YEATON NAVIGATION STANDARDS

(YEATONINST M3530.1L)
 Commanding Officer 15 Mohegan Ave
USCGC YEATON (WSIM 1) New London, CT 06320-8102
Staff Symbol: cp
Phone: (860) 444-8495

YEATONINST M3530.1L
2 Feb 2021

USCGC YEATON INSTRUCTION M3530.1L

Subj: YEATON NAVIGATION STANDARDS

Ref: (a) Standing Orders for the Officer of the Deck, YEATONINST M1601.1 (series)
(b) The American Practical Navigator, Nathaniel Bowditch
(c) USCG Regulations, COMDTINST M5000.3 (series)
(d) Coast Guard Navigation Standards Manual, COMDTINST 3530.2 (series)
(e) Watch Officer’s Guide, James Stavridis, CAPT USN

1. PURPOSE. This instruction prescribes the Commanding Officer’s Navigation Standards to

the Officer of the Deck (OOD).

2. ACTION. All Officers of the Deck, Conning Officers, Navigators, and other bridge
watchstanders will comply with the provisions of this instruction.

3. DIRECTIVES AFFECTED. YEATONINST M3530.1K is cancelled.

4. ENVIRONMENTAL ASPECT AND IMPACT CONSIDERATIONS. Environmental

considerations were examined in the development of this Manual and have been determined
to be not applicable.

5. DISCUSSION. As Commanding Officer, I am responsible for the safe navigation of

YEATON. The navigation of a vessel requires precision and accuracy, particularly when in
close proximity to shoal water or land. These standards of navigation, procedures,
terminology, and symbology will be used by all personnel involved in navigating YEATON
to ensure continuity and a common understanding of the navigation plot.
MCTAMNEY.JOHN. Digitally signed by
MCTAMNEY.JOHN.MP.IV.1029868634
MP.IV.1029868634 Date: 2021.02.10 12:45:19 -05'00'
J. M. McTamney
 TABLE OF CONTENTS
CHAPTER 1: DEFINITIONS AND GENERAL STANDARDS 1

1. Definitions 1

2. Navigation Standards 3

3. Navigation Planning & Execution 8

CHAPTER 2: LABELING EXAMPLES 13

CHAPTER 3: STANDARD COMMANDS 18

APPENDIX 1: SHIP’S CHARACTERISTICS 23

APPENDIX 2: ADVANCE & TRANSFER TABLES 24

APPENDIX 3: NAVIGATION TEAMS 28

APPENDIX 4: MISSION ANALYSIS/RISK ASSESSMENT 31

CHAPTER 1: DEFINITIONS AND GENERAL STANDARDS
1. DEFINITIONS

A. Draft. The depth to which a vessel is submerged, measured from the waterline to the
keel.

B. Navigational Draft/Shoal waters. Navigation draft is the depth of the ship’s keel
below the water line when loaded plus a safety zone prescribed by the Commanding
Officer. The navigational draft for CGC YEATON is dictated by the class of cutter
used and is found in Appendix 1. Shoal water is defined as a hazard to navigation
and any sounding of less than the prescribed navigational draft. Navigational draft
and shoal waters will be considered synonymous for the purposes of this instruction.
Shoal water shall be outlined using a blue permanent ink marker on all paper charts.

C. Safety Depth/Contour. Safety Contour is the main parameter that is taken into
account by ECDIS for presentation of unsafe water areas (i.e. shoal water), detecting
isolated dangers and generating anti-grounding alarms. The Safety Depth selected by
the mariner is considered as an aid only to provide more clear indication of unsafe
spot soundings. The ECDIS, when used, shall be programmed to a safety depth and
safety contour of the same value as the class of cutter’s navigational draft indicated in
Appendix 1.

D. Depth Beneath the Keel. The calculated distance between the keel of a cutter and the
sea floor. This calculation takes into account the charted depth, height of tide, and
draft of the cutter. This value is measured and displayed by the fathometer because it
is located on the keel of the vessel.

E. Masthead Clearance. The calculated distance between the masthead of a cutter to an

overhead obstruction. This calculation takes into account the charted vertical
clearance, mean range of tide, height of tide, and the corrected masthead height of a
cutter.

F. Restricted Waters. Restricted Waters shall include any area where the presence of
shoals or other hazards to navigation confine the vessel's ability to maneuver to
narrow limits. On YEATON this includes areas less than 3 nautical miles from shoal
water or hazards. The Navigation Detail and Special Sea Detail will be set and
functioning when operating in Restricted Waters. The navigator may modify these
standards based on local conditions and operations.

G. Coastal Waters. Coastal waters shall include waters from 3 to 6 nautical miles from
shoal water or hazards. The Navigation Detail and Special Sea Detail may be set
when operating in coastal waters. The navigator may modify these standards based
on local conditions and operations.

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H. Open Ocean. Open ocean waters shall include all waters outside of 6 nautical miles
from shoal water or hazards.

I. Drag Circle. A circle centered over the anchor with a radius equal to the scope of
chain plus the distance from the hawsepipe to the point of observation (pelorus). (See
Enclosure (1))

J. Swing Circle. A circle centered over the anchor with a radius equal to the length of
ship plus the scope of chain. It will be checked to ensure no hazards lie within. A
swing circle will be plotted twice for each anchorage. It will be plotted around the
planned anchorage position prior to anchoring to check for hazards, then will be
plotted after anchoring around the actual anchor position.

K. Fix. A fix is a position determined without reference to any former position; the
common intersection of three or more lines of position obtained from simultaneous
observations.

L. Running Fix. A position determined by crossing lines of position obtained at

different times and advanced or retired to a common time.

M. Estimated Position. The most probable position determined from incomplete data or
data of questionable accuracy. Such a position is determined by applying a correction
to the dead reckoning position, as for estimated current; by plotting a line of
soundings; or by plotting lines of position of questionable accuracy. If no better
information is available, a dead reckoning position is an estimated position, but the
expression estimated position is not used in this case.

N. Bridge Team. Personnel assigned to the bridge for a given evolution. Refer to
Appendix (3) for more information.

O. Navigation Team. Additional personnel assigned to augment the Bridge Team when
navigating in coastal or restricted waters – either using ECDIS or a paper chart. Refer
to Appendix (3) for more information.

P. Anchor Detail. One or more personnel assigned to handle the ground tackle, either as
part of a planned evolution or in an emergency. The term “Anchor Detail” is used
both to describe both the watch condition of the ship (i.e. 1MC “Now, Set the Anchor
Detail”) and to refer to individual assignments (i.e. “BM3 X and SN Y are the Anchor
Detail”).

Q. Special Sea Detail. The standard manning level for leaving / entering port or other
Restricted Waters transits; it consists of the Navigation Team plus an Anchor Detail
standing by if applicable.

R. Mooring Stations. The standard manning level for mooring or unmooring the ship; it
consists of the Bridge Team and personnel stationed on deck for handling lines.

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 S. Electronic Chart Display and Information System (ECDIS) A navigation
information system which with adequate backup arrangements can be accepted as
complying with the up-to-date chart required by regulation V/19 and V/27 of the
1974 SOLAS Convention, as amended, by displaying selected information from an
ENC with positional information from navigation sensors to assist the mariner in
route planning and route monitoring, and if required displaying additional navigation-
related information.

T. Automatic Identification System (AIS). An automatic tracking system used on

ships and by vessel traffic services (VTS) for identifying and locating vessels by
electronically exchanging data with other nearby ships, AIS base stations, and
satellites.

