica l con d ition s w ill need to b e con s idered and it

m a y w ell p rove a d va n ta geou s to u se one o f the w ea th er
rou tein g s ervices . A lth ou gh the recom m en ded rou te m a y be
lon ger in d is ta n ce it m a y w ell p rove s h orter in tim e and the
ship s u ffer less damage.
O cean cu rren ts m a y b e u sed to a d va n ta ge, fa vou ra b le ones

g ivin g th e ship a b etter overa ll speed thu s offs ettin g th e dis
a d va n ta ge o f ta kin g a lon ger rou te.
W ea th er s ys tem s a ls o need to b e con s id ered — e.g., a ship in

the C hina S ea in su m m er needs p len ty o f sea room if it is lia b le
to b e in volved in a trop ica l revolvin g s torm and a pa s s a ge in
h igh la titu d es m a y requ ire ice con d ition s to be considered.
Irres p ective o f th e a d va n ta ges o f u sin g a p referred tra ck, the

Loa d Lin e Ru les m u st a lw a ys b e ob eyed. In certa in circu m
stances, often p olitica l, a ship m a y need to keep clea r of
s p ecified areas.
COAST AL Th e main con s id era tion a t th e a p p ra is a l s ta ge w ill b e to

d eterm in e th e d is ta n ce tra cks sh ou ld b e la id o ff coa s tlin es
and da n gers. W hen th e ship is p a s s in g th rou gh areas w h ere
IM O - adopted tr a ffic s ep a ra tion and rou tein g schem es are in
op era tion , su ch rou tein g w ill h a ve to be follow ed . In some
coa s ta l a rea s m in im u m d is ta n ces o ff fo r s p ecified ves s els is
d eterm in ed b y th e releva n t S ta te.
S om e s h ip p in g com pa n ies m a y a ls o s p ecify m inim u m d is

ta nce off.
In a rch ip ela gos , it w ill b e n eces s a ry to determ in e w hich

s tra its and pa s s a ges a re to b e u sed and w h eth er or n ot p ilot
a ge is requ ired. U nder certa in circu m s ta n ces it m a y b e p refer
a b le to d ivert a rou nd an a rch ipela go.
PA SSA GE A P P R A ISA L 19
H a vin g m ade his a p p ra is a l o f the in ten ded voya ge, w h eth er it
is a s h ort coa s ta l pa s s a ge or a m a jor tra n s ocea n pa ssa ge, the
m a s ter w ill d eterm in e his s tra tegy and then d elega te one of
his officers to plan the voya ge. On m os t ships this w ill b e the
S econd M ate, on s om e a d es ign a ted n a viga tin g officer, on
oth ers the M a s ter m a y h a ve to do his ow n planning.
Irres p ective of w h o a ctu a lly does the pla nning, it has to b e to
the requ irem en ts o f th e M a ster, w ho ca rries the fin a l res p on s
ib ility for the plan.
Th e plan needs to in clu de a ll even tu a lities and con tin gen cies .
Pa s s a ge pla ns are often made from p ilot s ta tion to pilot

s ta tion bu t
IM O Res olu tion A .2 8 5 (V III), A n n ex A (v), s u b s equ en tly in cor

p ora ted in the S TC W C on ven tion 1978, Regu la tion II/1 sta tes:
D e s p ite th e d u tie s and o b lig a tio n s o f a p ilo t, h is p re s e n ce

on b oa rd d oe s n o t re lie v e th e o ffic e r in ch a rg e o f th e w atch
fro m h is d u tie s and o b lig a tio n s fo r th e s a fe ty o f th e s h ip
Th is m a kes it qu ite clea r th a t it is n eces s a ry to plan from

b erth to b erth even th ou gh it is a n ticip a ted tha t th ere w ill be
a pilot con d u ctin g the ves s el a t certa in s ta ges o f the voya ge.
Chapte r 3
P A SSA GE PLA NNING

Pla n n in g m a y b e con s id ered in tw o sta ges :
a) ocea n and open w a ter;

b) coa s ta l and es tu a ria l;
thou gh, a t tim es , th ese tw o s ta ges w ill m erge and overla p .
C H A R TS C ollect togeth er a ll th e ch a rts for th e in ten d ed voya ge,

p u ttin g th em in to th e correct order. C ha rts n ot a b s olu tely
n eces s a ry fo r the voya g e b u t w h ich a re a d ja cen t to the a rea to
b e tra vers ed sh ou ld b e inclu ded, as shou ld ver y la rge sca le
ch a rts — e.g., p ort pla ns on th e coa s ta l p a rt o f th e voya ge.
A lth ou gh it m a y n ot b e n eces s a ry a ctu a lly to u se su ch charts,
• th ey m a y in clu de in form a tion w h ich cou ld p rove o f u se
d u rin g th e voya ge. E nsu re th a t a ll ch a rts and p u b lica tion s
h a ve b een corrected to th e la tes t N otice to M a rin ers a va ila b le
and th a t a n y a u th en tic N a vw a rn in gs , etc., received from a n y
s ou rce a re a ls o inclu ded. (S ee A n n ex 2) S im ila r correction s
m a y a ls o h a ve to b e m ade d u rin g th e voya g e a fter th e plan has
b een com p leted and th e plan m a y h a ve to b e s u b s equ en tly
m od ified .
NO -G O A R E A S C oa s ta l and es tu a ria l ch a rts sh ou ld b e exa m in ed and a ll areas

w h ere the ship c a n n o t go ca refu lly sh ow n b y h igh ligh tin g or
cros s - h a tch in g, ta kin g ca re n ot to ob litera te in form a tion —
e.g., a n a viga tion m a rk or a con s picu ou s ob ject. Su ch areas
a re to b e con s id ered as no- go areas. In w a ters w h ere th e tid a l
ra n ge m a y n ot b e very la rge, no- go area s w ill in clu de all
ch a rted depth s o f les s tha n th e s h ip ’s dra u ght.
In con fin ed w a ters , w h ere th e tid a l h eigh t m a y h a ve a la rge

in flu en ce, su ch no- go a rea s w ill va ry a ccord in g to th e tim e of
pa ssa ge. In itia lly a ll a rea s and d a n gers s h ow in g ch a rted
depth s o f les s tha n th e d ra u gh t plu s a s a fety m a rgin shou ld be
con s id ered no- go, th ou gh su ch no- go a rea s m a y s u b s equ en tly
b e am ended w h en th e a ctu a l tim e o f p a s s a ge is know n.
D ia g. I s h ow s no- go a rea s fo r a sh ip on a d ra u gh t o f 9.1 m etres, a p p roxim a tin g to the 10

m etre con tou r, no a llow a n ce b ein g m a de for tid a l h eigh t.
M A R G IN S O F S A F E T Y B efore tra cks a re m a rked on the ch a rt the clea rin g dis ta n ce

from the no- go a rea s needs to b e cons idered. W hen a fix is
p lotted on a ch a rt it in va ria b ly rep res en ts the p os ition o f a
certa in p a rt o f th e s h ip ’s b rid ge a t the tim e o f the fix. W ith
la rge ships, a lth ou gh th e p lotted fix a t a certa in tim e m a y b e
ou ts id e a no- go a rea , it is p os s ib le th a t a n oth er p a rt o f the ship
m a y a lrea d y b e in it— w ith d is a s trou s res u lts . A s a fety
m a rgin is requ ired a rou nd th e no- go a rea s a t a d is ta n ce that,
in th e w ors t p rob a b le circu m s ta n ces , the p a rt o f th e ship
b ein g n a viga ted (the b rid ge) w ill n ot pass.
A m on g the fa ctors w h ich need to b e ta ken in to a ccou n t w hen

d ecid in g on th e s ize o f th is ‘M a rgin o f S a fety’ are:
1 Th e d im en s ion s o f the ship.

2 Th e a ccu ra cy o f th e n a viga tion a l s ys tem s to b e u sed.
3 Tid a l strea m s .
4 Th e m a n oeu vrin g ch a ra cteris tics o f the ship.
P A SSA GE P LA NNING 21
D I A G . 1 N O -G O A R E A S
A s s u m in g ship on m a xim u m d ra u gh t 9.1 m etres
Crown copyright. Reproduced from Admiralty Chart 3274 with the permission of
the Hydrographer of the Navy
Th e m a rgin s o f s a fety shou ld b e chosen so th a t th ey can be
rea d ily m on itored . To a ch ieve th is th ey need to b e rela ted to
one o f th e n a viga tion s ys tem s in u se (e.g., clea rin g b ea rin gs
rela ted to a h ea d m a rk or p a ra llel in d exes ).
M a rgin s o f s a fety w ill s h ow h ow fa r th e ship can d evia te from

tra ck, yet s till rem a in in s a fe w a ter (see b elow ). A s a gen era l
ru le th e m a rgin o f s a fety w ill en su re th a t th e ship rem a in s in
w a ters o f a depth grea ter tha n d ra u gh t + 20% . It is s tres s ed
th a t th is is on ly a gen era l ru le, circu m s ta n ces m a y d icta te
th a t th e 20% clea ra n ce w ill need to b e con s id era b ly in crea s ed
- e .g .
1 W h ere th e s u rvey is old or u nrelia b le.

2 In s itu a tion s w h ere th e ship is p itch in g or rollin g.
3 W h en th ere is a p os s ib ility th a t th e ship m a y b e exp erien c
in g squ at.
SAFE W A T ER A rea s w h ere the ship m a y s a fety d evia te a re con s id ered to b e

s a fe w a ter and th e lim its o f th is s a fe w a ter a re b ou nded b y
m a rgin s o f s a fety.
OCEAN A ND OPEN O cean and op en - w a ter tra cks sh ou ld fir s t b e dra w n on the
W A T ER TR ACK S s m a ll- s ca le ch a rts , a ccord in g to th e d ecis ion s m a de a t the
a p p ra is a l s ta ge rega rd in g th e rou te to b e taken. G rea t circle
and com p os ite grea t circle tra cks w ill h a ve to b e ca lcu la ted or
ob ta in ed from th e S a tn a v com p u ter or from grea t circle
ch a rts ; rhu m b lin es m a y b e dra w n s tra igh t on to th e M erca tor
ch a rt, b u t a ll tra cks w ill h a ve to con form to the lim its d eter
m in ed a t th e a ppra isa l.
COAST AL AND C oa s ta l and es tu a ria l tra cks w ill a ls o be con s tra in ed b y the
EST UA R IA L T R A CK S d ecis ion s m a de a t th e a p p ra is a l s ta ge and shou ld b e firs t
d ra w n on th e s m a ll- s ca le ch a rts coverin g la rge p ortion s o f the
coa s tlin e, p refera b ly from th e d ep a rtu re p ort to th e a rriva l
p ort. Th is w ill depend u pon th e p rox im ity o f th e p orts and the
ch a rts o f th e a rea and, in m os t cases, m ore tha n one ch a rt w ill
h a ve to b e u sed. Th es e fir s t tra cks w ill form th e b a s is o f the
pla n and from th em m a y b e ob ta in ed d is ta n ces and s tea m in g
tim es . W h en th e dep a rtu re tim e is kn ow n , th e E TA (E s tim a ted
Tim e o f A rriva l) a t th e va riou s w a yp oin ts e n ro u te can be
es ta b lis h ed .
Th e Tru e d irection o f the tra ck s h ou ld b e sh ow n in clos e p rox

im ity to th e tra ck. Th is w ill n ot n eces s a rily b e the cou rse
s teered to m a ke th is tra ck; it on ly in d ica tes the d irection to
m a ke good. Th e cou rs e to s teer w ill depend u pon va riou s
fa ctors a t th e tim e o f m a kin g th e passage.
W h en com p leted , th es e tra cks shou ld b e tra n s ferred to and

dra w n on th e la rge- s ca le ch a rts o f th e a rea to b e tra vers ed .
Tra n s fer o f a tra ck from on e ch a rt to a n oth er m u st b e done
w ith grea t care.
To en su re th a t no m is ta kes a re made, it is good p ra ctice

d ou b ly to ch eck th is op era tion b y u s in g a ra n ge and b ea rin g of
th e tra n s fer p os ition from a rea d ily id en tifia b le ob ject— e.g., a
ligh t com m on to b oth ch a rts — and con firm in g th is p os ition on
b oth ch a rts b y th e la titu d e and lon gitu d e o f th e point.
PA SSA GE P LA NNING 23
'2i /
tft < 5
У
•5*
/4
1?
J T'
« Jr
'TlW •’v <h6 !7(
>/ $*
- ft 0 Si — - :j(
А Спад».- S’. tij
«■ ч
S S1W
«OS
Mt Blockhouse
» « ‘в* Кос* 14
Margins of Safety shown as

Clearing Bearings of
Navigational Marks
/ :e Jr v.
Mi
Jkhousc Point i
&jr, S2,
En;ilac»tio'Ui
(d ilu i«y
'У »
'5 e »3*-
DIA G. 2 M A R G IN S OF SA F E T Y
(for d efin ition o f C lea rin g B ea rin gs see glos s s a ry)
C row n cop yrigh t. Reprodu ced from A d m ira lty C hart 3274 w ith the p erm is s ion of
th e H yd rogra p h er o f th e N a vy
24 BR ID GE T E A M M A N A G E M E N T
CHAR T CHANGE It shou ld b e qu ite clea rly s how n on a ch a rt the p os ition w h ere
it is requ ired to tra n s fer to the n ext chart, g ivin g the n ext
ch a rt’s nu mb er.
T R ACK A s a gen era l ru le th ere is n oth in g to b e ga in ed b y clos ely

CO NSIDER A T IONS a p p roa ch in g a d a n ger oth er tha n to redu ce pa s s a ge dista n ce
and, con s equ en tly, s tea m in g tim e. E ven so, w hen it does
b ecom e n eces s a ry to a pproa ch a d a n ger th ere are gen era l
m in im u m ru les th a t shou ld b e follow ed . Th e ship a lw a ys has
to rem a in in s a fe w a ter (see b elow ) and rem a in s u fficien tly fa r
o ff a d a n ger to m in im is e the p os s ib ility o f grou n d in g in the
even t o f a m a ch in ery b rea kd ow n or n a viga tion a l error.
DIST A NCE OFF It is n ot p os s ib le to la y dow n ha rd and fa s t ru les rega rd in g the

d is ta n ce o ff a d a n ger th a t a ship shou ld m a inta in; it w ill
depend on:
1 Th e d ra u gh t o f th e ship rela tive to the depth o f w a ter.
2 Th e w ea th er con d ition s p reva ilin g; a s tron g on s h ore w ind

or th e lik ely on s et of fo g or ra in w ill requ ire an in crea s e in
d is ta n ce off.
3 Th e d irection and ra te o f the tid a l s trea m or cu rrent.
4 Th e volu m e o f tra ffic.
5 Th e a ge and relia b ility o f th e s u rvey from w h ich the

in form a tion sh ow n on th e ch a rt has b een derived.
6 Th e a va ila b ility o f s a fe w a ter.
Th e follow in g gu id elin es w ill h elp in d eterm in in g ju s t how fa r

to pa ss o ff dangers.
W h ere th e coa s t is s teep to and offs h ore sou n din gs in crea se

qu ickly, the m in im u m p a s s in g d is ta n ce shou ld b e 1j- 2 miles.
W h ere th e coa s t s h elves and offs h ore sou ndings in crea se

gra d u a lly, the tra ck shou ld en su re th a t a dequ a te u nderkeel
clea ra n ces (U KC ) a re m a in ta in ed.
A s a gu idelin e:
V es s el’s d ra u gh t 3-6 m etres , pa ss ou ts ide 10- metre contou r;
V es s el’s d ra u gh t 6-10 m etres, pass ou ts ide 20- m etre contou r;
V es s els w ith a d ra u gh t of m ore than 10 m etres mu st ensu re

th a t th ere is s u fficien t u n derkeel clea ra n ce, exercis in g du e
cau tion.
Irres p ective o f th e s a fe U KC , a ship in a s itu a tion w h ere the

n ea res t n a viga tion a l d a n ger is to s ta rb oa rd m u st a llow
m a n oeu vrin g spa ce to a llow a ltera tion o f cou rse to sta rb oa rd
fo r tr a ffic a voida n ce.
R EGULA T IO NS B oth com p a n y and n a tion a l regu la tion s rega rd in g offs h ore
d is ta n ces m u st a ls o b e ob s erved.
DEVIA T IO N FR OM Id ea lly th e ship w ill follow the planned tra ck bu t u nder

T R ACK certa in circu m s ta n ces it m a y be n eces s a ry to d evia te from
P A SSA GE PLA NNING 25

su ch tra ck — e.g., h a vin g to a lter fo r a n oth er ship. E ven so,
su ch d evia tion from tra ck shou ld b e lim ited so th a t th e ship
does n ot en ter a rea s w h ere it m a y b e a t ris k or clos ely
a p p roa ch in g th e m a rgin s o f s a fety.
UNDER K EEL In certa in circu m s ta n ces a ship m a y b e requ ired to n a viga te

CLEAR ANCE in areas w ith a redu ced u nderkeel clea ra nce. It is im p orta n t
th a t th e redu ced U KC has b een pla n n ed for and clea rly shown.
In ca ses w h ere th e U KC is less than 10% o f the deepest
dra u ght, or oth er su ch p ercen ta ge as w a s a greed a t the
a ppra is a l sta ge, then it is n ot on ly n eces s a ry th a t the OO W is
a w a re o f su ch U KC b u t a ls o th a t he is a w a re th a t speed needs
to b e redu ced in ord er to redu ce s qu a t w ith its con s equ en t
redu ction in drau ght.
T IDA L W INDO W In tid a l areas, a dequ a te U KC m a y on ly b e a tta in a b le du ring

the p eriod th a t th e tid e has a ch ieved a given h eigh t. O u tside
th a t p eriod th e a rea m u s t b e con s id ered no-go. Su ch s a fe
periods , ca lled th e tid a l w in d ow , m u st b e clea rly sh ow n so
th a t the O O W is in no dou b t as to w h eth er or n ot it is s a fe for
the ship to proceed.
ST R EA M /CUR R ENT In open sea s itu a tion s tra ck correction is often m ade a fter the
ALLOWANCE ship has b een s et o ff tra ck b y th e tid a l s trea m and/or cu rrent.
Su ch correction m a y b e a d equ a te in offs h ore situ a tion s,

w h ere the ship is n ot clos e to da nger, b u t as the pla nned tra ck
a pproa ch es th e coa s t it is b etter to m ake tid a l and cu rren t
correction p rior to its ta kin g effect.
C u rren t in form a tion , s et and ra te is often a va ila b le on the

ch a rt th ou gh m ore d eta iled in form a tion is given in O ce an
P as s age s f o r the W orld , rou tein g ch a rts and p ilot b ooks (see
A p p ra is a l s ection s 3, 4 & 5). C u rren ts va ry a ccord in g to th eir
loca tion and th e sea son and m a y b e in flu en ced b y cha nges in
m eteorologica l con dition s.
Tid a l in form a tion is a va ila b le from ch a rts, tid e ta b les and

tid a l a tla s es , fu rth er loca l in form a tion b ein g a va ila b le in p ilot
b ooks (see A p p ra is a l s ection s 5, 7 & 8.) Tid a l strea m s va ry
a ccord in g to th e tim e o f h igh w a ter and th e pha se o f th e moon
(neaps and sprin gs ) and can b e in flu en ced b y loca l m eteoro
logica l con dition s.
W hen th e a ctu a l tim e o f tra n s it o f a given area is know n, the

tid a l h eigh ts and s trea m s can b e ca lcu la ted and du e a llow
ances m a de fo r th ese s trea m s in ord er to fin d the cou rse to
s teer to a ch ieve a pla nned tra ck. A s w ell as a d ju s tin g these
a llow a n ces as the tid a l s trea m va ries a ccord in g to loca tion
and tim e, th e O O W m u st s till ca refu lly m on itor the s h ip ’s
p os ition and a d ju s t the cou rs e s teered to m a in ta in the
pla nned tra ck.
CO UR SE In the open sea and offs h ore coa s ta l w a ters w hen n a viga tin g
A L T ER A T IO NS & on sm a ll- s ca le la rge- a rea cha rts, cou rse a ltera tion s w ill
W H E E L -O V E R u s u a lly coin cid e w ith th e pla nned tra ck in ters ection s . Th is
w ill n ot b e th e ca s e in con fin ed w a ters w hen n a viga tin g on
la rge- s ca le ch a rts and w h ere th e m a rgin s o f s a fety m a y
requ ire th e ship to com m en ce a lterin g cou rse a t th e wheel-
over p os ition s om e dis ta n ce b efore the tra ck in ters ection in
ord er to a ch ieve th e new pla nned tra ck.
Catllti
пу .ги
't /у r "v
4 c*
fkhousc Point |
щЫ
Rocks
Track chosen as a compromise

between best use of available
water and ease of monitoring with
Headmarks and Transits
DIA G. 3 CH A R T ED T R A CK S
C row n cop yrigh t. Reprodu ced from A d m ira lty C hart 3274 w ith th e p erm is s ion of