U. Modes of Navigation. Many electronic navigation systems can be used in an

automated mode or a manual mode using manual inputs to determine vessel position
if a primary positioning source fails or is disrupted. In addition, the Coast Guard still
recognizes, practices, and uses traditional navigation techniques (including paper
charts or other means such as visual lines of position and radar ranges) and celestial
navigation. The two modes of primary navigation are summarized below.

i. Automated Plotting. Installed eNav system, with automatic positioning

input, used as a primary means of navigation.

ii. Manual Plotting. Installed eNav system, with manual positioning input,
used as a primary means of navigation.
Or,
Traditional paper navigation used as a primary means of navigation,
usually due to eNav failure. Planned use of paper navigation is also done
for proficiency and training, or when there is a lack of electronic chart
availability.

2. NAVIGATION STANDARDS

A. Fix Intervals. A fix is required at least:

1. Every fifteen minutes in open ocean;

2. Every six minutes in coastal waters;
3. Every three minutes in restricted waters;
4. As otherwise determined by the navigator.

B. Rules for Dead Reckoning (DR). When plotting DR’s, properly label and project the
track for at least two fix intervals and utilize the six rules of DR as listed below.

1. Plot a new DR position at least every hour on the hour.

2. Plot a new DR position at every course change.

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 3. Plot a new DR position at every speed change.
4. Plot a new DR position after each fix or running fix.
5. Plot a new DR position when obtaining a single line of position.
6. Plot a new course line from each fix or running fix.

C. Set and Drift. Set and drift shall be determined at every fix if the fix interval is three
minutes or more. If the fix interval is less than three minutes, set and drift shall be
determined at every other fix. Set and drift shall be applied to subsequent dead
reckoning (DR) positions to determine an estimated position (EP) in the event that
planned fixes are not obtained.

D. Fix Times and Plotting Fixes. The bridge and CIC shall use identical fix intervals
and fix times. Each shall compare the other stations fixes to a known position at least
every other fix. Standard navigation plotting symbols found in Chapter 2 of this
instruction shall be used when plotting on paper charts.

E. Positioning Sources. The following is a hierarchy of fix/LOP sources:

Category I (Adequate for use as the primary source of YEATON’s position while
operating in all waters)

1. GPS with DGPS corrections.

2. GPS SPS (Standard Positioning System)
3. Visual
4. RADAR (includes RADAR/chart matching)

Category II (not considered adequate for precise navigation, use only as primary
source in Open Ocean)

1. Celestial

F. Positioning Source Comparison

1. Restricted Waters: When piloting in Restricted Waters, the primary positioning

source shall be compared to an independent backup positioning source at least
every third fix interval. In order to meet this requirement, when in Restricted
Waters using the ECDIS, the radar overlay shall be displayed (Radar/Chart
Matching). Care shall be exercised to ensure the scale of the ECDIS matches the
radar.

2. Coastal Waters: When operating in Coastal Waters, the primary positioning

source shall be compared to an independent positioning source at least every third
fix.

3. Open Ocean: When operating in Open Ocean, the primary positioning source
shall be compared to an independent backup positioning source at least every
watch whenever possible.

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G. Electronic Navigation

1. Chart Hierarchy. The following is a hierarchy of electronic charts to be used for

navigation. Definitions for each chart type are found in reference (d). Deviations
from this list are authorized with the permission of the Commanding Officer.
Consideration must be given to the coverage, datum, scale, and which chart is
most up to date when selecting which chart to use. Updated paper charts are
always authorized for use.

a. Official Electronic Navigation Chart (ENC)/U.S. Army Corps of Engineers

(USACE) Inland ENC
b. NGA Digital Nautical Chart (DNC)
c. Official Raster Navigation Chart (RNC)
d. Commercial Vector Chart
e. Commercial Raster Chart

2. Filter Settings. Each Officer of the Deck has the ability to adjust the display
setting of the ECDIS. Informational layers may be turned off or on as needed to
provide the required information to the Bridge Team. The following layers are
required at all times in addition to those in the Standard Display in Vega-ECDIS:

a. Depth Contours/Areas
b. Fishery Zone
c. Fishing Features
d. Harbor Type
e. Harbor, etc.
f. Label – Safety Contour
g. Label – Standard Contour
h. Obstructions (Known)
i. Obstructions (Unknown)
j. Soundings
k. Submarine Cables, etc.
l. Territorial Areas

3. Cross Track Error Settings. Each navigational zone requires varying levels of
precision with regards to maintaining the intended trackline. The following cross
track errors are the maximum setting for the Vega-ECDIS for each navigational
zone, but may be adjusted to account for safe transit planning:

a. Restricted Waters – 50 yards

b. Coastal Waters – 200 yards
c. Open Ocean – 1000 yards

4. Scaling Options. The ability to scale in and out on Vega-ECDIS is a useful

function for voyage planning and maintaining situational awareness. The system

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 shall be in automatic scaling to allow Vega-ECDIS to select the most appropriate
scale for the electronic chart being displayed. If the scale is changed to collect
additional information, the settings shall be immediately returned to automatic.

5. Alarm Management. No alarm may be disabled without the express permission

of the Commanding Officer or Navigator. A notation shall be made in the smooth
log, and the alarm shall be enabled as soon as conditions permit. No alarm may be
silenced on the bridge without the following conditions being met:

a. The person silencing the alarm must be a member of the Bridge Team.

b. The person must first announce the type of alarm, and receive
acknowledgement from the OOD, Safety Officer, Navigator or Commanding
Officer.

H. Fixes. All available means of determining YEATON's position shall be used.

1. When the ECDIS (with DGPS and with or without input from radar) is available,
it shall be used as the primary means of fixing the ship's position. If operating in
Restricted Waters, the radar input MUST be used to ensure positioning source
comparison requirements are met.

2. When only DGPS is available, the DGPS position shall be plotted on paper charts
and shall be used as the primary means of fixing the ship's position.

3. If DGPS is unavailable, true bearing visual and RADAR range LOPs shall be
used for bridge fixes. A minimum of three LOPs shall be used, with 120 degrees
of bearing spread desired (but not required) between each. One radar range LOP
is desired to be used in conjunction with visual LOPs.

4. When piloting by magnetic compass, a minimum of two visual LOPs and one
radar range shall be used for bridge fixes. These visual LOP's are bearings relative
to the ship's head.

5. When only radar range LOPs are available, at least three LOP’s shall be used for a
radar fix.

6. At times it may be necessary to combine visual, radar, and other electronic

navigation LOPs to obtain fixes in coastal areas. When only two LOPs from any
means are available, the resultant position is an estimated position.

7. Soundings shall be correlated at each fix.

8. Prior to shifting from one type of LOP to another, ie. from visual to electronic
fixes, ensure both methods are plotted and compared. The difference for each
method shall be recorded in the ship's log giving the bearing and range from the

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 visual fix to the electronic fix. Electronic fixes will be compared whenever
possible after YEATON is underway to reduce interference from shore structures
and Electromagnetic Interference (EMI) sources.

9. YEATON shall use all available data such as soundings, danger ranges/bearing,
set and drift, and proximity to aids to navigation to fix the vessel’s position and
improve on the DR plot. At any time fix quality comes into question, particularly
when operating in restricted waters, the following action may be deemed
appropriate depending on prevailing conditions:

a. Reducing speed as appropriate.

b. Take all way off.
c. Increase fix frequency.
d. Turning away from the danger.

I. Running Fixes. In the event a fix cannot be obtained, a running fix shall be used to
determine the ship’s position

1. A running fix may be comprised of electronic (RADAR), visual (terrestrial), or

visual (celestial) lines of position all advanced to a common time. Typically the
older LOP’s are advanced to the time of the most recent LOP.

2. In order to advance a line of position, the cutter has to have maintained the same
course and speed during the time period you wish to advance.

3. The lines of position are advanced in the direction of the ordered course and to a
distance equivalent to the distance traveled by the ship based on the ordered
speed.

4. Lines of position obtained from terrestrial navigation aids may be advanced up to

30 minutes.

5. Lines of position obtained from celestial bodies may be advanced up to 4 hours.

J. Coordination of Chart Shift. Bridge and CIC shall coordinate chart shifts so that
both are not shifted at the same time and so that they do not require shifting during an
impending turn.

K. Navigation Detail. The navigator will station the navigation detail sufficiently early
(1st fix plotted), no less than 10 minutes prior, to have the team functioning before
standing into restricted waters.

L. Fathometer. All available fathometers shall be used at each fix to determine water
depth. Soundings will be compared with other navigation information at each fix.

M. Cutter Draft. Immediately before leaving port and as soon as practical after entering

7
 port the Navigator shall determine the cutter's draft (forward and aft) and ensure that
it is entered in the deck log.

N. Compasses. Prior to getting underway, and once a day underway, gyro error shall be
determined by visual or celestial observations. Repeater error will be determined at
each observation for all bridge repeaters and daily for the after steering repeater.

O. Automatic Identification System (AIS) Settings. YEATON will operate at all times
in transmit and receive mode on the AIS. The Commanding Officer retains the
authority to grant a waiver as to allow the cutter to operate in receive only mode for
law enforcement purposes only.

P. Use of Autopilot. The use of any autopilot system shall be used only in open ocean
transit situations and in conditions of good visibility. The use of such a system will
be noted in the ship’s log. Any time the cutter comes within 6 nautical miles of shoal
water or a navigational hazard or the visibility is reduced to less than 2 nm, the
autopilot shall be disengaged, if being used.

Q. Navigation Lights and Day Shapes. The OOD shall ensure proper navigation lights
and day shapes are shown unless directed by higher authority. If a navigation light
filament fails or does not light, the duty EM shall be informed immediately. Lights
with failed filaments shall be replaced as soon as practicable.

R. RADAR Settings. The RADAR is an invaluable tool that aids in the determination of
risk of collision in all conditions of visibility. In order to maintain the clearest and
most accurate picture, there are some standard settings that are required to be
maintained. The heading input shall be from the gyro compass and the speed input
shall be from the DGPS/GPS Speed Over Ground information.

3. NAVIGATION PLANNING & EXECUTION.

A. Purpose. Navigation planning encompasses the development of long and short-term

plans as well as contingency plans for a mission. Command Navigation Standards,
Standing Orders, operational bills and navigation checklists constitute pre-established
long-term operational plans for safe and successful navigation. These plans provide a
framework for executing a mission, and may be tailored to meet the unique
requirements of each mission. The plan may be very elaborate, consisting of complete
track lines, piloting procedures, patrol areas, etc., or simply a brief to the crew before
launching a boat.

B. Reference Publications. Up-to-date nautical and hydrographic publications (or the

electronic equivalents) should be consulted during the development of these plans, for
example:

1. Coast Pilots.
2. Fleet Guides.

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 3. Sailing Directions.
4. Code of Federal Regulations, Title 33.
5. OPORDERS.
6. Coast Guard Navigation Center, Navigation Information Service.
7. Naval Operating Area Instructions.
8. Light List(s) and the List of Lights.
9. Radio Aids to Navigation, PUB 117.
10. Notices to Mariners, Local Notices to Mariners, Broadcast Notices to Mariners,
and Notices to Shipping as applicable.
11. NAVAREA, HYDROLANT, HYDROPAC Messages.
12. Tide Tables.
13. Tidal Current Tables.
14. Nautical Almanac.
15. Navigation Rules, International-Inland, COMDTINST M16672.2 (series).
16. Local weather resources.
17. Other local navigation guides.

C. Open Ocean Transit Planning. Open ocean transit planning will consist of the
following:

1. Trackline selection (Rhumbline/Great Circle/Combination) is based on

environmental considerations, ETA/SOA requirements, and review of the Pilot
Chart.

2. Tracks are plotted to conform to: recommended routes of the Coast Pilot, Sailing
Directions, operational requirements, and desires of the Commanding Officer or
other operational commander. Tracks shall be plotted clear of hazards and
restricted or prohibited areas.

3. All charts to be used shall be of the largest scale available and compared to ensure
all are identical.

D. Restricted Waters Transit Planning. Restricted waters transit planning will consist
of the following:

1. Lighted aids to navigation expected to be used will be identified on the chart by

name, characteristic, description, computed visibility, time and bearing of expected
sighting/losing. The arc of visibility will be plotted.

2. All charts to be used shall be of the largest scale available and compared to ensure
all are identical.

3. Hazards shall be highlighted blue and marked by danger bearings/ranges. Danger

bearings/ranges will be used liberally and are required whenever a trackline is 200
yards or less from shoal water. They shall be plotted on the chart, normally at least
100 yards from the hazard, and properly labeled. All appropriate personnel on the

9
 bridge, including the Commanding Officer, OOD, and QMOW will be informed of
the bearings/ranges.

4. Aids to navigation expected to be used for determining YEATON's position shall

be marked and labeled with identical bridge/CIC labels. Visual aids are identified
by a ¾” to 1” diameter yellow circle with double letters (AA, BB, etc.); and radar
aids are identified by a ¾” to 1” green, equilateral triangle with single letters.
These letter designations will be in ¾” to 1” tall block letters and parallel to the
lines of latitude. Radar range and visual bearing books will be annotated with exact
description (position, official name, charted name) of each label assigned for each
chart used during the life of that individual book.

5. Identical tracks shall be laid down per the recommendations of the Fleet Guide,
Sailing Directions, Coast Pilot, etc. following traffic separation schemes as
required on all charts of the area. Tracks shall allow sufficient maneuvering room
for possible errors in position of charted hazards and shall not cross danger
bearings or ranges. Tracks shall be properly labeled in accordance with Chapter 2
of this manual and will include true and magnetic course, SOA, and distance for
each leg. A turn bearing, turn range and a slide bar shall be annotated for every
turn. Preselected points for chart shifts shall be indicated on each chart. The
navigator shall check and approve each track.

E. Trackline approval. All tracklines used by YEATON shall be first reviewed by the
Navigator then approved by the Commanding Officer. In Vega-ECDIS, this process
is verified for each individual trackline entered into the system and will only load
after approval by the Commanding Officer. This approval is also denoted at the
bottom of the screen at all times when using a Commanding Officer approved
trackline. Tracklines on paper charts are also reviewed first by the Navigator and
approved by the Commanding Officer prior to use and shall be annotated by a
signature on the SE corner of an approved chart.

F. Navigation Briefs.

1. As per reference (c), the Navigator is charged with preparing a safe and prudent
navigation plan for the movement of the cutter. This plan shall be the basis of the
navigation brief and shall be conducted prior to getting underway, entering port
and, if possible, prior to entering restricted waters. Navigation brief duration,
content and attendance may be tailored to meet the requirements of a specific
mission.