O ften su ch w h eelover p os ition s w ill be d eterm in ed b y the
p ilot u sin g his ow n ju d gem en t, b a sed u pon experien ce.
Pla n n ed w h eelover p os ition s sh ou ld b e determ in ed from the

s h ip ’s m a n oeu vrin g da ta and m a rked on the cha rt. S u ita b le
vis u a l and ra da r cu es shou ld then b e chosen to determ in e
w hen th e ship is a t the w h eelover p os ition . Th e b es t cu es for
la rge a ltera tion s of cou rs e con s is t o f p a ra llel in d exes or b ea r
in gs p a ra llel to the n ew tra ck, w h erea s fo r s m a ll a ltera tion s a
n ea r b eam b ea rin g is often b etter.
4
E ven w h en th e p ilot has th e conn, th e w h eelover p os ition
shou ld b e s h ow n on th e ch a rt so th a t the O O W w ill be a w a re of
its im m in en ce and im porta n ce.
D ia gra m 4 sh ow s the w h eel over p os ition u s in g tw o s ep a ra te m eth od s o f m on itorin g. A t

the cou rse a ltera tion from 0 3 2 0 to 0 1 2 0 the w h eelover p os ition is a ch ieved w hen Th orn
Isldnd is ahead a t 1.31 m iles (kn ow n as th e dead ra n ge). A t the cou rse a ltera tion from 0 1 2 0
to 0 0 0 ° the w h eelover p os ition is a ch ieved w hen the sou th ern ed ge o f Ra t Isla nd b ea rs
096°.
P A R A L L E L INDEX ING Th e p a ra llel in d ex (PI) is a u s efu l m eth od o f m on itorin g cros s

tra ck ten d en cy in b oth p oor and good vis ib ility. It is a good
p ra ctice to m a rk the pla n n ed PI on th e ch a rt in con s p icu ou s ly
a t th e p la n n in g sta ge. Like a n y ra d a r techniqu e, it is a d vis a b le
to p ra ctis e u sin g P is ex ten s ively in good vis ib ility b efore
p la cin g tota l relia n ce on them w h en th ick w ea th er m akes
vis u a l n a viga tion m eth ods im p os s ib le.
Th is s im p le and effective m eth od o f con tin u ou s ly m on itorin g

a s h ip ’s p rogres s is ca rried ou t b y ob s ervin g th e m ovem en t of
th e echo o f a ra da r- conspicu ou s n a viga tion m a rk w ith respect
to tra ck lin es p reviou s ly p rep a red on the reflection p lotter or
b y u s in g A R P A in d ex lines. It is m os t effective w hen th e ra da r
is in the north-u p, rela tive m otion mode.
A fix ed ra da r ta rget, su ch as a ligh th ou s e or a headla nd, w ill

a p p a ren tly tra ck pa st the ow n ship, d ep icted as b ein g a t the
cen tre o f th e screen, as a lin e p a ra llel and op p os ite to the
s h ip ’s grou nd tra ck. A n y cros s tra ck ten den cy, su ch as m a y
b e cau sed b y a tid a l strea m , w ill b ecom e a ppa ren t b y the
ta rget m ovin g o ff th e p a ra llel line.
Th e p a ra llel in d ex m a y a ls o b e u sed to m on itor oth er

even ts — e.g., w h eelover p os ition . In th is case the ra n ge and
b ea rin g o f the ta rget at th e w h eelover p oin t is m a rked on the
PI. Th is a ls o a llow s fo r a dis ta n ce cou n tdow n to b e made.
A R P A M A P P ING M a n y m odern A R P A s h a ve the fa cility to gen era te s yn th etic

maps w h ich can b e s tored in a retrieva l s ys tem . In som e
insta nces, su ch maps m a y b e s ta b ilis ed th rou gh an electron ic
n a viga tion a l s ys tem , b u t su ch fa cilities shou ld b e u sed in
a d d ition to and n ot to the exclu s ion o f oth er sys tem s .
W A Y P O INT S A w a yp oin t is a p os ition , s how n on th e cha rt, w h ere a planned

ch a n ge o f s ta tu s w ill occu r. It w ill often b e a cha nge o f cou rse
b u t m a y a ls o b e an even t su ch as:
1 End or b egin n in g o f sea passage.
2 C hange o f speed.
К-', м
k Poi
.^ Ih .or. h „■
/Й 'V
ssi Blockhouse Pofiu
■ t'U-а» «с о ,. . 1
Dead Range of
Thorn Island as yИ f house
к Poml '
Wheelover cue
Wheelover bearing of
Southern edge of
Rat Island
л :(K
D IA G . 4 C O U RS E A L TE R A TIO N S A N D W H E E L- O V E R P O S ITIO N S
C row n cop yrigh t. Reprodu ced from A d m ira lty C hart 3274 w ith the perm iss ion of
the H yd rogra p h er o f the N a vy
PA SSA GE P LA NNING 29
Catllt^rorh j А Ил
} / n l
M J
J
NB Some Margins of Safety
omitted for sake of clarity
Margin of Safety
shown as limiting
Parallel Index
D IA G . 5 P A R A L L E L IN D E X IN G
C row n cop yrigh t. Reprodu ced from A d m ira lty C hart 3274 w ith th e perm is s ion o f
3 P ilot em b a rka tion point.
4 A n ch or s ta tion s etc.
W a yp oin ts m a y a ls o b e u sed as u s efu l referen ce p oin ts to

d eterm in e th e s h ip ’s p a s s a ge tim e and w h eth er or n ot a
s ch edu le is b ein g m a in ta in ed, p a rticu la rly w hen th ey h a ve
b een inclu ded in th e a p p rop ria te electron ic n a viga tion a l
s ys tem . W h ere an electron ic n a va id w h ich s tores w a yp oin t
in form a tion is in u se, ca re shou ld b e ta ken to ensu re th a t
w a yp oin t d es ign a tors rem a in u n iform th rou gh ou t the plan.
A BOR T S & No m a tter h ow w ell pla nned and con du cted a p a s s a ge m a y be,
CONT INGENCIES th ere m a y com e the tim e w hen, du e to a ch a n ge in circu m
sta nces, the pla n n ed p a s s a ge w ill h a ve to b e ab andoned.
ABOR T S W h en a p p roa ch in g con s tra in ed w a ters th e ship m a y b e in a

p os ition b eyon d w h ich it w ill n ot b e p os s ib le to do oth er than
proceed. Term ed the p oin t o f no retu rn, it w ill b e th e p os ition
w h ere th e ship en ters w a ter so n a rrow th a t th ere is no room to
retu rn or w h ere it is n ot p os s ib le to retra ce th e tra ck du e to a
fa llin g tid e and in s u fficien t U KC.
W h a tever th e reason, the pla n m u st ta ke in to a ccou n t the

p oin t o f no retu rn and th e fa ct th a t th erea fter th e ship is com
m itted. A p os ition needs to b e dra w n on th e ch a rt s h ow in g the
la s t p oin t a t w h ich th e p a s s a ge can b e a b orted and the ship
n ot com m it h ers elf. Th e p os ition o f th e a b ort p oin t w ill va ry
w ith th e circu m s ta n ces p reva ilin g— e.g., w a ter a va ila b ility,
speed, tu rn in g circle, etc.— b u t it m u st b e clea rly show n, as
m u s t a su b s equ en t pla n n ed tra ck to s a fe w a ter.
Th e rea s on s fo r n ot p roceed in g and d ecid in g to a b ort w ill va ry

a ccord in g to th e circu m s ta n ces b u t m a y inclu de:
1 D evia tion from a pproa ch line.
2 M a ch in ery fa ilu re or m a lfu n ction .
3 In s tru m en t fa ilu re or m a lfu n ction .
4 N on a va ila b ility of tu gs or b erth.
5 D a n gerou s s itu a tion s a s h ore or in th e harb ou r.
6 A n y s itu a tion w h ere it is deem ed u n s a fe to proceed.
CONT INGENCIES H a vin g pa ssed th e a b ort p os ition and p oin t o f no retu rn, the
b rid ge tea m s till needs to b e a w a re th a t even ts m a y n ot go as
pla nned and th a t the ship m a y h a ve to ta ke em ergen cy a ction.
C on tin gen cy pla ns w ill h a ve b een m a de a t th e p la n n in g s ta ge
and clea rly sh ow n on th e ch a rt, so th a t th e O O W does n ot h a ve
to spend tim e look in g fo r and p la n n in g s a fe a ction w hen his
du ties requ ire h im to b e els ew h ere.
C on tin gen cy p la n n in g w ill inclu de:
1 A ltern a tive rou tes.
2 S a fe a n ch ora ges.
3 W a itin g areas.
4 E m ergen cy b erth s.
PA SSA GE PLA NNING 31

DIA G. 6 A BO R T S A N D CONT INGENCIES
C row n cop yrigh t. Reprodu ced from A d m ira lty C hart 3274 w ith th e perm is s ion
of the H yd rogra p h er o f th e N a vy
It w ill b e a p p recia ted th a t em ergen cy a ction m a y ta ke th e ship
in to a rea s w h ere it is con s tra in ed b y dra u gh t, in w h ich case
speed w ill h a ve to b e redu ced; or tid a lly con s tra in ed , w h ereb y
it can on ly en ter su ch a rea s w ith in the tid a l w in d ow . Su ch
con s tra in ts m u st b e clea rly show n.
H a vin g dra w n no- go areas, th e m a rgin s o f s a fety and the

tra ck to b e follow ed , th e p la n n in g sh ou ld n ow b e con cen
tra ted on en s u rin g th a t th e sh ip follow s th e pla nned tra ck and
th a t n oth in g w ill occu r w h ich is u n exp ected or ca n n ot be
corrected .
POSIT ION F IX ING A va r iety o f p os ition fix in g m eth od s is n ow a va ila b le b u t it

m u st n ot b e a ssu m ed th a t a n y one o f th es e m eth ods w ill su it
a ll circu m s ta n ces .
P R IM A R Y A ND In ord er th a t th e p os ition fix in g p roces s is sm ooth , u n even t

SECONDA R Y fu l and clea rly u n d ers tood b y a ll con cern ed, the p a s s a ge pla n
POSIT ION F IX ING w ill in clu de in form a tion as to w h ich fix in g m eth od s a re to be
u sed, w h ich one is to b e con s id ered the p rim a ry m eth od and
w h ich one(s) a re to b e u sed as b a cku p or s econ da ry. For
exa m p le, w h ils t th e ship is ou t o f s igh t o f la nd it m a y w ell be
th a t th e G PS is the p rim a ry s ys tem w ith Lora n C as the
s econ d a ry or b ack-u p s ys tem . A s the ship a pproa ch es the
coa st, th e G PS w ill s till b e p rovid in g th e p rim a ry fixin g, the
Lora n C b ecom in g les s im p orta n t and th e ra d a r fix con firm
in g th e G PS fix.
E ven tu a lly the Lora n C, a lth ou gh ru nning, w ill b ecom e

redu n da n t and m ore relia n ce pla ced on th e ra d a r fix w ith the
G PS ta kin g the s econ d a ry role. In en clos ed w a ters th e G PS
p os ition m a y b ecom e in a p p rop ria te and p os ition fix in g
depend u pon ra d a r and vis u a l m ethods. It is n ot p os s ib le to
d eterm in e an in va ria b le s ys tem ; it depends u pon th e equ ip
m en t a va ila b le and th e circu m s ta n ces o f the in d ivid u a l case.
Th e im p orta n t th in g is th a t a ll con cern ed a re a w a re th a t a
s ys tem is in op era tion and th a t it shou ld b e follow ed as fa r as
is pra ctica b le.
R A D A R CO NSP ICUO US In ord er to redu ce th e w ork loa d w h ile n a viga tin g in coa sta l
OBJECT S & V IS UA L w a ters , th e n a viga tor w ill h a ve d eterm in ed and pla nned his
NA V A IDS p rim a ry and s econ d a ry m eth ods o f fixin g. To redu ce fu rth er
th e O O W ’s w ork loa d th e n a viga tor w ill h a ve stu died his ch a rt
a t th e p la n n in g s ta ge and decided w h ich ra da r conspicu ou s
m a rks and vis u a l a ids a re to b e u sed a t each s ta ge o f the
pa ssa ge.
L A N D F A L L LIGH T S W hen m a kin g a la n d fa ll it shou ld n ot b e n eces s a ry fo r the

O O W to h a ve to exa m in e the ch a rt m in u tely to fin d w hich
ligh ts w ill b e seen firs t. Th es e shou ld h a ve b een clea rly show n
on th e ch a rt so th a t th e O O W can con cen tra te on a ctu a lly
look in g fo r th e ligh t concerned, n ot lookin g on th e ch a rt
tryin g to d is cover w h ich ligh ts shou ld b e vis ib le.
Th e sa m e a pplies w hen p a s s in g a lon g a coa s tlin e or th rou gh

con s tra in ed w a ters . A ll ligh ts sh ow n on a ch a rt look s im ila r
and need to b e stu died to d eterm in e th eir in d ivid u a l s ign i
fica n ce. Th is needs to b e don e a t th e p la n n in g sta ge, n ot the
op era tion a l s ta ge w hen th e O O W con cern ed m a y be too b u sy
to spend tim e b eh in d the ch a rt ta b le.

R ADAR T AR GET S S im ila rly w ith ra da r ta rgets — a little tim e s pen t a t the
p la n n in g s ta ge w ill soon d eterm in e w h ich are the ta rgets to
look fo r and u se; a steep- to is let is goin g to b e m ore relia b le
th an a rock aw ash.
H igh ligh t on the ch a rt Racons and oth er ra da r conspicu ou s

ob ject w h ich w ill b e u sed fo r p os ition fixin g. H igh ligh t vis u a l
n a va id s as a p p rop ria te, d ifferen tia tin g b etw een floa tin g and
fix ed n a va id s and h igh - p ow ered and low - p ow ered ligh ts .
BUO Y A GE W h en ever b u oys or oth er floa tin g n a vm a rks a re b ein g u sed as

p os ition fix in g aids, th eir ow n p os ition m u st b e firs t checked
and con firm ed th a t th ey a re as s how n on the cha rt. In s itu
a tion s w h ere b u oy fix in g is critica l, su ch p os ition s can b e p re
d eterm in ed a t th e pla n n in g s ta ge b y n otin g th eir ra n ge and
b ea rin g from a kn ow n fix ed ob ject.
FIX F R EQUENCY Irres p ective o f th e m eth od o f fix in g to b e u sed, it is n eces s a ry

to es ta b lis h th e requ ired frequ en cy o f th e fixin g. Q u ite ob vi
ou s ly, th is is goin g to depend on th e circu m s ta n ces p reva il
ing; a ship clos e to d a n ger w ill need to b e fix ed mu ch m ore
freq u en tly than one in th e open sea.
A s a gu id elin e it is s u gges ted th a t fix in g shou ld b e at a tim e

p eriod su ch th a t it is n ot p os s ib le fo r a ship to be pu t in to
d a n ger b etw een fixes . If it is n ot p os s ib le to fix th e p os ition on
th e ch a rt a t su ch a frequ en cy (fixes a t in terva ls o f less than
th ree m in u tes can b e ver y dem a n din g) then a ltern a tive
p rim a ry n a viga tion m eth od s — fo r exa m p le, p a ra llel in d exin g
— s h ou ld b e con sidered.
FIX R E G UL A R IT Y H a vin g es ta b lis h ed th e fix frequ en cy, it is good p ra ctice to

ensu re th a t fix es a re in fa ct m a de a t th a t frequ en cy, n ot as
and w hen th e O O W th in ks fit. Th e on ly excep tion to th is w ill
b e if the O O W has oth er p riorities w ith w h ich to con ten d —
e.g., cou rs e a ltera tion s fo r tr a ffic or a p p roa ch in g a critica l
w h eelover p os ition . In th is la tter case, the s h ip ’s p os ition
shou ld h a ve b een es ta b lis h ed im m ed ia tely b efore the tu rn
and a gain, as soon as pos s ib le, on com p letion .
A DDIT IO NA L A lth ou gh n ot es s en tia l to th e s a fety o f the ship, a lot o f

INF O R M A T IO N a d d ition a l in form a tion can b e s h ow n on the plan w hich, b y
rem in d in g th e O O W o f his ob liga tion s or rem in d in g him to
m a ke certa in prep a ra tion s , w ill m a ke th e execu tion o f the
voya ge s im pler. Su ch in form a tion w ill inclu de:
R EP O R T ING POINT S Rep ortin g to the releva n t a u th ority as and w h ere requ ired can
on ly m a ke th e ves s el’s rou tein g s a fer. Su ch rep ortin g m a y
a ls o b e com p u ls ory.
ANCHOR CLEAR ANCE P os ition s w h ere a n ch or s ta tion s need to b e ca lled and the
a n ch ors clea red shou ld b e sh ow n in ord er n ot to b e over
looked.
PILOT BO A R DING Tim ely p rep a ra tion o f the p ilot la d d er and w a rn in g to

AR EA in volved p ers on n el to sta n d b y as requ ired.
T UG ENGA GEM ENT Rem in d er to O O W to ca ll th e crew n eces s a ry to secu re tu gs.
T R A F F IC A R E A S A rea s w h ere h ea vy tra ffic or w h ere occa s ion a lly h ea vy

tr a ffic— e.g., ferries or fis h in g b oa ts m a y b e met.
S a fe n a viga tion o f th e ship does n ot on ly requ ire fix in g th e p os ition o f th e ship on the ch a rt
at regu la r in terva ls . Th e O O W needs to b e con s ta n tly u p da tin g h im s elf rega rd in g the
p os ition o f th e ship rela tive to th e requ ired tra ck and its ten d en cy to in crea s e or decrea se
its d evia tion from tra ck. A lth ou gh the regu la r fix in g w ill g ive th is in form a tion th ere are
oth er, les s ob viou s w a ys o f ob ta in in g su ch in form a tion , often requ irin g little inpu t oth er
th an ju s t ob s ervin g n a tu ra l fea tu res . M a n y o f th es e ca n b e pla nned in a dva n ce and m a rked
on the chart:
T R A N S I T S (R A N G E S ) Tra n s its (kn ow n as ra n ges in th e U S A )— i.e., the lin e on the

ch a rt u pon w h ich an ob s erver w ou ld see tw o id en tifia b le
ob jects in lin e— can b e u sed to g ive the O O W a qu ick in d ica tion
o f his p os ition . A lth ou gh it is on ly a s in gle p os ition lin e its
a d va n ta ge is th a t it requ ires no u se o f in s tru m en ts b u t can be
seen b y eye. For extrem e a ccu ra cy th e dis ta n ce b etw een the
ob s erver and th e n ea rer ob ject s h ou ld b e no m ore than 3 tim es
th e d is ta n ce b etw een th e ob jects ob s erved , thou gh tra n s its of
grea ter than th is d is ta n ce ca n b e u sed to a dva n ta ge.
Tra n s its are s om etim es p rin ted on ch a rts o f in s h ore w a ters ,

b u t good u se ca n be m a de o f n a tu ra l and clea rly id en tifia b le
tra n s its fou n d a t th e p la n n in g s ta ge and dra w n on the chart.
Tra n s its can a ls o b e u sed as a cu e fo r a pre- a rra n ged a ction to

b e ta ken — e.g., w h eelover,— or as a rem in d er tha n an even t is
a b ou t to occu r.
COM PA SS ER R OR Tra n s its m a y b e u sed to d eterm in e gyro and m a gn etic

com pa ss errors b y com p a rin g ch a rted and ob s erved b ea rings.
L EA DIN G LINES Lea d in g lin es a re often sh ow n on cha rts. In th is ca se the

tra n s it p rin ted on th e ch a rt is a tra ck lin e to b e follow ed to
en su re th a t th e s h ip p a sses clea r o f da nger. B y ob s ervin g tha t
th e lea ds a re in lin e th e n a viga tor is a ssu red th a t his ship is on
th e pla nned tra ck.
CLEA R ING M A R K S C lea rin g m a rks can b e u sed to en s u re th a t a ship is rem a in in g
w ith in a s a fe a rea or is n ot a p p roa ch in g a da nger. In d ia gra m
7 the clea rin g m a rk is s h ow n so th a t as lon g as the W es tern
ed ge o f Ra t Is la n d rem a in s open o f and to th e left o f S heep
B u oy then th e ship is m a kin g a s a fe a pproa ch w ith referen ce
to th a t side o f th e channel.
HEAD M AR K O ften a ship is requ ired to follow a tra ck in n a rrow w a ters

w ith ou t th e b en efit o f a lea d in g line. In th is ca s e a su ita b le
head m a rker sh ou ld b e s elected . Th is shou ld b e a rea d ily
id en tifia b le con spicu ou s ob ject s h ow n on th e cha rt, w h ich
lies on th e p rojection o f th e requ ired tra ck a t th a t p a rt o f the
pa ssa ge. A s lon g as th e b ea rin g o f th e hea d m a rker, corrected
fo r errors and p refera b ly ta ken w ith a cen tre lin e repea ter,
rem a in s con s ta n t (i.e., th e s a m e as the requ ired tra ck), the
ship is rem a in in g on tra ck. It shou ld b e n oted th a t th e ship
need n ot n eces s a rily b e h ea d in g d irectly a t the ob ject, on ly
th a t it is on th e lin e o f th e requ ired tra ck. In m os t ca s es the
s h ip ’s hea d w ill need to b e o ffs et to a llow fo r tid e or leew a y.
CLEA R ING BEA R INGS In th e even t th a t no clea rin g m a rks a re a va ila b le a s in gle
id en tifia b le ch a rted ob ject m a y b e s im ila rly u sed. In dia gra m
8, as the sh ip m a kes the a p p roa ch tra ck o f 032 ° T it w ill
rem a in s a fe as lon g as th e fo r t on th e W es tern end o f Th orn
Is la n d rem a in s w ith in th e ra n ge o f b ea rin gs 028 ° T - 042 ° T.
Th es e clea rin g b ea rin gs sh ou ld b e s h ow n on the ch a rt as N LT
028 ° T and N M T 042 ° T (n ot less tha n / n ot m ore than).
O b s ervin g clea rin g b ea rin gs and clea rin g m a rks ca nnot be

con s id ered to b e ‘fix in g ’ th e ship b u t can a s s is t th e O O W in
en s u rin g th a t his ship is not s ta n d in g in to da nger. S im ila rly,
u s in g d ip p in g d is ta n ces , w h ils t n ot b ein g con s id ered to b e an
a ccu ra te fix , can m a ke th e O O W m ore a w a re th a t he is
a p p roa ch in g da nger.
R A NGE OF LIGH T S Th e m a xim u m ra n ge at w h ich a n a viga tion a l ligh t can be seen

depends u pon th ree s ep a ra te fa ctors :
1 Th e com b in ed h eigh t o f eye o f th e ob s erver and th e eleva

tion o f th e ligh t.
2 Th e in ten s ity o f th e ligh t.
3 Th e cla rity o f the a tm os ph ere.
GEOGR A P H ICA L Th e grea ter th e eleva tion o f th e ligh t, th e grea ter th e dis ta n ce
R ANGE a t w h ich it w ill b e vis ib le; equ a lly, th e grea ter th e h eigh t o f eye
o f th e ob s erver, th e grea ter he w ill see th e ligh t. Th es e tw o
fa ctors com b in ed w ill give a m a xim u m ra n ge o f vis ib ility
ca lled th e geogra p h ica l ra n ge and m a y b e ob ta in ed from
ta b les in th e lis t o f ligh ts . In p ra ctice, this ra n ge w ill b e s ev
erely redu ced if the ligh t ob s erved is on ly low p ow ered and
th erefore n ot ca pa b le of b ein g seen a t its geogra p h ica l range.
Thorn Rock Buoy
as Headmark
Clearing Mark.ship remains

safe on approach to
channel as long as
Rat Island remains open
to the left of Sheep Buoy
D I A G .7 N A T U R A L T R A N S I T , C L E A R I N G M A R K S & H E A D M A R K
C row n cop yrigh t. Reprodu ced from A d m ira lty C h a rt 3274 w ith th e p erm is s ion o f
D IA G .8 C L E A R IN G B E A R IN G S
C row n cop yrigh t. Rep rodu ced from A d m ira lty C h a rt 3274 w ith th e p erm is s ion o f
L UM INO US R A N GE Th is is th e m a xim u m dis ta n ce a t w h ich th e ligh t can b e seen
and is depen den t u pon th e in ten s ity o f th e ligh t and the
a tm os p h eric vis ib ility p reva ilin g. It ta kes no a ccou n t o f the
h eigh t o f th e ligh t n or th a t o f th e ob s erver’s eye. O b viou s ly,
th e m ore in ten s e th e ligh t, th e fu rth er it w ill b e seen, w h a t
ever th e s ta te o f th e a tm os p h ere, and the a p p rop ria te ta b le
w ill g ive a good in d ica tion o f h ow fa r th e ligh t can b e exp ected
to b e seen.
NO M INA L R A NGE Th e ra n ge sh ow n on th e ch a rt, b es id e th e ligh t sta r, is u s u a lly

the n om in a l ra n ge— i.e., th e lu m in ou s ra n ge w h en m eteoro
logica l vis ib ility is 10 m iles. Th is is n ot in va ria b le, thou gh.
S om e cou n tries , su ch as Ja pa n, ch a rt th e geogra p h ica l range:
some, su ch as B ra zil, th e geogra p h ica l or n om in a l a ccord in g
to w h ich ever is th e grea ter. It is th e n a vig a tor’s res p on s ib ility
to m a ke h im s elf a w a re of w h ich ra n ge is s h ow n and to ensu re
th a t th e O O W s a re a ls o a w a re o f th is fa ct.
L A N D F A L L LIGH T S A t th e p la n n in g s ta ge o f th e voya ge, th e n a viga tor w ill h a ve

th e op p ortu n ity to d eterm in e th e m a xim u m d is ta n ce a t w h ich
a la n d fa ll ligh t sh ou ld b ecom e vis ib le. A com p a ris on o f the
n om in a l and geogra p h ic ra n ges can b e m a de and th e les s er o f
th e tw o s elected as b ein g th e ra n ge a t w h ich th e ligh t shou ld
b e seen, a s s u m in g m eteorologica l vis ib ility o f a t lea s t 10
m iles . It sh ou ld b e n oted th a t on ly ligh ts w h os e lu m inou s
ra n ge exceed s th eir geogra p h ica l ra n ge can be con s id ered as
g ivin g an a p p roxim a te fix. In a n y ca se th e a rcs o f m a xim u m
vis ib ility shou ld b e d ra w n on th e la n d fa ll ch a rt so th a t the
O O W is a w a re o f th e lik elih ood o f s eein g ligh ts and w h ich ones
he shou ld see firs t.
EX T R EM E R A NGE A p p roa ch in g th e coa s t, ligh ts w ill com e in to view a ccord in g to

th eir h eigh t, th eir in ten s ity and th e a m b ien t vis ib ility.
S om etim es th e fir s t in d ica tion s o f th e p rox im ity o f th e coa s t

w ill b e p ow erfu l ligh ts w h ich m a y b e seen b efore th e ra d a r can
d etect th em as ta rgets . W h ils t n ot p reten d in g th a t s igh tin g
th e ligh ts can b e an a ccu ra te fix , an ob s erva tion o f the
com pa ss b ea rin g a t the tim e o f s igh tin g and p lottin g th is w ith
the extrem e ra n ge o f th e ligh t a t this tim e w ill g ive th e O O W an
a w a ren es s o f th e p rox im ity o f da n ger.
In th e even t th a t a ligh t is n ot s igh ted as exp ected , then the