2. The Navigator or Assistant Navigator shall review all charts to ensure hazards to
navigation along the intended route, including overhead obstructions, prohibited
areas and shoal water, are properly displayed and/or highlighted. Charts with
tracklines in restricted waters shall be reviewed the Navigator.

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 a. When navigating with electronic charts, all electronic chart products available
along the intended route shall be consulted to ensure all available updates for
the area have been accounted for.

3. Navigation briefs shall include the following information, when applicable:

a. Anticipated time of setting Special Sea Detail, Anchoring and Mooring Bills,
Engineering Restricted Maneuvering Doctrine, and Navigation Detail.
b. Assignment of navigation team positions and review of duties as outlined in
Enclosure (3).
c. Paper chart selection and/or electronic chart product selection.
d. Chart shifts.
e. Review of charts and intended track, including results of scanned route, if
applicable.
f. Restricted, prohibited, and cautionary areas along intended track.
g. Chart datum (North American Datum of 1983 (NAD 83), World Geodetic
System of 1984 (WGS 84), etc.).
h. Planned fix interval.
i. Maximum allowable deviation from track.
j. Speed of advance and maximum safe speed.
k. Intended speed/rudder combination for turns.
l. IALA buoyage system.
m. Expected sightings and description of key aids to navigation.
n. Navigation equipment status.
o. ECDIS/ECS back-up arrangements, if applicable.
p. Status of electronic position fixing systems (GPS/DGPS) to include expected
accuracy and outages.
q. Engineering plant status.
r. Hazards to navigation, danger bearings/ranges, danger soundings, navigation
warnings, bridge vertical clearances, bridge signals and radio capability.
s. Areas where the cutter can/cannot anchor in emergencies.
t. Anticipated traffic (Cutters should avoid meeting Deep Drafts vessels at turns
and intersections).
u. Traffic Separation Schemes.
v. Port or Vessel Traffic Service (VTS) requirements.
w. Environmental considerations including tides, currents, weather (e.g., winds,
precipitation, visibility), and environmentally sensitive sea areas (e.g., marine
sanctuaries).
x. Demarcation lines (Inland/International Rules of the Road).
y. Communication requirements.
z. Mooring or anchoring arrangements including time to moor/unmoor and berth
heading.
aa. Ordnance disposal areas.
bb. AIS mode to be used
cc. Conduct risk assessment found in Appendix (4).

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G. OOD/Conning Officer Coordination. The OOD/Conning Officer shall keep the
bridge navigation team informed of their intentions and objectives well in advance of
execution. If the OOD/Conning Officer does not agree with the navigation
information being provided, an immediate report of that fact shall be made and
acknowledged by the Commanding Officer and Navigation teams.

H. Standard Navigation Report. The evaluator will pass information directly to the
Conning Officer. This information will be obtained at the required fix interval either
directly from the ECDIS display or the most current DR on a paper plot. While the
following format is a guideline and should be followed exactly when possible,
circumstances may require a reordering, elimination, or addition of information in the
report. (e.g.: a nearby turn would make that portion more critical; an area devoid of
AtoN would make that portion irrelevant).

Conn, Nav Eval:

Based on (DGPS/GPS/Visual/Radar) (Fix/EP/No Fix) at time ______; I hold

you _______ yds; (LEFT/RIGHT/ON TRACK) of track . Recommend
(Maintain/Come Left/Right to) course of _____°T;
(PAUSE as necessary to allow OOD to give course command to HELMSMAN)
Nearest hazard is ________, ______yds off your (port/stbd, bow/beam);
Nearest ATON is _______, ______yds off your (port/stbd, bow/beam);
Fathometer reads ______ ft and (Does/Does Not) concur with charted depth;
Set And Drift is _____°T at _____kts;
Distance remaining to turn point is _______ nm;
Time to turn is ________ minutes;
Next ordered course is ______°T.

I. Anchoring

1. Position. When an Anchorage position is selected, a swing circle shall be plotted

around the planned position to ensure no hazards exist. As soon as the anchor is
dropped, a minimum of three visual and radar range LOPs shall be obtained,
recorded, and plotted on both a paper chart and the Vega-ECDIS. Swing and drag
circles shall be plotted based on this initial position.

2. Anchor Watch. When at anchor, the anchor watch will be set and shall report to
the OOD per reference (a).

3. Restricted Waters. An anchor shall be made ready for letting go prior to entering
restricted waters.

J. Universal Plotting Sheets.

1. Universal plotting sheets may be used for the following applications:

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a. To plot lines of position obtained through celestial observation in order to
determine a fix.
b. To fix the ship’s position and calculate Set, Drift, Course Made Good, and
Speed Made Good when a chart of sufficiently large scale is not available.
c. To more accurately execute precision anchorages by providing a larger scale
on which to plot.

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CHAPTER 2 LABELING EXAMPLES

1230
00
16

Visual Line of Position Dead Reckoning Position

2 0 -1440
14

Advanced Line of Position

(Label original time and advanced time)
RADAR Line of Position

1500

1330

Visual Fix Electronic Fix using RADAR ranges

1715 1610

Electronic Fix Electronic Fix

Two RADAR LOPs, one visual LOP One RADAR LOP, two visual LOPs

14
 11
06
-1
2 C-090°T / 087°M
11
1112 111 S-18.3 / D-17nm
2 1112 RFIX WP1 WP2

Trackline
(Used between intended waypoints)
Running Fix

16
1620

00
1600

160
0
Estimated Position Estimated Position
Based on two LOPs Based on one LOP and a DR

606 12
1 1 6 Sh
1600 i ft
13

to
21
2

DR Courseline
Chart Shift

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 Turn Bearing, Range and Slide Bar

Danger Range Danger Bearing

16
Precision Anchorage

17
 SAMPLE GAZETTEER

RADAR NAVIGATION POINT VISUAL NAVIGATION POINT RADAR & VISUAL

LABEL (3/4” – 1”) LABEL (3/4” – 1" in diameter) Navigation Point
HIGHLIGHTED ORANGE HIGHLIGHTED YELLOW
POINT SHOULD BE CENTERED OVER GIVEN LATITUDE AND LONGITUDE

GAZETTEER CHART 12354TR

Desig Name Characteristic Latitude Longitude
V1 Little Gull Island Light F 91ft 18M HORN R Bn 306 .--- 41° 12.35’N 072° 06.40’W
V2 Plum Island Tank TANK 41° 10.90’N 072° 11.78’W
V3 Orient Point Light Fl 5s HORN 64ft 17M 41° 09.80’N 072° 13.40’W
V4 Gardner’s Point Ruins RUINS 41° 08.50’N 072° 08.78’W
R1 Mattituck Inlet Light 41° 00.88’N 072° 33.68’W
R2 Hammonasset Point 41° 14.92’N 072° 32.65’W
R3 Falkner Island Light 41° 12.72’N 072° 39.22’W
R4 Branford Reef Light 41° 13.25’N 072° 48.35’W
VR1 New Haven Light 41° 13.25’N 072° 56.52’W
VR2 Middle Ground Light 41° 03.60’N 073° 06.08’W

SAMPLE WAYPOINT MATRIX

CHART 13212 WAYPOINT MATRIX

Est.
WP Dist. to Time on
Name Latitude Longitude Course(T) Course(M) SOA next leg leg
WP0 On Chart 13213 175°T 189°M 10 3.88nm 23min
WP1 41° 17' 37.5" N 072° 04' 44" W 175°T 189°M 10 2.65nm 16min
WP2 41° 15' 00" N 072° 04' 25" W 225°T 239°M 10 4.65nm 28min
WP3 41° 11' 43" N 072° 08' 46" W 142°T 156°M 10 0.98nm 6min
WP4 41° 11' 00" N 072° 08' 00" W 090°T 104°M 15 1.5nm 6min
WP5 41° 11' 00" N 072° 06' 00" W 050°T 064°M 15 3.45nm 14min
WP6 41° 13' 12" N 072° 02' 30" W 100°T 114°M 15 10nm 40min
WP7 On Chart 13209

18
19
CHAPTER 3 STANDARD COMMANDS
LINE HANDLING COMMANDS
This section provides a list of standard line handling commands.
COMMAND ACTION

PUT OVER Pass the specified line to the pier and provide enough slack to allow line
(line number) handlers to place the line over the bitt, cleat or bollard.

HOLD (line number) Do not let any more line out even though the risk of parting may exist.

CHECK (line number) Hold heavy tension on the specified line but render it as necessary to
prevent parting the line.

SURGE (line number) Hold moderate tension on a line but render it enough to permit movement
of the ship.

EASE (line number) Let a line out until it is under less tension, but not slacked.

SLACK (line number) Take all tension off a line.

TAKE THE SLACK Take all the slack out of a line, but do not take a strain.
OUT OF (line number)

SHIFT (line number) Move a line to the specified location.

HEAVE AROUND Take a strain on a line

ON (line number)

TAKE (line number) Take the specified line to the capstan.

TO POWER

SINGLE UP Take in all but one bight so there remains a single part to the line. May
(line number) also be used to single up all normal mooring lines.

DOUBLE UP Pass an additional bight on the specified line so there are three parts to
(line number) the line. This may also be used to double up all normal mooring lines.
Cutters without sufficient mooring line for three parts should just pass the
bitter end of the single up to the pier.

18
LINE HANDLING COMMANDS (CONTINUED)

COMMAND ACTION

AVAST or AVAST Stop taking a strain on a line with capstan

HEAVING

TAKE IN Allow the pier line handler enough slack to take the line off the fitting
(line number) and bring the line aboard. Used when secured with your own line.

CAST OFF When you are secured with another ship’s lines, it means to cast off the
(line number) ends of their lines.

19
HELM/EOT COMMANDS
This section provides a list of commonly used helm and throttle commands. Standard phraseology
governing orders to the helmsman is required to ensure orders are understood and promptly executed.
The helmsman shall repeat each command word-for-word and shall report when the ordered action is
complete. The conning officer shall acknowledge the helmsman’s responses with “VERY WELL.”

COMMAND ACTION
RIGHT (LEFT) Apply the ordered rudder. Standard rudder is the amount required to turn
STANDARD (FULL) the ship on its standard tactical diameter. The rudder angle varies from
RUDDER ship to ship. Full rudder is normally the amount required for reduced
tactical diameter.

RIGHT (LEFT) ## Apply the ordered rudder. This order may be followed by a new course
DEGREES RUDDER for the helmsman to steer, such as “STEADY ON COURSE 256” or
another rudder command. If no course is specified the helmsman shall
call out the heading at 10 degree increments, such as “PASSING 150,
PASSING 160,” until a course is ordered by the conning officer.

INCREASE YOUR Increase the rudder angle the amount specified to cause the ship to turn
RUDDER TO RIGHT more rapidly. This order may be followed by a new course for the
(LEFT) ## DEGREES helmsman to steer or another rudder command. If no course is specified
the helmsman shall call out the heading at 10 degree increments until a
course is ordered by the conning officer.

EASE YOUR Decrease the rudder angle by half the amount currently applied or by the
RUDDER amount ordered. This order may be followed by a new course for the
helmsman to steer or another rudder command. If no course is specified
the helmsman shall call out the heading at 10 degree increments until a
course is ordered by the conning officer.

RUDDER Place the rudder at zero degrees.

AMIDSHIPS

MEET HER Use the rudder as necessary to check the swing of the ship without
steadying on any specific course.

STEADY, STEADY Steer the course on which the ship is currently headed or the ordered
AS SHE GOES, course. If the ship is turning and the command STEADY or STEADY AS
STEADY ON SHE GOES is given, the helmsman notes the heading and brings the ship
COURSE ### back to the heading. The helmsman should then reply “STEADY;
COURSE ###.”

SHIFT YOUR Move the rudder to the same angle in the opposite direction from where it
RUDDER is currently ordered. This order may be given only when a specific rudder
angle is in effect.

20
HELM/EOT COMMANDS (CONTINUED)

COMMAND ACTION
NOTHING TO THE Steer nothing to the right (left) of the course specified.
RIGHT (LEFT) OF
COURSE ###

HOW’S YOUR This is a query from the conning officer to ascertain the current rudder
RUDDER placement. The helmsman replies, “MY RUDDER IS RIGHT(LEFT) ##
DEGREES.”

MARK YOUR HEAD Respond “MARK ###.” A command to the helmsman to state the heading
of the ship at the moment the command was given.

COMMAND The helmsman’s response to the conning officer if he/she did not hear a
command, misunderstood a command or believes a command is improper.

STEER ON The helmsman steers on a range or object identified by the conning

officer.

MIND YOUR HELM A command issued by the Conning Officer, CO, Officer of the Deck (if
separate), or the navigator to the helmsman to pay closer attention to
his/her steering.

PORT ENGINE A command to the EOT operator to line up the left EOT handle with
AHEAD (BACK) the specified position.
(handle position)

STARBOARD A command to the EOT operator to line up the right EOT handle with
ENGINE AHEAD the specified position.
(BACK)
(handle position)

ALL STOP A command to the EOT operator to line up both EOT handles with the
zero position.

ALL ENGINES A command to the EOT operator to line up both EOT handles with the
AHEAD (BACK) specified position.
(handle position)

HOW ARE YOUR A question to the EOT operator. The EOT operator will respond with the
ENGINES handle position of both engines.

21
ANCHOR COMMANDS

Prior to letting go the anchor, the bridge will pass the following information to the forecastle”
(a) The depth of water in which the cutter will anchor
(b) Nature of the bottom
(c) Shots of chain/line to be veered out
(d) Distance to anchorage
(e) Anchor to be used

COMMAND ACTION
AVAST Command given from any station when a dangerous action or situation
is observed. All hands stop what they are doing and await instructions.

MAKE THE ANCHOR Test the anchor windlass, walk the anchor out a predetermined amount,
READY FOR and leave the wildcat disengaged, the chain stopper engaged and the
LETTING GO cat’s pawl engaged.

MAKE THE ANCHOR Engage the wildcat, chain stopper, brake, and cat’s pawl after
READY FOR RIDING determining that the anchor is holding.

STAND BY Anchor detail is manned and ready and standing near the ground tackle.

LET GO THE Clear the cat’s pawl and release the pelican hook on the chain stopper.
ANCHOR Drop the anchor and control its speed using the brake. Veer the chain to
the length directed by the bridge

VEER CHAIN (LINE) Allow the weight of the chain to pull out more chain by releasing the
brake.

HEAVE AROUND ON Commence recovering the anchor chain. The cat’s pawl should remain
THE ANCHOR engaged.

BREAK FREE THE Command authorizing anchor detail to lift the anchor off the sea bottom.
ANCHOR Effectively authorizes the ship to get underway.

HAWSE THE Secure the anchor in the hawse pipe.