O O W w ill b e a w a re th a t th e ship is n ot w h ere he a n ticip a ted it
to b e or th a t th e ligh t is u n lit or ob s cu red in clou d or th a t th ere
is p oor vis ib ility b etw een th e s h ip and the ligh t. Th e actu a l
cau se m u s t b e d eterm in ed b y his ow n ju d gem en t. Th e fa ct is
th a t th ere is s om eth in g n ot qu ite as it shou ld be.
E C H O -S O U N D E R S om e ships lea ve an ech o- sou n der ru n n in g a t a ll tim es . On

ships w h ere th is is n ot th e case, it is good p ra ctice to s w itch
the echo- sou nder on p rior to a la n d fa ll b ein g made. A s in the
ca se o f a ligh t a t m a xim u m ra n ge, w h ils t n ot p rovid in g a fix,
th e a ctu a l decrea s e in s ou n din gs w ill m a ke the O O W m ore
a w a re th a t he is a p p roa ch in g danger.
CHAR T Th e in form a tion requ ired to m on itor the pa s s a ge w ill, in

OVER CR OW DING m a n y in s ta n ces , b e s h ow n on the w ork in g ch a rts. In som e
s itu a tion s th is m a y n ot b e fea s ib le, th ere m a y ju s t b e too
mu ch in form a tion n eed in g to b e show n, thu s overcrow d in g
th e w ork in g a rea , or even b lottin g ou t certa in ch a rt deta ils . In
s om e ca ses th is overcrow d in g can b e redu ced b y w ritin g the

requ ired in form a tion clea r o f the tra ck — e.g., on th e la n d—
and d ra w in g a tten tion to it b y eith er a con n ectin g lin e or a
referen ce letter.
P L A N N I N G BOOK In a n y case, certa in in form a tion m a y b e b etter w ritten in a

p la n n in g b ook — e.g., tim es o f h igh and low w a ter, tim es o f
s u n rise and su nset, V H F w ork in g frequ en cies . W h ere a ship
u ses a p ort regu la rly, th e n a viga tor m a y p refer to pu t the
w h ole o f his plan in to a p la n n in g b ook in a d d ition to th e chart,
so th a t it can b e referred to a t a la ter date.
C O N N I N G N O T E BO O K D epen din g u pon the len gth and com p lexity o f th e pa ssa ge, or
certa in p a rts o f it, it is good p ra ctice for an a b b revia ted ed i
tion o f th e plan to b e m a de in to a n oteb ook so th a t the person
h a vin g th e conn, oth er tha n a p ilot, can u pda te h im s elf as and
w hen requ ired w ith ou t h a vin g to lea ve th e con n in g p os ition to
look a t th e cha rt.
M A ST E R ’S A P P R O V A L On com p letion th e plan m u s t b e s u b m itted to th e M a s ter fo r

his a p p rova l.
P LA N CHANGES A ll m em b ers o f th e b rid ge tea m w ill b e a w a re th a t even the

m os t th orou gh plan m a y b e s u b ject to ch a n ge d u rin g the
pa ssa ge. It is th e res p on s ib ility o f th e p ers on in s tiga tin g su ch
ch a n ge to ens u re th a t ch a n ges a re m a de w ith th e a greem en t
o f th e M a s ter and th a t a ll oth er m em b ers o f the tea m are
a d vis ed o f su ch changes.
C h ap t e r 4
E X E C UT I N G T H E P L A N
T A CT ICS Th e plan h a vin g b een made, discu ssed and approved,
execu tion o f th e plan now has to b e determ in ed. B y this is
m ea n t th e m eth ods u sed to ca rry ou t the plan, in clu d in g the
b es t u se o f a va ila b le resou rces. Fina l d eta ils w ill h a ve to be
con firm ed w h en th e a ctu a l tim in g o f the pa s s a ge can be a s cer
tained. Th e ta ctics to b e u sed to a ccom p lis h the plan can then
b e a greed and shou ld inclu de:
E T A s fo r T IDE E xp ected tim es o f a rriva l a t critica l poin ts to ta ke a d va n ta ge

o f fa vou ra b le tid a l strea m s.
E T A fo r D A Y L IG H T E TA s a t critica l poin ts w h ere it is p refera b le to m ake a

d a yligh t p a s s a ge or w ith th e su n b eh in d the ship.
4
T R A F F IC CONDIT IONS Tr a ffic con d ition s a t foca l points.
DEST INA T IO N ET A E TA at d es tin a tion , p a rticu la rly w h ere th ere m a y b e no

a d va n ta ge ga in ed b y ea rly a rriva l.
T IDA L ST R EA M S Tid a l s trea m in form a tion , ob ta in ed from th e ch a rt or tida l

s trea m a tla s es , can b e in clu ded in th e planned pa s s a ge w hen
the tim e o f tra n s it o f the releva n t a rea is know n. Idea lly,
cou rs es to s teer shou ld b e ca lcu la ted p rior to m a kin g the
tra n s it, thou gh in fa ct, s trict a dh eren ce to the pla nned tra ck
w ill a ctu a lly com p en s a te fo r tid a l strea m s.
C u rren t in form a tion can a ls o b e ob ta in ed and show n on the

chart.
PLAN It m u st a lw a ys b e b orn e in m ind th a t s a fe execu tion o f the

M ODIF ICA T ION pa s s a ge m a y on ly b e a ch ieved b y m od ifica tion o f the plan in
the ca se o f n a viga tion a l equ ip m en t b ecom in g u n relia b le or
in a ccu ra te or tim e cha nges h a vin g to b e m a de— e.g., d ela yed
depa rtu re.
A DDIT IO NA L In ord er to a ch ieve s a fe execu tion o f th e plan it m a y b e n eces

PER SONNEL s a ry to m a na ge th e ris ks b y u tilis in g a d d ition a l deck or
en gin e person n el. Th is w ill inclu de an a w a ren es s of p os ition s
a t w h ich it w ill b e neces s a ry:
1 To ca ll th e M a s ter to th e b rid ge for rou tin e s itu a tion s su ch

as a p p roa ch in g the coa st, pa s s in g th rou gh con s tra in ed
w a ters , a p p roa ch in g the p ilot s ta tion , etc.
2 To cha nge from u n a tten ded to manned m a ch in ery space.
3 To ca ll an extra certifica ted o fficer to the b ridge.
4 To m ake person n el, in a d d ition to th e w a tch k eep ers , a va il

a b le for b rid ge du ties su ch as m a n n in g the w heel, keepin g
lookou t, etc.
5 To m a ke person n el, in a d d ition to th e w a tch keepers , a va il

a b le fo r deck du ties su ch as p rep a rin g p ilot ladders,
clea rin g and s ta n d in g b y a nchors, p rep a rin g b erth in g
equ ipm en t, en ga gin g tu gs, etc.
EX E C UT IN G T H E P L A N 41
BR IEF ING B efore com m en cin g the voya ge th ere is con s id era b le a d va n
ta ge to b e ga in ed b y b riefin g a ll concerned. Th is m a y ta ke
pla ce over a con s id era b le p eriod o f tim e. A s the a ctu a l com
m en cem en t o f the voya ge approa ches, certa in s p ecific p er
son n el w ill h a ve to b e b riefed so th a t w ork schedu les and
requ irem en ts can b e pla nned.
In p a rticu la r, a n y va ria tion from th e rou tin e ru n n in g o f the

s h ip — e.g., d ou b lin g o f w a tch es , a n ch or p a rty requ irem en ts ,
etc., m u st b e s p ecifica lly a d vis ed to in volved personnel,
eith er b y the M a s ter or th e n a viga tor.
Su ch b riefin g w ill requ ire frequ en t u p da tin g and a t d ifferen t

s ta ges th ere w ill h a ve to b e reb riefin g as th e voya ge
p rogres s es . B riefin g w ill m a ke in d ivid u a ls a w a re o f th eir ow n
p a rt in the overa ll pla n and con trib u tes to th eir w ork
s a tis fa ction .
F A T IGUE P rior to th e com m en cem en t o f th e pa s s a ge and, in certa in

cases, du rin g the pa ssa ge, it m a y b e n eces s a ry for the M a ster
to ensu re th a t res ted and u n fa tigu ed p ers on n el a re a va ila b le.
Th is cou ld inclu de su ch tim es as lea vin g p ort and en terin g
ver y h ea vy tr a ffic a rea s or b ad w ea th er con d ition s or h igh
ris k s itu a tion s su ch as tra n s itin g a n a rrow s tra it, etc. Th is
a va ila b ility can b e a ch ieved, w ith in th e lim its o f th e tota l
nu m b er o f p ers on s a va ila b le, b y en s u rin g th a t w a tch keep ers
o f a ll d es crip tion s a re relieved o f th eir du ties w ell in a dva n ce
o f b ein g requ ired on w a tch in ord er th a t th ey m a y rest.
Th is m a y requ ire cha nges to rou tin e w a tch keep in g periods,

exten d in g certa in w a tch es or even cu rta ilin g w a tch es , b u t it
is a t th e M a s ter’s d is cretion and he sh ou ld n ot h es ita te to
m a ke su ch changes.
VOYAGE O ne o f th e b a sic p rin cip les o f m a n a gem en t is en s u rin g tha t

P R EP A R A T ION the w ork p la ce is p repa red and rea died fo r th e en s u in g task.
Th is w ill n orm a lly b e th e ta sk o f a ju n ior officer w h o w ill
p rep a re th e b rid ge for sea. Su ch rou tin e ta s ks a re b est
a ch ieved b y th e u se o f a ch ecklis t, b u t ca re has to b e ta ken to
en su re th a t th is does n ot ju s t mean th a t th e ch ecklis t is ticked
w ith ou t th e a ctu a l ta s k b ein g done.
BR IDGE A t the tim e d es ign a ted b y the M a s ter th e o fficer res pon s ib le
P R EP A R A T ION shou ld p rep a re the b rid ge b y:
1 E n s u rin g th a t th e p a s s a ge plan and s u p p ortin g in form a

tion is a va ila b le and to hand. (It is lik ely th a t the n a viga t
in g o fficer res p on s ib le fo r the con s tru ction o f th e pa ssa ge
plan w ill h a ve m a de th ese item s rea dy; n everth eles s , th ey
shou ld s till b e con firm ed .)
C ha rts shou ld b e in order, in the ch a rt d ra w er and the

cu rren t ch a rt a va ila b le on the ch a rt ta b le. It is b ad
p ra ctice to h a ve m ore than one ch a rt on th e ta b le a t a tim e
as in form a tion rea d from one and tra n s ferred to th e oth er
m a y n ot b e correct.
2 C h eckin g th a t ch a rt ta b le equ ip m en t is in ord er and to

ha n d— e.g., pens, pen cils, p a ra llel ru les, com pa sses,
d ivid ers , n ote pads, scra p pads, etc.
3 C h eckin g th a t a n cilla ry w a tch keep in g equ ip m en t is in
42 BR IDGE T E A M M A N A GE M E N T
ord er and to h a nd— e.g ., b in ocu la rs , a zim u th rings, Aldis
lamp, etc.
4 C on firm in g th a t m on itorin g and record in g equ ip m en t—

e.g., cou rs e record er, en gin e m ovem en t record er— is
op era tion a l and record in g p a p er repla ced if necessa ry.
5 C on firm in g th a t the m a s ter g yro is fu lly op era tion a l and

follow - u p s a lign ed. Th e m a gn etic com pa ss shou ld be
checked.
6 C h eckin g th a t a ll in s tru m en t illu m in a tion lam ps are

op era tion a l and th eir ligh t levels a dju sted as requ ired.
Th e a va ila b ility and w h erea b ou ts o f spa res shou ld be
checked.
7 C h eckin g n a viga tion and s ign a l ligh ts .

1
8 S w itch in g on a n y electron ic n a viga tion a l equ ipm en t that

has b een shu t dow n and op era tin g m ode and p os ition
con firm ed .
9 S w itch in g on and con firm in g the rea dou ts o f echo-

sou nders and logs and con firm in g a s s ocia ted record in g
equ ipm ent.
10 A fter en s u rin g th a t th e sca n n ers a re clea r, s w itch in g on

and tu n in g ra da rs and s ettin g a p p rop ria te ra n ges and
modes.
11 S w itch in g on and tes tin g con trol equ ip m en t—i.e., tele

gra phs, com b in a tors th ru s ters and s teerin g gea r as
a p p rop ria te.
12 S w itch in g on and tes tin g com m u n ica tion s equ ipm en t

b oth in tern a l (teleph on es and p orta b le ra dios) and
extern a l (V H F and M F ra dios, N a vtex, In m a rs a t and
G M D SS s ys tem s as a p p rop ria te.)
13 Tes tin g th e w h is tle.
14 E n su rin g th a t clea rview screen s and w ip ers a re op er

a tion a l and th a t w in d ow s a re clean.
15 C on firm in g th a t a ll clocks and record in g equ ip m en t are

s yn ch ron is ed .
16 E n su rin g th a t th e w orkp la ce is in correct order, ligh tin g

is as it shou ld be, doors and w in d ow s open and close
ea s ily, tem p era tu re con trols a re s et as a p p rop ria te and
m ova b le ob jects a re in th eir correct place.
17 A fte r en s u rin g th a t th ere is no releva n t new in form a tion

on th e telex, fa x or N a vtex, a d vis in g the M a s ter th a t the
b rid ge is rea d y fo r sea.
Th e a b ove lis t is on ly a gen era l gu ide; each ship w ill h a ve its ow n s p ecific checks w hich
h a ve to b e inclu ded. A m od ified vers ion o f th e a b ove shou ld a ls o b e ca rried ou t w hen
a p p roa ch in g p ort or a n y area w h ere oth er than rou tin e w a tch keep in g m a y occu r.
E X E C UT IN G T H E P L A N 43
C h ap t e r 5
M O NIT O R ING T H E SH IP ’S P R O GR ESS

M on itorin g is en s u rin g th a t the ship is follow in g the p re- d eterm in ed pa s s a ge plan and is a
p rim a ry fu n ction of th e officer of th e w a tch. For this, he m a y b e alone; a s s is ted b y oth er
s h ip ’s person n el; or a ctin g as b a ck u p and in form a tion sou rce to a n oth er officer h a vin g the
conn.
M on itorin g con s is ts o f follow in g a s eries o f fu n ction s , a n a lys in g the res u lts and ta kin g
a ction b a sed u pon su ch a n a lys is .
F IX IN G M E TH O D Th e fir s t requ irem en t o f m on itorin g is to es ta b lis h the

p os ition o f th e ship. Th is m a y b e done b y a va riety o f m ethods,
ra n gin g from the very b a s ic th ree b ea rin g lines, th rou gh a
m ore tech n ica lly s op h is tica ted u se o f ra d a r ranges/b earings,
to in s ta n t rea dou t of one o f th e electron ic p os ition fix in g
' s ys tem s — e.g., D ecca, Lora n or G PS . Th e resu lt, thou gh, is
a lw a ys the same. H ow ever th e fix has b een derived , you fin is h
u p w ith no m ore tha n a p os ition . It is h ow th is in form a tion is
u sed th a t is im p orta n t.
V IS U A L B E A R IN G S A s s ta ted a b ove, fix in g m eth ods va ry. B asic fix in g con s is ts of

m ore than one p os ition lin e ob ta in ed from ta kin g b ea rin gs
u s in g an a zim u th rin g on a compass. G yro or m a gn etic, the
b ea rin gs a re corrected to tru e, dra w n on th e ch a rt and the
p os ition show n. Th ree p os ition lin es a re the m inim u m
requ ired to en su re a ccu ra cy.
P oor vis ib ility or la ck o f d efin a b le vis u a l ob jects m a y p reven t

a th ree- b ea rin g fix b ein g made. In th is ca se ra da r- derived
ra n ges (dista nces) m a y b e in clu ded in the fix and u nder som e
circu m s ta n ces m a ke u p th e w h ole o f th e fix . In a n y case a m ix
tu re of vis u a l or ra d a r b ea rin gs and ra d a r ra n ges is a ccep t
ab le. O th er m eth ods m a y b e u sed— e.g., ru n n in g fix es (w hich
m a y b e in a ccu ra te as th ey depend on an elem en t o f D R) s ex
ta n t a n gles, etc.— b u t these a re s eld om u sed on m odern ships.
A n y good ch a rtw ork tex t b ook w ill give a w id e ra n ge o f less-
u sed fix in g methods.
E lectron ic p os ition fix in g m a y a ls o b e u sed, p a rticu la rly

w h ere th ere a re no shore- b ased ob jects to b e ob s erved and the
ra d a r coa s tlin e is in d is tin ct. W h ils t th ese s ys tem s a ppea r to
b e in fa llib le th e op era tor needs to h a ve a good u n dersta n din g
o f the p rin cip les and fa ilin gs o f th e electron ic s ys tem b eing
u sed, in ord er to a void a fa ls e sen se o f s ecu rity.
FRE Q U E N C Y F ix frequ en cy w ill h a ve b een d eterm in ed at the pla nning

sta ge. E ven so, this m a y h a ve to b e revis ed , a lw a ys b ea rin g in
m ind the m in im u m frequ en cy is su ch th a t the ship ca nnot be
a llow ed to get in to d a n ger b etw een fixes .
R E G U L A R ITY F ixin g needs n ot on ly to b e a ccu ra te and s u fficien tly

frequ en t, it also needs to be regu la r.
E S TIM A TE D P O S ITIO N Regu la r fix in g a ls o a llow s a fix to b e a d d ition a lly checked.

E ach tim e a p os ition has b een fixed , it is good p ra ctice to
es tim a te th e p os ition th a t the ship shou ld h a ve rea ch ed at the
n ext fix. P rovid in g fix in g is b ein g ca rried ou t a t regu la r in ter
va ls th is can ea s ily b e picked o ff as the d is ta n ce b etw een the
pres en t and th e p reviou s fix and checked a ga in s t the a n tici
pa ted speed. If the n ext fix coin cid es w ith the es tim a ted
p os ition (E P), th en th is a cts as an a d d ition a l check tha t the
ship is m a in ta in in g its tra ck and speed.
S hou ld the fix n ot coin cid e w ith the EP, then th e O O W is a w a re

th a t s om eth in g is eith er w ron g w ith th e ob ta in ed p os ition or
som e extern a l in flu en ce has a ffected th e ship. Th e fir s t a ction
is to check th e EP, th en check th e fix . If th ey a re b oth correct
then s om eth in g is in flu en cin g th e ship; eith er the cou rse
b ein g s teered is n ot th e one requ ired or th e en gin e revolu tion s
h a ve changed. If b oth th es e fea tu res a re in ord er then some
extern a l in flu en ce is a ffectin g th e ship, eith er the w in d has
cha nged d irection or s tren gth or the tid a l s trea m has
changed. Th e O O W is im m ed ia tely a w a re tha t s om eth in g is
in flu en cin g th e ship and can ta ke im m ed ia te a ction to correct
it.
SO UNDINGS It is a ls o good p ra ctice to ob s erve the echo- sou nder a t the

sa m e tim e as fix in g and w ritin g th is rea d in g on th e cha rt
b es id e th e fix . If th e ob s erved rea d in g is n ot the s a m e as that
exp ected from th e ch a rt then th e O O W is im m ed ia tely a w a re
th a t s om eth in g is n ot w ell. It m a y b e th a t th e ch a rt is w ron g;
it m a y b e th a t th e ship is s ta n d in g in to da nger.
CR OSS T R A C K ER R OR H a vin g fix ed th e p os ition th e O O W w ill b e a w a re o f w h eth er or

n ot th e ship is follow in g th e pla nned tra ck and w h eth er or not
th e ship w ill b e a t th e n ext w a yp oin t a t th e exp ected time. If
th e ship is d evia tin g from th e pla nned tra ck he m u st d eter
m in e w h eth er or n ot su ch d evia tion w ill cau se the ship to
sta nd in to d a n ger and w h a t a ction he s hou ld ta ke to rem ed y
th e s itu a tion . A p a rt from d evia tin g from tra ck to a void an
u nplanned h a za rd su ch as an a p p roa ch in g ship, th ere is
s eldom ju s tifica tion n ot to correct the d evia tion and get the
ship b a ck on to th e pla nned tra ck. Th e O O W m u st u se his
ju d gem en t as to h ow mu ch he needs to a lter cou rs e to retu rn
to tra ck, b ea rin g in m ind th a t even w hen he has retu rn ed to
th e pla nned tra ck he w ill need to lea ve s om e o f th e cou rse
correction on in ord er to com pen s a te the ca u se o f th e ea rlier
d evia tion .
INT ER NA T IO NA L Irres p ective o f th e pla nned pa ssa ge, no ship can a void
R EGULA T IO NS FOR con form in g w ith requ irem en ts o f the ‘Ru le o f th e Roa d ’.
P R EVENT ING Th es e ru les a re qu ite clea r, a re in tern a tion a lly a ccepted and
CO LLISIO NS A T SEA u n d ers tood b y m os t OO W s.
Ru le 16 s ta tes : ‘E very ves s el w h ich is directed to keep ou t of

th e w a y o f a n oth er ves s el sha ll, so fa r as pos s ib le, ta ke ea rly
and s u b s ta n tia l a ction to keep w ell clea r.’
D es pite th e requ irem en t to m a in ta in tra ck, Ru le 8 m a kes it

qu ite clea r th a t th e give- w a y ship m u st keep clear, eith er b y
a lterin g cou rse or if th is is im p os s ib le then b y redu cin g speed,
or a com b in a tion o f b oth th ese fa ctors . Prop er pla n n in g w ill
h a ve ensu red th a t the ship w ill n ever b e in a s itu a tion w h ere
su ch a ction ca n n ot b e taken.
In a rea s o f h ea vy tr a ffic and p rox im ity o f dangers, the person

h a vin g the conn w ill h a ve to hold a d elica te b a la nce o f other-
ship a void a n ce and pla nned tra ck m a intena nce. Th e p riority
w ill b e to a void collis ion , b u t n ot a t th e exp en s e of a
grou nding.
M O N I T O R IN G T H E S H I P ’S P R O G R E SS 45
N O N -N A V I G A T I O N A L S im ila rly, th e b rid ge tea m m u st n ever a llow the rea ction to an
EM ER GENCIES em ergen cy s itu a tion to so d om in a te th eir rea ction th a t the
ship is p oten tia lly h a za rd ed b y d ivertin g in to an a rea o f high
da nger. Aga in , the p la n n in g sh ou ld h a ve a llow ed for su ch con
tin gen cies b u t even the b es t plan ca n n ot a llow fo r every con
ceiva b le s itu a tion . S itu a tion a l a w a ren es s and ca refu l
a s s es s m en t o f th e s itu a tion , cou pled w ith p rin cip les o f b rid ge
tea m m a n a gem en t w ill h elp p reven t a b ad s itu a tion com
pou n din g and b ecom in g w ors e.
T IM E M A N A GEM EN T In th e even t th a t th e sh ip is a h ea d o f or b eh in d the planned