ANCHOR

WALK OUT THE Lower the anchor with power using the wildcat alone.
ANCHOR

22
 SHIP DIMENSIONS (FT) DISTANCE (FT) SPEED (KTS)
LENGTH at NAV MASTHEAD PEL- HAWSE- PEL-
CLASS LOA Waterline BEAM DRAFT DRAFT HEIGHT HAWSE STERN STERN MAX CRUISE

Legend 418’ 390’ 54’ 22.5’ 30’ 147’ 94’ 395’ 301’ 28 20

Polar 399’ 352’ 83’ 34’ 42’ 172’ 127’ 387’ 260’ 17/20 14.5

Hamilton 378’ 350’ 42’ 15’ 18’ 130’ 86’ 361’ 275’ 18/29 11

Eagle 295’ 230’ 39’ 17’ 20’ 147’ 195’ 231’ 36’ 11 9

Famous 270’ 255’ 38’ 14’ 18’ 95’ 89’ 248’ 156’ 20 12

Juniper 225’ 206’ 46’ 13’ 18’ 80’ 107’ 212’ 105’ 16 12

23
Reliance 210’ 200’ 34’ 13’ 18’ 90’ 69’ 200’ 131’ 18 13
APPENDIX 1 SHIP’S CHARACTERISTICS

Ida Lewis 175’ 164’ 36’ 8’ 12’ 68’ 100’ 162’ 62’ 16 12

Sentinel 154’ 146’ 25’ 9.5’ 12’ 60’ 55’ 153’ 98’ 28 12

Bay 140’ 130’ 37’ 13’ 18’ 74’ 37’ 140’ 103’ 15 12

Island 110’ 107’ 21’ 8’ 12’ 56’ 50’ 100’ 50’ 30 12

Marine
Protector 87’ 81’ 19’ 6’ 12’ 50’ 42’ 87’ 45’ 25 12
NOTE: Values in this table are rounded and may not be correct for all versions (A, B, etc) of each ship class.
APPENDIX 2 ADVANCE & TRANSFER TABLES
WPB – 110FT
TURNING CHARACTERISTICS
(ADVANCE / TRANSFER IN YARDS)
SHIP SPEED
RUDDER ANGLE
12 KNOTS 15 KNOTS
ANGLE OF TURN
ADV TRANS ADV TRANS
10 15 78 4 84 5
30 129 20 137 22
45 174 49 181 50
60 211 89 219 91
75 236 137 245 140
90 244 185 257 197
120 229 295 238 305
150 161 376 167 390
180 62 412 61 428
15 15 64 3 65 3
30 103 14 104 14
45 134 33 136 34
60 162 62 162 60
75 180 96 181 95
90 189 131 190 129
120 178 206 179 203
150 131 265 132 261
180 61 231 65 288
20 15 58 2 61 3
30 88 10 94 12
45 118 28 121 28
60 139 49 143 50
75 154 76 158 77
90 162 106 166 108
120 154 167 159 168
150 118 214 120 218
180 61 237 63 241

25
 WMEC – 270/210FT
TURNING CHARACTERISTICS
(ADVANCE / TRANSFER IN YARDS)
ANGLE SHIP SPEED
RUDDER
OF 5 KNOTS 10 KNOTS 15 KNOTS
ANGLE
TURN ADV TRANS ADV TRANS ADV TRANS
10 15 160 10 180 10 185 12
30 260 40 290 50 295 50
45 340 95 380 105 385 105
60 405 165 450 185 455 185
75 450 245 500 280 505 280
90 470 340 520 380 525 380
120 435 520 485 585 490 585
150 320 660 350 745 355 745
180 145 725 155 815 165 815
15 15 125 5 140 5 145 8
30 200 30 220 35 225 35
45 260 65 290 75 290 75
60 310 115 345 135 345 130
75 340 175 380 200 383 200
90 360 245 400 275 400 270
120 340 375 375 425 380 420
150 260 480 280 545 285 535
180 135 530 140 600 145 590
25 15 95 3 110 4 120 5
30 145 15 160 20 170 20
45 185 40 210 45 215 45
60 215 70 245 80 255 80
75 240 110 270 125 280 125
90 255 150 285 170 295 170
120 245 230 275 260 285 260
150 200 295 220 335 230 340
180 130 330 135 375 145 375
35 15 85 2 100 3 115 4
30 135 15 155 15 165 20
45 170 35 200 40 210 40
60 205 65 230 75 240 75
75 225 95 255 110 265 110
90 235 135 265 155 280 155
120 230 205 260 240 270 240
150 195 275 210 310 225 310
180 130 305 130 345 145 350

26
 WHEC - HAMILTON CLASS CUTTER
378 FT
TURNING CHARACTERISTICS
(ADVANCE / TRANSFER IN YARDS)
ANGLE SHIP SPEED
RUDDER
OF 5 KNOTS 10 KNOTS 15 KNOTS
ANGLE
TURN ADV TRANS ADV TRANS ADV TRANS
10 15 170 10 230 15 240 15
30 285 40 380 65 390 65
45 385 110 510 150 525 150
60 455 185 610 260 625 265
75 510 285 680 395 695 400
90 535 400 710 540 730 550
120 500 625 650 830 670 850
150 360 800 465 1055 475 1080
180 150 875 185 1155 195 1180
15 15 135 5 180 10 185 10
30 220 30 290 45 300 45
45 300 75 385 100 395 105
60 360 140 455 175 465 180
75 400 215 505 270 520 275
90 425 300 530 370 545 375
120 400 475 500 570 510 580
150 290 615 375 730 380 740
180 130 680 185 805 190 815
25 15 105 3 140 5 150 5
30 160 15 205 25 220 25
45 215 45 265 60 280 60
60 250 80 315 100 325 105
75 280 125 345 155 360 155
90 295 170 360 210 375 215
120 290 265 350 325 360 325
150 235 340 285 415 295 425
180 155 380 185 460 200 465
35 15 100 2 135 5 145 5
30 155 15 200 20 215 25
45 200 40 255 50 270 55
60 240 75 300 90 310 95
75 265 110 325 140 340 145
90 280 155 345 190 360 195
120 275 235 335 290 350 295
150 230 300 275 375 290 380
180 165 335 190 415 200 425

27
 WIX – USCGC EAGLE
295 FT
TURNING CHARACTERISTICS
(ADVANCE / TRANSFER IN YARDS)

ANGLE SHIP SPEED

RUDDER 5 KNOTS 10 KNOTS
OF
ANGLE
TURN ADV TRANS ADV TRANS
15 ---- ---- 115 10
30 ---- ---- 205 55
15
45 ---- ---- 295 130
60 ---- ---- 350 200
15 95 15 70 10
30 170 40 120 30
30
45 250 100 175 75
60 305 175 210 125

28
 WMSL- NATIONAL SECURITY CUTTER
418 FT
TURNING CHARACTERISTICS
(ADVANCE / TRANSFER IN YARDS)
ANGLE SHIP SPEED
RUDDER
OF 5 KNOTS 10 KNOTS 15 KNOTS
ANGLE
TURN ADV TRANS ADV TRANS ADV TRANS
10 10 168 31 180 3 187 2
20 278 36 292 12 298 11
30 377 59 392 41 397 39
40 467 82 483 86 486 82
50 546 139 565 145 565 137
60 617 212 634 216 633 207
70 673 295 690 299 689 288
80 715 387 731 390 730 378
90 740 485 756 487 755 474
15 10 138 20 137 5 175 2
20 224 19 215 5 222 8
30 302 21 287 16 294 18
40 374 51 353 43 361 45
50 439 93 413 81 422 83
60 496 147 466 128 475 132
70 543 210 510 184 519 188
80 579 280 543 246 552 252
90 602 355 565 312 574 321
20 10 109 8 118 7 130 2
20 170 7 180 5 195 4
30 227 6 238 6 256 6
40 280 20 292 23 311 26
50 331 47 341 51 362 54
60 375 82 385 86 407 91
70 413 124 421 128 445 135
80 442 172 450 176 475 186
90 463 225 471 229 496 240
30 10 88 8 101 8 117 2
20 134 10 148 10 167 4
30 176 7 191 6 212 6
40 217 6 232 6 255 7
50 254 19 270 20 294 25
60 289 41 305 44 329 49
70 319 69 336 73 360 79
80 344 102 361 107 386 113
90 363 139 380 145 404 151

29
APPENDIX 3: CUTTER NAVIGATION TEAMS

1. Bridge Navigation Team Organization. Bridge Navigation Team members shall

complete applicable sections of Personnel Qualification Standards and/or cutter specific
Job Qualification Requirements (JQR) for their assigned billets. Navigation Team
positions shall be assigned as appropriate for the method of navigation in use. The
following are standard navigation team positions and duties:

a. Navigation Evaluator. If not the Navigator, this person is responsible to the

Navigator and shall:

i. Coordinate the actions of all bridge navigation team members.

ii. Use all available information to ensure the safe passage of the vessel including
electronic fixes plotted on a paper chart, or displayed on an electronic navigation
system.

iii. Evaluate fix accuracy from the Bridge and Combat Information/Support Center
(CIC/CSC) (if equipped).

iv. Evaluate ship’s projected movements.

v. Make reports to the Conning Officer as specified by the Command Navigation

Standards.

b. Navigation Plotter. The Navigation Plotter should not be the same individual as the
Navigation Evaluator. The Navigation Plotter shall maintain the navigation plot as
follows:

i. Paper chart navigation:

1. Plot and label each fix on the chart in use.

2. Extend the DR at least two fix intervals.

3. Compute set and drift since last fix.

4. Identify nearest hazard to navigation.

5. Determine time and distance to the next course change.

6. Revise turn bearings.

7. Complete other tasks as directed by the navigator/navigation evaluator.

ii. Electronic navigation:

28
 1. Plot various types of fixes as applicable, based on the installed electronic
navigation system.

2. Complete other tasks as directed by the navigator/navigation evaluator.

c. Bearing Book Recorder. When the cutter is navigating with paper charts, the
recorder shall:

i. Maintain the Standard Bearing Book (OPNAV 3530/2 or equivalent) in

accordance with this Manual.

ii. Maintain communications with the bearing takers.

iii. Mark fixes at intervals specified by the navigation evaluator.

iv. Pass pertinent information to the Navigation Plotter/Navigation Evaluator.

d. Bearing Takers.

i. Obtain accurate bearings to navigation aids designated by the Navigation

Plotter/Navigation Evaluator.

ii. Advise the Navigation Plotter regarding the navigation aids available for use,
including when navigation aids are acquired visually or lost from sight.

e. Bridge Radar Observer.

i. Provide all radar navigation data as directed by the navigation plotter/navigation

evaluator.

ii. Perform the duties of shipping officer/radar operator on cutters without a

CIC/CSC.

2. Bridge Team Requirements.

a. Open Ocean. A standard Bridge Team shall be present on the bridge at all times
when underway in Open Ocean waters. This team consists of the following members.

i. Officer of the Deck

ii. Quartermaster of the Watch

iii. Helmsman

iv. Lookout

29
b. Piloting Waters. A modified Navigation Team shall be present on the bridge when
the cutter is operating in piloting waters. This team consists of the Open Ocean
Bridge team but includes a split “Deck” and “Conn.” The latter may be filled by a
break in OOD.

c. Restricted Waters. A full Navigation Team is required whenever the cutter is

operating in restricted waters. This consists of the following positions for both paper
and electronic navigation (positions denoted with a “*” are optional in Mode I
navigation):

i. Officer of the Deck

ii. Conning Officer

iii. Navigation Evaluator

iv. Navigation Plotter*

v. Bearing Book Recorder*

vi. Bearing Takers

vii. Bridge RADAR Observer

viii. Shipping Officer

ix. Helmsman

x. Similar Navigation Team shall be established in CIC.

30
APPENDIX 4: MISSION ANALYSIS/RISK ASSESSMENT
Navigation planning and briefs shall incorporate the principles of effective mission analysis and risk assessment. The mission analysis
process may be tailored consistent with the complexity of the specific mission, but should not omit any step in the process. Following
the steps of effective mission analysis helps manage the inherent risk associated with every evolution.

The Coast Guard has adopted a 5-step RM process that consists of 1) Identifying Hazards, 2) Assessing Hazards, 3) Developing
Controls and Making Decisions, 4) Implementing Controls, and 5) Supervising and Evaluating Controls. The PEACE model is used to
identify those elements considered essential to the safe and effective execution of an operation or activity. The STAAR outlines
potential strategies to mitigate and/or control risk. When used in tandem, PEACE and STAAR generate the necessary information to
establish a shared mental model up and down the chain of command, assist in decision making, and encourage robust risk
management. The PEACE/STAAR analyses are captured in GAR 2.0 to make warranted risk decisions. GAR 2.0 MUST be
completed prior to any evolution.

TEAM DISCUSSION TO UNDERSTAND THE RISKS AND HOW THEY WILL BE MANAGED IS WHAT
IS IMPORTANT; NOT THE ABILITY TO ASSIGN COLORS TO RISK ELEMENTS.

The following are guides for each risk assessment model.

PEACE Model
PEACE is a memory aid for elements considered essential in the safe and effective execution of any mission. Deficits or
inefficiencies in these elements increases mission risk exposure. The objective of the risk management process is to
identify, assess, and mitigate deficits in the PEACE elements to maintain mission risk level within safe limits.

The PEACE Model is an effective tool to conduct risk assessments and ensures that all critical mission elements are
considered in the analysis. Each PEACE element is described below. For any mission, review tasks and activities to
determine if/how each of the PEACE elements increase risk exposure. A risk assessment sheet using the PEACE
elements is provided at the end of the discussion.

PEACE Element Description Sample Questions

Planning Mission plans often have a shelf-life and can What could go wrong with equipment, personnel,
be out-of-date shortly after getting the environment or mission if:
underway for any number of reasons.
1. You have incorrect or insufficient
Always anticipate possible deviations,
information?
especially if you suspect your information is
incomplete. Questions about planning 2. Next steps are unclear or undefined?
prompt you to consider problems that may 3. Roles are unclear or not assigned?
come up as to the quality of the mission
context-related information (mission and
conditions). Consider what could go wrong
with equipment, personnel, the
environment or mission if:
1. The team has incorrect or insufficient
information.
2. The team has not clarified methods of
performing key tasks, such as charting
plot points for navigation through shoal
waters.
3. Roles are left unclear or unassigned.
Event Event complexity depends on the amount of What could go wrong with equipment,
Complexity data, number of participants, and number of personnel, or the environment if:
steps that must be performed with little
1. Coordination with other agencies, assets, or
margin for error. Each unit defines their own
units breaks down?
level of comfort with an evolution, typically
based on their capabilities and recent 2. The crew performs a series of finely- tuned
experience. A break down in ability to activities incorrectly?
process data or execute a series of activities 3. The crew is unable to continually monitor
correctly at the right time can lead to multiple dynamic data streams?
mishaps. Consider what could go wrong with
equipment, personnel, or the environment
if:
1. Coordination with other agencies,
assets, or units breaks down.
2. The crew performs a series of finely-
tuned activities incorrectly.
3. The crew is unable to continually
monitor multiple dynamic data
streams.