E TA a t th e n ext w a yp oin t, the O O W m u st u se his ju d gem en t
as to w h eth er he a d ju s ts the speed or not. In s om e insta nces,
as fo r exa m p le w h en it is im p era tive th a t th e s h ip ’s E TA is
critica l to m a ke a tide, then E TA s h a ve to b e adhered to.
In eith er of th e in s ta n ces cited a b ove, it w ill be th e p ra ctice of

th e ship or a t th e O O W s d is cretion as to w h eth er he a dvis es
the M aster.
L O O K O UT Th e O O W s s itu a tion a l a w a ren es s w ill b e im p roved b y b oth the

s tru ctu red m a n a gem en t o f th e tea m and his ow n s elf- d is ci
p lin e en s u rin g th a t he keeps a good p rofes s ion a l w a tch. Th is
w ill in clu de his con firm in g th a t a good look ou t is kept. A good
look ou t does n ot ju s t mean th a t he p ers on a lly keeps a good
vis u a l look ou t o f th e s h ip ’s su rrou n din gs.
Ru le 5 o f th e In tern a tion a l Regu la tion s fo r P reven tin g C olli

sion s a t S ea (1972, ra tified 1977) sta tes:
E v e ry v e s s e l s h a ll a t a ll tim e s m a in ta in a p ro p e r lo o k o u t by
s ig h t a n d he a rin g as w e ll as b y a ll a v a ila b le m e a n s a p p ro p
ria te in the p re v a ilin g circu m s ta n ce s and co n d itio n s s o as to
m a ke a f u ll a p p ra is a l o f the s itu a tio n a n d o f the ris k o f
co llis io n .
Th ou gh s p ecifica lly a d d res s in g collis ion the a b ove- qu oted

ru le a ls o a pplies if th e O O W is to m a in ta in his s itu a tion a l
a w a ren es s . Th e keep in g o f an efficien t lookou t needs to be
in terp reted in its fu lles t s en se and th e O O W needs to b e a w a re
th a t lookou t in clu des th e follow in g item s:
1 A con s ta n t and con tin u ou s a ll- rou nd vis u a l lookou t en a b

lin g a fu ll u n d ers ta n d in g o f th e cu rren t s itu a tion and the
p rox im ity o f da n gers , oth er sh ips and n a viga tion m a rks to
b e m a in ta in ed.
In s om e in s ta n ces , p a rticu la rly p oor vis ib ility, ra d a r w ill

g ive a b etter p ictu re o f th e s h ip ’s en viron m en t tha n actu a l
vis u a l ob s erva tion . H ow ever, u nless the O O W has
con s id era b le exp erien ce o f com p a rin g the ra d a r pictu re
w ith th e vis u a l scene he ca n n ot a u tom a tica lly in terp ret
his ra d a r pictu re. In a n y case, th e vis u a l scen e is the rea l
s cen e n ot an electron ic vers ion o f rea lity and th e O O W w ho
freq u en tly ob s erves th e scene ou ts id e the w in d ow s w ill
h a ve a b etter u n d ers ta n d in g o f and feel fo r th e w orld
a rou n d him.
2 V is u a l ob s erva tion w ill a ls o give an in s ta n t u pdate of

en viron m en ta l cha nges, p a rticu la rly vis ib ility and w ind.
3 V is u a l ob s erva tion o f th e com p a s s b ea rin g o f an en croa ch
in g oth er- sh ip w ill q u ick ly s h ow w h eth er or n ot its b ea rin g
is ch a n gin g and w h eth er or n ot it needs to b e con s id ered a
da nger.
4 V is u a l ob s erva tion o f ch a ra cteris tics o f ligh ts is th e on ly

w a y o f p os itively id en tifyin g th em and thu s in crea s es the
O O W s s itu a tion a l a w a ren es s .
5 Th e look ou t w ill a ls o in clu de the rou tin e m on itorin g o f

ship con trol and a la rm s ys tem s — e.g., regu la rly com p a r
in g s ta n d a rd and g yro com p a s s es and th a t th e correct
cou rse is b ein g steered.
6 E lectron ic aids shou ld n ot b e overlook ed or ign ored , u nder

a n y circu m s ta n ces , b u t it sh ou ld b e b orn e in m ind tha t
echo- sou nders, ra da rs, etc., a re a ids to n a viga tion , n ot
m erely s in gle means o f n a viga tion .
7 A ls o in clu ded in th e con cep t o f look ou t sh ou ld b e the

a d va n ta geou s u se o f VH F. Ju d iciou s m on itorin g o f the
a p p rop ria te ch a n n els m a y a llow th e ship to b e a w a re o f
s itu a tion s a ris in g lon g b efore it is a ctu a lly in th e a ffected
area.
8 A rou tin e shou ld b e es ta b lis h ed for m a jor cou rs e a lter

a tion s in clu din g:
’a C h eckin g a s tern p rior to a lterin g.
b C hecking, b oth vis u a lly and b y radar, a lon g th e b ea r

in g o f th e n ew tra ck.
The O O W ’s s itu a tion a l a w a ren es s w ill a ls o b e enha nced b y his ob s erva tion o f his
en viron m en t u sin g a ll a va ila b le means, n ot ju s t lim itin g h im s elf to th e rou tin e o f fix in g
and correctin g as d es crib ed a b ove.
UNDER K E E L Rou tin e ob s erva tion o f th e ech o- sou n der sh ou ld b ecom e one
CLEAR ANCE o f th e p rocedu res o f th e w a tch .
W A Y P O INT S B esides b ein g p oin ts n oted on th e ch a rt w h ere a ch a n ge o f

s ta tu s or an even t w ill occu r, w a yp oin ts a re a ls o good in d i
ca tors o f w h eth er th e ship is on tim e or not. If not, then s om e
th in g has occu rred or is occu rrin g w h ich has a ffected the
p a s s a ge and the O O W w ill ta ke s teps to correct this
occu rrence.
T R A N S I T S (R A N G E S ) Tra n s its a re often im p orta n t n a viga tion a l fea tu res , th ey can,

fo r exa m p le, b e u sed to cu e d ecis ion s su ch as a w h eelover,
b u t can a ls o b e u sed in a m ore p a s s ive role. Th e O O W can u se
a tra n s it to con firm th a t th e ship is on schedu le or th a t it is
rem a in in g on tra ck, p a rticu la rly w h en this occu rs a fter an
a ltera tion . O f its elf, th e con firm in g tra n s it m a y b e no m ore
th an a m in or occu rren ce b u t it w ill h elp the ob s erva n t O O W
con firm in his ow n m ind th a t a ll is w ell and as it shou ld be.
L EA DING LINES Lea d in g lin es — i.e., th e tra n s it o f tw o rea d ily id en tifia b le

la nd- b a sed m a rks on the exten s ion o f the requ ired grou nd
tra ck and u s u a lly sh ow n on th e ch a rt— a re u sed to en su re that
the ship is s a fely on the requ ired tra ck.
M O N I T O R I N G T H E S H I P ’S P R O G R E S S 47
NA T UR A L In som e in s ta n ces th e O O W m a y b e a b le to pick u p in form a l
L EA DIN G LINES lea d in g lin es — e.g., a n a vm a rk in lin e w ith an end o f la nd
w h ich w ill con firm th a t th e ves s el is on tra ck.
O b s erva tion o f a head m a rk and a qu ick m en ta l ca lcu la tion

w ill give an in d ica tion o f th e d is ta n ce th a t th e ship has d evia
ted from h er tra ck.
Required brg ~ ob served b rg x dist from ob ject (Miles) = dist o ff track in cables
6
A ltern a tively, th e off- tra ck d is ta n ce can be rea d ily eva lu a ted

b y lookin g dow n th e requ ired b ea rin g and es tim a tin g the d is
ta n ce b etw een th e h ea dm a rk and w h ere th e ob s erved b ea rin g
m eets the land. M an-made fea tu res su ch as cars, b u ses and
la m p p os ts can aid th is es tim a te.
CLJEA R ING M A R K S A s des crib ed in pla n n in g, clea rin g m a rks and clea rin g
& BEA R INGS b ea rin gs , w h ils t n ot b ein g con s id ered to b e a d efin itive fix,
w ill in d ica te to the O O W th a t his ship is rem a in in g in s a fe
w a ter.
R ISING/DIP P ING M a kin g a la n d fa ll or ru n n in g a lon g a coa s tlin e, ob s ervin g

DIST A NCES ris in g and d ip p in g d is ta n ces o f p ow erfu l ligh ts and m a rkin g
this on th e ch a rt w ith th e ob s erved b ea rin g can a ls o help
a ssu re the O O W th a t th e ship is in th e a n ticip a ted pos ition .
LIGH T SECT OR S Th e ch a n gin g colou rs o f s ectored ligh ts can a ls o b e u sed to

a d va n ta ge b y th e O O W and in certa in in sta n ces, w h ich the
O O W sh ou ld b e very a w a re of, w ill in d ica te th a t the ship is
s ta n d in g in to da n ger. On occa s ion the flick erin g s ector
ch a n ge can virtu a lly b e u sed as a b ea rin g. C are needs to b e
ta ken in icy w ea th er as s ectors can b ecom e in d is tin ct.
Chapte r 6
T EAM WOR K
IMO Res olu tion 285 requ ires th a t th e O O W ‘en su res th a t an efficien t look ou t is m a in
ta in ed ’ b u t con cedes th a t ‘th ere m a y b e circu m s ta n ces in w h ich th e o fficer o f th e w a tch
can s a fely b e th e s ole look ou t in d a ylig h t.’
H ow ever: ‘W h en th e o fficer o f th e w a tch is a ctin g as th e s ole look ou t he m u s t n ot h es ita te

to s u m m on a s s is ta n ce to th e b rid ge, and w hen for a n y rea s on he is u na b le to g ive his
u n d ivid ed a tten tion to th e look ou t su ch a s s is ta n ce m u s t b e im m ed ia tely a va ila b le.’
(A n n ex В 2.) It is n orm a l p ra ctice to h a ve th e u n certifica ted w a tch keep er w ork in g in the
vicin ity o f th e b rid ge w h ere he can b e ca lled sh ou ld he b e requ ired . A t n igh t th e lookou t is
n orm a lly on th e b rid ge ca rryin g ou t his exclu s ive lookou t du ties.
U nder certa in con d ition s th e O O W m a y b e th e on ly p ers on a ctively en ga ged in th e n a viga

tion o f th e ship. Th e s teerin g m a y b e in a u tom a tic and th e lookou t en ga ged in du ties
a rou fid th e b rid ge area. Th ere is no a p p a ren t ca ll fo r tea m w ork; the O O W w ill b e p ers on a lly
res p on s ib le fo r a ll a s p ects o f s a fe n a viga tion . N everth eles s , he w ill b e requ ired to w ork
w ith in a fra m ew ork o f s ta n d in g and s p ecific ord ers so th a t th e M a s ter w ill b e con fid en t
th a t th e w a tch is b ein g kep t to his, and th e com p a n y’s, sta nda rds.
Th e s in gle w a tch keep er s ta tu s m a y ch a n ge a t s h ort n otice. If th e O O W b ecom es en ga ged

in du ties w h ich requ ire him to forg o his ob liga tion s as lookou t then he w ill h a ve to ca ll his
u n licen sed w a tch s ta n d er to ta ke th a t role. H ere w e h a ve th e fir s t b a s ics o f tea m w ork.
It is the res p on s ib ility o f the O O W to ens u re th a t th e sea m a n a s s ign ed w a tch keep in g

du ties:
1 Has been p rop erly in s tru cted in lookou t du ties as to w h a t is exp ected o f him.
2 Kn ow s h ow to rep ort ob s erva tion s .
3 Is a d equ a tely cloth ed and p rotected from th e w ea th er.
4 Is relieved as freq u en tly as n eces s a ry.
Th e w a tch keep in g officer m a y requ ire a m an on th e w h eel in a d d ition to th e lookou t. It is

the res p on s ib ility o f th e O O W to see th a t th e ves s el is s a fely and efficien tly steered.
W e a re n ow in a s itu a tion requ irin g a fa ir a m ou n t of orga n is a tion and coop era tion . Th e
w a tch o fficer s till has th e res p on s ib ility for the w a tch b u t has to u se and rely u pon the
a s s is ta n ce o f tw o oth er people. It is his res p on s ib ility to ens u re th a t th ey a re a w a re o f th eir
du ties and ca rry them ou t in a m a n n er w h ich w ill en h a n ce th e s ta n d a rd o f th e w a tch.
Alth ou gh n eith er person , in th is case, s h ou ld fin d the du ties p a rticu la rly on erou s or d iffi
cu lt, th e w a tch o fficer s till needs to ens u re th a t ord ers a re correctly follow ed — e.g., helm
ord ers a re com p lied w ith as requ ired , n ot as th e h elm s m a n th in ks fit.
U nder certa in circu m s ta n ces th e O O W m a y fin d it is n eces s a ry to ca ll th e M a s ter to the

b ridge. Th is m a y b e b eca u se th e p rep la n n in g requ ires th e pres en ce o f the M a s ter on the
b rid ge or th e M a s ter’s s ta n d in g or n igh t ord ers h a ve requ ired him to b e ca lled u nder the
d evelop in g circu m s ta n ces or b eca u se th e O O W has rea lis ed th a t the s itu a tion needs the
exp erien ce and exp ertis e o f th e M aster.
C a llin g th e M a s ter to the b rid ge w ill n ot tra n s fer th e conn from the w a tch o fficer to the
m a ster. U n til su ch tim e as th e M a s ter a ctu a lly decla res th a t he has th e conn th e O O W m u st
s till ca rry ou t his du ties as he w a s p rior to th e M a s ter’s a rriva l. O nce th e M a s ter ha s taken
th e conn, and th e even t logged , th en th e w a tch o fficer m oves in to a s u p p ortive role, b u t is
s till res p on s ib le fo r th e a ction s o f his w a tch m em b ers.
It is n ow n eces s a ry to d efin e the role o f th e in d ivid u a l tea m m em b ers. Q u ite ob viou s ly this
w ill to a la rge exten t depend u pon th e in d ivid u a ls in volved and th e p ra ctice o f th e ship, b u t
T EAM WOR K 49
u nless each in d ivid u a l’s role is u n d ers tood b y a ll in volved th ere w ill b e overla p p in g or a
p os s ib le ign orin g o f certa in fu n ction s . Tea m w ork w ill depend u pon the follow in g role
s u gges tion s b ein g ca rried ou t.
Th e M a s t e r con trols m ovem en t o f th e ves s el in a ccorda n ce w ith th e Ru le of th e Road and

recom m en ded tr a ffic schem es, regu la tes th e cou rs e and speed and s u p ervis es th e s a fe
n a viga tion o f th e ves s el and co- ordin a tes and s u p ervis es the overa ll w a tch orga n is a tion .
Th e W a t c h o f f i c e r con tin u es to n a viga te th e ship rep ortin g releva n t in form a tion to the
M a ster, en s u rin g th a t su ch in form a tion is a ckn ow led ged . H e w ill fix th e ves s el and a d vis e
the conn of th e p os ition and oth er in form a tion . He w ill m on itor th e execu tion o f helm and
en gin e orders, co- ord in a te a ll in tern a l and extern a l com m u n ica tion s , record a ll requ ired
en tries in logb ook s and p erform oth er du ties as requ ired b y th e M aster.
Th e lookou t and helm s m a n w ill s till b e ca rryin g ou t th eir du ties, as a b ove.
U nder certa in circu m s ta n ces , th e M a s ter m a y con s id er it n eces s a ry to h a ve th e su pport o f

tw o n a viga tin g officer s — one as OO W , th e oth er as b acku p. Th e M a s ter’s res p on s ib ilities
w ill b e as a b ove, b u t th e res p on s ib ilities o f the tw o officers w ill requ ire ca refu l d efin ition .
It is ob viou s th a t a s cen a rio requ irin g tw o w a tch officers s u p p ortin g the M a s ter w ill in d i
ca te th a t th e ship is in a ver y h igh ris k s itu a tion .
Prob a b le fa ctors w ill be:
1 N a rrow m a rgin s o f s a fety requ irin g very ca refu l tra ck m a intena nce.
2 Redu ced u n derkeel clea ra nce.
3 H ea vy tra ffic.
4 P oor vis ib ility; or a n y com b in a tion o f s im ila r fa ctors .
Th e OOW w ill s till ca rry ou t his du ties as d efin ed a b ove and b e gen era lly res p on s ib le fo r
the n orm a l ru n n in g o f th e w atch.
Th e a d d ition a l o ffic e r ’s role w ill b e to p rovid e th e M a s ter w ith radar- b ased tra ffic
in form a tion and to g ivin g gen era l b a cku p to th e O O W on th e cha rt. Th is w ill inclu de
p rovid in g th e ch a rt w ith n a viga tion a l in form a tion as requ ired, con firm in g im p orta n t
n a viga tion a l d ecis ion s and cop in g w ith b oth in tern a l and extern a l com m u n ica tion s .
It is d ifficu lt to es ta b lis h ha rd and fa s t ru les a b ou t h ow the ta sks o f th e b rid ge tea m shou ld

be d is trib u ted . It w ill depend u pon the a b ilities and ch a ra cters o f the p ers on n el in volved ,
the circu m s ta n ces requ irin g th e a d d ition a l pers on n el in volvem en t and th e la you t o f the
b ridge. Th e im p orta n t th in g to b ea r in m ind is th a t ea ch m em b er o f th e tea m kn ow s the role
th a t he is requ ired to ca rry ou t and the roles o f oth er m em b ers o f the team. A s s ta ted a b ove
this w ill preclu de u n n eces s a ry d u p lica tion o f ta s ks and, m ore im p orta n tly, en su re tha t
oth er ta s ks a re n ot ign ored or overlooked .
INF OR M A T ION F L O W
IN F O R M A TIO N F L O W B E TW E E N C O N N IN G O FFIC E R, O O W ,
A D D ITIO N A L O FFIC E R, L O O KO U T A N D H E LM S M A N
Th is in form a tion flow m a y b e m od ified b y b rid ge design, a u tom a tion or regrou p in g
o f p ers on n el—Th e in form a tion dem a nds, h ow ever, rem a in th e same.
T EAM WOR K 51
IL L UST R A T IV E CA SE ST UDY
Th e tim e is 0100. Th e ship has m a de a s a fe la n d fa ll and is a p p roa ch in g th e d es tin a tion

port. Th e E TA a t the p ilot s ta tion w a s con firm ed a t 1800 th e p reviou s even in g and it w a s
a greed th a t th e p ilot w ou ld b oa rd a t 0300. Th e p ilota ge to th e b erth is exp ected to ta ke
a b ou t on e hou r. Th e w ea th er is fin e and clea r and h igh w a ter a t th e b erth is a t 0330, thu s
a llow in g th e ship to b erth on th e fir s t o f th e eb b .
Th e S econ d M a te is on w a tch w ith his s ta n d b y ra tin g and end o f sea p a s s a ge is schedu led
fo r 0200. Th e M a s ter has left n igh t ord ers to b e ca lled a t 0130. Th e a n ch ors w ere clea red
th e p revou s a ftern oon and the p ilot la d d er has b een pu t on deck, rea d y fo r u s in g on eith er
side. Th e en gin e con trol room has b een m a nned s in ce 2200 and th e en gin eers h a ve b een
a d vis ed th a t E O P is a t 0200.
Th e S econ d M a te is fix in g th e s h ip ’s p os ition at 20- m in u te in terva ls u s in g Lora n C w ith

vis u a l b ea rin g con firm a tion and is ru n n in g a s tra igh t lin e p a ra llel in d ex on th e ra d a r for
con tin u ou s off- tra ck d etection .
0 130 Th e O O W ca lls th e M a s ter as p er n igh t orders , a d vis in g h im th a t th e voya g e is goin g

as schedu led and th a t th ere is ligh t tr a ffic in the vicin ity.
Th e O O W con firm s w ith th e en gin eroom th a t th e ship is on s ch edu le and th a t

red u ction from sea speed w ill s till b e a t 0200.
Th e O O W in form s his s ta n d b y man, a t p res en t a ctin g as lookou t, th a t th ey are

a p p roa ch in g th e p ort and to keep a ca refu l look ou t fo r s m a ll in s h ore cra ft su ch as
fis h in g b oa ts and th a t an a d d ition a l crew m em b er w ill b e requ ired a t 0200 for
b rid ge du ties.
0145 Th e M a s ter com es to th e b rid ge, a cqu a in ts h im s elf w ith th e s itu a tion on the chart,
th e O O W h a vin g fix ed th e p os ition o f th e ship on ly five m in u tes b efore and then
ta kes his cu s tom a ry p os ition a t th e cen tre w in d ow . Th e O O W a d vis es th e M a s ter o f
the p res en t s itu a tion and a ga in con firm s th a t everyth in g is ru n n in g a ccord in g to
plan. Th e O O W con tin u es his w a tch res p on s ib ilities as if th e M a s ter w ere n ot on the
b rid ge.
0150 M a ster: ‘S econd M ate, 1 h a ve th e con n .’
Th e O O W con firm s th e cou rs e and speed, a d vis es the M a s ter o f a n y tr a ffic th a t is

of in teres t and logs th e even t.
Th e M a s ter is n ow in th e s itu a tion th a t he w ill b e g ivin g th e con n in g ord ers and the
O O W m on itorin g and con firm in g th es e ord ers and a d vis in g th e M a s ter as
a p p rop ria te.
0159 Th e O O W fix es th e p os ition o f th e ship.
OO W : ‘C aptain, la s t fix s h ow s ship on tra ck. Pla n n ed redu ction to m a n oeu vrin g
fu ll ahead a t 0 2 0 0 .’
0200 M a ster: ‘C on firm ed ’ and rin gs th e telegra p h to redu ce from fu ll sea speed to
m a n oeu vrin g fu ll ahead.
S ta n d b y sea m a n com es to b rid ge and s teerin g gea r is ch a n ged from a u tom a tic to
m a nu a l and the w h eel is manned. Th e h elm s m a n m oves th e w h eel and con firm s
th a t th e s teerin g is n ow u nder manu al con trol.
0205 O O W : ‘A s pla nned I h a ve now ch a n ged the fix p eriod to 10 m in u tes and w ill b e
fix in g u s in g ra da r and vis u a l.’
Th e O O W w ill n ow b e s p en d in g m ore tim e a t th e ch a rt, fix in g m ore f requ en tly and a d vis in g
th e M a s ter o f the p rogres s o f the ship, b oth releva n t to th e pla nned tra ck and d is ta n ce to
ru n, speed and E TA a t th e p ilot s ta tion . He w ill a ls o b e u p d a tin g th e p a ra llel in d ex
on the a p p rop ria te ra d a r so th a t the M a s ter can a cqu a in t h im s elf w ith the
s itu a tion . B oth th e O O W and the M a s ter w ill b e u s in g the ra da rs to m on itor tra ffic.
0215 Th e O O W ca lls a d d ition a l (p reviou s ly w a rn ed ) crew fo r p ilot s ta tion and a n ch or

s ta n d b y du ties in 30 minu tes.
0220 O O W : ‘La s t fix s h ow s ves s el d riftin g s lig h tly righ t o f tra ck. S u gges t a lter cou rse to
03 5 ° T. D is ta n ce to ru n to p ilot s ta tion 5 m iles, s u gges t redu ce speed to h a lf ahead. ’
M a s ter a ckn ow led ges , corrects cou rs e and b rin gs telegra p h to h a lf ahead.
0230 OOW : ‘F ix con firm s sh ip has rega in ed tra ck, s u gges t you s teer 039 ° T .’
M a s ter con firm s and a dju s ts cou rs e as releva n t.
,OOW: ‘W e a re on E TA, plan n ow requ ires speed o f on ly 5 kn ots, s u gges t you redu ce
to s low ahead. D o you w is h m e to con firm p ilot b oa rd in g.’
M a s ter a ckn ow led ges and redu ces to s low ahead.
M a ster: ‘Yes, con firm E TA w ith p ilot and ask his p referred b oa rd in g speed and
w h ich side he w a n ts the lee.’
0235 O O W con firm s p ilot b oa rd in g on V H F and d is cu s s es b oa rd in g speed and pilot

approa ch. He a ls o d es p a tch es s ta n d b y man/lookou t to p rep a re th e p ilot la d d er as
a p p rop ria te and to a d vis e releva n t crew m em b ers to sta n d b y forw a rd and clea r the
anchors.
0240 D u e to p rox im ity o f m a rgin s o f s a fety fix tim e is n ow redu ced to 6 m inu tes, p a ra llel
in d exin g s till b ein g u sed to con firm tra ck m a in ten a n ce. S peed is redu ced to dead
s low ahead, u sin g the sa m e proced u res as b efore.
0245 S ta n d b y man retu rn s and a d vis es th a t th e p ilot la d d er and a n cilla ry gea r is rigged
as requ ired.
Th e O OW a d vis es en gin eroom o f im m in en ce o f p ilot b oa rdin g.
0250 O O W : ‘Looks like th e p ilot ves s el a p p roa ch in g. D o you w a n t m e to go dow n to m eet

the p ilot.’
M a ster: ‘Yes, b u t ta ke a ra d io w ith you and keep m e in form ed and get one o f the
a n ch or p a rty to m eet you th ere to hau l the la d d er b a ck in .’
0252 Th e O O W fix es th e s h ip ’s p os ition and rem in d s the M a s ter th a t th e plan w a s th a t

th e en gin es w ou ld b e s top p ed b u t speed w ou ld b e kep t at a b ou t fou r knots. Th e
O O W lea ves b rid ge to ch eck th e p ilot b oa rd in g a rra n gem en ts and to m eet th e p ilot.
0256 P ilot b oa t a lon gs ide.
0257 P ilot on deck: the O OW a d vis es th e M a s ter on th e b rid ge via his ra dio th a t th e p ilot
is ab oard.
0300 P ilot on th e b rid ge: the O O W con firm s s h ip ’s p os ition and s a fety and tem p ora rily
resu m es th e conn w h ils t th e M a s ter and p ilot discu ss th e s h ip ’s p a rticu la rs and the
p ilo t’s a n ticip a ted plan.
0305 P ilot ta kes conn and ship p roceed s in to the p ort area. Th e M a s ter s till has the
res p on s ib ility fo r the s a fety o f th e ship and th e O O W con tin u es w ith his m on itorin g
role as b efore.
T EAM WOR K 53
Th e a b ove s cen a rio does n ot a ttem p t to sh ow h ow a s h ip ’s b rid ge w ill n eces s a rily b e orga n
ised. It does, h ow ever, s h ow the la rge nu m b er o f in tera ctive even ts w h ich m a y occu r w hen
a ship is in, w h a t is to m os t s ea fa rers , a rela tively rou tin e and s tra igh tforw a rd s itu a tion.
Th e a ctu a l p rocedu res exercis ed a t the p ilot b oa rd in g m a y va r y con s id era b ly from ship to
ship. Pres en t requ irem en ts a re th a t em b a rka tion and d is em b a rka tion o f a p ilot shou ld be
s u p ervis ed b y a res p on s ib le o fficer o f th e ship.
In tryin g to com p ly w ith th is, th e p ers on n el in volved need to b e a w a re th a t th e M a s ter w ill

b e a lon e on th e b rid ge w h ils t th e O O W is m eetin g the p ilot or th a t a n oth er o fficer needs to
b e ca lled s p ecifica lly fo r th is task. In the fir s t in s ta n ce the M a s ter w ill m a ke su ch a d eci
sion b ased u pon the con d ition s a t th e tim e. It w ou ld be u n w ise to lea ve th e b rid ge w ith ou t
an O O W in a s itu a tion su ch as h ea vy tra ffic, n a rrow m a rgin s o f s a fety, s tron g tides or a n y
com b in a tion o f su ch fa ctors , p a rticu la rly as u nder su ch con d ition s the a ctu a l em b a rk
a tion o f the p ilot cou ld b e dela yed. C a llin g an a d d ition a l o fficer m a y w ell b e a b etter a lter
n a tive, p a rticu la rly if he has eith er ju s t gon e o ff w a tch or is requ ired s h ortly. W h ils t the
fin a l d ecis ion is a t the d is cretion o f the M a ster, th e circu m s ta n ces shou ld h a ve b een
a llow ed for and in clu ded a t th e p la n n in g sta ge.
In a n y circu m s ta n ces w h ere th e M a s ter has th e conn, it is th e d u ty of th e O O W and a n y

oth er p ers on n el en ga ged in w a tch keep in g to p rovid e the M a s ter w ith s u fficien t in form
a tion to en a b le him to m a ke decis ion s a p p rop ria te to the s itu a tion . M ost o f th ese d ecision s
w ill b e b a sed u pon th e origin a l plan, b u t it is n ot s olely the M a s ter’s d u ty to see th a t ever y
th in g is goin g a ccord in g to pla n or oth erw is e. Th a t d u ty is sh a red w ith th e M a s ter b y the
OO W w ho, b y regu la rly fix in g th e s h ip ’s p os ition , con firm s th a t th e origin a l tra ck is b ein g
m a inta ined. It is a ls o his d u ty to con firm th a t ord ers given b y the M a ster, n ot ju s t n a vi
ga tion a l orders , b u t a ll a s pects o f ship con trol, a re ca rried ou t as requ ired. M os t im p ort
a n tly, it is fo r th e O O W to a d vis e the M a s ter w h en he, th e O O W , con s id ers th a t th in gs are
n ot goin g a ccord in g to plan or w hen a ch a n ge o f circu m s ta n ces occu rs.
DEBR IEF
W h en ever p os s ib le a fter th e s u cces s fu l com p letion o f a p a s s a ge th e op p ortu n ity shou ld be

taken b y the m a s ter to dis cu s s th e p la n n in g and execu tion o f the pa s s a ge w ith his team
mem b ers. Pos s ib le w ea kn es s es sh ou ld b e op en ly a d m itted so th a t th ey m a y b e corrected
or a llow ed for in fu tu re pla n n ed passa ges.
Su ch d eb rief need n ot ta ke lon g and on ce the correction s to the plan h a ve b een m ade it can
b e s a ved fo r fu tu re u se. In s om e in s ta n ces — fo r exa m ple, w h ere the ship freq u en tly vis its
a certa in p ort or regu la rly tra n s its an a rea — it m a y b e fou n d a d va n ta geou s to keep the
ch a rts and n oteb ooks as th ey are. U nless m a jor ch a n ges a re m a de to th e cha nnels or
na va ids, etc., a pla nned p a s s a ge w ill u s u a lly hold good fo r fu tu re vis its , a ccep tin g th a t
m eteorologica l and tid a l d ifferen ces a lw a ys h a ve to b e a llow ed for.
S ome ships regu la rly tra d in g to th e s a m e p orts fin d it u s efu l to h a ve tw o sets o f ch a rts, one
for th e in w a rd pa s s a ge and on e fo r th e ou tw a rd passage.
Pa s s a ge plans can ea s ily b e held in a com p u ter da ta b a se, a llow in g fo r each extra ction and
correction w hen requ ired. S h ip ow n ers and m a n a gers can u se da ta b a se- held pla n n in g to
th eir a d va n ta ge in th a t th is s ys tem a llow s for s im p le s ta n d a rd is a tion th rou gh ou t a fleet.
Pla n s to the ow ners/ m a na gers ow n s ta n da rds can b e m ade and d espa tch ed to a ll o f the
com p a n y’s ships, s a vin g a d u p lica tion o f e ffo r t and en s u rin g th a t th e correct in form a tion
and requ irem en ts a re a va ila b le. C om pu ter a ccess w ill then a llow th e plans to b e ea s ily
m od ified in the ligh t o f th e p reva ilin g circu m s ta n ces a t very s h ort notice.
Chapte r 7
N A V I G A T I N G W I T H A P I L O T ON BO A R D
Th e rela tion s h ip b etw een th e s h ip ’s tea m and an em p loyed p ilot is d ifficu lt to defin e.
Th e s h ip ’s M a s ter is ch a rged w ith the res p on s ib ility fo r the s a fety o f the ship; p ilots a re
en ga ged to a s s is t w ith n a viga tion in con fin ed w a ters and to fa cilita te p ort approach,
b erth in g and depa rtu re. Th e M a s ter has th e u ltim a te res p on s ib ility and has the righ t to
ta ke over from th e p ilot in th e ra re even t o f th e p ilo t’s in exp erien ce or m is ju dgm en t. In
pra ctice, the M a s ter m a y fin d h im s elf in a p os ition w h ere he is n ot h a p p y a b ou t th e w a y the
pa ssa ge is b ein g con du cted b y the p ilot, yet is in no p os ition to even qu ery the p ilot’s
a ction s as he, th e M a ster, has no idea as to w h a t shou ld b e happening.
Id ea lly, th e M a s ter and his tea m w ill b e a w a re o f the p ilot’s in ten tion s and b e in a p os ition
to b e a b le to qu ery his a ction s a t a n y s ta ge o f the pa ssa ge. Th is can on ly b e b rou gh t ab ou t
b y:
1 Th e b rid ge tea m b ein g a w a re o f the d ifficu lties and con s tra in ts o f the p ilota ge area.
2 Th e p ilot b ein g a w a re o f th e ch a ra cteris tics and p ecu lia rities o f the ship.
3 Th e p ilot b ein g made fa m ilia r w ith the equ ip m en t a t his d is pos a l and a w a re o f the
d egree o f s u p p ort he ca n exp ect from th e s h ip ’s person n el.
U n fortu n a tely th is is n ot th e w a y th a t th in gs h a ve d evelop ed . B oa rd in g a s tra n ge ship,

p ilots often feel th a t th ey a re u nsu pported. Th ey kn ow th a t th e n ext p a rt o f the pa s s a ge is
goin g to b e en tirely u p to th em s elves and con s equ en tly get on w ith and m a ke th e b es t o f a
b a d job .
E qu a lly, the O O W m a y feel th a t he is exclu ded from even ts . He d oes n ’t kn ow w h ere the
ship is goin g, h ow it is to get there, n or w h a t is exp ected from him. C on sequ en tly, he is very
lik ely to los e in teres t.
Su ch in s ecu rities and dou b ts can qu ite ea s ily b e overcom e b y th e s h ip ’s tea m op era tin g a
con s is ten t s ys tem .
P LA NNING A w ell pla nned p a s s a ge w ill n ot s top at th e p ilot b oa rd in g

area. Th e p la n n in g w ill con tin u e from sea to b erth, or vice
vers a , the b oa rd in g o f the p ilot b ein g p a rt o f th e pla n. The
a rea s w h ere th e p ilot a ctu a lly has th e conn w ill s till h a ve b een
pla nned b y th e n a viga tor. Th is en a b les th e M a s ter and OOW
to com pa re th e p rogres s o f th e ship w ith the pla nned tra ck
and a ls o en a b les th em to b e a w a re o f the con s tra in ts and
oth er d eta ils o f the pa ssa ge. A b ort and con tin gen cy pla nning
w ill a s s is t shou ld th e ship exp erien ce n a viga tion a l or oth er
prob lem s.
M A ST ER /P IL O T A s s ta ted a b ove, the M a s ter m a y not b e a w a re o f th e area, the

INF O R M A T IO N p ilot u n a w a re of th e p ecu lia rities o f th e ship. Th es e prob lem s
EX CHANGE can b e m in im is ed b y es ta b lis h in g a rou tin e M aster/pilot
exch a n ge. W hen th e p ilot en ters the b rid ge it is good pra ctice
for the M a s ter to m a ke tim e fo r a b rief d iscu ssion w ith the
p ilot. Th e M a s ter m a y need to d elega te the conn to the O O W or
oth er officer, as a p p rop ria te, in ord er to discu ss the intended
pa s s a ge w ith the p ilot. Th is w ill inclu de su ch item s as the
p ilot’s pla nned rou te, his a n ticip a ted speeds and E TAs , b oth
e n rou te and at the des tin a tion , w h a t a s s is ta n ce he expects
from th e shore, su ch as tu gs and V TS in form a tion and w h a t
con tin gen cies he m a y h a ve in mind.
N A V IG A T IN G W IT H A PILO T 55
For his pa rt, th e M a s ter needs to a d vis e th e p ilot o f the
h a n d lin g ch a ra cteris tics o f his ship, in p a rticu la r a n y
u nu su al fea tu res and releva n t in form a tion su ch as a n ch or
con d ition , en gin e typ e and con trol and pers on n el a va ila b ility.
M u ch o f th is in form a tion can b e rea d ily a va ila b le on a
M ast e r/p ilo t e x c h a n g e f o rm .
W h en th ese b roa d ou tlin es h a ve b een es ta b lis h ed , th e p ilot

w ill n ow need to b e a cqu a in ted w ith th e b rid ge, a greein g
a b ou t h ow his in s tru ction s a re to b e execu ted (does he w a n t to
h a ndle the con trols or w ou ld he ra th er lea ve th a t to one o f the
s h ip ’s s ta ff), w h ere th e V H F is s itu a ted and h ow to cha nge
ch a n n els and w h ich ra d a r is a va ila b le fo r his u se. In p a rticu
la r he needs to b e a d vis ed o f th e pres en t m ode o f the radar.
Th e p ilot is n ow b etter p la ced to ta ke th e conn.
, Th e a b ove w ill ob viou s ly depen d u pon m a n y fa ctors .
1 Th e p os ition o f th e p ilot b oa rd in g area. O ften this is su ch

th a t th ere w ill b e little tim e b etw een th e p ilot a ctu a lly
en terin g th e b rid ge and ta k in g th e conn.
2 Th e speed o f th e sh ip a t th e p ilot b oa rd in g area. Th is too

cou ld lim it tim e a va ila b ility.
3 E n viron m en ta l con d ition s su ch as p oor vis ib ility, s tron g

w in ds , rou gh seas, s tron g tid es or h ea vy tr a ffic m a y
in h ib it th e exch a n ge.
If the exch a n ge has not b een ca rried ou t fo r a n y rea son, even grea ter ca re w ill need to be
exercis ed b y th e b rid ge tea m . Th is s itu a tion shou ld b e a void ed if a t a ll possib le.
R ESP O NSIBILIT Y D es p ite th e p res en ce o f th e p ilot, th e M a s ter is s till res p on s

ib le fo r the s a fety o f th e ship. Th e p ilot is th e loca l exp ert and
w ill ob viou s ly con du ct th e ship to th e b es t o f his a b ility,
a d vis in g th e M a s ter as n eces s a ry and u s u a lly a ctu a lly
con d u ctin g the pa ssa ge. Th is a p p lies w h eth er the p ilota ge is
volu n ta ry— i.e., th e M a s ter has requ es ted a s s is ta n ce—or
com p u ls ory— i.e., th e ship is requ ired to ta ke a loca l p ilot
w ith in d efin ed areas.
F requ en tly th e M a s ter w ill rem a in on th e b rid ge d u rin g the

p ilota ge. Th is ob viou s ly w ill depend on th e circu m s ta n ces . In
th e even t o f a lon g p ilota ge it w ou ld n ot b e p ra ctica b le for the
M a s ter to rem a in th rou gh ou t. In th is ca s e he m u st rem em b er
to d elega te his a u th ority to a res p on s ib le officer, p rob a b ly the
OO W , ex a ctly as he w ou ld a t sea.
In a n y ca se th e M a s ter is in a p oor p os ition to qu es tion the

p ilot rega rd in g th e p rogres s o f the ship or its s itu a tion a t a n y
m om en t, u nless he, th e M a ster, kn ow s w h a t shou ld be
h a p p en in g a t th a t time.
M ONIT OR ING Th e s h ip 's p rogres s needs to b e m on itored w hen th e p ilot has

th e conn ex a ctly as it has to b e u nder a n y oth er con dition s.
S u ch m on itorin g needs to b e ca rried ou t b y the OOW , and
d evia tion s from th e pla n n ed tra ck or speed ob s erved and the
M a s ter m a de a w a re ex a ctly as if he had the conn. From su ch
in form a tion th e M a s ter w ill b e in a p os ition w h ere he can
qu es tion p ilota ge decis ion s w ith d ip lom a cy and con fiden ce.
Chapte r 8
A U T O M A T I O N OF B R I D G E S Y S T E M S
Th e qu es t fo r s a fer m ea ns o f n a viga tion has exis ted since p reh is toric tim es and relia b ility
on ocea n pa ssa ges on ly b eca m e p os s ib le a fter th e d evelop m en t o f the sexta n t,
ch ron om eter and almanac.
In m ore recen t tim es, s a tellite s ys tem s h a ve p rovid ed an a u tom a tic read ou t a ccu ra te to
a b ou t 100m, w h ils t th e s h ip s ’ s ys tem s h a ve im p roved w ith m ore a ccu ra te gyro
com pa sses, log s ys tem s and s teerin g gea r. Th e ra d a r has b een d evelop ed to p rovid e tru e
m otion and a u tom a tic p lottin g. Th e p res en ta tion o f the s h ip ’s p os ition on an electron ic
ch a rt is n ow pos s ib le.
A t fa ce va lu e it m igh t b e exp ected th a t collis ion s and s tra n d in gs w ere yes terd a y’s
prob lem s, b u t th e fa ct rem a in s th a t th eir level o f in cid en ce rem a in s s ign ifica n t.
Th e th es is o f th is b ook is n ot d irected tow a rd s tech n ology b u t tow a rd s p eop le and the w a y

people h a ve to b e p rep a red in a dva n ce in ord er to b e a b le to eva lu a te th e m ea n in g o f
d is p la ys and p rin tou ts . M odern equ ip m en t is n ot error- p ron e or in a ccu ra te— gen era lly the
p erform a n ce s ta n da rds a re excellen t— b u t if th e op era tor fa ils to com preh en d th e s ig n ifi
cance o f th e in form a tion a p oten tia lly da n gerou s s itu a tion m a y develop.
G ood sea m a n sh ip m u st com e fir s t and m u st be p a rt o f a ll o fficer s ’ tra in in g for it is tha t

sense o f a w a ren es s w h en th in gs a re goin g w ron g and the exp ertis e to rem ed y th e s itu a tion
u pon w h ich th e n a viga tor m u st depend.
H I G H -S P E E D C R A F T M ost high- speed cra ft op era te b etw een tw o term in a ls a s h ort

d is ta n ce a pa rt; th eir m ain concern fo r s a fe n a viga tion is colli
sion a void a n ce and th is is a ch ieved d irectly from the radar. In
res tricted vis ib ility and a t n igh t, to en su re s a fety, specia l
n igh t vis ion equ ip m en t is fitted and th e ra d a r is manned con
tin u ou s ly w h ils t th e p ilot has an u n res tricted view forw a rd .
F ER R IES Ferries op era te on regu la r rou tes w h ere n a viga tion a l con trol
can assu m e a va riety o f m ethods. For exa m p le, on a cros s
s tra it ferry, th e n a viga tion w ill u s u a lly b e ca rried ou t on the
ra d a r screen on w h ich is s u perim pos ed th e key n a viga tion a l
fea tu res o f the s u rrou n din g area, in clu d in g tr a ffic s ep a ra tion
sch em es and en try channels.
R EGULA R T R A DER S S hips con tin u a lly op era tin g on a s h u ttle ru n clea rly do not
INCL UDING L INER S need to repla n every voya ge. O nce the key elem en ts o f the
n a viga tion a l p rob lem a rea s h a ve b een recogn is ed, then
ta kin g in to a ccou n t w ea th er and tid a l in form a tion , s a tn a v
su p p orted b y ra d a r p a ra llel in d ex m a y b e s u fficien t to meet
a ll the criteria o f a w ell m a n a ged s ys tem . On s om e ships a
‘revers ib le’ tra ck p lotter w orks th rou gh a ca s s ette tape,
w h ich can a ls o b e u sed as a ‘record er’ if requ ired su b sequ ent
to an incident.
OPEN M A R K ET In con tra s t to the lin er s ervices w h ere the rou te pla n n in g can
T R ADER S be p repa red b etw een fix ed a rea s or p a rticu la r des tin a tion s ,
th os e on b oa rd tra m p ships h a ve to b e ab le to prepa re a
pa s s a ge plan, often a t s h ort n otice a n yw h ere in the w orld.
Th is pla ces a con s id era b le extra b u rden on the ship. It mu st,
for exa m ple, ca rry a w orld w id e p ortfolio o f ch a rts and tim e
m u st b e m a de a va ila b le to keep th em up to date. In form a tion
ab ou t ports, s ervices , p ilota ge, p reva ilin g w ea th er, tides,
ligh ts and ra dio aids need to b e a va ila b le. S hips and com pa n
ies shou ld b e en cou ra ged to m a in ta in p ort files o f th eir ow n so
th a t dra u gh t res triction s and u nu su al fea tu res can be
recorded.
A UT O M A T IO N OF BR IDGE SY ST EM S 57
P RE C IS IO N N A V IG A TIO N W h ere it is es s en tia l to hold a ship w ith in very n a rrow lim its
on a rou te w h ich has m a n y n a viga tion a l h a za rd s it is es s en
tia l to con trol ever y a s p ect o f the n a viga tion . To do so ves s els
a re fitted w ith a ccu ra te d op p ler logs to m ea s u re s id ew a ys
m otion , ra te o f tu rn in d ica tors , a u tom a tic ra diu s s teerin g,
com p u ter gen era ted p red ictors , pa th d is p la y overla y on the
ra d a r and op era te con s ta n t ra diu s tu rn m a n oeu vres.
E LE C TR O N IC C H A R TS In fu tu re it can b e en vis a ged th a t th e pa p er ch a rt w ill b e d is

pla ced b y a th ree- d im en s ion a l com p u ter gen era ted im a ge
th rou gh w h ich th e ship is n a viga ted in a ccorda n ce w ith a
p red eterm in ed p a s s a ge plan. D evia tion from th e tra ck w ill no
dou b t sou nd an a la rm and collis ion a void a n ce w ill be
enha nced b y a d vice from an exp ert s ys tem .
Th e evolu tion o f m odern electron ic s ys tem s and th eir in tegra tion a re lik ely to b e proven
fir s t on ships op era tin g on rep etitive voya ges and it w ill ta ke a nu m b er o f yea rs u ntil
ves s els n a viga tin g w orld w id e on ‘the open m a rk et’ w ill b e p rovid ed w ith su ch com p reh en
s ive equ ipm en t.
W h a tever s ys tem s a re u sed, th ere is no s u b s titu te for tra in in g in good s ea m a n sh ip as this

is th e fou n d a tion u pon w h ich to b u ild relia b le p erform a n ce.
Th is b ook has b een d es ign ed to p rovid e an in s igh t in to b rid ge orga n is a tion . Tech n ica l
s olu tion s to s p ecific p rob lem s b rin g b en efits , b u t it is p eop le w h o plan a head and ensu re
con tin u ity over th e en tire w a tch s ys tem .
A BBR EVIA T IO NS
B A ....................................... B ritis h A d m ira lty
b rg ....................................... B ea rin g
D R ....................................... D ead Reckon in g P os ition
D M A .................................... D efen ce M a ppin g A gen cy (U S A)
d is t...................................... D ista n ce
E O P ..................................... E nd o f S ea Pa s s a ge
E P ....................................... E s tim a ted P os ition
E R B L ................................... E lectron ic Ra n ge & B ea rin g Lin e
E T A ..................................... E s tim a ted Tim e o f A r riva l
G P S ..................................... G lob a l P os ition in g S ys tem
G M D S S ................................ G lob a l M a ritim e D is tres s and S a fety S ys tem
H M S O .................................. H er M a jes ty’s S ta tion ery O ffice (U K)
IC S ...................................... In tern a tion a l C h a m b er o f S h ippin g
IM O ..................................... In tern a tion a l M a ritim e O rga n iza tion
In m a r s a t.............................In tern a tion a l M a ritim e S a tellite O rga n iza tion
M F ....................................... M ediu m Frequ en cy
N L T ..................................... N ot Les s Th a n
N M T .................................... N ot M ore Th a n
O O W .................................... O fficer o f the W a tch
P/L....................................... P os ition Lin e
P I .........................................P a ra llel In d ex
R D F ..................................... Ra d io D irection Fin d in g
S A R ..................................... S ea rch and Rescu e
U M S .................................... U n a tten d ed M a ch in ery S pace
U KC ......................................U n d erkeel C lea ra n ce
V H F ......................................V ery H igh Frequ en cy Ra dio
V T S ......................................V es s el T r a ffic S ervices
A BBR EV IA T IO NS 59
GLOSSAR Y
A IR DR A UGH T Th e h eigh t from the w a terlin e to the h igh es t p oin t o f th e ship.

Th is m a y b e a m a sthea d, b u t if cra n e jib s or d erricks are
ra ised cou ld b e s ign ifica n tly higher.
A BOR T Th e fin a l p oin t at w h ich a ship can ta ke a ction to a void

pa s s in g the p oin t o f no retu rn.
CLEA R ING BEA R ING Th e lim itin g b ea rin g o f a m a rk to one s ide o f w h ich th e ship
w ill b e safe.
D efin ed b y— n ot m ore than (N M T) or— n ot less tha n (N LT) a

given b ea rin g.
CONNING OFFICER Th e p erson w h o has con trol o f th e ship. Th is m a y b e the

M a ster, the p ilot or the O O W as a p p rop ria te.
CO UR SE T O ST EER Th e com pa ss cou rs e s teered to a ch ieve a requ ired track,

a llow in g for set, leew a y and com pa s s error.
CUR R ENT N on - tida l m ovem en t o f th e sea s u rfa ce du e m a in ly to m eteor

ologica l, ocea n ogra p h ica l or top ogra p h ica l cau ses.
DR P O SIT IO N D ead reckon in g— th e p os ition ob ta in ed from the res u lta n t of

the tru e cou rs e s teered and the speed th rou gh th e w a ter.
EP POSIT ION E s tim a ted p os ition — th e p os ition d erived from the D R

p os ition a dju s ted fo r leew a y and s et and d rift.
H EA DING Th e h orizon ta l d irection o f th e s h ip ’s head a t a given m om ent

m ea su red in d egrees clockw is e from north. (Th is term does
n ot n eces s a rily requ ire m ovem en t o f th e ship.)
LEEWAY Th e a n gu la r effect on th e s h ip ’s cou rs e cau sed b y th e p reva il

in g w in d. It is a lw a ys d ow n w in d and va ries a ccord in g to the
s h ip ’s speed, the w in d speed, th e s h ip ’s d ra u gh t and free
b oa rd and th e rela tive d irection o f th e w ind.
P A R A L L E L INDEX ING A ra da r- b a sed con s ta n t u p- date o f cros s - tra ck ten den cy.
PO INT OF NO R ET UR N Th e p os ition a fter w h ich the ship is com m itted to en ter a con
s tra in ed area.
R ACON Ra da r b ea con w h ich tra n s m its w hen triggered b y a s h ip ’s

ow n ra d a r tra n s m is s ion .
R ANGE S ee TR A N S IT.
R EP O R T ING POINT A p os ition w h ere th e ship is requ ired to rep ort to local
h a rb ou r con trol.
SET A N D DR IF T Th e effect o f th e tid a l s trea m and/or cu rren t on th e s h ip ’s

tra ck. It is a lw a ys d ow n s trea m and va ries a ccord in g to the
s h ip ’s speed and the rela tive d irection and th e s tren gth o f the
strea m .
S E T— th e d irection th a t the s trea m ru ns tow a rd s

R A TE — th e speed o f th e s trea m
D RIF T— th e res u ltin g dis ta n ce
(d rift = ra te x tim e)
S om e A R P A m a n u fa ctu rers d efin e d rift as th e speed o f the

strea m .
SQUA T Th e b od ily s in ka ge o f a ship in the w a ter w hen m a king
h ea d w a y. V a ryin g from ship to ship, it is often grea ter
forw a rd tha n a ft and is m ore pron ou n ced in s h a llow w a ter.
T IDA L ST R EA M Th e p eriod ic h orizon ta l m ovem en t o f th e sea s u rfa ce cau sed

b y th e gra vita tion a l forces o f th e su n and moon.
T IDA L W INDO W Th e tim es b etw een w hich, th e tid e h a vin g a ch ieved a requ ired
h eigh t, it is s a fe fo r th e ship to tra n s it a certa in area.
T R ACK Th e pa th follow ed , or to b e follow ed , b etw een one p os ition and

a nother.
T R A CK M A DE GOOD Th e mean grou n d tra ck a ctu a lly a ch ieved over a given period.
T R A NSIT Kn ow n in th e U S and C anada as a RAN G E . W hen tw o ob jects

a re seen to b e in line, th ey a re sa id to b e in tra n s it.
икс U n d erkeel clea ra n ce. Th e vertica l d is ta n ce b etw een the sea

b ed and the d eep es t p a rt o f th e keel.
W A Y P O INT A referen ce p oin t on th e s h ip ’s pla n n ed tra ck.
W H E E L -O V E R Th e p oin t a t w h ich h elm m u st b e a pplied to a ch ieve a requ ired

P OSIT ION cou rse a ltera tion .
Plea s e n ote th a t w ith in th is b ook th e follow in g term s a re to b e rea d as:
NA V IGA T O R Th e s h ip ’s o fficer ta s ked to produ ce th e pa s s a ge plan. He w ill

a ls o n orm a lly b e res p on s ib le fo r a ll a s pects o f n a viga tion a l
equ ipm ent.
OFFICER OF T H E Th e s h ip ’s o fficer res p on s ib le fo r th e w a tch a t a s p ecific time.

W A T C H (O O W )
WAT CHK EEPER An u n certifica ted crew m em b er ta s ked w ith b rid ge w a tch
keep in g du ties.
H E /H I M Th e m a scu lin e p erson is to in clu de p ers on n el o f w h a tever

gender.
GLOSSA R Y 61
Annex 1
IM O STCW C on ven tion 1978

R egu la tion I I / 1
ANN E X A
BASIC PR IN C IPLES TO BE OBSERVED IN K E E P IN G

A N A V IG A T IO N A L W ATCH
1. P a rties s h a ll d irect th e a tten tion o f s h ip ow n ers , s h ip op era tors , m a s ters a n d w a tch k eep in g
p ers on n el to th e fo llo w in g p rin cip les w h ich s h a ll b e ob s erved to en s u re th a t a s a fe n a viga tion a l
w a tch is m a in ta in ed a t a ll tim es .
2. Th e m a s ter o f e ve r y s h ip is b ou n d to en s u re th a t w a tch k eep in g a r ra n g em en ts a re a d equ a te fo r

m a in ta in in g a s a fe n a viga tion a l w a tch . U n d er th e m a s ter’s g en era l d irection , th e o fficer s o f th e
w a tch a re res p on s ib le fo r n a vig a tin g th e s h ip s a fely d u rin g th eir p eriod s o f d u ty w h en th ey w ill
b e p a r ticu la r ly con cern ed w ith a void in g collis ion a n d s tra n d in g.
3. Th e b a s ic p rin cip les , in clu d in g b u t n ot lim ited to th e fo llo w in g , s h a ll b e ta k en in to a ccou n t on

a ll ships .
4. Wat c h arran g e m e n t s
(a ) Th e com p os ition o f th e w a tch s h a ll a t a ll tim es b e a d equ a te a n d a p p rop ria te to th e p reva ilin g

circu m s ta n ces a n d con d ition s a n d s h a ll ta ke in to a ccou n t th e n eed fo r m a in ta in in g a p rop er
lookou t.
(b ) W h en d ecid in g th e com p os ition o f th e w a tch on th e b rid g e w h ich m a y in clu d e a p p rop ria te

d eck ra tin gs , th e fo llo w in g fa ctors , in te r alia, s h a ll b e ta ken in to a ccou n t:
(i) a t n o tim e s h a ll th e b rid g e b e le ft u n a tten d ed ;
(ii) w ea th er con d ition s , vis ib ility a n d w h eth er th ere is d a ylig h t or d a rk n es s ;
(iii) p r o x im ity o f n a viga tion a l h a za rd s w h ich m a y m a ke it n eces s a ry fo r th e o ffic e r in ch a rge

o f th e w a tch to c a r r y ou t a d d ition a l n a vig a tion a l du ties ;
(iv) u s e a n d op era tion a l con d ition o f n a vig a tion a l a id s s u ch as ra d a r o r electron ic p os ition -

in d ica tin g d evices a n d a n y oth er eq u ip m en t a ffectin g th e s a fe n a vig a tion o f th e s h ip;
(v) w h eth er th e s h ip is fitted w ith a u tom a tic s teerin g;
(vi) a n y u n u s u a l d em a n d s on th e n a viga tion a l w a tch th a t m a y a ris e as a res u lt o f s p ecia l

op era tion a l circu m s ta n ces .
5. F it ne ss f o r d ut y
Th e w a tch s ys tem s h a ll b e s u ch th a t th e e fficien cy o f w a tch k eep in g officer s a n d w a tch k eep in g

ra tin gs is n ot im p a ired b y fa tigu e. D u ties s h a ll b e so orga n ized th a t th e fir s t w a tch a t th e
com m en cem en t o f a voya ge a n d th e s u b s equ en t r elievin g w a tch es a re s u fficien tly res ted and
oth erw is e fit fo r d u ty.
6. Nav i g at i o n
(a ) Th e in ten d ed voya ge s h a ll b e p la n n ed in a d va n ce ta k in g in to con s id era tion a ll p ertin en t

in fo r m a tio n a n d a n y cou rs e la id d ow n s h a ll b e ch ecked b efore th e voya g e com m en ces .
(b ) D u rin g th e w a tch th e cou rs e s teered , p os ition a n d s p eed s h a ll b e ch ecked a t s u fficien tly

freq u en t in terva ls , u s in g a n y a va ila b le n a viga tion a l a id s n eces s a ry, to en s u re th a t th e s h ip
follo w s th e p la n n ed cou rs e.
(c) Th e o ffic er o f th e w a tch s h a ll h a ve fu ll k n ow led g e o f th e loca tion a n d op era tion o f a ll s a fety
a n d n a vig a tion a l eq u ip m en t on b oa rd th e s h ip a n d s h a ll b e a w a re a n d ta k e a ccou n t o f th e
op era tin g lim ita tion s o f su ch equ ip m en t.
(d ) Th e o ffic e r in ch a rge o f a n a vig a tion a l w a tch s h a ll n ot b e a s s ign ed o r u n d erta k e a n y d u ties

w h ich w ou ld in ter fer e w ith th e s a fe n a viga tion o f th e s h ip.
7. N av i g at i o n al e q uipm e nt
(a ) Th e o ffic er o f th e w a tch s h a ll m a ke th e m os t effective u s e o f a ll n a vig a tion a l eq u ip m en t a t h is

d is p os a l.
(b ) W h en u s in g ra d a r, th e o ffic e r o f th e w a tch s h a ll b ea r in m in d th e n eces s ity to com p ly a t a ll
tim es w ith th e p rovis ion s on th e u se o f ra d a r con ta in ed in th e a p p lica b le reg u la tion s fo r
p reven tin g collis ion s a t sea.
(c) In ca s es o f n eed th e o ffic e r o f th e w a tch s h a ll n ot h es ita te to u s e th e h elm , en gin es a n d s ou n d
s ig n a llin g a p p a ra tu s .
i
8 . N av i g at i o n al dut ie s an d re spo n si bi li t i e s
(a ) Th e o ffic e r in ch a rge o f th e w a tch s h a ll:
(i) keep h is w a tch on th e b rid g e w h ich h e s h a ll in n o circu m s ta n ces lea ve u n til p r o p er ly

relieved ;
(ii) con tin u e to b e res p on s ib le fo r th e s a fe n a viga tion o f th e s h ip , d es p ite th e p res en ce o f th e

m a s ter on th e b rid g e, u n til th e m a s ter in fo r m s h im s p ecifica lly th a t he h a s a s s u m ed th a t
r es p o n s ib ility a n d th is is m u tu a lly u n d ers tood ;
(iii) n o tify th e m a s ter w h en in a n y d ou b t as to w h a t a ction to ta ke in th e in teres t o f s a fety;
(iv) n ot h a n d over th e w a tch to th e r elievin g o ffic e r if h e h a s rea s on to b elieve th a t th e la tter

is o b viou s ly n ot ca p a b le o f c a r r yin g ou t h is d u ties effectively, in w h ich ca se h e s h a ll n o tify th e
m a s ter a ccord in gly.
(b ) On ta k in g over th e w a tch th e r e lievin g o ffic e r s h a ll s a tis fy h im s elf as to th e s h ip ’s es tim a ted

o r tru e p os ition a n d c on fir m its in ten d ed tra ck , cou rs e a n d s peed a n d s h a ll n ote a n y d a n gers to
n a viga tion exp ected to b e en cou n tered d u rin g h is w a tch .
(c) A p rop er record s h a ll b e k ep t o f th e m ovem en ts a n d a ctivities d u rin g th e w a tch r ela tin g to th e

n a viga tion o f th e s h ip.
9. L o o k -o ut
In a d d ition to m a in ta in in g a p rop er look - ou t fo r th e p u rp os e o f fu lly a p p ra is in g th e s itu a tion and

th e r is k o f collis ion , s tra n d in g a n d oth er d a n gers to n a viga tion , th e d u ties o f th e look - ou t s h a ll
in clu d e th e d etection o f s h ip s o r a ir cr a ft in d is tres s , s h ip w reck ed p ers on s , w r eck s a n d d eb ris .
In m a in ta in in g a look - ou t th e fo llo w in g s h a ll b e ob s erved :
(a ) th e look - ou t m u s t b e a b le to g ive fu ll a tten tion to th e k eep in g o f a p rop er look - ou t a n d no oth er

d u ties s h a ll b e u n d erta k en o r a s s ign ed w h ich cou ld in ter fer e w ith th a t ta sk;
(b ) th e d u ties o f th e look - ou t a n d h elm s m a n a re s ep a ra te a n d th e h elm s m a n s h a ll n ot be

con s id ered to b e th e look - ou t w h ile s teerin g, ex cep t in s m a ll s h ip s w h ere a n u n ob s tru cted a ll
rou n d view is p rovid ed a t th e s teerin g p os ition a n d th ere is no im p a irm en t o f n ig h t vis io n or
oth er im p ed im en t to th e k eep in g o f a p rop er lookou t. Th e o ffic e r in ch a rge o f th e w a tch m a y be
th e s ole look - ou t in d a ylig h t p rovid ed th a t on ea ch s u ch occa s ion :
(i) th e s itu a tion h a s b een ca r efu lly a s s es sed a n d it h a s b een es ta b lis h ed w ith ou t d ou b t th a t it
is s a fe to do so;
ANNEX 1 63
(ii) fu ll a ccou n t h a s b een ta k en o f a ll r eleva n t fa ctors in clu d in g, b u t n ot lim ited to:
— s ta te o f w ea th er
— vis ib ility
— tr a ffic d en s ity
— p r o x im ity o f d a n ger to n a viga tion
— th e a tten tion n eces s a ry w h en n a vig a tin g in o r n ea r tr a ffic s ep a ra tion sch em es .
(iii) a s s is ta n ce is im m ed ia tely a va ila b le to b e s u m m on ed to th e b rid g e w h en a n y ch a n ge in th e

s itu a tion so requ ires .
10. N av i g at i o n w i t h pilo t e m bark e d
D esp ite th e d u ties a n d ob lig a tion s o f a p ilot, h is p res en ce on b oa rd does n ot relieve th e m a s ter or
o ffic er in ch a rge o f th e w a tch fr o m th eir d u ties a n d ob lig a tion s fo r th e s a fety o f th e s h ip. Th e
m a s ter a n d th e p ilot s h a ll exch a n ge in fo r m a tio n reg a r d in g n a viga tion p roced u res , loca l
con d ition s a n d th e s h ip ’s ch a ra cteris tics . Th e m a s ter a n d o ffic er o f th e w a tch s h a ll coop era te
clos ely w ith th e p ilot a n d m a in ta in a n a ccu ra te ch eck o f th e s h ip ’s p os ition a n d m ovem en t.
4
11. P ro t e c t io n o f t he m ari n e e nv iro nm e nt
Th e m a s ter a n d o ffic er in ch a rge o f th e w a tch s h a ll b e a w a re o f th e s eriou s effects o f op era tion a l

or a ccid en ta l p ollu tion o f th e m a rin e en viron m en t a n d s h a ll ta ke a ll p os s ib le p reca u tion s to
p reven t s u ch p ollu tion , p a r ticu la r ly w ith in th e fr a m e w o r k o f r eleva n t in tern a tion a l a n d p ort
regu la tion s .
A N N E X 10 RE S O LU TIO N 1
RE CO M M E N D A TIO N ON OPER A TIO N A L GU IDAN CE FOR OFFICERS

IN CH ARGE OF A N A V IG A T IO N A L W ATCH
IN TR O D U C TIO N
1. Th is R ecom m en d a tion con ta in s op era tion a l gu id a n ce o f g en era l a p p lica tion fo r o fficer s in

ch a rge o f a n a viga tion a l w a tch , w h ich m a s ters a re exp ected to s u p p lem en t as a p p rop ria te. It is
es s en tia l th a t o ffic er s o f th e w a tch a p p recia te th a t th e e fficie n t p erform a n ce o f th eir d u ties is
n eces s a ry in th e in teres ts o f th e s a fety o f life a n d p r o p er ty a t s ea a n d th e p reven tion o f p ollu tion
o f th e m a rin e en viron m en t.
G E N E RAL
2. Th e o ffic e r o f th e w a tch is th e m a s ter’s rep res en ta tive a n d h is p r im a r y r es p o n s ib ility a t a ll

tim es is th e s a fe n a viga tion o f th e s h ip . H e s h ou ld a t a ll tim es com p ly w ith th e a p p lica b le
regu la tion s fo r p reven tin g collis ion s a t sea (s ee a ls o p a ra gra p h s 22 a n d 23).
3. It is o f s p ecia l im p orta n ce th a t a t a ll tim es th e o ffic e r o f th e w a tch en s u res th a t a n efficien t

look - ou t is m a in ta in ed . In a s h ip w ith a s ep a ra te ch a rt room th e o ffic e r o f th e w a tch m a y vis it th e
ch a rt room , w h en es s en tia l, fo r a s h ort p eriod fo r th e n eces s a ry p erform a n ce o f h is n a viga tion a l
d u ties , b u t h e s h ou ld p r evio u s ly s a tis fy h im s elf th a t it is s a fe to do so a n d en s u re th a t a n efficien t
look ou t is m a in ta in ed .
4. Th e o ffic e r o f th e w a tch s h ou ld b ea r in m in d th a t th e en g in es a re a t h is d is p os a l a n d h e s h ou ld
n ot h es ita te to u s e th em in case o f need. H ow ever, tim ely n otice o f in ten d ed va ria tion s o f en gin e
s peed s h ou ld b e given w h ere p os s ib le. H e s h ou ld a ls o k n o w th e h a n d lin g ch a ra cteris tics o f h is
s h ip , in clu d in g its s top p in g d is ta n ce, a n d s h ou ld a p p recia te th a t oth er s h ip s m a y h a ve d iffer en t
h a n d lin g ch a ra cteris tics .
5. Th e o ffic er o f th e w a tch s h ou ld a ls o b ea r in m in d th a t th e s ou n d s ig n a llin g a p p a ra tu s is a t h is

d is p os a l a n d he s h ou ld n ot h es ita te to u s e it in a ccord a n ce w ith th e a p p lica b le regu la tion s for
p reven tin g collis ion s a t sea.
T A K IN G O V E R TH E N A V IG A T IO N A L W ATC H
6. Th e r elievin g o ffic e r o f th e w a tch s h ou ld en s u re th a t m em b ers o f h is w a tch a re fu lly ca p a b le

o f p er fo r m in g th eir d u ties , p a r ticu la r ly as reg a rd s th eir a d ju s tm en t to n ig h t vis ion .
7. Th e r elievin g o ffic e r o f th e w a tch s h ou ld n ot ta k e over th e w a tch u n til h is vis ion is fu lly

a d ju s ted to th e lig h t con d ition s a n d h e h a s p er s o n a lly s a tis fied h im s elf reg a rd in g:
(a ) s ta n d in g ord ers a n d oth er s p ecia l in s tru ction s o f th e m a s ter rela tin g to n a viga tion o f th e
s h ip ;
(b ) p os ition , cou rs e, s peed a n d d ra u gh t o f th e s h ip ;
(c) p r eva ilin g a n d p red icted tid es , cu rren ts , w ea th er, v is ib ility a n d th e effect o f th es e fa ctors
u p on cou rs e a n d speed;
(d ) n a viga tion a l s itu a tion , in clu d in g b u t n ot lim ited to th e follo w in g :
(i) op era tion a l con d ition o f a ll n a viga tion a l a n d s a fety eq u ip m en t b ein g u sed o r lik e ly to b e
u s ed d u rin g th e w a tch ;
(ii) er r o r s o f g yr o a n d m a gn etic com pa s s es ;
(iii) p res en ce a n d m ovem en t o f s h ip s in s ig h t or k n ow n to be in th e vicin ity;
(iv) con d ition s a n d h a za rd s lik e ly to b e en cou n tered d u rin g h is w a tch ;
ANNEX 1 65
(v) p os s ib le effects o f h eel, trim , w a ter d en s ity a n d s q u a t* on u n d erk eel clea ra n ce.
8. I f a t th e tim e th e o ffic e r o f th e w a tch is to b e relieved a m a n oeu vre o r oth er a ction to a void a n y

h a za rd is ta k in g pla ce, th e r e lie f o f th e o ffic er s h ou ld b e d efer red u n til s u ch a ction has b een
com p leted .
PE RIO D IC C H E C KS OF N A V IG A T IO N A L E Q U IP M E N T
9. O p era tion a l tes ts o f s h ip b oa rd n a viga tion a l eq u ip m en t s h ou ld b e ca rried ou t a t sea as

fr eq u en tly as p ra ctica b le a n d as circu m s ta n ces p erm it, in p a rticu la r w h en h a za rd ou s
con d ition s a ffectin g n a viga tion a re exp ected ; w h ere a p p rop ria te th es e tes ts s h ou ld b e record ed .
10. Th e o ffic er o f th e w a tch s h ou ld m a ke r eg u la r ch ecks to en s u re th a t:
(a ) th e h elm s m a n o r th e a u tom a tic p ilot is s teerin g th e cor rect cou rs e;
(b ) th e s ta n d a rd com p a s s e r r o r is d eterm in ed a t lea s t on ce a w a tch and, w h en p os s ib le, a fter

a n y m a jor a ltera tion o f cou rs e; th e s ta n d a rd a n d gyro- com p a s s es a re fr eq u en tly com p a red
a n d rep ea ters a re s yn ch ron ized w ith th eir m a s ter com pa s s ;
(c) th e a u tom a tic p ilot is tes ted m a n u a lly a t lea s t on ce a w a tch .
(d ) th e n a viga tion a n d s ign a l lig h ts a n d oth er n a viga tion a l eq u ip m en t a re fu n ction in g

p rop erly.
A U TO M A TIC P IL O T
11. Th e o ffic e r o f th e w a tch s h ou ld b ea r in m in d th e n eces s ity to com p ly a t a ll tim es w ith th e

req u irem en ts o f R egu la tion 19, C h a p ter V o f th e In ter n a tio n a l C on ven tion fo r th e S a fety of L ife
a t Sea, 1974. H e s h ou ld ta ke in to a ccou n t th e n eed to s ta tion th e h elm s m a n a n d to p u t th e
s teerin g in to m a n u a l con trol in good tim e to a llow a n y p oten tia lly h a za rd ou s s itu a tion to b e d ea lt
w ith in a s a fe m a n n er. W ith a s h ip u n d er a u tom a tic s teerin g it is h ig h ly d a n gerou s to a llow a
s itu a tion to d evelop to th e p oin t w h ere th e o ffic e r o f th e w a tch is w ith ou t a s s is ta n ce a n d h a s to
b rea k th e con tin u ity o f th e look - ou t in or d er to ta ke em er g en cy a ction . Th e ch a n geover from
a u tom a tic to m a n u a l s teerin g a n d vice- vers a s h ou ld b e m a de b y, o r u n d er th e s u p ervis ion of, a
res p on s ib le officer.
E LE C TR O N IC N A V IG A T IO N A L AID S
12. Th e o ffic e r o f th e w a tch s h ou ld b e th o r o u g h ly fa m ilia r w ith th e u se o f electron ic n a viga tion a l

a id s ca rried , in clu d in g th eir ca p a b ilities a n d lim ita tion s .
13. Th e ech o- s ou n d er is a va lu a b le n a viga tion a l a id a n d s h ou ld b e u s ed w h en ever a p p rop ria te.
RAD AR
14. Th e o ffic er o f th e w a tch s h ou ld u s e th e ra d a r w h en a p p rop ria te a n d w h en ever res tricted

vis ib ility is en cou n tered o r exp ected , a n d a t a ll tim es in con ges ted w a ters h a vin g du e reg a rd to
its lim ita tion s .
15. W h en ever ra d a r is in u se, th e o ffic er o f th e w a tch s h ou ld s elect a n a p p rop ria te ra n ge sca le,
ob s erve th e d is p la y ca r efu lly a n d p lot effectively.
16. Th e o ffic er o f th e w a tch s h ou ld en s u re th a t ra n ge s ca les em p loyed a re ch a n ged a t s u fficien tly

freq u en t in terva ls so th a t ech oes a re d etected as ea r ly as p os s ib le.
17. It s h ou ld b e b orn e in m in d th a t s m a ll or p oor ech oes m a y esca pe d etection .
* Squ at: The decrease in clea ra nce b en ea th th e sh ip w h ich occu rs w h en th e ship m oves th rou gh the w a ter and is cau sed
b oth b y b od ily sin ka ge and b y ch a n ge of trim . The effect is accentu ated in s h a llow w a ter and is redu ced w ith a redu ction
in s h ip ’s speed.
18. Th e o ffic er o f th e w a tch s h ou ld en s u re th a t p lottin g o r s ys tem a tic a n a lys is is com m en ced in
a m p le tim e.
19. In clea r w ea th er, w h en ever p os s ib le, th e o ffic e r o f th e w a tch s h ou ld c a r r y ou t ra d a r p ra ctice.
N A V IG A T IO N IN C O AS TAL W ATE RS
20. Th e la rges t s ca le ch a rt on b oa rd , s u ita b le fo r th e a rea a n d corrected w ith th e la tes t a va ila b le

in form a tion , s h ou ld b e u sed. F ix es s h ou ld b e ta ken a t freq u en t in terva ls ; w h en ever
circu m s ta n ces a llow , fix in g s h ou ld b e ca rried ou t b y m ore th a n on e m eth od.
21. Th e o ffic er o f th e w a tch s h ou ld p os itively id en tify a ll r eleva n t n a viga tion m a rks .
C LE A R W E A TH E R
22. Th e o ffic er o f th e w a tch s h ou ld ta ke freq u en t a n d a ccu ra te com p a s s b ea rin gs o f a p p roa ch in g

s h ip s as a m ea n s o f ea r ly d etection o f r is k o f collis ion ; s u ch r is k m a y s om etim es ex is t even w h en
a n a p p recia b le b ea rin g ch a n ge is evid en t, p a r ticu la r ly w h en a p p roa ch in g a ver y la rge s h ip or a
tow or w h en a p p roa ch in g a s h ip a t clos e ra n ge. H e s h ou ld a ls o ta ke ea r ly a n d p os itive a ction in
com p lia n ce w ith th e a p p lica b le regu la tion s fo r p reven tin g collis ion s a t sea a n d s u b s equ en tly
ch eck th a t s u ch a ction is h a vin g th e d es ired effect.
RE S TRIC TE D V IS IB IL IT Y
23. W h en res tricted vis ib ility is en cou n tered o r ex p ected , th e fir s t r es p o n s ib ility o f th e o ffic er o f
th e w a tch is to com p ly w ith th e releva n t ru les o f th e a p p lica b le regu la tion s fo r p reven tin g
collis ion s a t sea, w ith p a rticu la r reg a r d to th e s ou n d in g o f fo g s ign a ls , p roceed in g a t a s a fe speed
a n d h a vin g th e en gin es rea d y fo r im m ed ia te m a n oeu vres . In a d d ition , h e s h ou ld;
(a ) in fo r m th e m a s ter (s ee p a ra gra p h 24);
(b ) p os t a p rop er look - ou t a n d h elm s m a n a n d, in con ges ted w a ters , r ever t to h a n d s teerin g

im m ed ia tely;
(c) ex h ib it n a viga tion ligh ts ;
(d ) op era te a n d u s e th e ra d a r.
It is im p orta n t th a t th e o ffic er o f th e w a tch s h ou ld k n ow th e h a n d lin g ch a ra cteris tics o f h is s hip,

in clu d in g its s top p in g d is ta n ce, a n d s h ou ld a p p recia te th a t oth er s h ip s m a y h a ve d iffer en t
h a n d lin g ch a ra cteris tics .
C A L L IN G TH E M A S TE R
24. Th e o ffic er o f th e w a tch s h ou ld n o tify th e m a s ter im m ed ia tely in th e fo llo w in g

circu m s ta n ces ;
(a ) if res tricted vis ib ility is en cou n tered or exp ected ;
(b ) if th e tr a ffic con d ition s o r th e m ovem en ts o f oth er s h ip s a re ca u s in g con cern ;
(c) if d iffic u lty is ex p erien ced in m a in ta in in g cou rs e;
(d ) on fa ilu r e to s igh t la n d , a n a viga tion m a rk o r to ob ta in s ou n d in gs b y th e exp ected tim e;
(e) if, u n ex p ected ly, la n d or a n a viga tion m a rk is s igh ted o r ch a n ge in s ou n d in gs occu rs ;
(f) on th e b rea k d ow n o f th e en gin es , s teerin g gea r o r a n y es s en tia l n a viga tion a l equ ip m en t;
(g) in h ea vy w ea th er if in a n y d ou b t a b ou t th e p os s ib ility o f w ea th er da m a ge;
(h ) if th e s h ip m eets a n y h a za rd to n a viga tion , s u ch as ice or d erelicts ;
ANNEX 1 67
(i) in a n y oth er em er g en cy or s itu a tion in w h ich h e is in a n y dou b t.
D esp ite th e r eq u irem en t to n o tify th e m a s ter im m ed ia tely in th e fo r eg o in g circu m s ta n ces , th e

o ffic er o f th e w a tch s h ou ld in a d d ition n ot h es ita te to ta k e im m ed ia te a ction fo r th e s a fety o f th e
s h ip , w h ere circu m s ta n ces so req u ire.
N A V IG A T IO N W ITH P IL O T E M B A R KE D
25. I f th e o ffic er o f th e w a tch is in a n y d ou b t as to th e p ilo t’s a ction s o r in ten tion s , h e s h ou ld s eek

cla r ifica tio n fr o m th e p ilot; if d ou b t s till exis ts , h e s h ou ld n o tify th e m a s ter im m ed ia tely a n d
ta ke w h a tever a ction is n eces s a ry b efo r e th e m a s ter a rrives .
W A TC H K E E P IN G P E R S O N N E L
26. Th e o ffic e r o f th e w a tch s h ou ld g ive w a tch k eep in g p ers on n el a ll a p p rop ria te in s tru ction s
a n d in fo r m a tio n w h ich w ill en s u re th e k eep in g o f a s a fe w a tch in clu d in g a n a p p rop ria te
lookou t.
4
S H IP A T AN C H O R
27. I f th e m a s ter con s id ers it n eces s a ry, a con tin u ou s n a vig a tion a l w a tch s h ou ld b e m a in ta in ed
a t a n ch or. In a ll circu m s ta n ces , w h ile a t a n ch or, th e o ffic e r o f th e w a tch s h ou ld :
(a ) d eterm in e a n d p lot th e s h ip ’s p os ition on th e a p p rop ria te ch a rt as s oon as p ra ctica b le;

w h en circu m s ta n ces p erm it, ch eck a t s u ffic ien tly fr eq u en t in terva ls w h eth er th e s h ip is
rem a in in g s ecu rely a t a n ch or b y ta k in g b ea rin gs o f fix e d n a vig a tion m a rk s o r r ea d ily
id en tifia b le s h ore ob jects ;
(b ) en s u re th a t a n efficien t look - ou t is m a in ta in ed ;
(c) en s u re th a t in s p ection rou n d s o f th e s h ip a re m a d e p eriod ica lly;
(d ) ob s erve m eteorolog ica l a n d tid a l con d ition s a n d th e s ta te o f th e sea;
(e) n o tify th e m a s ter a n d u n d erta k e a ll n eces s a ry m ea s u res if th e s h ip d ra gs a n ch or;
(f) en s u re th a t th e s ta te o f rea d in es s o f th e m a in en g in es a n d oth er m a ch in er y is in

a ccord a n ce w ith th e m a s ter’s in s tru ction s ;
(g) if vis ib ility d eteriora tes , n o tify th e m a s ter a n d com p ly w ith th e a p p lica b le regu la tion s fo r
p reven tin g collis ion s a t sea;
(h ) en s u re th a t th e s h ip ex h ib its th e a p p rop ria te lig h ts a n d s h a pes a n d th a t a p p rop ria te

s ou n d s in g a ls a re m a de a t a ll tim es , as req u ired ;
(i) ta ke m ea s u res to p rotect th e en viron m en t fr o m p ollu tion b y th e s h ip a n d com p ly w ith

a p p lica b le p ollu tion regu la tion s .
A nne x Z Chart s and t heir corrections
U PKEE P OF THE C H ARI OU TFIT

C ha rt ou tfit m a n a gem en t
E x tr a ct fr o m The M a rin e r’s H and b ook , rep rod u ced w ith th e p erm is s ion o f
th e H yd r o g r a p h er o f th e N a vy
C h art o u tfits
A n O u tfit o f C h a rts , in a d d ition to th e n eces s a ry S ta n d a rd A d m ir a lty F olios , o r s elected ch a rts

m a de u p in to folio s as req u ired , s h ou ld in clu d e th e fo llo w in g p u b lica tion s .
C hart C orrection Log and F olio Ind e x

A d m iralty N otice s to M a rin e rs , W eek ly E d ition s , s u b s equ en t to th e la s t A n n u a l Sum m ary o f
A d m iralty N otices to M arine rs . E a r lie r on es m a y b e r eq u ired to cor rect a volu m e o f
A d m iralty Lis t o f Lights a p p roa ch in g its re- p u b lica tion da te, see 1.111.
Ch&rt 5011— Sy mbols and A b b rev iations used on A d m iralty C harts.
A ppropriate v olumes of:
A d m iralty Sailing D ire ctions ;
A d m iralty Lis t o f Lights ;
A d m iralty Lis t o f Radio Signals;
A d m iralty Tide Tables;
Tidal Stream Atlases;
The M a rin e r’s H andbook.
Th e s u p p lier o f th e o u tfit w ill s ta te th e n u m b er o f th e la s t N otice to M a rin ers to w h ich it h a s b een

corrected .
C hart m a n a g e m e n t s y s te m
A s ys tem is r eq u ired to keep a n o u tfit o f ch a rts u p- to- da te. It s h ou ld in clu d e a rra n gem en ts fo r
th e s u p p ly o f N ew C h a rts . N ew E d ition s o f ch a rts a n d e x tr a ch a rts , a s w e ll as n ew ed ition s a n d
s u p p lem en ts o f A d m iralty Sailing D ire ctions a n d oth er n a u tica l p u b lica tion s , if n eces s a ry at
s h ort n otice.
On n otifica tion b y A d m iralty N otice to M arine rs th a t a n ew ed ition o f on e o f th e b ook s , o r a n ew

S u p p lem en t to on e, h a s b een p u b lis h ed , it s h ou ld b e ob ta in ed as s oon as p os s ib le. C orrection s to
a b ook s u b s equ en t to s u ch a N otice w ill r e fe r to th e n ew ed ition o r to th e b ook as corrected b y th e
S u p p lem en t.
A rra n g em en ts s h ou ld b e m a d e fo r th e con tin u ou s receip t o f R a d io N a vig a tio n a l W a rn in gs ,

A d m iralty N otices to M a rin e rs , a n d n otices a ffectin g a n y fo r eig n ch a rts ca rried .
A s ys tem o f d ocu m en ta tion is r eq u ired w h ich s h ow s q u ick ly a n d clea r ly th a t a ll r eleva n t

correction s h a ve b een received a n d a p p lied , a n d th a t N ew C h a rts , N ew E d ition s a n d th e la tes t
ed ition s o f p u b lica tion s a n d th eir s u p p lem en ts h a ve b een ob ta in ed o r ord ered .
M eth od . F o r u s ers o f S ta n d a rd A d m ir a lty F olios o f ch a rts , th e fo llo w in g is a con ven ien t m eth od
to m a n a ge a ch a rt ou tfit. W h ere o n ly a s election o f th e ch a rts in th e S ta n d a rd A d m ir a lty F olios
a re h eld, th e m eth od ca n b e r e a d ily a da pted.
C hart C o r r e c tio n L o g a n d F o lio I n d e x (N P 133a ) is s u ita b le. It con ta in s s h eets p r o vid in g a n u m er
ica l in d ex o f ch a rts , in d ica tes in w h ich fo lio th ey a re h eld , a n d has spa ce a ga in s t ea ch ch a rt fo r
lo g g in g N otices to M a rin ers a ffectin g it.
It is d ivid ed in to th ree p a rts :
P a rt I N a vig a tio n a l C h a rts (in clu d in g D ecca, O m ega a n d Lora n - C ).

P a rt I I A d m ir a lty rep rod u ction s o f A u s tra lia n a n d N ew Z ea la n d ch a rts .
P a rt I I I M is cella n eou s C harts.
A t th e b eg in n in g o f P a rt I a re s h eets fo r reco r d in g th e p u b lica tion o f N ew C h a rts a n d N ew

E d ition s , a n d in s tru ction s fo r th e u s e o f th e Log.
ANNEX 2 69
On re c e iv in g a ch a r t o u tfit
C h arts. E n ter th e n u m b er o f th e N otice to w h ich th e o u tfit h a s b een corrected in th e C h a rt

C orrection Log. In s er t th e F olio N u m b er on th e th u m b - la b el o f ea ch ch a rt. I f n ot u s in g S ta n d a rd
A d m ir a lty F olios , en ter th e F olio N u m b er a ga in s t ea ch ch a rt o f th e Log.
C on su lt th e In d ex o f C h a rts A ffected in th e W eek ly E d ition o f N otices to M a rin ers con ta in in g th e

la s t N otice to w h ich th e o u tfit h a s b een corrected , a n d a ll s u b s equ en t W eek ly E d ition s . I f a n y
ch a rts h eld a re m en tion ed , en ter th e n u m b ers o f th e N otices a ffectin g th em a ga in s t th e ch a rts
con cern ed in th e Log, a n d th en cor rect th e ch a rts .
C on su lt th e la tes t m on th ly N otice lis tin g Tem p ora r y a n d P r elim in a r y N otices in force, a n d th e

Tem p ora r y a n d P r elim in a r y N otices in ea ch W eek ly E d ition s u b s equ en t to it. I f a n y ch a rts a re
a ffected b y th os e N otices , en ter in p en cil th e n u m b ers o f th e N otices a ga in s t th e ch a rts in th e
Log, a n d th en cor rect th e ch a rts fo r th em (a ls o in p en cil).
E x tr a ct a ll Tem p ora r y a n d P r elim in a r y N otices fr o m W eek ly E d ition s s u b s equ en t to th e cu rren t

A nnual Sum m ary o f A d m iralty N otice s to M arine rs a n d m a ke th em in to a ‘Tem p ora ry, and
P r elim in a r y N o tices ’ file.
R a d io N a v ig a tio n a l W a r n in g s . F rom a ll W eek ly E d ition s o f th e cu rren t yea r, d eta ch S ection I I I

a n d file, o r lis t th e m es s a ges b y th eir a rea s . D eterm in e w h ich m es s a ges a re s till in for ce fr o m th e
W eek ly E d ition is s u ed m on th ly, w h ich lis ts th em . In s er t th e in fo r m a tio n fr o m th es e m es s a ges
on a n y r eleva n t ch a rts .
S a ilin g D ire c tio n s . F rom W eek ly E d ition s s u b s equ en t to th e cu rren t A nnual Sum m ary of
A d m iralty N otices to M arine rs , d eta ch S ection IV a n d file.
A d m ir a lty L ist o f L ig h ts. F rom W eek ly E d ition s s u b s equ en t to th os e s u p p lied w ith th e volu m es ,
deta ch S ection V a n d in s er t a ll correction s in th e volu m es .
A d m ir a lty L ist o f R a d io S ig n a ls . F rom W eek ly E d ition s s u b s equ en t to th os e a n n ou n cin g p u b lica

tion o f th e volu m es , d eta ch s ection V I a n d in s ert a ll correction s in th e volu m es .
A d m ir a lty T ide T a bles. F rom A n n u a l Sum m ary o f A d m iralty N otices to M arine rs fo r th e yea r in
p rogres s , in s ert a n y cor rig en d a to th e volu m e.
C hart S O U — S y m b o ls a n d A b b r e v ia tio n s u s e d o n A d m ir a lty C h arts. U se a n y N otices s u p p lied

w ith th e p a m p h let to cor rect it.
On n o tific a tio n o f th e p u b lic a tio n o f a N e w C h art o r N e w E d itio n
W h en a N ew C h a rt or N ew E d ition is p u b lis h ed , th is is a n n ou n ced b y a N otice g ivin g th e D ate o f

P u b lica tion a n d th e n u m b ers o f a n y Tem p o r a r y a n d P r elim in a r y N otices a ffectin g it. F rom su ch
N otices , en ter on th e a p p rop ria te p a ge o f P a rt I o f th e Log:
• N u m b er o f th e C hart;
• D ate o f P u b lica tion ;
• N u m b er o f th e N otice a n n ou n cin g p u b lica tion ;
• N u m b ers o f a n y Tem p ora r y a n d P r elim in a r y N otices a ffectin g th e ch a rt (in p en cil).
U n til th e ch a rt is received , th e n u m b ers o f a n y s u b s equ en t P erm a n en t, Tem p ora r y or

P r elim in a r y N otices a ffectin g it s h ou ld b e record ed w ith th e a b ove en try.
On re c e iv in g a N ew C h art o r N e w E d itio n
E n ter th e fo llo w in g d eta ils in th e Log.
• I f a N ew C h a rt, th e F olio N u m b er a ga in s t th e C h a rt N u m b er in th e In d ex .
On the sheet at th e b egin n in g of Pa rt I, the date of receip t of the chart.
• A g a in s t th e C h a rt N u m b er in th e N otices to M a rin ers colu m n o f th e In d ex S heet, ‘N C ’ or

‘N E ’ w ith th e d a te o f p u b lica tion , follow ed b y a d ou b le vertica l lin e to clos e th e space.
• In th e N otices to M a rin ers colu m n o f th e ch a rt in th e In d ex , th e n u m b ers o f a n y N otices

record ed a ga in s t th e ch a rt on th e s h eet a t th e b eg in n in g o f P a rt I.
E n ter th e F olio N u m b er on th e th u m b - la b el o f th e ch a rt. C orrect th e ch a rt fo r a n y N otices tr a n s

fer r ed fr o m P a rt I as d es crib ed a b ove, a n d fo r a n y R a d io N a vig a tion a l W a rn in gs a ffectin g it.
D es troy a n y s u p ers ed ed ch a rt.
On r e c e iv in g a c h a r t a d d itio n a l to th e o u tfit
E n ter th e F olio N u m b er on th e th u m b - la b el o f th e ch a rt. I f n ot u s in g S ta n d a rd A d m ir a lty F olios ,

en ter th e F olio N u m b er a ga in s t th e ch a rt in th e In d e x o f th e Log.
i f
E n ter th e n u m b er o f th e la s t N otice to w h ich th e ch a rt h a s b een corrected a ga in s t th e ch a rt in th e

In d ex o f th e Log.
C on s u lt th e In d e x o f C h a rts A ffected in ea ch W eek ly E d ition o f A d m iralty N otice s to M ariners

fr o m th e on e in clu d in g th e la s t S m a ll C orrection en tered on th e ch a rt. I f a n y N otices a ffectin g th e
ch a rt h a ve b een is s u ed s in ce th e la s t N otice fo r w h ich it ha s b een corrected , en ter th em a ga in s t
th e ch a rt in th e L o g a n d cor rect th e ch a rt fo r th em .
C on s u lt th e file o f Tem p o r a r y a n d P r elim in a r y N otices . I f a n y N otices a ffect th e ch a rt, en ter th eir

n u m b ers a ga in s t th e ch a rt in th e Log, a n d correct th e ch a rt fo r th em .
F rom th e file or lis t o f R a d io N a vig a tio n a l W a rn in gs , see if a n y W a rn in gs a ffect th e ch a rt. I f so,

a n n ota te th e ch a rt a ccord in gly.
On r e c e iv in g a re p la c e m e n t ch a r t
In s er t th e F olio N u m b er on th e th u m b - la b el o f th e ch a rt.
F rom th e record k ep t in th e L og, cor rect th e rep la cem en t ch a rt fo r a n y N otices a ffectin g it p u b

lis h ed a fter th e la s t N o tice en tered on it u n d er S m a ll C orrection s .
C on s u lt th e file o f Tem p o r a r y a n d P r elim in a r y N otices , en ter a n y a ffectin g th e ch a rt in th e Log,

a n d cor rect th e ch a rt if releva n t.
C on s u lt th e file or lis t o f R a d io N a vig a tio n a l W a rn in gs . I f a n y o f th e W a rn in gs a ffect th e ch a rt

a n d a re r eq u ired on it, a n n ota te it a ccord in gly.
On re c e iv in g a W e e k ly E d itio n o f A d m ir a lty N o tic e s to M a rin e rs
C h eck th a t th e s eria l n u m b er o f th e W eek ly E d ition is in s equ en ce w ith E d ition s a lrea d y

received , th en :
F rom th e In d ex o f C h a rts A ffected , en ter in th e L o g th e n u m b ers o f th e N otices a ffectin g th e

ch a rts h eld.
Tu rn to th e en d o f S ection I I to see if a n y Tem p ora r y o r P r elim in a r y N otices h a ve b een p u b lis h ed

o r ca n celled . I f th ey h a ve b een , add to o r a m en d th e en tries in th e L o g a ga in s t th e ch a rts
a ccord in gly.
E x a m in e th e ‘A d m ir a lty P u b lica tion s ’ N otice to see if a n y releva n t N ew C h a rts o r N ew E d ition s

h a ve b een p u b lis h ed , o r ch a rts w ith d ra w n . I f th ey h a ve, ta k e a ction .
ANNEX 2 71
D etach and u se Sections I I I to V I as follow s :
S ection I I I . C h eck p rin ted te x t o f m es s a ges a g a in s t a n y s ign a lled vers ion s . F ile S ection , o r n ote
d ow n m es s a ges b y th eir a rea s , a n d b r in g u p - to- d a te p reviou s in fo r m a tio n on th e file a n d a n y
n ota tion s m a d e on ch a rts ;
S ection IV : A d d to file o r lis t;
S ection V: C u t u p a n d u se to cor rect A d m iralty Lis t of Lights-,
S ection V I: C u t u p a n d u s e to cor rect A d m iralty L is t o f Radio Signals;
R es ecu re ch a rt cor rectin g b lock s to S ection II.
F rom folio s a ffected , ex tr a ct a n d cor rect ch a rts fo r th e a p p rop ria te N otices in S ection II.
C orrection o f ch a rts
G en era l in fo r m a t io n
N o correction , ex cep t th os e given in S ection I I o f A d m iralty N otice s to M arine rs , W eek ly

E d ition s , s h ou ld b e m a de to a n y ch a rt in in k.
C orrection s to ch a rts fr o m in fo r m a tio n received fr o m a u th orities oth er th a n th e H yd r o g r a p h ic

D ep a rtm en t m a y b e n oted in p en cil, b u t n o ch a rted d a n ger s h ou ld b e ex p u n g ed w ith ou t th e
a u th o r ity o f th e H yd r o g r a p h er o f th e N a vy.
A ll correction s g iven in N otices to M a r in er s s h ou ld b e in s erted on th e ch a rts a ffected . W h en th ey

h a ve b een com p leted th e n u m b ers o f th e N otices s h ou ld b e en tered clea r ly a n d n ea tly;
p erm a n en t N otices in w a ter p r o o f vio let in k , Tem p o r a r y a n d P r elim in a r y N otices in p en cil.
Tem p o r a r y a n d P r elim in a r y N otices s h ou ld b e ru b b ed ou t as s oon as th e N otice is received

ca n cellin g th em .
C hart 5011— Sy mbols and A b b rev iations used on A d m iralty C harts s h ou ld b e follo w ed to en s u re
u n ifo r m ity o f correction s . Th es e s ym b ols a re in va r ia b ly in d ica ted on O verla y C orrection
Tra cin gs .
I f s evera l ch a rts a re a ffected b y on e N otice, th e la r g es t s ca le ch a rt s h ou ld b e corrected fir s t to

a p p recia te th e d eta il o f th e correction .
L a st c o r r e c t io n
W h en cor rectin g a ch a rt; fir s t ch eck th a t th e la s t p u b lis h ed cor rection to it, w h ich is g iven a t th e
en d o f th e n ew N otice, h a s b een m a d e to th e ch a rt.
D etail r e q u ir e d
Th e a m ou n t o f d eta il s h ow n on a ch a rt va ries w ith th e s ca le o f th e ch a rt. On a la r g e sca le ch a rt,

fo r exa m p le, fu ll d eta ils o f a ll lig h ts a n d fog s ign a ls a re s h ow n , b u t on s m a ller s ca les th e ord er
o f red u ction o f in fo r m a tio n is E leva tion , P eriod , Ra n ge, u n til on a n ocea n ch a rt o f th e a rea on ly
ligh ts w ith a ra n g e o f 15 m iles or m ore w ill n o r m a lly b e in s erted , a n d th en o n ly th eir ligh t- s ta r
a n d m a gen ta fla re. On th e oth er h a n d , ra d io b ea con s a re om itted fr o m la r g e s ca le ch a rts w h ere
th eir u s e w ou ld b e in a p p rop ria te, and, u n les s th ey a re lon g ra n g e b ea con s , fr o m ocea n ch a rts .
N otices a d d in g d eta il to ch a rts in d ica te h ow m u ch d eta il s h ou ld b e a d d ed to ea ch ch a rt, b u t

N otices d eletin g d eta il do n ot a lw a ys m a ke th is d is tin ction . I f a s h orten ed d es crip tion w ou ld
res u lt in a m b ig u ity b etw een a d ja cen t a id s , d eta il s h ou ld b e reta in ed . Th e in s ertion o f exces s ive
d eta il n ot o n ly clu tters th e ch a rt, b u t ca n lea d to erro rs , s in ce th e ch a rts qu oted as a ffected in
ea ch N otice a s s u m e th e M a r in er h a s red u ced w ith th e s ca le o f th e ch a rts th e d eta ils in s erted b y
p reviou s N otices .
Alt erat ions
E ra s u res s h ou ld n ever b e m a de. W h ere n eces s a ry, d eta il s h ou ld b e cros s ed th rou gh , or in th e

case o f lin es , s u ch as d ep th con tou rs o r lim its , cros s ed w ith a s eries o f s h ort d ou b le s trokes ,
s la n tin g a cros s th e lin e. T yp in g cor rection flu id s , s u ch as ‘T ip p - E x ’, s h ou ld n ot b e u sed.
A lter a tion s to d ep th con tou rs , d eletion of d ep th s to m a ke w a y fo r d eta il, etc, a re n ot m en tion ed

in N otices u n les s th ey h a ve s om e n a viga tion a l s ign ifica n ce.
W h ere tin ted d ep th s con tou rs r eq u ir e a m en d m en t, th e lin e s h ou ld b e a m en d ed , b u t th e tin t,

w h ich is o n ly in ten d ed to d ra w a tten tion to th e lin e, ca n u s u a lly rem a in u n tou ch ed . W h ere
in fo r m a tio n is d is p la ced fo r cla rity, its p rop er p os ition s h ou ld b e in d ica ted b y a s m a ll circle and
a rrow .
B lo ck s
S ome N otices a re a ccom p a n ied b y rep rod u ction s o f p ortion s o f ch a rts (k n o w n as ‘B lock s ’). W h en
cor rectin g ch a rts fr o m b lock s , th e fo llo w in g p oin ts s h ou ld b e b orn e in m in d .
• A b lock m a y n ot o n ly in d ica te th e in s ertion o f n ew in form a tion , b u t a ls o th e om is s ion o f

m a tter p r evio u s ly s h ow n . Th e te x t of th e N otice s h ou ld in va r ia b ly b e rea d ca refu lly.
• Th e lim itin g lin es o f a b lock a re d eterm in ed fo r con ven ien ce o f rep rod u ction . Th ey n eed n ot
b e s tr ictly a d h ered to w h en cu ttin g ou t fo r p a s tin g on th e ch a rt, p rovid ed th a t th e p reced in g
p a ra gra p h is ta k en in to con s id era tion .
• O w in g to d is tor tion th e b lock s do n ot a lw a ys fit th e ch a rt ex a ctly. W h en p a s tin g a b lock on a

ch a rt, th erefore, ca re s h ou ld b e ta k en th a t th e m ore im p orta n t n a viga tion a l fea tu res fit as
clos ely as p os s ib le. Th is is b es t d on e b y fittin g th e b lock w h ile it is d r y a n d m a k in g tw o or
th ree p en cil tick s rou n d th e ed ges fo r u s e as fittin g m a rk s a fter th e p a s te is a p p lied to th e
ch a rt.
C o m p le tio n o f c o r r e c t io n s
W h en ever a cor rection h a s b een m a d e to a ch a rt th e n u m b er o f th e N otice a n d th e yea r ( if n ot

a lrea d y s h ow n ) s h ou ld b e en tered in th e b ottom left- h a n d cor n er o f th e ch a rt: th e en tries for
p erm a n en t N otices as S m a ll C orrection s , a n d th os e fo r Tem p ora r y a n d P r elim in a r y N otices , in
p en cil, b elow th e lin e o f S m a ll C orrection s .
N B Th is ex a m p le covers U K A d m ir a lty ch a rts . A p p rop ria te gu id a n ce from oth er ch a rtin g

a u th orities s h ou ld b e s tu d ied fo r th eir ch a rt cor rectin g s ys tem .
ANNEX 2 73
INDEX
A b orts 31 Fa x 43
A ld is la m p 43 Ferries 57
A llow a n ce 26 F ix frequ en cy 34, 44
Allow a n ces and stream/ cu rrent 26 regu la rity 34
A ltern a tive rou tes 31 Frequ en cy 44
A m b igu ity 11 G los s a ry 60
A n ch or clea ra n ce 34 G M D SS 43
A rch ip ela gos 19 G PS 33, 44
Arp a m a pp in g 28 H ead m a rk 36
A u tom a tic s teerin g 13 H igh - speed cra ft 57
A u tom a tion 57 H u man errors 14
A zim u th rin gs 43 resou rces 10
B ridge orga n is a tion 13, 15 IM O Res olu tion A .285 20
p rep a ra tion 42 IM O S TC W C on ven tion 1978
B riefin g 42 Regu la tion II/1 62
B u oya ge 34 In form a tion exch a n ge, master/ pilot 55
B u oys 34 s ou rces 16
C a llih g th e m a s ter 49 In m a rs a t 43
C ase s tu d y 50 In s tru m en t errors 15
C a su a lties 13 In tern a tion a l regu la tion s fo r p reven tin g
C hart cha n ge 25 collis ion s a t sea 45
C harts 16, 21, 39 La n d fa ll ligh ts 39
C lea rin g b ea rin gs 36 Lea d in g lin es 36, 47
m a rks 36, 48 L igh t s ectors 48
C lim a tic in form a tion 18 Ligh ts 36
C locks 43 E xtrem e ra nge 39
C oa ch in g 10 G eogra p h ica l ra nge 36
C oa sta l tra cks 23 H eigh t o f eye 36
C om m ercia l exp ed ien cy 16 La n d fa ll ligh ts 33. 39
- C ommu nica tion 12 Lu m inou s ra n ge 39
C ompass 43 N om in a l ra nge 39
b ea rin g 47 Lin ers 57
error 35 Lis ts o f ligh ts and fo g s ign a ls 17
G yro 43 Loa d lin e ch a rt 18
M a gn etic 43 ru les 19
C om plia n ce 12 Lookou t 12, 13, 15, 46
C on fu sion 12 Lora n 33, 44
Conn 12 M a n n ing 13
C on n ing n ote b ook 40 M a rgin s o f s a fety 21, 23
C on tin gen cies 20, 31 M a rin er’s h a ndb ook 19
C ou rse a ltera tion s 26 M a s ter 13, 20, 49, 50, 56
C ross tra ck error 45 M a s ter’s a p p rova l 40
D ecca 44 res p on s ib ilities 50
D elega tin g 10 M erca tor ch a rt 23
D is ta n ce o ff 25 M eteorologica l con d ition s 19
D is ta n ce ta b les 18 M F ra dios 43
D is tra ction 11 M on itorin g 44, 56
D ou b le w a tch es 13 M ora le 10
D ra u gh t 19, 25 N a viga tion a l ligh ts 14
E cho- sou nder 14, 39 N a vtex 43
E lectron ic ch a rts 58 N a vw a rn in gs 21
E lectron ic n a viga tion s ys tem s h a n db ooks 18 N o- go a rea s 21
E m ergen cies 45 N otices to m a rin ers 18, 21
E m ergen cy b erth s 31 O cean cu rren ts 19
E rror cha in s 11 pa s sa ges 17
E rrors 14, 15 tra cks 23
E stim a ted p os ition 44 Plan, Th e 15
E stim a ted tim e o f a rriva l (E TA ) 23, 41 Ap p ra is a l 15
E xecu tin g th e plan 41 E xecu tion 15
Fa ilu re to: M on itorin g 15
check 13 O rga n is a tion 15
m on itor 13 Pla n n in g 15
plan 13 Prep a ra tion 15
ta ke a ction 13 P a ra llel in d exin g 28,34
u se a va ila b le cu es 13 Pa s s a ge Ap p ra is a l 16
Fa tigu e 42 Pla n n in g 15, 21
Pers on n el 13 Ta ctics 41
P ilot 15, 56 Tea m m a n a gem en t 9
P ilot b oa rd in g area 34 Tea m w ork 49
b ooks 17, 26 Telex 43
on b oa rd 55 Tid a l a tla s es 26
Pla n cha nges 40 s trea m a tla s es 17
Pla n n in g 55 s trea m s 41
b ook 40 w in d ow 26
P os ition fix in g 33 Tid e ta b les 17
Precis ion n a viga tion 58 Tim e m a n a gem en t 46
Procedu ra l viola tion 12 Tra ck d evia tion 48
Racons 34 T r a ffic a rea s 34
Ra d a r con spicu ou s ob jects 33 con d ition s 41
ta rgets 34 s ep a ra tion 19
Ra dio and loca l w a rn in gs 18 Tra in in g 10
Ra dio s ign a l in form a tion 18 Tra m p 57
Regu la tion s 25 Tra n s its 35, 47
R ep ortin g poin ts 34 Tra n s ocea n rou te 19
R es p on s ib ility 56 Trim 19
Rising/ dipping d ista n ces 48 Trop ica l revo lvin g s torm 19
Risk 16 Tu g en ga gem en t 34
Rou tein g cha rts 17 U n d erkeel clea ra n ces 25, 26, 47
Ru nning fixes 44 VHF 40, 43
S a fe a n ch ora ges 31 V is u a l b ea rin gs 44
w a ter 23 V oya ge p rep a ra tion 42
S a ilin g d irection s 17 W a itin g area s 31
S ea m a nship 58 W a tch o fficer 50
S h ip s ’ rou tein g 18 W a yp oin ts 28, 47
S itu a tion a l a w a ren es s 11, 12, 47 W ea kn ess es in b rid ge orga n is a tion 13
S ou n din gs 45 W ellb ein g 10
S peed, redu ced vis ib ility 13 W h eelover 26
S qu a t 23 W h is tle 43
INDEX 75
THE NAUTICAL INSTITUTE
ON
BRIDGE OPERATIONS
T h e f o l lo w in g b o o k s , v id e o s a n d b r ie fin g s m a y b e p u r c h a s e d s e p a r a te ly o r to g e t h e r .
BOOK
B R ID G E T E A M M A N A G E M E N T is p r o d u c e d in c o n ju n c t io n w i t h t h e N a u tic a l
I n s t it u t e a n d w h i l s t i t c a n be u s e d o n it s o w n , is p a r t o f a p a c k a g e w h ic h in c lu d e s
a s e rie s o f V id e o c a s s e tte s p r o d u c e d b y V id e o t e l, L o n d o n , a c c o m p a n ie d b y
d is ta n c e le a r n in g b o o k le ts .
VIDEOS
T h e N a u tic a l I n s t it u t e is s u p p o r t in g th e p r o d u c t io n o f th r e e tr a in in g v id e o s w h ic h a re b e in g m a d e b y V id e o t e l M a r in e
In te r n a tio n a l.
B R ID G E 'W A T C H K E E P IN G P R O C E D U R E S : T h is v id e o is d e s ig n e d t o r e in fo r c e g o o d b rid g e w a tc h k e e p in g p r a c tic e s .
P A S S A G E P L A N N IN G : T h is v id e o is d e s ig n e d t o d e m o n s t r a te th e n e e d t o p re p a r e p a s s a g e s in a d v a n c e , b e r th to
b e r th , w i t h th e o v e r a ll o b je c t iv e o f g iv in g th e w a tc h k e e p in g o f f ic e r a p la n t o f o l l o w a n d s u f f ic i e n t in f o r m a t io n to
e n a b le h im t o d o t h a t e a s ily .
T H E M A S T E R /P IL O T R E L A T IO N S H IP :T h is v id e o re c o g n is e s t h a t th e m a s te r a n d p ilo t a re t w o p r o fe s s io n a ls w i t h a
c o m m o n p u r p o s e . It d is c u s s e s r e s p o n s ib ilitie s , th e e x c h a n g e o f in f o r m a t io n a n d w a y s o f e n s u r in g th e b e s t b a s is f o r
a s a fe p a s s a g e th r o u g h b u s y c o n fin e d a n d s o m e tim e s h a z a r d o u s w a te r s .
In f o r m a t io n c o n c e r n in g th e s e th r e e v id e o s c a n b e o b ta in e d d ir e c t ly fr o m V id e o te l P r o d u c tio n s , R a m ille s H o u s e ,
1 -2 R a m ille s S tr e e t, L o n d o n W 1 V 1 D F , U K : T e l: 0 7 1 - 4 3 9 6 3 0 1 .
O N-BO ARD TR A IN IN G M A N U A L
B R ID G E W A T C H K E E P IN G : T h is is a tr a in in g m a n u a l w i t h a d if fe r e n c e . It is w r i t t e n in o p e n le a r n in g f o r m a t w it h
p r in c ip le s a n d p r a c t ic e s w e ll illu s t r a t e d w i t h d ia g r a m s . It is p r o d u c e d f o r th e g u id a n c e o f ju n io r w a tc h k e e p in g
o ff ic e r s a n d tr a in e e s .
O B J E C T IV E S
O n c o m p le tio n o f t h e s tu d y p r o g r a m m e c o n ta in e d in th e b o o k th e ju n io r o f f ic e r s h o u ld h a v e a b e t t e r u n d e r s ta n d in g o f:
A T h e s ta g e s o f th e p a s s a g e a n d th e s t r u c t u r e o f th e b rid g e w a tc h k e e p in g o r g a n is a tio n .
В T h e w a tc h k e e p in g ta s k s o f th e b rid g e o ff ic e r .
C T h e ro le o f th e b rid g e e q u ip m e n t.
D T h e p r o fe s s io n a l r e la tio n s h ip b e tw e e n th e m a s te r a n d th e b rid g e w a tc h k e e p in g o ff ic e r s .
CONTENTS
1. In t r o d u c t io n t o b rid g e w a tc h k e e p in g p r o c e d u r e s . 7. N a r r o w W a te r s .
2. T h e s ta g e s o f th e p a s s a g e . 8. D is e m b a r k in g th e p ilo t.
3. P re p a rin g f o r s e a . 9. C o a s ta l w a te r s .
4. A lo n g s id e th e b e r t h / a t a n c h o r . 10. O c e a n a re a s
5. E m b a rk in g th e p ilo t/ u p d a tin g th e p la n . 11. M a k in g a la n d fa ll/p r e p a r in g f o r a r r iv a l/d o c k in g
6. U n d o c k in g /w e ig h in g a n c h o r . 12. P ro fe s s io n a l r e la tio n s h ip b e tw e e n m a s te r a n d
b rid g e w a tc h k e e p in g o ff ic e r .
T h is b o o k d r a w s u p o n e x is t in g r e g u la tio n s a n d c o d e s a s th e b a s is o f th e t e x t . It is b e in g w r it t e n b y C a p ta in H .H .
F ra n c is , M N I, a n d C a p ta in T .C . R o o n e y , B S c , F N I, a n d v e r ifie d b y th e Is le o f M a n B ra n c h .
If y o u w o u ld lik e m o r e in f o r m a t io n a b o u t th e s e p u b lic a tio n s p le a s e w r it e o r f a x t o M r s J . E. M ille r , P u b lic a tio n s

O f fic e r (F a x 0 7 1 4 0 1 2 5 3 7 ) , T h e N a u tic a l I n s t it u t e , 2 0 2 L a m b e th R o a d , L o n d o n S E1 7 L Q , U K .
THE NAUTICAL INSTITUTE

T h e N a u tic a l In s t it u t e is a n in t e r n a t io n a l p r o fe s s io n a l b o d y f o r q u a lifie d m a r in e r s w h o s e
p r im a r y a im is t o p r o m o te h ig h s ta n d a r d s o f k n o w le d g e , c o m p e te n c e a n d q u a lific a tio n a m o n g s t
th o s e in c o n tr o l o f s e a g o in g c r a f t . T h e r e a re s o m e 6 , 2 0 0 m e m b e r s in s e v e n ty d if f e r e n t c o u n tr ie s
w h o c o m p r is e s e a g o in g d e c k o f f ic e r s , m a s te r s , p ilo ts , n a v a l o ff ic e r s , h a r b o u r m a s te r s , n a u tic a l
s u r v e y o r s , s u p e r in te n d e n t s , f l e e t m a n a g e r s , le c tu r e r s , a n d o th e r s w it h n a u tic a l q u a lific a tio n s
w o r k in g in th e s h ip p in g in d u s t r y a n d a rm e d s e r v ic e s .
F u ll m e m b e r s h ip is lin k e d t o th e s ta n d a r d o f a n a p p r o v e d m a s te r m a r in e r 's c e r t if ic a t e a n d
n a v a l c o m m a n d q u a li f i c a t i o n s — T h e I n s t it u t e p u b lis h e s a m o n t h ly jo u r n a l c a lle d S E A W A Y S .
79
C a p ta in A . J . S w i f t , M N I
Captain A. J. Swift, MNI, served 18 years at sea, including five

years in command, before joining the Navigation Department of
Brunei Technical College, Bristol.
He transferred to the Simulator Section at Warsash in 1 980, and

has specialised in the use of simulation to reinforce Bridge Team
Management. In common with the other members of the
section, he has kept his practical experience updated by regu
larly returning to sea in an observing role on vessels of all type s
and by riding with pilots in major British ports.
The proliferation of serious marine disasters in recent years,

despite the improvements in all technical aspects of the industry,
indicates that Bridge Team Management is a subject that needs
to be improved at sea. There are many publications showing
what needs to be done, but almost none sho wing ho w it should
be done. The Simulation Section of the Maritime Operations
Centre at Warsash has been addressing this subject since 1977
and Captain Swift feels that he is well qualified to produce this
book.
He has conducted research into the use of manned models, has

prepared a number of company manuals and has completed a
varie ty of research projects into shipping and bridge operations.
Captain Swift is a Member of The Nautical Institute and the

Southampton Master Mariners Club as well as a Member of the
Royal So c ie ty for the Prevention of Acc ide nts.
Photograph: Sandra Day
T h e N a u tic a l In s t it u t e
2 0 2 L a m b e th R o a d
L o n d o n SE1 7 L Q . U K
T e le p h o n e : 0 7 1 9 2 8 1 3 5 1
IS B N 1 8 7 0 0 7 7 1 4 8

Bridge Team Management

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BRI DGE TEAM

© Th e N a u tica l In s titu te, 1993

A ll righ ts reserved . No p a rt o f th is pu b lica tion m a y b e reprodu ced, s tored in a retrieva l s ys tem , or

Th e opin ion s exp res s ed a re th os e o f th e a u th or on ly and a re n ot n eces s a rily to b e ta ken as th e

Th e B rid ge O p era tion s P r o g r a m m e.................................................................... 5

A ck n ow led gem en ts ............................................................................................. 6

B a ckgrou n d to th e M a rin e O p era tion s C en tre................................................... 8

TE AM M A N AG E M E N T— Tra in in g and C oa ch in g— W ellb ein g— M ora le

E RRO R C H AIN S — In d ica tion s — A m b ig u ity— D is tra ction — Inadequ acy/

C A S U A LTIE S AN D C AU S E S — La ck o f D ou b le W a tch — In s u fficien t

G RO U N D IN G S AN D C AU S E S — Pla n n ed Tra ck — Tra ck M on itorin g

B RID G E O RG A N IS A TIO N — In d ivid u a l Role

In form a tion S ou rces — O cean P a s s a ges — C oa s ta l Pa s s a ges

N o- go A rea s — M a rgin s o f S a fety— S a fe W a ter— O cean Tra ck s —

D evia tion from Tra ck

U n d erkeel C lea ra n ce— Tid a l W in d ow — S trea m A llow a n ce

C ou rse A ltera tion — W h eel- O ver

P a ra llel In d exin g— A R P A M a p p in g— W a yp oin ts

A b ort— C on tin gen cies

Pos ition F ixin g— P rim a ry and S econ d a ry F ixin g— C onspicu ou s

A d d ition a l In form a tion — Rep ortin g Poin ts — A n ch or C lea ra n ce—

S ITU A TIO N A L A W A RE N E S S — Tra n s its — C ompass E r r o r -

RAN G E OF LIG H TS — G eogra p h ica l— Lu m in ou s — N o m in a l-

IN FO RM A TIO N — O vercrow d in g— Pla n n in g B ook— C on n in g N otes

TA C TIC S — E TA fo r Tid e— E TA fo r D a yligh t— T r a ffic C on d ition s —

A D D ITIO N A L PE RS O N N E L— B riefin g— Fa tigu e

P R E P A R A TIO N — fo r V oya g e— o f B rid ge

FIXIN G — M eth od— V is u a l B ea rin gs — F requ en cy— R egu la rity—

O B S E RV ATIO N — U n d erkeel C lea ra n ce— W a yp oin ts — Tra n s its —

Res p on s ib ilities — P la n n in g— In form a tion E xch a n ge— M on itorin g

W h e n e v e r a sh ip pu ts to sea, th e m a s ter and n a viga tin g officers h a ve a d u ty b oth in pu b lic

OPER A T IONS PR OGR AM M E 5

I a ls o w is h to tha nk m y collea gu es a t th e S im u la tion S ection o f th e M a ritim e O pera tion s

It is too ea s y to focu s on in d ivid u a l item s o f equ ipm en t, th e ch a ra cter o f th e M a s ter or the

For th es e rea son s I p a rticu la rly w elcom e th is b ook on B rid g e Te a m M a n a g e m e n t b ecau se

Th ere a re o f cou rs e m a n y a ccep ta b le w a ys o f n a viga tin g b u t th ere has to b e a firm b asis

In a d d ition to tra in in g and a s s es s m en t cou rses, th e s h ip ’s b rid ge s im u la tors a re a ls o u sed

An a ccid en t b y its n a tu re is u n expected, b u t m os t a ccid en ts occu r b eca u se th ere is no

Th is b ook on b rid ge tea m m a n a gem en t a ddres s es this issu e b y exp la in in g h ow to prepa re

It m a y b e a rgu ed th a t th e m eth od s b ein g pu t forw a rd in th e b ook a re too dem a n din g u pon

A ll m em b ers o f the tea m h a ve a p a rt to p la y in this. Th e title ‘Tea m M a n a gem en t’

Th e m eth ods o f p a s s in g on kn ow led ge a re m a n y and va riou s . Th ey m a y b e s p lit in to tw o

Tra in in g requ irem en ts fo r b rid ge ta s ks do n ot a lw a ys len d th em s elves to d irect tra in in g

Th e form a tion o f a tea m from a s election o f in d ivid u a ls m a y ta ke a grea t dea l o f effort. N ot

A ll tea m m em b ers sh ou ld b e kep t fu lly a w a re o f w h a t is exp ected o f th em and th eir

M a ritim e in cid en ts or d is a s ters a re very s eld om th e res u lt o f a s in gle even t, th ey are

S itu a tion a l a w a ren es s — i.e., kn ow in g w h a t is goin g on a rou nd th e s h ip — h elps the OO W

IN DIC A T IO N S OF C erta in s ign s in th e fu n ction o f a b rid ge tea m w ill in d ica te

A M BIGUIT Y A m b igu ity m a y b e ea s ily d efin a b le or th ere m a y b e m ore

A m ore s u b tle va ria tion o f a m b igu ity m a y b e th a t th e echo-

A m b igu ity m a y ex is t in th a t tw o tea m m em b ers do n ot a gree

Th e O O W m a y b e a w a re th a t certa in p re- a greed d ecis ion s —

A m b igu ity m a y b e a res u lt o f in exp erien ce or la ck o f tra in in g.

DIST R A CT IO N D is tra ction , th e fu ll a tten tion o f a p ers on u pon one even t to

INA DEQUA CY A ND A less d efin a b le in d ica tion o f s itu a tion a l a w a ren es s is a

CO M M UNICA T IO N P oor com m u n ica tion s , b oth in tern a l and extern a l, a re an

In a n y case, effor ts m u st b e m ade to overcom e the cau se of the

IM P R OP ER CONN Im p rop er con n in g or p oor lookou t m a y b e a res u lt o f la ck o f

P R O CEDUR A L U n ju s tified d ep a rtu re from clea rly d efin ed and u n derstood

W ea kn es s es in b rid ge orga n is a tion h a ve b een a com m on fa ilu re in m a n y ca su a lties.

Su ch ca s u a lties m a y h a ve b een a void ed b y:

S e t t in g d o uble w at c h e s Too often it is con s id ered a dequ a te to con tin u e in a m ore

P o st in g lo o k o ut s; Th e O O W m a y con s id er th a t he a lon e can keep th e lookou t in

P re c ise in st ruc t io n s A b u s y O O W m a y n ot rea lis e th a t the vis ib ility has d eter

F a i l u r e t o c r o s s -c h e c k If on ly on e m eth od o f fix in g is u sed w h en th e ship is in con

M ost o f th e in s ta n ces cited a b ove a re a rrived a t b y th e O O W n ot a p p recia tin g th e com p lex

A grea t circle is th e s h ortes t d is ta n ce b u t oth er con s id er

S om e s h ip p in g com pa n ies m a y a ls o s p ecify m inim u m d is

IM O Res olu tion A .2 8 5 (V III), A n n ex A (v), s u b s equ en tly in cor