Assets Specific assets may be associated with What could go wrong with equipment,
specific hazards for a given evolution. Assets personnel, or the environment if:
include equipment, event platform
1. A platform is used in its current condition
performance tolerance thresholds, and
for the evolution?
personnel details such as experience and
confidence. 2. The operational experience, fitness, and
confidence of the crew is inadequate?
Considering assets provides individuals the 3. The fitness level (e.g., rest, hydration, nutrition)
opportunity to apply their own subjective the crew is not satisfactory?
assessment. Are they stressed? Are they
alert, confident? Consider what could go
wrong with equipment or personnel if:
1. A platform is used in its current
condition for the evolution.
2. The operational experience, fitness,
and confidence of the crew is
inadequate.
3. The fitness level (e.g., rest, hydration,
nutrition) of the crew is not
satisfactory.
Communication Poor communication and supervision can
and impair the crew’s ability to maintain
Supervision situational awareness and receive feedback
about decisions (including making risk
decisions at the appropriate level). Consider
what could go wrong with equipment,
personnel, the environment or mission if:
What could go wrong with equipment,
personnel, or the environment if:
1. The crew cannot communicate with the
command center?
2. There are communications problems between
amongst the crew?

1. The crew cannot communicate with the

command center.
2. There are communications problems
amongst the crew.

Environment Environment: How will weather, geographic What could go wrong with if there are changes
influences, physical barriers, workplace in the:
climate, and available light affect the event?
1. Weather
Consider what could go wrong with
equipment, personnel, the environment or 2. Illumination
mission given the: 3. Debris in water
4. Congested AOR
1. Weather
5. Airspace
2. Illumination
3. Debris in water
4. Congested AOR
5. Airspace conflicts

STAAR Model
STAAR is also a memory aid for potential strategies used to mitigate/control risk. Review each of the strategies and
consider how you may be able to apply them in operational settings to reduce risk. The risk assessment sheet at the
end of this section integrates STAAR into the risk assessment process. For any hazard identified, ask whether any of
the following can be used to reduce risk exposure.

Element Description

Spread out Refers to the movement of forces, equipment, or tasks to other areas in order to avoid risk to the
entire mission. For example, placing assets in a single area can lead to catastrophic losses if an
explosion or fire breaks out. Spreading your resources can mitigate this potential risk by reducing the
exposure of these resources in a single, combined area.

Transfer Risk may be reduced by transferring all, or some portion, of the mission or task to another individual,
unit or platform that is better positioned, more survivable, or more expendable. Transfer does not
decrease the probability or severity of the risk to the unit but reduces risk to the total force.
Avoid It may be possible to avoid specific risks by “going around” them or doing the mission or task in a
different way. For example, risks associated with a night mission or task may be avoided by
planning for daytime. This might present other hazards that would need to be identified and
assessed.

Accept Accept risk when the benefits clearly outweigh the costs, but only as much as necessary to
accomplish the mission or task. For example, if operating in harsh conditions (e.g., extreme cold
temperatures) accept the hazard, but provide more breaks for people to get into warmer spaces,
issue warmer clothes, and/or provide portable heating devices.

Reduce Reducing the number of individuals, equipment, or resources exposed to a particular risk is a simple
way of mitigating overall risk. Although this strategy may reduce risk, it must be weighed carefully
against potential consequence on mission success. In other words, reducing the number of people
on deck exposed to extreme cold temperatures reduces risk to the member; few people on deck
may compromise mission performance (e.g., few lookouts may result in missing targets).

General Assessment of Risk (GAR) 2.0

The GAR 2.0 is a convenient tool to capture the deliberations of the PEACE and STAAR elements, and integration
of “Gain” information to make Warranted Risk decisions. The following page contains the GAR 2.0 Model
specifically for units complying to Yeaton Navigation Standards.
 US Coast Guard Academy Date: _____________________________
Mission:_________________________________ Afloat Safety Officer: ____________________
Vessel:_________________________ Risk Assessment Worksheet Number of POB: ____________________

Step 1a: Identify & Assess Hazards

Instructions: To determine the level of risk for each element below, estimate the risk level based on the
Low/Medium/High scale. If your perceived rating is Medium or High, explore mitigations. Draw a line
through the risk zone that corresponds to the mitigated risk level and document the perceived risk(s) and
Rate Risk Zone
mitigation(s) in the space provided.
Complete Partial None
Planning - Enough time and information to conduct thorough pre-mission planning. Consider: Do you L M H
know how to perform key tasks, are all roles clearly assigned?
NOTES/MITIGATION:

Low Moderate Extreme

L M H
Event - Mission complexity. Consider: Will multiple boats at Waterfront be underway? Will you be
conducting complex maneuvers? What is the anticipated traffic?
NOTES/MITIGATION:

Excellent Marginal Poor

Asset-Crew - Proper number and skill set for the mission. Consider: level of training, familiarity w/OP L M H
area, fatigue, u/w time, crew selection, adequate supervision, etc.
NOTES/MITIGATION:

Ideal Restrictions Limitations

Asset- Cutter/Boat Resources - Proper number and and operational charateristics for mission. L M H
Consider: Operating parameters, status of equipment, known discrepancies etc.
NOTES/MITIGATION:

Excellent Partial None

Communication/Supervision - Ability to maintain comms throughout mission. Consider: L M H
availability/quality of internal and external comms, radio comms, cellphone availability, and ability to
receive feedback about decisions.
NOTES/MITIGATION:

Ideal Marginal None

L M H
Environment - External conditions surrounding mission. Consider: weather, night/day, sea state,
currents, water temp, air temp, visibility, possibility for slips/trips/falls, etc.
NOTES/MITIGATION:

Step 1b: Explore Mitigation Strategies

Spread-Out Transfer Avoid Accept Reduce
Step 2: Determine Overall Risk Level
Consider: 1) the rating for each element above, 2) the importance of the element for mission execution, and 3) how elements may interact. Rate the perceived
Overall Risk Level when considering this information. Circle the risk zone (Low, Medium, or High) that corresponds to your perceived overall risk level:

Low Medium High

* PEACE elements are required per COMDTINST 3500.3A.
Step 3: Determine Risk vs. Gain: Do gains warrant the risk?
Step 3a. Enter the Overall Risk Level (Step 2 on the prior page) in the RISK box below (Low, Medium, High).
Step 3b. Review the definitions for Gain below and enter the level in the GAIN box below. (Low, Medium, High).
Level of Gain
* Low - Environment is unconducive to learning. The instructor will have to be in almost direct control of all evolutions.
* Medium - Challenging learning environment. Students need to be closely monitored by the instructor who may be more
involved than typical conditions, but students are still primarily in control of the vessel.
* High - Students have optimal learning environment to learn from mistakes. Need for instructor involvement is limited.

VS.
RISK GAIN
(Low, Medium, High) (Low, Medium, High)

Step 3C. Use the Risk vs. Gain value from above and follow the column and row until they cross. The intersecting point is the
recommended action.
Example, if Risk is "low" and Gain is "medium", the recommendation is: "Accept the Mission. Continue to monitor Risk Factors, if
conditions or mission changes."

NOTES: