BRIDGE RESOURCE
MANAGEMENT
THE STEAMSHIP MUTUAL UNDERWRITING
ASSOCIATION (BERMUDA) LTD
CREDITS
A VIDEOTEL PRODUCTION
In association with
THE STEAMSHIP MUTUAL UNDERWRITING ASSOCIATION (BERMUDA) LTD.
and
THE UNITED KINGDOM HYDROGRAPHIC OFFICE
WITH THANKS TO:
THE MASTER, OFFICERS AND CREW OF MV METHANIA and MV CASTOR
The Producers wish to acknowledge the special contribution
made to the series by Mr. Bob Templeman of the UK Hydrographic Office
The Producers would also like to acknowledge the assistance of:
Celtic Pacific Shipping Ltd
Danish Maritime Institute
International Maritime Organization
Intertanko
The Nautical Institute
OCIMF
SIGTTO
V Ships
CMB
IMPA
International Shipping Federation
Kelvin Hughes Ltd
NYK Line
P&O Nedlloyd Ltd
US Coast Guard
Warsash Maritime Centre
CONSULTANTS:
Captain Geoff Eades
Captain Peter Russell
Captain Richard J.Halluska
Captain John Wright
PRODUCER: Robin Jackson
WRITER: Richard Hackett
DIRECTOR: George Bekes
PRINT AUTHOR: Deborah Catesby
Warning:
Any unauthorised copying, hiring, lending, exhibition diffusion, sale, public performance or other exploitation of this video is strictly prohibited and may
result in prosecution.
COPYRIGHT Videotel 1999
This video is intended to reflect the best available techniques and practices at the time of production, it is intended purely as comment. No responsibility
is accepted by Videotel, or by any firm, corporation or organisation who or which has been in any way concerned, with the production or authorised
translation, supply or sale of this video for accuracy of any information given hereon or for any omission herefrom.
ACKNOWLEDGEMENTS
The diagram used on page 8 is from ‘Human Factors for Pilots (2nd Edition)’ by Green, Muir, James, Gradwell and Green, 1997, and is reproduced by
kind permission of Ashgate Publishing Ltd. Appendices 1-4 are reproduced by kind permission of the United Kingdom Hydrographic Office from
‘Admiralty List of Radio Signals, Volumes 6 and 7’. Appendix 5 is reproduced by kind permission of the International Chamber of Shipping, from ‘Bridge
Procedures Guide’.
VIDEOTEL PRODUCTIONS
BRIDGE RESOURCE
MANAGEMENT
Accident Prevention – the Human Factor
Emergency Procedures
Navigational Charts and Associated Publications
Working with V.T.S.
Principal Author: Deborah Catesby
Videotel Productions
84 Newman Street
London. W1P 3LD, UK
Tel: +44 (0)20 7299 1800
Fax: +44 (0)20 7299 1818
e-mail: mail@videotelmail.com
CONTENTS
The Bridge Resource Management & Bridge Procedures Series
1
Introduction
3
How to use this package
3
Accident Prevention - the Human Factor
4
Emergency Procedures
13
Navigational Charts and Associated Publications
20
Working with VTS
26
Conclusion
53
Answers to Assessment Questions
55
THE BRIDGE RESOURCE MANAGEMENT
AND BRIDGE PROCEDURES SERIES
The overall series consists of seven or more inter-related videos on the subject of bridge
procedures and the human factors involved. The series has proved to be very useful and the new
topics have been introduced at the request of governments and users:
The original Bridge Procedures Series
1. Passage Planning
2. Bridge Watchkeeping
3. The Master/Pilot relationship
Bridge Resource Management
4. Accident Prevention: the Human Factor
Emergency Procedures
6. Navigational Charts and Associated Publications
7. Working with V.T.S
A related video-led package provides a more detailed response to a particular emergency:
8. Man Overboard
The first two Bridge Procedures packages were aimed at the technical and operational elements
in bridge operations. The third programme introduced human factors in the form of Master/Pilot
Relationships.
Structure
The overall Bridge Resource Management and Bridge Procedures Series is best used as follows:
Navigational Charts and Passage Planning
Navigational Charts and
Associated Publications
+
Passage Planning
These two videos with their supporting texts form the basis for ensuring that navigational
information is kept up-to-date and is properly used.
The Human Factor
Accident Prevention:
The Human Factor
+
The Master/
Pilot Relationship
+
Ship/Shore Interface:
Working with VTS
Together, these three parts of the series deal with bridge procedures when the bridge is manned
by and operating with:
the
the
the
the
ship’s
ship’s
ship’s
ship’s
bridge
bridge
bridge
bridge
team
team plus a pilot
team plus a V.T.S. officer
team plus a pilot and a V.T.S. officer
1
Misunderstandings can occur, and the accident prevention package gives advice which has been
learned in stressful situations on board ship and elsewhere.
Junior Officers/Watchkeepers
Bridge
Watchkeeping
+
Emergency
Procedures
+
Accident Prevention:
the Human Factor
Bridge Watchkeeping highlights the work of the Junior Officer/Watchkeeper. This includes
keeping good lookout, handing over the watch, properly using all the facilities and equipment
that are available, alerting the Master in good time, and so on.
The Emergency Procedures package is aimed at the Junior Watchkeeper when things start to go
wrong and they are suddenly confronted with an emergency. It might be another ship which is
causing problems, or a man overboard, or an engine failure or a reported fire.
These are scenarios that can’t be predicted, even if the timing is unexpected. The watchkeeper
needs to be prepared. The first few seconds and minutes are usually vital in avoiding disaster and
minimising the consequences of an incident.
Accident Prevention: the Human Factor is still applicable to the bridge even when there is not a
full team present all the time. Misunderstandings and failures of communication can still arise at
take-overs, in messages and so on.
Emergency Scenarios: Man Overboard
Emergency Procedures
+
Man Overboard
Emergency Procedures shows the start of an emergency when a person falls overboard and the
Watchkeeper initiates the man overboard emergency procedure.
Man Overboard takes the scenario through all its stages, bringing into action the lookouts,
bridge team, engineers, emergency boat’s crew and first aid/medical team. It shows the ship
being turned and stopped, the rescue boat being sent away, the person recovered from the
water and receiving first aid, through to the recovery of the boat and looking after the person on
board.
Supporting Texts
The main reference texts for the first part of the series are published by the Nautical Institute.
These are:
Bridge Team Management by Alan J Swift M.N.I
Bridge Watchkeeping: A Practical Guide (for Junior Officers and trainees)
Key points in the second part of the series are introduced in this booklet, which contains
references for further reading.
2
INTRODUCTION
The four videos described in this booklet are:
Accident Prevention - the Human Factor
Emergency Procedures
Navigational Charts and Associated Publications
Working with V.T.S.
These are complementary to the original Bridge Procedures Series, placing much greater emphasis
on the human factor in avoiding accidents and reacting to emergencies.
Accident Prevention: the Human Factor
This introduces the human factors that are central to Bridge Resource Management and Crew
Resource Management training. The human factors theme runs through other videos in the series,
and through this booklet. Shipboard training can be complemented with simulation exercises on
board or ashore.
Emergency Procedures
This is aimed at Junior Bridge Watchkeepers, when things start to go wrong and they are suddenly
confronted with an emergency. These are scenarios that can be anticipated, even if the timing is
unpredictable. The watchkeeper needs to be prepared. The first few seconds and minutes are
usually vital in avoiding disaster and minimising the consequences of an incident.
Navigational Charts and Associated Publications
This addresses the problems of out-of-date and uncorrected charts and associated publications.
Apart from the hazards involved, these are a frequent cause of failure during Port State inspections.
Working with V.T.S
The Human Factor is still applicable to the bridge team when working with or without a pilot and
with Vessel Traffic Services. Misunderstandings and failures of communication can occur at any time
and procedures should encourage synergy (the whole should be greater than the sum of the parts).
How to use this package
You could view the videos individually or in small groups. Afterwards, read through the points made
in this booklet, discuss any difficulties or disagreements with colleagues or any training officer who
may be available. Finally, a quick run through the question and answer sessions will remind you of
some of the relevant points which have been made. Ideally, you might discuss ways of applying
some of the points made to the work done on board your ship. See also the section on ‘discussions’
in the conclusion to this booklet.
There is a lot of information and many ideas to absorb in this series. Don’t try to take it all in at
once, and remember that your video machine also has a pause button!
3
ACCIDENT PREVENTION –
THE HUMAN FACTOR
4
Accident Prevention - The Human Factor
Contents
How we perceive and process information
How we remember - three types of memory
Short term memory
Long term memory
Motor memory
How we behave - three categories
Skill based behaviour
Rule based behaviour
Knowledge based behaviour
How we can make better decisions
How stress affects us
How we can deal with stress some ways of counteracting the effects of stress
on bridge management teams
What does synergy mean?
How teamwork can be effective in bridge management the synergistic approach
Some general points in conclusion
Some other useful publications
Assessment questions
5
How we perceive and process information
• sounds, visual patterns etc. are received by eyes and ears and stored for a brief period of time.
Key features are:
1. information is physically represented at this stage (i.e. in the form of sounds and shapes)
2. there is a separate visual and auditory store
3. the input decays rapidly (visual - lasts for between 0.5 and 1 second; auditory - lasts for
between 2 and 8 seconds)
• sensory information is turned into meaning e.g. a pattern of sounds is recognised as a particular
message. Key features are:
1. information is coded using descriptive labels which already exist in the memory - it has to be
recognisable in some way
2. the amount of information we can process is limited by how much attention we can pay to
what our senses are perceiving i.e. how busy are we with other things
3. the nature of the information being received also determines how much attention we pay to
it
4. what we understand about the information given by our senses is partly based on our
expectations
Example 1 A helmsman is given a change of helm to starboard. In error he steers to port.
The officer interprets the first part of the move as the expected turn to starboard. It is only
when the turn is well underway that he realises that the ship is turning in the wrong direction
Example 2 At night a faint green light is seen to port. The brain represents this as a light of
a distant ship. Suddenly it is seen as the light on a very near yacht, and a rapid but late change
in our representation is needed. This is known as representation error. Once you identify
something your memory retains that identification even if it is wrong
How we remember - three types of memory
Short term or working memory
• the capacity of working memory is limited - the maximum number of unrelated items which can
be kept even with full attention is about 7. So a briefing should only include 7 or fewer unrelated
items, otherwise they will be forgotten
• the number of things remembered can be expanded by clustering related items together
• short term memory is also very fragile. Unless actively remembered, the information will be lost
in 10 to 20 seconds. Interference can cause critical information to become confused and
replaced. So it is vital to avoid distractions on the bridge at times of critical manoeuvring
Long term memory
• we can handle large amounts of information providing it is stored in a meaningful way. This
involves complex organisation of the enormous number of pieces of information we all hold
• memory of specific events - the information stored does not remain static but is heavily
influenced by our expectations of what should have happened
6
Motor memory
• memory of a skill, which once acquired does not require conscious control. It may be very
complex and enable many actions to be carried out simultaneously (e.g. driving a car)
• while not requiring conscious control, these memorised motor skills do require conscious
monitoring
• acquisition of this kind of skill means that we can carry on with these actions alongside other
activities which do require conscious control. However, if, for example, driving or steering
becomes difficult, then other activities must cease while attention is paid to the motor skill which
had been previously automatic
How we behave - three categories
Knowledge based behaviour
• is the one we use when a situation is completely outside our experience
• is the simplest form of behaviour and tends to result in the most frequent mistakes as these are
a necessary part of the learning curve
• can also be described as decision making, or thinking and reasoning on the basis of prior
information and experience
• has disadvantages. It is impossible to maintain knowledge based behaviour for a long period of
time; that it gives highly uncertain results and is costly in resources
• involves a tendency to evaluate evidence and make consequent decisions in predictable ways.
Knowledge of these tendencies can help us to make better decisions and prevent accidents
Rule based behaviour
• not stored as patterns of motor activity but as sets of rules kept in long term memory or followed
from a procedure
• fairly high level of conscious action required
• rules can either be memorised or documented for reference
• training should involve frequent simulation and/or practice, particularly in relation to emergency
procedures
Skill based behaviour
• relies on stored routines and motor programmes that have been learned with practice and can
be executed without conscious thought. It is the most commonly used type of behaviour on the
bridge
• open to error if the operator is preoccupied with other activities/stresses, for example, during
busy times on the bridge. Normally these automatic skill routines would be monitored by the
operator him/herself
• bridge personnel should be aware that this kind of error is more likely when they are
preoccupied or tired or during very relaxed periods
• advisable to make all such automatic actions considered and deliberate rather than fast and slick
and possibly to build in an internal check point when conscious control can be exercised
• errors may be more likely to happen to experienced skilled operators than to novices
7
How we can make better decisions
• decisions are better taken after discussion with the whole team
• be careful not to jump to immediate conclusions. It’s better to take as much time as is available
to make decisions. Rapid decisions are seldom vitally necessary
• get as much information as possible from as many sources as possible before making up your
mind. Decisions should be made on the basis of facts rather than personal prejudices or
assumptions
• consider all possible interpretations of the data that you can think of - including the most unlikely
- before deciding which interpretation fits best
• once you’ve started on a course of action, take time for continual assessment
• as events continue, question whether your assessment of the situation still remains correct in the
light of new facts
• if these new facts conflict with your assessment and understanding of what’s going on, don’t
immediately assume either that you or they are wrong, but reconsider the situation, thinking the
problem right through from the beginning again
• make sure that you don’t interpret a situation in terms of how you would like it to be, but in
terms of how it is
• hope for the best but plan for the worst
How stress affects us
• an event which causes high stress in one
individual may not have the same effect on
another
actual
demand
actual
ability
perceived
demand
perceived
ability
• something which is stressful for an individual
on one occasion may not be stressful on
another occasion
• stress arises as a result of what individuals
make of the demands which they believe are
placed on them. Often it is the way people
interpret demands rather than the actual
demands which can cause stress
• people also experience stress as a result of how
well they feel they can cope with the demands
made on them. Stress felt under particular
circumstances may be due to lack of
confidence rather than lack of capability
evaluation
STRESS
psychological
response
physiological
response
performance
feedback
feedback
• although prolonged high levels of stress are bad for health, human beings require a certain level
of stress to work effectively
• stress can be caused by difficult work situations. e.g. incompatible goals - you have to finish
loading and sail on the next tide
• stress can be caused by lack of sleep and overlong hours of work
• stress can also be caused by physical stimuli such as noise and heat
• stress is also caused by mental triggers such as fear and insecurity
• the body responds with the fight or flight reaction, preparing us for a physical response. The
blood supply to the large muscles in the limbs is increased, the air tubes in the lungs widen, the
heart rate increases and the digestive system slows down. The body is prepared for physical
exercise to the detriment of mental activity
8
• under stress, perception deteriorates, aggression increases, there tends to be excessive
concentration on a single aspect of the situation
• communication becomes impaired. There is a tendency to regress to earlier behaviour types,
including the increased use of your mother tongue. New skills are lost
How we can deal with stress - some ways of counteracting the effects of
stress on bridge management teams
• good training
• good management from the office ashore ensuring that there are sufficient competent people
on board to do the work
• good personal time management
• keeping in good health and getting enough sleep
• working each task to a standard operating procedure drawn up in advance
• using humour and conviviality as good antidotes to prevent stress building up even in times of
intense activity
• working with a teamwork management style where all the errors made can be picked up by
other team members
What does synergy mean?
• synergy means working in such a way as to ensure that the whole result is greater than the sum
of its parts
• a synergistic approach means that everyone is aware of the intended course of action and
everyone is making a full contribution. This can greatly reduce the impact of any errors and
reduce the likelihood of an incident occurring to the absolute minimum
How teamwork can be effective in bridge management - the synergistic
approach
• each member of the team needs to use the capabilities and skills of the others to achieve the
common objective defined by the Master
• the Master decides the objectives, then evolves a plan in discussion with the team (which will
include the Pilot when present). Their opinions are sought, everyone feels able to make
comments. All the team members feel some ownership of the plan
• leadership needs to be firm but flexible and friendly. This is in contrast to an autocratic system
where everything depends on one person. If a mistake is made under autocratic leadership, there
is little or no check or back-up. Equally poor is the ‘hands-off’ style where everyone does what
they think best in the absence of firm leadership
• each team member has specific responsibilities while the Master is kept free to supervise the
navigation and collision avoidance activities. He is always in charge but he is not autocratic. His
enthusiasm, friendly comments and good humour help to motivate the group
• decisions are based on facts and not on personal prejudice
• each member of the team’s contribution is valued. This has a strong motivating effect as all
actions become the property of the group and not just of the senior individual
• this type of team can respond well to emergencies or sudden changes in circumstances
• the team is able to comfortably include new members, such as a pilot
• everyone keeps an eye on what is happening so that errors are detected early and the build up
of error chains is avoided
9
• there is good communication between the team members. No-one is frightened to ask the
Master or Pilot what he intends to do
• the team works to a standard operating procedure, the passage plan, that is written down and
referred to
• everyone supports everyone else. Actions and decisions are shared under the authority of the
Master, who never loses control or awareness
Some general points in conclusion
One way of summarising the work done by senior
and junior officers on the bridge of a ship is
‘responsibility under pressure’. In circumstances
where conditions are always in a state of flux and
subject to sudden changes, officers need to
remember to apply the following:
* constant vigilance
* situational awareness
* anticipatory thinking
* clear communications
* fitness
* habitual cross-checking
They also need to be alert to certain common tendencies which arise when people work under
pressure. These include:
* over-reliance on electronic aids navigation and automation
* reluctance to call for assistance
* reluctance to challenge a mistake being made by a senior officer
* the tendency to be distracted by a small problem or development when a larger problem
deserves priority attention
Some other useful publications
1. Bridge Team Management - A Practical Guide. Capt. A J Swift MNI.
The Nautical Institute, 201 Lambeth Road, London SW1 7LQ, UK
Tel: +44 20 7928 1351
2. Bridge Procedures Guide, Third Edition.
International Chamber of Shipping, 12 Carthusian Street, London. EC1N 6EB, UK
Tel: +44 20 7417 8844
3. Guidelines on the Application of the IMO ISM Code.
International Chamber of Shipping/International Shipping Federation
(address as item 2)
4. Human Factors for Pilots. Second Edition. ISBN 0 291 39827 8
Avebury Aviation, Ashgate Publishing Ltd, Gower House, Croft Road,
Aldershot, Hants GU11 3HR, UK
5. ‘Fatigue and Stress at Sea’ video training package (code 656)
Videotel Marine International, 84 Newman Street, London W1P 3LD, UK.
Tel: +44 20 7299 1800
10
Assessment Questions on Accident Prevention - The Human Factor
(Answers given on page 55)
1. What is the maximum number of unrelated items which should be included in a
verbal briefing?
A 4
B 6
C 7
D 8
E 9
2. How soon will information be lost, confused or replaced unless actively
remembered?
A after 5 seconds
B after 7 seconds
C after 20 seconds
D after 3 minutes
E after 10 minutes
3. Decide whether the following types of behaviour are knowledge based, rule
based or skills based.
A driving a car
B reporting the arrival of your ship to shore based authorities
C steering a course through a narrow channel
D handing over the watch
E deciding what course to steer in order to avoid a hazard to navigation
F operating a bilge pump
4. Which of the following are good rules for making better decisions?
A act quickly and decisively on all occasions
B never change your mind. Stick to decisions once you’ve made them
C don’t interpret situations in terms of how you would like them to be, but how they are
D hope for the best but plan for the worst
E get as much information as possible from as many sources as possible before making up
your mind
5. Which of the following statements about the causes of stress are true?
A Stress is caused by being presented with incompatible demands
B Stress is caused by overlong hours of work and lack of sleep
C Stress is caused by physical stimuli such as noise and heat
D Stress is caused by believing that you can’t do something
E Stress is caused by mental triggers such as fear and insecurity
11
6. Which of the following statements about the results of stress are true?
A. new skills are lost
B. aggression increases
C. the body prepares itself to become more mentally alert by slowing down physical
responses
D. there is a tendency to revert to increased use of your mother tongue
E. perception increases
7. Divide the following into either synergistic or non-synergistic approaches to
bridge management.
A. everyone works to a standard operating procedure, the passage plan, which is written
down and referred to
B. decisions are based on the personal opinion of the Master
C. the pilot is seen as being outside a closely knit team
D. everyone feels able to make comments about what is happening
E. each team member has specific responsibilities
F. everyone is encouraged to keep an eye on what is happening and to detect errors early
12
EMERGENCY
PROCEDURES
13
Emergency Procedures
Contents
How to respond to an emergency - four common principles
Dealing with gyro failure
Dealing with steering failure
Dealing with fire
Dealing with a man overboard
Dealing with main engine failure
Dealing with an enclosed space injury
Dealing with a request for assistance from a ship in distress
Some other useful publications
Assessment questions
14
How to respond to an emergency - four common principles
• call the Master - too often the Master is called after a situation has deteriorated. A set of
guidelines needs to be established so that the Officer of the Watch (OOW) is clear exactly under
what circumstances the Master is to be called
• communicate - never wait until events have become critical before informing others. This can
have very serious consequences. It is better to call for assistance early even if it later turns out to
be unnecessary
• give calm, clear instructions and necessary information using the correct common language
• always repeat instructions given to you to ensure that both sides understand what has been said
and to check what was intended
• get resources - the OOW has a vital role to play in initiating the ship’s response to an incident.
However, the officer’s primary responsibility remains the safe navigation of the ship. Therefore
s/he will need to get other help as rapidly as possible
• start working to the pre-planned procedure - always consult the checklist. The first
few moments of any incident are crucial. The OOW needs to know immediately how to begin
the response
• the procedures in your manual should be set out in user-friendly ways, with clear to read flow
diagrams and checklists. If your manual does not have these, draw some up and notify your
safety superintendent. Remember that procedures should be constantly reviewed and changed
• good training, including a wide range of realistic exercises is essential to ensure that everyone is
ready and prepared for any emergency. The objective of each exercise needs to be carefully
thought out for the training to really work. By becoming familiar with the ship’s response, the
time taken to bring any emergency under control will be greatly reduced
• IMPORTANT
• During the video, only part of the sound and radio signals are shown. In drills and
emergencies the full signals required in your Ship’s Safety Manual should be used.
• Know where your ship’s checklists and procedures are. Be familiar with them and get
them out at the earliest possible moment. The specific order and content for the
actions suggested will depend on each individual ship’s emergency response
procedures. These should have been pre-planned and developed with shore offices.
• The specific order and content for the actions suggested for each emergency is finally
a matter for decision by individual ships and their owner/operators. The actions
suggested below in each scenario should be treated only as informed guidelines.
15
Dealing with gyro failure
N.B. the precise response will depend on the equipment on the ship
• on hearing the alarm, switch to the second gyro. If that has also failed switch both alarms off
• at the wheel turn off the auto-pilot and switch to manual steering
• using the magnetic compass check or adjust the course before calling the Master
• check traffic situation
• inform Master
• summon helmsman
• inform person responsible for gyro maintenance
• inform engine room
• consider effect of gyro failure on other navigational aids
Dealing with steering failure
• using the checklist, determine the cause of the steering failure. Is it gyro, auto-pilot or steering
motor?
• switch steering to manual
• switch to second motor to see if that too has failed
• inform Master
• if second steering motor fails, then inform Chief Engineer and request preparation of emergency
steering gear
• show the `Not Under Command’ signal
• reduce speed to slow ahead
• check traffic situation
• request second lookout to the bridge
• broadcast radio warning. Send Pan Pan message
• man the emergency steering position
Dealing with fire
• if fire alarm sounds, check fire panel for location of fire
• acknowledge the alarm
• call the Master. Let him know if the fire is confirmed yet
• notify engine room
• sound the general emergency alarm (if this is the procedure on board your ship)
• start a log of events in the emergency procedures checklist
• get confirmation of the fire
• contact fire party
• close fire doors and tend to ventilation in the affected space, as appropriate
• where the fire is and what type of fire is involved will determine the pattern of the ship’s response
• with any fire, a rapid and effective response will minimise the damage and risk to life
• even if there is a serious fire on board, the prime responsibility of the officer on the bridge
remains the safe navigation of the ship
16
Dealing with a man overboard
(N.B. all the actions at the top of this list should be carried out simultaneously. The
order in which they are taken will depend upon specific circumstances, bridge layout
and personnel available)
• when the alarm is raised, activate dedicated GPS Man Overboard button, in order to direct the
propellors away from the victim
• release the bridgewing lifebuoy and smoke float
• if appropriate, take avoiding action in the direction of the side from which the person has fallen
• ensure that a continuous lookout is maintained. The original person sighting the Man Overboard
must keep the person in view
• steering should be changed to manual and the wheel manned
• once the position has been noted, inform the Master
• sound the general alarm or the Man Overboard alarm as appropriate
• get out emergency procedures manual
• inform engine room and warn them that the ship will shortly be manoeuvring
• complete the Williamson turn
• make a man overboard warning broadcast on VHF
• make rescue boat ready
Dealing with main engine failure
• check traffic position
• inform Master immediately after alarm
• switch steering to manual and get helmsman to
the Bridge
• contact engine room and establish problem
• check emergency procedures manual
• show the `Not Under Command’ signal
• broadcast a warning to ships in the vicinity
• refer to emergency checklist to ensure that
no actions have been forgotten
Dealing with a request for assistance from a ship in distress
• get out the MERSAR or IAMSAR manuals if available. These will give you all the relevant
information, necessary actions and order of events required to respond to a distress call
• remember that under international regulations all ships have to respond to distress calls. The call
can either be a DSC alert, direct from the ship in trouble, or, as in this case, it can come from a
Marine Rescue Co-ordination Centre ashore
• establish name and position of ship in distress
• work out your estimated time of arrival
• if possible, re-contact the source of the initial distress call with your ETA and, if possible, establish
whether assistance is required (there may be other ships closer to hand)
• inform Master of all the relevant facts
17
• inform engine room of what is happening
• the ship may be asked by the Marine Rescue Co-ordination Centre to become the On-Scene
Commander, with responsibilities for organising the response in the vicinity of the casualty. This
may include dealing with aircraft and helicopters. Further details of the possibilities and what the
ship needs to do are included in the video “Search and Rescue Co-ordination”
Some other useful publications
1. Bridge Procedures Guide. Third Edition.
International Chamber of Shipping, 12 Carthusian Street, London EC1M 6EB, UK.
Tel: +44 20 7417 8844
2. Bridge Team Management. A Practical Guide. Capt. A J Swift MNI
The Nautical Institute, 201 Lambeth Road, London SW1 7LQ, UK
Tel: +44 20 7928 1351
3. Merchant Ship Search and Rescue Manual (MERSAR)*.
(IMO-963E), International Maritime Organization
4 Albert Embankment, London SE1 7SR, UK
Tel: +44 20 7735 7611
4. International Civil Aviation Organization Search and Rescue Manual (IAMSAR)*,
which comes in three volumes:
Organisation and management
[960-E]
Mission co-ordination
[961-E]
Manual for mobile facilities
[962-E]
International Maritime Organization, (address as item 3)
*Note: The IAMSAR manual will be replacing the MERSAR manual in early 1999
18
Assessment Questions on Emergency Procedures
(Answers on page 55)
1. Below is the list of suggested actions for dealing with gyro failure. Which of them
belongs to the second principle for responding to an emergency - communicate?
A. on hearing the alarm, switch to the second gyro. If that has also failed switch both alarms off
B. at the wheel turn off the auto-pilot and switch to manual steering
C. using the magnetic compass check or adjust the course before calling the Master
D. check traffic situation
E. inform Master
F. summon helmsman
G. inform person responsible for gyro maintenance
H. inform engine room
I. consider effect of gyro failure on other navigational aids
2. Below is the list of suggested actions for dealing with steering failure. Which of
them belong to the third principle for responding to an emergency - get resources?
A. switch steering to manual
B. switch to second motor
C. inform Master
D. inform Chief Engineer and request preparation of emergency steering gear
E. show the `Not Under Command’ signal
F. reduce speed to slow ahead
G. check traffic situation
H. request second lookout to the bridge
I. get emergency checklist out
J. broadcast radio warning
K. man the emergency steering position
3. Below is the list of suggested actions for dealing with fire. Which of them belong
to the fourth principle for responding to an emergency - start working to a preplanned procedure?
A. if fire alarm sounds, check fire panel for location of fire
B. acknowledge the alarm
C. call the Master. Let him know if the fire is confirmed yet
D. notify engine room
E. sound the general emergency alarm (if this is the procedure on board your ship)
F. get out emergency procedures checklist
G. start a log of events in the emergency procedures checklist
H. get confirmation of the fire
I. contact fire party
J. close fire doors and tend to ventilation in the affected space, as appropriate
K. where the fire is and what type of fire is involved will determine the pattern of the ship’s
response
L. with any fire, a rapid and effective response will minimise the damage and risk to life
M.even if there is a serious fire on board, the prime responsibility of the officer on the
bridge remains the safe navigation of the ship
19
NAVIGATIONAL CHARTS
& ASSOCIATED PUBLICATIONS
20
Navigational Charts and Associated Publications
Contents
Why do it? - Some reasons to keep charts accurately up-to-date
How to correct charts properly - some suggestions for good practice
Equipment needed
Procedure
Correcting other sources of information used for passage planning
How to deal with new technology - some advantages and disadvantages
Some other useful publications
Assessment questions
21
Why do it? - Some reasons to keep charts accurately up-to-date
• the environment changes all the time so however good a chart is, it starts to become out of date
as soon as it is printed
• the commonest changes are manmade e.g. lights, buoys and new obstructions - often in coastal
waters, where bridge teams are most busy and distracted, so they must be able to rely absolutely
on clearly up-to-date and corrected charts
• ship’s owners can be liable if an accident happens as a result of inadequately up-dated charts
• uncorrected or badly corrected charts can cause a ship to fail an inspection and expensive delays
may be incurred
• a ship’s folio of properly updated charts will be a significant financial asset in its own right
How to correct charts properly - some suggestions for good practice
Equipment needed
• drawing instruments - two pens, a 0.15mm to put in information and a 0.25mm to delete
• ink - the correct colour is violet. It is permanent, can be seen in all lights and it is clear where the
correction has been made
• pencils - HB for keeping up to date the chart correction list and a 7H for pin-pointing positions
on the chart (unlike the point of a pair of dividers, a 7H pencil will not perforate a chart)
• adhesive for sticking block corrections in place. N.B. It must not distort the chart or block and
must be permanent
• a parallel rule, either the roller or the Captain Fields stepping type are equally suitable
• dividers for accurate positioning
• a pair of compasses with a pen attachment for drawing circles
• a soft eraser
• a straight edge
• a hacksaw blade for drawing cables
• and possibly a template for drawing symbols
Procedure
• make sure that you have clear and uninterrupted time. Correcting charts takes time and
concentration. It is not possible to keep a look out while correcting charts
• use the same approach for all corrections, whether you have tracings or just the Notices to
Mariners or whether the change was received from Navtex. Or indeed whether the changes are
permanent, temporary or preliminary
• as soon as corrections are received, they should be checked to see if they apply to charts in
immediate use
• having identified those charts affected by the Notices to Mariners (NMS), pull the portfolios
which contain them
• put the corrections in order of priority. Start with those needed for the current voyage, then
those for the upcoming voyage and then the remainder
• always start from the correction as detailed in the Notices to Mariners, even if you have tracings
• check that the previous correction has been done and that the chart is the latest edition, before
applying the most recent correction/NMS
• read the notice carefully before starting. Work out the clearest way the correction could be put
on the chart
22
• temporary preliminary notices should be in pencil. Ink should only be used when the change is
permanent
• make sure that you use violet ink which is easy to read at night and is unlikely to fade
• don’t include unnecessary clutter in your corrections (e.g. details from the tracing, including the
instructions as to where to place it)
• never use correcting fluid
• stand comfortably and don’t stretch when actually making the correction
• always understand and plan the correction before you begin
• always put in the new information before deleting the old. Rather than trying to change
numbers or letters it is often clearer to write the new entry before deleting the old. Alternatively,
use the old symbol, employing arrows to change its position, particularly if this represents the
information in the simplest manner. However, the distance on the chart should not be more than
2.5 cms
• always start by thinking what would be clearest for navigation
• remember that all positions must be accurate, depths and symbols must be clear and all legends
readable
• block corrections are perhaps the easiest to do but they still need to be positioned accurately.
First carefully cut off the black line around the edge, then place the block in position. If you find
yourself putting one block on top of another, it is probable that the chart is not the current, latest
reprint
• when, and only when, all the corrections on a chart are done, record the reference number on
the bottom left hand corner of the chart and in the ship’s list of chart corrections, so that the
Master, the relief officers and any inspectors can easily check for themselves that the charts are
up to date
Correcting other sources of information used for passage planning
• make sure that the other sources of information vital to passage planning are also corrected.
These include lights, fog signals, radio signals and Pilot Books
• Notices to Mariners include these changes as well as reprints of the navigational warnings given
out by radio. Check through these to ensure that you are aware of anything that will affect your
ship’s trading area
How to deal with new technology - some advantages and disadvantages
It should be noted that special training is required in order to use electronic charts
and associated equipment
Advantages
• ECDIS (Electronic Chart Display Information Systems) systems make the position of the ship very
easy for everyone to visualise. This is an excellent aid to bridge team situational awareness
• the output of the display can be adapted to the ship’s or the individual officer’s needs, showing
more or less data as required
• light sectors change as the bearing of the ship changes. Often other data, such as light lists or
radio signals, can be displayed in a window. This can be useful when passage planning
• often the informational display is recorded and can be replayed later - a useful training aid
• the ability to record displays and information may in time come to replace all or part of the
traditional log
23
Disadvantages
• the displays may give the appearance of being more accurate and precise than they really are.
They can only be as accurate as the surveys on which their charts were based, and these could
be many years old
• the clarity and appearance of these displays can mean that they are relied upon long after
common sense indicates that there may be a problem
• the displays rely on information fed to them from other sources, e.g. radar and GPS. Therefore
any error in another system will be passed on by the chart display - but not necessarily in an
obvious way
• the charts still need to be updated. Today this is usually done from a CD-ROM, but eventually
this may be done by a satellite link-up
• the basics of safe navigation remain, including the balance the Officer of the Watch has to strike
between the window, the radar and the chart
• the legal status of ECDIS information is only equivalent to paper chart information when official
vector electronic data is run on IMO approved ECDIS. Raster charts run on ECDIS systems are
now sanctioned by the IMO but don’t yet have full equivalent legal status with paper charts. An
adequate back-up is still required for raster charts.
Some other useful publications
1. How to Correct Your Charts the Admiralty Way
(NP 294) - United Kingdom Hydrographic Office, Admiralty Way, Taunton,
Somerset TA1 2DN, UK . Tel: +44 1823 337900
2. Bridge Procedures Guide - 3rd Edition
International Chamber of Shipping, 12 Carthusian Street, London EC1M 6EB, UK.
Tel: +44 20 7417 8844
24
Assessment Questions on Navigational Charts and Associated
Publications
(Answers on page 55)
1. Some of the following pieces of equipment are needed for proper chart
correction and some are either inaccurate or quite wrong. Which is which?
A. a 0.25mm pen to delete information
B. a hacksaw blade
C. a bottle of correction fluid
D. a 3H pencil for pin-pointing positions on the chart
E. permanent blue ink
F. adhesive for sticking block corrections into place
G. a compass with pen attachment
H. a 0.20mm pen to put in information
2. Which of the following are the correct working conditions for chart
correction?
A. during slack periods when on watch
B. standing within comfortable reach so that you don’t have to stretch when making
corrections on the chart
C. at the end of a watch, just before you go off duty
D. in a space designated for chart correction away from the main action of the bridge
3. When correcting charts, in which order should the following actions be taken?
A. put the corrections in order of priority, starting with those needed for the current voyage
B. record the reference number on the bottom left hand corner of the chart and in the ship’s
list of chart corrections
C. think about what would be clearest for navigation
D. put in the correction as detailed in Notices to Mariners (with the tracings if you have them)
E. identify those charts affected by Notices to Mariners and pull the portfolios which contain
them
F. read the Notice carefully
G. understand and plan the correction
H. check that the previous correction has been done and that the chart is the latest edition
4. Which of the following are advantages and which disadvantages of using new
technology?
A. easy for everyone to visualise the position of the ship
B. the informational display can be recorded and played back later
C. light lists or radio signals can also be displayed in a window
D. clear and convincing displays
E. based on the same surveys as conventional charts
F. display output can be adapted to the ship’s or officer’s needs, showing more or less data
as required
25
WORKING WITH V.T.S.
26
Working with V.T.S.
Contents
What is a VTS?
Which category of VTS? - 3 types of service
What is initial notification?
Information needed for standard reporting form
Two examples of methods of sending notification
How to make clear communications
How to promote good ship/pilot relationships
How a busy coastal VTS works - using the Channel Navigation Information Service
How an advanced port VTS system can work - using the Rotterdam VTS
Some other useful publications
Assessment questions
Appendix 1 - Information about the Admiralty List of Radio Signals
Appendix 2 - Dover - information from Admiralty List of Radio Signals
Appendix 3 - Rotterdam - information from Admiralty List of Radio Signals
Appendix 4 - The management of VHF - proper use of VHF channels at sea
Appendix 5 - The ICS Standard Reporting Form
Appendix 6 - Illustrations of Sample Contingency Plans
27
What is a VTS?
• VTS stands for Vessel Traffic Service. For ships it is one of the most important of the shore-based
authorities
• VTS operators can see the overall picture and should know the schedules and intentions of all
the ships in the area that have informed them of their voyage plan
• they know the availability and capability of the shore based services, and how to get in contact
with them should they be required
• if a problem develops, engine or steering failure, fire or man overboard, the VTS operator can
inform the emergency services and broadcast warnings. They can alert the traffic in the area to
help or avoid the incident as appropriate. They can rapidly and effectively organise whatever
assistance is available from shore-based emergency services
Which category of VTS? - 3 types of service
• a simple information service
• a navigational assistance service
• a traffic organisation service
N.B. It is important that those on board know which type of service they are dealing
with. Details can be found in the Admiralty List of Radio Signals, ALRS, 6 and 7 as well
as other reference documents
What is initial notification?
• the first contact with a VTS is the initial notification. It is the basis of the ship’s relationship with
the VTS and it is important to get it right
• this notification is either done directly by the ship or, more often, through the ship’s agent if the
ship is approaching the destination port
• the reporting form is based on an IMO standard. The categories are lettered and embrace all the
information required
• routing, berthing, pilotage and tug requirements will be based on this information
• reporting is done directly before entering the VTS area at a designated reporting point
• further information required by individual ports will be given in your port requirements list. Any
additional information should be given to your agent as required by the port
Information needed for the Standard Reporting Form (see appendix 5)
• the ship’s name and callsign, draft, ETA, notification of hazardous cargoes
• any defects or limitations in the ship’s equipment, or anything that could change the ship’s
manoeuvring capability
Two examples of methods of sending notification
• in Rotterdam notification is via e-mail and processed in the Harbour Co-ordination Centre
twenty-four hours before arrival. The timing of entry to the port, the requirements for pilots, tugs
and customs and immigration clearance are all generated from here without any further
notification
• with the Channel Navigation Information Service (CNIS), between the UK and France, the ship
must report just before entering the separation zone, using the MAREP reporting format, as
detailed in the Admiralty List of Radio Signals (ALRS) 6. Reporting to the CNIS is mandatory
28
How to make clear communications
• keep things brief and to the point. Expressions of
politeness and courtesy must be limited. Only
give the information required
• always use message markers and put them in
front of your message. In situations where
communication is not perfect, either for
language or technical reasons, they help in
avoiding misunderstandings. There are eight:
• instruction
• advice
• warning
• information
• question
• answer
• request
• intention
• use the IMO Standard Marine Communication Phrases. This applies both to native English
speakers and to those who speak English as a second language. There is a growing movement
to standardise procedures throughout the world. The basis for this will be the IMO standard
phrases
N.B. Further information about message markers and standard communication
phrases can be found in the Seaspeak Training Manual (for details see the section on
‘Some other useful publications’ at the end of this booklet). This standardisation of
communication enables a rapid transfer of vital information. Both pilot and VTS
operator know what information is coming in what order and in what units of
measurement.
How to promote good ship/pilot relationships
• notify arrival at the pilot station in good time. In the case of Rotterdam this notification must be
made three hours before arrival
• make allowance for waiting at the pilot station
• exchange information with the pilot before the pilot comes on board. The IMO are encouraging
the use of standard Master/Pilot exchange forms. Examples of these forms are included in the new
ICS Bridge Procedures Guide (see the section on ‘Other Useful Publications’). Where possible, the
passage plan should be included in this exchange. The more a pilot knows about the ship the
better. In Rotterdam the pilots are fully informed of the ship’s characteristics before they board
• make sure that the correct boarding arrangements have been made
• agree a working language. IMO regulations note that where language difficulties exist and in
particular where requested by the Master or the shore-based authority either a mutually agreed
language or English, using the Standard Marine Communication Phrases should be used
• have a jointly agreed passage plan right up to the berth after discussion with the pilot so that
everyone is aware of the intended track of the ship and so that the officers can monitor and assist
the navigation
• incorporate the pilot into the bridge team. It is vital, particularly during berthing, that the bridge
team understands the pilot’s intentions. They will need to point out any unusual handling
characteristics of the ship and give the pilot easy access to manoeuvring aids (eg. bow thrusters)
• ensure that the pilot keeps the shore based authorities aware at all times of what is going on
29
How a busy coastal VTS works - using the Channel Navigation
Information Service (CNIS)
• the CNIS was set up to reduce the number of collisions in the Channel between the UK and
France. It operates a twenty-four hours a day radar surveillance on the traffic separation scheme
in the Channel. It is operated jointly by the UK and French authorities
• the English side provides coverage of the south-west, southbound lane, the French the northeasterly northbound lane. Ships can report to either side, as information is shared
• the CNIS will warn ships of individual hazards and if they see any non-adherence to regulations
• the CNIS makes regular radio broadcasts of weather and visibility conditions, as well as details
of deep draft tankers on passage and vessels being towed
• the service is equipped with VHF radio direction finding, so ships who are speaking on VHF are
identified on the screen of the operator
• in the lanes, good observance of the COLREGS, the International Regulations for Preventing
Collisions at Sea, is important. There are a large number of ferry crossings and many small ships.
It is this crossing traffic that makes good navigation and situational awareness crucial
• ships do not have to report on leaving the area as they are logged off by the VTS operators as
they leave.
How an advanced port VTS system can work - using the Rotterdam VTS
• in the Rotterdam VTS, there are eleven sectors, managed from three traffic centres. Each
operator takes care of one geographic area or sector of the port. The operator monitors the
traffic on a Windows-based PC display
• as the ship progresses through the sectors, the ship is handed over to the successive sector
operators. Each sector has its own dedicated VHF channel
• the ship’s plot is identified by the first four letters of its call sign. Each plot has the draft, length
and type of ship and a vector indicating the predicted ground track
• windows can be called up to show further details of the ship, details of other traffic, tide
movement and other areas of the harbour to show what is coming up
• each time the ship talks to the VTS on the VHF, radio direction finding beacons, seen as lines on
the display, identify and confirm its position. This system allows the operator to give very
accurate ranges and bearings to the team navigating the ship
• recommendations and warnings are always given in terms of a navigational objective. For
example ‘Do not pass a certain buoy until a specific time’
• all navigational information - weather, tide, ships under tow and so on, is given from a dedicated
information desk. This frees up the VTS operators to keep their eyes on the traffic
Some other useful publications
1. Seaspeak Training Manual - Essential English for International Maritime Use
available from Capt. Fred Weeks, Summer Seas, Heybrook Drive, Heybrook Bay,
Plymouth, PL9 0BW, UK Fax: +44 1752 863206
2. Admiralty List of Radio Signals (ALRS) - Vols 1-7
UK Hydrographic Office, Admiralty Way, Taunton, Somerset, TA1 2DN, UK.
Tel: +44 1823 337900
3. Bridge Procedures Guide. Third Edition
International Chamber of Shipping, 12 Carthusian Street, London EC1M 6EB, UK.
Tel: +44 20 7417 8844
4. Guidelines for Vessel Traffic Services (Assembly Resolution A:857(20))
International Maritime Organization, 4 Albert Embankment, London, SE1 7SR, UK.
Tel: +44 20 7735 7611
30
Assessment Questions on Working with V.T.S
(Answers on page 55)
1. Do the initials VTS stand for:
A. Vessel Traffic System
B. Vessel Targeting Service
C. Vessel Traffic Service
D. Vessel Traffic Statement
E. Vehicle Traffic Service
2. What is a VTS? Is it:
A. an on-call emergency service
B. a navigational assistance service
C. a shore based inspection organisation
D. a simple information service
E. a cargo handling organisation
F. a traffic organisation service
3. Which of the following should be included in initial notification?
A. ship’s name
B. tug requirements
C. nature of cargo
D. notification of hazardous cargo
E. ship’s callsign
F. health problems of those on board
G. information on faulty lifeboats
H. deficits or limitations in ship’s equipment which may affect manoeuvring ability
I. ship’s ETA
4. Which of the following are message markers which should be used in front of
all communications?
A. request
B. intention
C. instruction
D. advice
E. answer
F. warning
G. information
H. question
31
5. Which of the following actions promote good ship/pilot relationships?
A. using standard pilot exchange forms wherever possible
B. having a jointly agreed passage plan right up to the berth
C. exchanging information with the pilot before the pilot comes on board
D. ensuring that a proper distance is kept between the bridge team and the pilot
E. always using English as the agreed working language
6. Which category of service does the CNIS provide? Is it:
A. a simple information service
B. a navigational assistance service
C. a traffic organisation service
32
APPENDIX 1
ADMIRALTY LIST OF RADIO SIGNALS
Volume 1 (NP 281(1 & 2)): Coast Radio Stations (Public Correspondence); Includes all
frequencies and classes of emission; Medical Advice by Radio; arrangements for Quarantine
Reports, Locust Reports and Pollution Reports; INMARSAT, Maritime Satellite Service; Global
Maritime Distress and Safety System; Ship Reporting Systems; Piracy and Armed Robbery
Reports; Alien Smuggling Reporting; Regulations for the use of Radio in Territorial Waters, and
a brief extract from the International Radio Regulations; together with associated diagrams.
Volume 1 is divided into two parts covering the following geographical areas:
Part 1 - Europe, Africa and Asia (excluding the Philippine Islands and Indonesia)
Part 2 - the Philippine Islands, Indonesia, Australasia, the Americas, Greenland and Iceland
Volume 2 (NP 282): Radio Navigational Aids (including Aero Radiobeacons in coastal
regions, Radio Direction-finding Stations, Coast Radio Stations which give a QTG service,
Calibration Stations (i.e. stations giving special transmission for the calibration of ships’ DF),
and Radar Beacons (Racons and Ramarks)). Radio Time Signals, Legal Time and Electronic
Position Fixing Systems (including Satellite Navigation Systems and DGPS reference
stations); together with many associated diagrams.
Volume 3 (NP 283 (1 & 2)): Radio Weather Services and Navigational Warnings together
with other Maritime Safety Information (MSI) broadcasts. The volume also includes certain
Meteorological Codes provided for the use of shipping; together with many associated
diagrams.
Volume 3 is divided into two parts covering the following geographical areas:
Part 1 - Europe, Africa and Asia (excluding the Philippine Islands and Indonesia)
Part 2 - the Philippine Islands, Indonesia, Australasia, the Americas, Greenland and Iceland
Volume 4 (NP 284): List of Meterological Observation Stations and associated diagram.
A digital version (in Apple Macintosh™, ASCII or IBM™ format on 31⁄ 2 floppy disk) of this
volume can be obtained by using the order form in the front of the publication.
Volume 5 (NP 285): Global Maritime Distress and Safety System (GMDSS); Information on
various Distress, Search and Rescue procedures, together with all the services available to
assist vessels using or participating in the GMDSS. The volume also includes many
explanatory diagrams and specific extracts from the relevant International Radio Regulations.
Volume 6 (NP 286 (1 & 2)): Pilot Services and Port Operations, include all the maritime radio
procedures essential to assist vessels requiring Pilots and/or Entering Port. Also included are
services for Small Craft including information on Marina and Harbour VHF facilities. These
elements can range from the initial Estimated Time of Arrival (ETA) message to Berthing
Instructions, from requests for Deep Sea Pilotage to advance booking of a Marina Berth. The
detailed text is supplemented with over 75 associated diagrams which show the key elements
of the many individual procedures.
Volume 6 is divided into two parts covering the following geographical areas:
Part 1 - Europe and the Mediterranean
Part 2 - Africa, Asia, Australasia, the Americas, Greenland and Iceland
33
Appendix 1 continued
Volume 7 (NP 287 (1 & 2)): Vessel Traffic Services and Reporting Systems, contain all the
information on the many local, national and international Vessel Traffic Services (VTS),
including all those systems that have been adopted by the IMO, and details on the voluntary,
recommended and mandatory Reporting Systems world-wide. Over 100 diagrams and
illustrations complement the text.
Fully complementing Volume 6, Volume 7 is divided into the same two parts covering the
following geographical areas:
Part 1 - Europe and the Mediterranean
Part 2 - Africa, Asia, Australasia, the Americas, Greenland and Iceland
All relevant information published in ALRS volumes is verified, wherever possible, with the
appropriate originating authority. Information from other Hydrographic Offices is being included
by bilateral arrangement with those offices. New or amended information is published free of
charge to the originator either within the Annual New Edition or the Weekly Edition of
Admiralty Notices to Mariners. Wherever possible, ALRS customers are encouraged to provide
new or amended information using the ALRS Report Form (printed inside each ALRS Volume and
at the front of Section VI of the Weekly Notices to Mariners). Information received is published
purely on its merits without any commercial bias, the only governing factor being that the
information within the weekly notices is of a safety critical nature.
34
7/A 1990
30'
0º
30'
1º
2º
Ipswich (7-A 1960)
RIVER THAMES, ESTUARY AND APPROACHES
INDEX O F DIAGRAMS
52º
52º
(6-A 2090) (ALRS volume - station number)
eg: (volume 6 - station number A 2090)
See Harwich and
Ipswich Diagram
Colchester
Brightlingsea
30'
D
30'
C
Tilbury
B
Sheerness
Gravesend
Chatham
I. of Sheppey
Whitstable
(7-A 2060) Ramsgate
See Ramsgate
Diagram
15'
15'
Deal
A
(6-A 2080) Dover
(6-A 2085) Deep Sea Pilots
(6-A 2090) Folkestone
Reporting Zone
for traffic
passing Dover
trait
e r(7S-A 1005))
v
o
D EP
070
55º
0º
30'
1º
MAR IS (7-A 2
N
30' C
2º
51º
APPENDIX 2
35
Southend
VESSEL TRAFFIC SERVICES AND REPORTING SYSTEMS
45'
45'
Dover: Information from Admiralty List of Radio Signals (Volume 7)
Harwich
(7-A 1950)
Appendix 2 continued
DOVER STRAIT
A 2070
SEE CHART 5500
51°08´.N 1°20´E
Channel Navigation Information Service (CNIS)
DESCRIPTION: Provides a 24h radio safety service for all shipping
in the Dover Strait. See Ship Movement Report System (MAREP)
(A 1005).
AREA: Dover Strait
CALL: Dover Coastguard
LOCATION: MRCC Dover, Langdon Battery
TELEPHONE:+44(0)1304 210008
FAX: +44(0)1304 202137
TELEX: 96273 DVRCG G
FREQUENCY: CNIS: Ch 16 69: 67 69 80
Information Broadcasts: Ch 11
HOURS: H24
INFORMATION BROADCASTS:
CNIS broadcasts on VHF Ch 11, to give warnings of navigational
difficulties and unfavourable conditions likely to be encountered
in the Dover Strait, are transmitted by:
(1)
Dover Coastguard: H+40 (additional broadcast at H+55
when visibility is less than 2 n miles)
(2)
Griz-Nez Traffic (see B 4615): H+10 (additional broadcast
at H+25 when visibility is less than 2 n miles)
These broadcasts include:
(1)
Adverse weather conditions
(2)
Exceptional tides
(3)
Misplaced or defective navigational aids
(4)
Hampered vessels, such as oil-rigs, deep draught tankers,
Cross-Channel swimmers and their escort vessel(s) and
surveying ships
Vessels using MAREP are tracked by radar, as are those
contravening the Regulations for Prevention of Collisions at Sea
1972 (as amended), and their course and speed broadcast.
Offenders are reported to their Flag States for action to be taken in
accordance with IMO Resolution A432(XI).
NOTE:
Permanent liaison arrangements are established with
the Belgian Sea Rescue Service, Ostende, the MRCC Gris-Nez,
France (CROSSMA), and the Air Traffic Control Centre (ATCC) at
West Drayton.
36
APPENDIX 3
Rotterdam: Information from Admiralty List of Radio Signals (Volume 7)
NETHERLANDS
GENERAL NOTES
Pilotage:
(1) Pilotage is compulsory for vessels over 40m in length and all
vessels carrying oil, gas or chemicals (fully or partially loaded).
(2) vessels should send request for pilots to the appropriate Pilot
Station at least 6h in advance including some or all of the
following unless previously stated.
Designator Information required
A
Vessel’s name, call sign and flag
B
I
J
O
P
T
U
date and time (state difference from UTC)
Port of Destination
request for pilot and ETA boarding position
draught (in metres and centimetres)
cargo; including description of any dangerous cargo
Name of Agent or Owner
Length, beam (in metres and centimetres) and GRT
X
Any other information
If theoriginal ETA becomes more than 11/2 h in error, the message
should be repeated with revised ETA.
(3) Vessels should send ETD 1h in advance.
(4) Interruption or resumption of the Netherlands Pilotage Service
will be announced in the navigational warning broadcast by
Scheveningen (PCH)
(5) Details of amendments to the Netherlands Pilotage Service can
be obtained from the appropriate VTS Centre.
Deep Sea Pilotage:
The Merchant Shipping (Mandatory Ship-Routeing)
Regulations: Vessels required to use the “mandatory route for
tankers from North Hinder to the German Bight and vice versa”
are referred to IMO resolution A.486 (xii), adopted on 19
November 1981 concerning the “Recommendation on the use of
adequately qualified Deep-Sea Pilots in the North Sea, English
Channel and Skagerrak”.
Vessels requiring a licensed Deep Sea Pilot for the English Channel,
North Sea or Baltic should send request to Dirkzwager’s Coastal
Pilotage (B 1064).
Merchant Shipping (Reporting Requirements for Vessels
Carrying Dangerous or Polluting Goods) Regulations 1995:
(1) The regulations implement the European Council Directive
95/75/EEC relating to vessels bound for or leaving Community
ports and carrying dangerous or polluting goods.
(2) The captain, the proprietor or the agent of a cargo vessel, an
oil/chemical/gas tanker or a passenger vessel, whereby a
harmful material or dangerous material is transported should
report and provide information as given in the regulations.
NIEUWE WATERWEG
B 1060
SEE DIAGRAMS 2 AND 3 WITHIN TEXT
Pilots
CALL: Pilot Maas
LOCATION: Signal Station, Hoek van Holland
(51°58´.9N 4°06´.8E)
TELEPHONE: HCC: +31(0)10 425 15 30/425 15 38
(Rotterdam) (H24)
TCH: +31(0)174 638809/638820 (Traffic Centre Hook) (H24)
FAX: HCC: +31(0)10 4251557
TCH: +31(0)174 638857/638864
TELEX: 26751 DIRK NL
TELEGRAPH: Loodswezen Hoek van Holland
FREQUENCY: Ch 02
HOURS: H24
PROCEDURE:
(1) Vessels should send request for pilot at least 6h in advance (8h
for vessels of 17.4m and over in draught for boarding in 52°N
03°E) through Scheveningen (PCH) or Maas Approach (see
below) on VHF Ch 01; request should include words “Pilot
Station”, vessel’s name, call sign, GRT, deepest draught,
destination and ETA (to be updated if becoming over 1h
in error).
(2) All vessels should report to Pilot Maas when leaving Sector
Maas Approach stating vessel’s name and call sign.
(3) Vessels Outward-Bound of 17.37m and over in draught or
250m and over in length should send request for pilot 6h in
advance, other vessels 3h in advance, to HCC (see below).
Pilot normally boards within 4 n miles of Maas Center Lt Buoy;
vessels will be notified of the exact position by Pilot Maas on
VHF Ch 02 or by Maas Approach on VHF Ch 01. If required,
pilots may board deep draught vessels west of Euro Lt buoy by
helicopter (See below: Pilots Transported by Helicopters).
NOTE: Provides pilotage for SCHEVENINGEN (B 1080).
Pilots Transported by Helicopter
AREAS: Pilots can be transported to and from vessels by helicopter
24h a day at the following areas:
(1) Area Maas North (Inward-Bound/Outward-Bound) bounded
by a circle of radius 5 n miles centred on position 52°15´.5N
3°59´.SE.
(2) Area Maas West (Inward-Bound) bounded by a circle of radius
5 n miles centred on position 51°56´.0N 3°28´.0E.
(3) Area Maas West (Outward-Bound) bounded by a circle of
radius 3 n miles centred on position 52°05´.5N 3°42´0E.
FREQUENCY: Maas Approach: Ch 01
Pilot Maas: Ch 02
Note: If no contact can be made on these VHF channels, VHF Ch
09 is reserved for ship to helicopter communication.
PROCEDURE: Vessels requiring a pilot by helicopter should send
their ETA/ETD message as specified under Pilots and also state the
following:
(1) Pilot required by helicopter
(2) Vessel’s direction of approach or departure
Pilots Transported by Helicopter
(Channel-Bound Vessels)
DESCRIPTION: Vessels with a draught of over 17.37m (57 feet) are
considered as Channel-Bound vessels. These vessels have to make
use of the approach route through Eurogeul and Massgeul.
CALL: Helicopter
FREQUENCY: 5645kHz RT
Ch 06 16
PROCEDURE:
(1) Both the time of departure and the time of arrival of the
helicopter above the vessel is passed on by telegram. The
telegram should be confirmed by the vessel. The vessel should
then maintain a continuous listening watch on 5645 kHz RT.
The vessel is only allowed to end listening-out on the
frequency mentioned if VHF contact has been established with
the helicopter.
(2) When the helicopter pilot has arrived within VHF range of the
vessel, the pilot will contact the vessel on VHF through the VTS
centre. This normally takes place when the helicopter is at a
distance between 20 and 40 n miles from the vessel.
(3) If considered necessary the pilot can always request the vessel
to transfer to another VHF channel. All communication
between helicopter and vessel is done on this VHF channel.
The call sign of the helicopter is the word “HELICOPTER”
followed by its registration letters as stated earlier in the
helicopter’s departure-teIegram.
(4) As soon as a VHF contact has been established between vessel
and helicopter, the vessel should supply the following:
(a) Vessels position, course and speed (if travelling)
(b) Actual wind direction and wind speed across the deck
(c) Pitching and/or rolling conditions on deck (dry, spray, wet)
The pilot will confirm acceptance of the conditions or will ask
vessel to alter its course and/or speed.
Pilotage of Channel-bound vessels if not having been boarded by
a pilot somewhere else (eg: Off Cherbourg), will always take place
37
Appendix 3 continued
by helicopter near the pilot boarding place in position 52°00´N
300’E. The exact pilot boarding place will be agreed by the
helicopter and the vessel.
Vessel Traffic Services
DESCRIPTION: The Traffic Management System involves reporting
and the continuous monitoring of designated frequencies.
NOTE: Vessels which are unable to participate in the following
procedures should report, if possible before entering the area,
to Havencoördinatiecentrum (HCC), Rotterdam: through
Scheveningen (PCH); by telephone or telex (see below),
or by VHF.
SHORE STATlONS:
The following Traffic Centres are continuously manned:
Traffic Centre, Maasboulevard (VPM)
LOCATION: 51°55´.1N 4°30´.6E
TELEPHONE: +31(0)10 4139574
FREQUENCY: Sector Maasbruggen: Ch 81
Sector Brienenoord: Ch 21
SECTORS: The area is divided into the following sectors: vessels
should maintain continuous listening watch on the assigned
frequency while navigating, and should use it for all
communication with shore stations, unless otherwise directed. On
the river banks white square signs indicate the sector border,
showing the VHF channel numbers.
Call
Haven Coördinatie Centre (HCC)
(Central Traffic Control)
LOCATION: Rotterdam: 51°54´.8N 4°25´.9E
TELEPHONE: +31(0)10 4251400/4251410/4764855 (H24)
+31(0)10 4766766 (Emergencies)
+31(0)10 4251455 (Dangerous Goods Dept)
FAX:
+31(0)10 4771800/4773489
+31(0)10 4257334 (Dangerous Goods Dept)
TELEX:
24045 HMR NL
27370 DRHCC NL
25720 (Dangerous Goods Dept)
Pilots: 27482
FREQUENCY: Ch 11 14
Traffic Centre, Hoek van Holland (VCH)
CALL: Hoek van Holland Traffic Centre
LOCATION: 51°58´.9N 4°06´.8E
TELEPHONE: +31(0)174 638801/638611 (H24)
FREQUENCY: Traffic Centre: Ch 13
Maasaanloop/Maas Approach: Ch 01
Pilot Maas: Ch 02
Sector Maasmond/Maas Entrance: Ch 03
Sector Rozenburg: Ch 65
Sector Beerkanaal: Ch 66
Traffic Centre, Botlek (VCB)
LOCATION: 51°53´.5N 4°18´.9E
TELEPHONE: +31(0)10 4724610/4724643 (H24)
FAX: +31(0)10 4724672
FREQUENCY: Traffic Centre: Ch 13
Sector Maassluis: Ch 80
Sector Botlek: Ch 61
Traffic Centre, Hartel (VPH)
LOCATION: 51°52´.2N 4°19´.BE
TELEPHONE: +31(0)10 4724612 (H24)
FREQUENCY: Traffic Centre: Ch 05
Sector Oude Maas: Ch 62
Traffic Centre, Stad (VCS)
LOCATION: 51°54´.3N 4°25´.9E
TELEPHONE: +31(0)10 4251701/4251711 (H24)
FAX: +31(0)10 4251722
FREQUENCY: Traffic Centre: Ch 13
Sector Waalhaven: Ch 60
Sector Eemhaven: Ch 63
VHF
Channel
Traffic
Centre
Maasaanloop/
Maas Approach (1)
01
VCH
Outer approaches from the
limit of radar coverage (see
below, REPORTING) to the W
boundary of the Precautionary
Area
Pilot Maas (1)
02
VCH
Outer part of the Precautionary
Area, W of a line 194° from Lt
buoy MN3
Maasmond/
Maas Entrance (1)
03
VCH
Inner part of the Precautionary
Area, and entrance channel W
of VCH
Maassluis
80
VCB
Nieuwe Waterweg from km
1023 to km 1017 (Red Lt No.
15)
Rozenburg
65
VCH
Nieuwe Waterweg from VCH
to km 1023 and Calandkanaal
from the head of Splitsingsdam
to Rozenburgse Sluis
Beerkanaal
66
VCH
Beerkanaal and adjoining
harbours
Botlek
61
VCB
From km 1017 to km 1011 on
Nieuwe Maas and km 1005 on
Oude Maas, including Bottek
and adjoining harbours
Oude Maas
62
VPH
Oude Maas from km 1005 to
Lt buoy 0 12, also Hartelkanaal
E of the bend at Geervllet
(4°16´.0E)
Hartel (2,3)
05
VPH
Hartelkanaal W of Geervilet
Eemhaven
63
VCS
Nieuwe Maas from km 1011 to
km 1007 (Werkhaven) with the
adjoining harbours
Waalhaven
60
VCS
Nieuwe Maas and adjoining
harbours from km 1007
(Werkhaven) to km 1003
(Schiehaven)
Maasbruggen
81
VPM
Nieuwe Maas and adjoining
harbours from km 1003
(Schiehaven) to km 998 (old
watertower)
Brienenoord
21
VPM
Nieuwe Maas and adjoining
harbours from km 998 to km
993 (E limit of VTS area)
Heerjansdam
04
(1)
English language used on these VHF Channels
(2)
No radar cover
(3)
Sector and VHF Channel not yet in use
Area
NOTE: A vessel requiring a bridge to be opened may call the operator on VHF (see
Oude Maas (B 1066)).
REPORTING:
Vessels Inward-Bound:
(1) Vessels with a draught of 20.7m and over should report to
HCC Rotterdam through Scheveningen (PCH), 24h before ETA
at Cherbourg, stating:
(a) Vessel’s name and call sign
(b) GRT and maximum draught in salt water
(c) ETA off Cherbourg (about 13 n miles N of Cap de Ia
Hague)
(d) “Request pilot for Euro Channel to board from helicopter
off Cherbourg”
(e) Gyro-compass, radar, VHF and Decca receiver (quoting
type and suitable for BPI) are functioning”
38
Appendix 3 continued
(f) Whether expert is required for apparatus in (e)
(a) Vessel’s name
(g) “Will request information after passing Cherbourg on
expected passage conditions in Twin area”
The above information should be confirmed or amended 12h
before ETA at Cherbourg.
(2) After passing Cherbourg call Scheveningen (PCG) (PCH) on
454 or 2520 kHz and state vessel is awaiting details of
conditions in vicinity of Twin buoy (51°32´.1 N 2°22´.7E).
Vessels should not pass the “abort point” (50°29´N 0°53´E
approx) unless conditions in vicinity of Twin buoy are normal,
nor enter the Strait of Dover TSS if either their Decca or radar
is not working.
(3) Vessels carrying dangerous cargo should report to Central
Traffic Control, HCC at least 24h before arriving at the pilotboarding position stating:
(a) Vessel’s name and call sign
(b) Nationality
(c) GRT and draught
(d) Nature and quantity of dangerous cargo and, for any
IMO Class 1 cargo, the manner of packing.
(b) Acknowledgement that vessel should display special
signals
(c) Destination
(d) ETA at Noorderdam
(9) Special Reports: Vessels should report on the appropriate
sector frequency in the following circumstances:
(a) On entering harbour
(b) Any intended manoeuvre that differs from normal traffic
principles (eg: crossing a fairway)
Vessels Outward-Bound or Shifting Berth:
(1) Vessels with a draught of 17.4m and over, intending to leave
Europoort, should report the following 6h in advance to
Europoort Radar; vessels of 250m and over in length,
intending to leave the Nieuwe Waterweg should make the
report 4h in advance, omitting (c) (iv):
(a) Vessel’s name and call sign
(b) GRT and draught in sea water
(e) First port of call and berth
(c) Confirmation that the following are functioning:
(f) ETA at pilot boarding position
(g) Name of local agent
(5) Vessels with a draught of 17.4m and over, should report the
following to Traffic Centre Hook, through Scheveningen
(PCH), at least 6h before arrival at the pilot boarding position.
Vessels with draught less than 17.4m but length 250m and over
should make this report 4h in advance, omitting (d) (iv):
(a) Vessel’s name and call sign
(i) Gyro compass
(ii) Radar
(iii) VHF
(iv) Decca receiver and connection for the BPI
(2) Vessels carrying dangerous cargoes should report to Central
Traffic Control, HCC, at least 1h before leaving a berth stating:
(a) Vessel’s name and call sign
(b) GRT and draught in sea water
(b) Nationality
(c) ETA at pilot boarding position
(c) GRT and draught
(d) Confirmation that the following are functioning:
(d) Nature and quantity of dangerous cargo and, for any IMO
Class 1 cargo, the manner of packing
(i) Gyro Compass
(ii) Radar
(iii) VHF
(iv) Decca receiver and connection for the BPI
(Note: This message also serves as the ETA message to Hook of
Holland pilots.)
(6) All vessels should report the following to Maas Approach, 3h
before arrival at the Maas Center buoy:
(a) Vessel’s name
(b) Call sign
(e) Harbour and berth of departure
(f) ETD
(g) Name of local agent
(3) Vessels carrying very dangerous cargoes should also report to
Central Traffic
Control HCC 1/2 h or less before departure from a berth and 1 h11/2h before passing the Lek-Noord, Nieuwe Maas-Hollandsche
Ijssel or Oude Maas-Nieuwe Maas junctions stating:
(a) Vessel’s name
(c) Nationality
(b) Acknowledgement that vessel should display special
signals
(d) GRT and length
(c) Berth and destination
(e) Draught
(d) Estimated time of leaving berth and of passing the above
junctions
(f) Destination
(g) ETA at Maas Center buoy
(h) Any special details
(7) Vessels should also report (in conformity with the list of
Reporting Points), stating position:
(a) to Maas Approach, on entering the area of radar coverage
(N of 51°48´.8N and within 19.4 n miles of position
52°02´.3N 3°31´.6E) and if appropriate
(b) to Pilot Maas, 3 n miles outside the Precautionary Area, in
the Mass West Inner or Maas North TSS, or
(c) to Maas Entrance if using the Inshore Traffic Zone
(d) on crossing a sector boundary, before and after changing
frequency
(e) on the appropriate sector frequency when entering the
destination harbour, and again when moored
(4) All vessels should report to local traffic control on VHF Ch 13
before departure, stating:
(a) Vessel’s name
(b) Draught
(c) Destination
(d) Special details
(Local Traffic Centre (LTC) will reply with navigational
information).
The vessel should then repeat (a) to (d) on the appropriate sector
frequency, adding:
(e) ETA at harbour entrance (at the head of Splitsingsdam for
vessels in Europoort) and should report on the sector
frequency when leaving harbour. Departing vessels should
also report their position when crossing a sector boundary,
before and after changing frequency.
(8) In addition, vessels carrying very dangerous cargoes should
report 1h-11/2h before passing the head of Noorderdam
(51°59´.7N 04°02´.9E), Hook of Holland, to Maas Approach
stating:
39
Appendix 3 continued
OTHER STATIONS IN NIEUWE WATERWEG:
See ALRS Volume 6
REPORTING POINTS:
Letter
A
B
C
D
E
F
G
H
I
J
K
L
M
N
O
VHF
Channel
01
01
01
02
03
02
01
01
01
02
01
01
01
01
01
Latitude
N
51°53´.0
51°53´.5
51°57´.8
51°59´.4
52°00´.7
52°01´.5
52°04´.8
52°14´.0
52°14´.8
52°05´.5
52°04´.2
52°03´.9
52°09´.0
52°02´.9
51°58´.2
Longitude
E
3°09´.0
3°30´.0
3°35´.5
3°46´.5
3°58´.1
3°58´.7
3°57´.2
4°01´.4
3°56´.6
3°52´.7
3°45´.4
3°34´.4
3°20´.5
3°09´.1
3°10´.2
Direction
Oude Maas
SEE DIAGRAM INCLUDED IN B 1060
lnward-bound
N-S
Inward-bound
lnward-bound
Inward-bound
Outward-bound
Outward-bound
Outward-bound
lnward-bound
Inward-bound
Outward-bound
Outward-bound
N-S
Outward-bound
Inward and
Outward-bound
B 1066
51°48´N 4°38´E
Traffic Control
AREA: Oude Maas and Dordtsche Ku
LOCATION: Duivelseiland
TELEPHONE: +31(0)78 6132421
FREQUENCY: Ch 13 19
PROCEDURE:
(1) Vessels over 135m in length or over l7.5m in breadth should
send a request for permission to navigate in the Oude Maas
at least 24h in advance.
(2) Vessels Inward-Bound should contact Central Traffic Control,
HCC (Tel: +31(0)10
4251410, fax: +31(0)10 4773489, telex 27370) in Rotterdam
and vessels
Outward-Bound should contact Post Dordrecht (B 1068) stating:
(a) Vessel’s name and call sign
(b) Nationality
(c) Length and breadth (in metres)
PROCEDURE:
(1) When E of Sandettié inward-bound vessels, and those
anchored in the vicinity of 52°N 3°E, are recommended to
maintain continuous listening watch on VHF Ch 01.
(2) Vessels with draught 17.4m and over should make contact
with Maas Approach when near buoy NHR-SE (51°45´.5N
2°40´.0E). They should also listen on 500 kHz or 2182kHz
whilst transiting Eurogeul. These vessels and those 250m and
over in length should maintain a continuous listening watch
on VHF Ch 0l whilst approaching or departing from
Maasmond.
(3) All vessels on the Nieuwe Waterweg should maintain a
continuous listening watch on the frequency of the
appropriate radar station; this frequency should be used for
all communications.
(4) In exceptional cases, vessels may contact the Central Traffic
Control, HCC, but the appropriate radar station should be
advised of the commencement and conclusion of this
communication.
(5) Vessels should obtain permission from VCH before turning in
the Maas Estuary between the Calandkanaal and Nieuwe
Waterweg.
RADAR SURVEILLANCE: Radar Surveillance is provided by Maas
Approach on VHF Ch 01.
INFORMATION BROADCASTS: Traffic Centres broadcast
information including visibility reports on request. Information is
also broadcast by the appropriate radar stations on request and
may also be obtained through Maassluis Radio Dirkzwager (B
1064) on VHF Ch 12. Vessels at sea may obtain reports on
request to Maas Approach direct on VHF Ch Dl or to Maasstuis
Radio Dirkzwager through Scheveningen (PCH).
40
(d) GRT and draught
(e) ETA at Hook of Holland Roadstead, or ETD from berth.
40'
20’
10’
3º
50'
30’
40’
50’
4º
Appendix 3 continued
7/B 1060
30’ 30'
30'
2
APPROACHES TO NIEUWE WATERWEG
VESSEL TRAFFIC SERVICES
AND PILOTAGE
See B 1060
Traffic Separation Scheme
ar
Ra d
S u rv
eillan
ce - Maa
s Approach VHF C
h 01
20'
20’
Extends from the Limit of Radar
Area to the W boundary of the
Mass Precautionary Area
52º
MN3
N
Maas West
Inner TSS
Maas West
Outer TSS
.
EUROPLATFORM
L
EUROGEU
D
Maas
Precautionary Area
MA
SS
GE F
UL
Maas
Centre
MV-N
E
MW5
C
Euro
G
Maasmond/
Maas Entrance
VHF Ch 03
K
L
Helicopter
J
Nor
TSS th
MN2
MW6
Maas
Pilots
(Helicopter)
MW4
MW2
NOORDHINDER
10'
Pilot Maas
VHF Ch 02
M
DW via DR1 or
S2 buoys
106
41
Noord
Hinder
North
TSS
Indusbank N
52º
40'
MV
O
Noord Hinder Junction
Precautionary Area
Pilots
(Helicopter)
Goeree Radar
See
Diagram
Inshore Traffic Zone
B
A
3
MW1
NHR-S
50'
50’
30'
40'
50'
3º
10'
Radar Surveillance - Maas Approach VHF Ch 01
20'
30'
40'
50'
4º
10'
VESSEL TRAFFIC SERVICES AND REPORTING SYSTEMS DIAGRAM 2
Maasaanloop/Maas Approach
VHF Ch 01
NHR-N
10’
Pilots
(Helicopter)
I
H
10'
05'
4º20'
15’
30’
25’
See Diagram 2
Appendix 3 continued
7/A 1990
4º
35’
3
NIEUWE WATERWEG
INCLUDING OUDE MAAS
VESSEL TRAFFIC SERVICES
52º
Maasmond/
Maas Entrance
VHF Ch 03
Noo
rder
da
m
Spli
tsing
sdam
SS
Pilots
Rozenburg
VHF Ch 65
Radar Surveillance Station
Kilometre Post
Limits of sectors
eu
we
Ro
ze
n
Beerkanaal
VHF Ch 66
bu
r
gV
HF
Suurhoffbrug
Eemhaven
VHF Ch 63
Botlek
VHF Ch 61
ar
H
42
Maassluis
VHF Ch 80
KP 1023
W
Ch
ate
65
rw
eg
lC
te
al
Hartel
VHF Ch 05
Maassluis Radio/Dirkzwager (6-B 1064)
an
55'
Waalhaven
VHF Ch 60
Haven Coördinatie
Centre (HCC)
Brienenoord
VHF Ch 21
Traffic Centre
Maasboulevard (VPM)
ROTTERDAM
Traffic Centre
Stad (VCS)
KP
1007
KP 1017
Maasbruggen
VHF Ch 81
55'
KP 998
KP 993
KP 1011
Calandbrug
KP 1003
Traffic Centre
Botlek (VCB)
KP 1005
Botlekbrug (6-B 1066)
Traffic Centre
Hartel (VPH)
Spijkenisserbrug (B 1066)
Hartel
Locks
KP 998 Oude Ma
ss (
B
Heerjansdam
VHF Ch 04
10
66
)
Oude Maas
VHF Ch 62
IJSSELMONDE
50’
50'
4º
05’
10'
15'
4º20'
25'
30’
35’
VESSEL TRAFFIC SERVICES AND REPORTING SYSTEMS DIAGRAM 3
Ni
52º
See A 1060
(6-B 1060) (ALRS volume - station number)
eg: (volume 6 - station number B 1060)
Traffic Centre, Hoek
van Holland (VCH)
APPENDIX 4
THE MANAGEMENT OF VHF
PROPER USE OF VHF CHANNELS AT SEA
(AN EXTRACT FROM THE IMO RESOLUTION A 474(XII))
The widespread misuse of VHF channels at sea especially the distress satety and calling Channel 16
(156.8 MHZ) and channels used for port operations, ship movement services and reporting
systems, is giving concern.
Often the misuse of VHF channels causes serious interference to essential communications and
becomes a potential danger to safety at sea. The proper use of VHF channels at sea makes an
important contribution to navigational safety. In accordance with the ITU Radio Regulations:
a. Channel 16 may only be used for distress, urgency and very brief safety communications
and for calling to establish other communications which should then be conducted on a
suitable working channel.
b. On VHF channels allocated to the port operations service the only messages permitted are
restricted to those relating to the operational handling, the movement and safety of ships
and, in emergency, to the safety of persons; as the use of these channels for ship-to-ship
communications may cause serious interference to communications related to the
movement and safety of shipping in congested port areas.
VHF equipment is frequently operated by persons not trained in its proper use though the ITU
Radio Regulations require that the service of every ship radio-telephone station shall be controlled
by an operator holding a certificate issued or recognized by, the Government concerned.
The following guidelines have been prepared and, if followed, should ensure that VHF channels
are used correctly.
Guidance on the use of VHF at sea:
1. PREPARATION
Before transmitting, think about the subjects which have to be communicated and, if
necessary, prepare written notes to avoid unnecessary interruptions and ensure that no
valuable time is wasted on a busy channel.
2. LISTENING
Listen before commencing to transmit to make certain that the channel is not already in
use. This will avoid unnecessary and irritating interference.
3. DISCIPLINE
VHF equipment should be used correctly and in accordance with the Radio Regulations.
The following in particular should be avoided:
a. calling on Channel 16 for purposes other than distress, urgency and very brief safety
communications when another calling channel is available;
b. communications not related to safety and navigation on port operation channels;
c. non-essential transmissions, eg: needless and superfluous signals and correspondence;
d. transmitting without correct identification;
e. occupation of one particular channel under poor conditions;
f. use of offensive language.
4. REPETITION
Repetition of words and phrases should be avoided unless specifically requested by the
receiving station.
5. POWER REDUCTION
When possible, the lowest transmitter power necessary for satisfactory communication
should be used.
43
Appendix 4 continued
6. COMMUNICATIONS WITH SHORE STATIONS
Instructions given on communication matters by shore stations should be obeyed.
Communications should be carried out on the channel indicated by the shore station. When
a change of channel is requested, this should be acknowledged by the ship.
On receiving instructions from a shore station to stop transmitting, no further
communications should be made until otherwise notified (the shore station may be receiving
distress or safety messages and any other transmissions could cause interference).
7. COMMUNICATIONS WITH OTHER SHIPS
During ship-to-ship communications the ship called should indicate the channel on which
further transmissions should take place. The calling ship should acknowledge acceptance
before changing channels.
The listening procedure outlined above should be followed before communications are
commenced on the chosen channel.
8. DISTRESS COMMUNICATIONS
Distress calls/messages have absolute priority over all other communications. When hearing
them all other transmissions should cease and a listening watch should be kept.
Any distress call/message should be recorded in the ship’s log and passed to the master.
On receipt of a distress message, if in the vicinity, immediately acknowledge receipt. If not in
the vicinity, allow a short interval of time to elapse before acknowledging receipt of the
message in order to permit ships nearer to the distress to do so.
9. CALLING
Whenever possible, a working frequency should be used. If a working frequency is not
available, Channel 16 may be used, provided it is not occupied by a distress call/message.
In case of difficulty to establish contact with a ship or station, allow adequate time before
repeating the call. Do not occupy the channel unnecessarily and try another channel.
10. CHANGING CHANNELS
If communications on a channel are unsatisfactory, indicate change of channel and await
confirmation.
11. SPELLING
If spelling becomes necessary (e.g. descriptive names, call signs, words which could be
misunderstood) use the spelling table contained in the International Code of Signals and the
Radio Regulations (see Phonetic Alphabet and Figure Code after the indexes) within this
volume.
12.ADDRESSING
The words “I” and “You” should be used prudently. Indicate to whom they refer.
Example:
“Seaship, this is Port Radar, do you have a Pilot?”
“Port Radar, this is Seaship, I do have a Pilot.”
13.WATCH KEEPING
Ships fitted only with VHF equipment should maintain watch on Channel 16 when at sea.
Other ships should, where practicable, keep watch on Channel 16 when within the service
area of a shore station capable of operating on that channel. In certain cases Governments
may require ships to keep watch on other channels.
44
Appendix 4 continued
RANGE OF VHF:
It is most important to realise that the transmission and receiving range of VHF signals is limited, in
theory, to line of sight. This is because the radio waves of VHF do not normally bend around the
curvature of the earth. The range may be affected to some degree by barometric pressure and/or
increased humidity which often gives greater ranges than normally attained.
This atmospheric refraction results in the radio waves tending to follow curved rather than
straight line paths.
The bending or refraction arises from a change of wave speed as the waves propagate through
the atmosphere, the waves changing direction towards the region of lower wave speed. The degree
of bending or refraction depends upon the rate at which the wave speed changes. This is governed
by the refractive index of the air and its variation with height which, in turn, depends upon the
pressure, temperature and humidity of the air.
Another significant factor in determining range is, generally, the height above sea level of the
transmitting and receiving aerials. It should also be noted that the fact that a transmitter and a
receiver are within radio sight does not automatically guarantee that an acceptable signal will be
received at that point. This will depend, amongst other things, on the power of the transmission,
the sensitivity of the receiver and the quality and position of the transmitting and receiving aerials.
The following diagram illustrates some typical VHF ranges that can be obtained from various
transmitting and receiving stations.
THE USE OF CELLULAR RADIOTELEPHONES IN DISTRESS AND SAFETY
COMMUNICATIONS:
The use of cellular radiotelephones in the marine environment offshore is now well established, with
users in all areas of the commercial, fishing and leisure communities.
A growing number of incidents have occurred where vessels requiring assistance from rescue
services have used the inland emergency service, or alternatively telephoned direct to request
assistance. (e.g. Lifeboat services). This procedure through cellphone is strongly discouraged.
In the interests of Safety Of Life At Sea (SOLAS), owners of vessels are urged to carry MARINE
communications equipment onboard and to use this medium as the primary means of distress and
safety communications.
VHF - IMPACT OF THE FULL IMPLEMENTATION OF THE GMDSS:
Until the 31st January1999 the International VHF Channel 16 (156.80MHz) will be the international
distress, safety and calling channel on VHF. After the 1st February 1999 VHF Channel 16 will cease
to be the international distress and calling frequency for VHF but will remain as a safety frequency.
Under the GMDSS (Global Maritime Distress and Safety System) (see ALRS 5 for full details) the
international distress and calling frequency will be VHF Channel 70 (156.525MHz) using DSC
(Digital Selective Calling). DSC is an integral part of GMDSS and is used for transmitting distress
alerts from vessels and for transmitting the associated acknowledgements from coast stations. It is
also used by vessels and coast stations for relaying distress alerts and for other urgency and safety
calls.
POSSIBILITY OF INTERFERENCE TO VHF RECEIVERS:
The Radiocommunications Agency, an executive agency of the (UK) Department of Trade &
Industry, wishes to alert mariners to the possibility of interference to VHF receivers in areas close to
some UK ports. The interference is caused by the combination of frequencies from transmitters
located in the vicinity mixing in these receivers to form a false signal. The channels likely to be
affected are the marine VHF Channels 0, 00,16,12,14, 69 and 71.
The Agency is looking into a number of solutions to this problem, which can be alleviated through
the use of suitable filters.
45
Appendix 4 continued
Users should be wary of increasing the squelch level to block out the interference as this could
mean missing important messages.
DANGERS IN THE USE OF VHF RADIO IN COLLISION AVOIDANCE:
(MSA - MARINE GUIDANCE NOTE MGN 21 (M + F))
1. There have been a significant number of cases when it has been found that at some stage
before the collision VHF radio was being used by one or both parties in an attempt to avoid
collision. The use of VHF radio in this role is not always helpful and may even prove
dangerous.
2. Uncertainties can arise over the identification of vessels and the interpretation of messages
received. At night, in restricted visability or when there are more than two vessels in the
vicinity the need for positive identification of the two vessels is essential but this can rarely be
guaranteed. Even where positive identification has been achieved there is still the possibility
of a misunderstanding between the parties concerned due to language difficulties however
fluent they are in the language being used. An imprecise, or ambiguously expressed, message
could have serious consequences.
3. Valuable time can be wasted while mariners on vessels approaching each other try to make
contact on VHF radio instead of complying with the requirements of the Collision
Regulations. There is further danger that if contact has been established, identification has
been achieved and no language or message difficulty exist, a course of action is chosen which
does not comply with the Collision Regulations. This can lead to the collision it was intended
to avoid.
4. In 1995 the judge in a collision case said “It is very probable that the use of VHF radio for
conversation between these ships was a contributory cause of this collision, if only because it
distracted the officers on watch from paying careful attention to their radar. I must repeat, in
the hope that it will achieve some publicity, what I have said on previous occasions, that any
attempt to use VHF to agree the manner of passing is fraught with the danger of
misunderstanding. Marine superintendents would be well advised to prohibit such use of VHF
radio and to instruct their officers to comply with the Collision Regulations”.
5. Although the practice of using VHF radio as a collision avoidance aid may be resorted to on
occasion, especially in pilotage waters, the risks described in this Note should be clearly
understood and the Collision Regulations complied with.
46
Appendix 4 continued
1.
About 60n miles
Large vessel with
aerial about 300ft (90m)
above sea level
Coast
station
2
About 35n miles
Yacht with mast aerial about
30ft (9m) above sea level
Coast
station
3
About 15n miles
Small craft with
handheld VHF set
Coast
station
4.
About 15n miles
Yacht with mast aerial about
30ft (9m) above sea level
5.
Yacht with mast aerial about
30ft (9m) above sea level
6.
About 10n miles
Small craft with
handheld VHF set
About 5n miles
V-F
47
Yacht with mast aerial about
30ft (9m) above sea level
Small craft with
handheld VHF set
Small craft with
handheld VHF set
Appendix 4 continued
Table of Transmitting Frequencies in the 156-174 MHz Band for Stations in the Maritime Mobile
Service
Channel
designators
Transmitting
frequencies (MHz)
60
61
02
62
03
63
04
64
05
65
06
66
07
67
08
68
09
69
10
70
11
71
12
72
13
73
14
74
15
Coast
stations
156.025
156.050
156.075
156.100
156.125
156.150
156.175
156.200
156.225
156.250
156.275
156.300
156.325
156.350
156.375
156.400
156.425
156.450
156.475
156.500
156.525
156.550
156.575
156.600
156.625
156.650
156.675
156.700
156.725
156.750
160.625
160.650
160.675
160.700
160.725
160.750
160.775
160.800
160.825
160.850
160.875
156.800
156.800
156.850
156.875
156.900
156.925
156.950
156.975
157.000
157.025
157.050
157.075
157.100
157.125
157.150
157.175
157.200
157.225
157.250
157.275
157.300
157.325
157.350
157.375
157.400
157.425
156.850
156.425
156.450
156.475
156.500
156.525
156.550
156.575
156.600
156.650
156.675
156.700
156.725
156.750
76
17
77
18
78
19
79
20
80
21
81
22
82
23
83
24
84
25
85
26
86
27
87
28
88
Single
frequency
Two
frequency
Single
frequency
Public
correspondence
Two
frequency
17
10
23
8
20
9
18
11
22
6
21
9
15
3
17
6
16
8
14
4
19
5
25
8
19
10
22
9
24
7
20
12
21
19
7
7
18
23
11
1
160.925
160.950
156.375
75
16
Ship
Movement
Intership
Ship
stations
01
Port
Operations
161.500
161.525
161.550
161.575
161.600
161.625
161.650
161.675
161.700
161.725
161.750
161.775
161.800
161.825
161.850
161.875
161.900
161.925
161.950
161.975
162.000
162.025
9
2
10
9
6
2
5
5
12
8
11
4
3
9
10
Digital selective calling for Distress, Safety and Calling
3
1
7
6
1
3
6
4
4
5
7
12
11
2
7
8
8
11
14
14
Guard-band 156.7625-156.7875 MHz
Distress, Safety and Calling
Guard-band 156.8125-156.8375 MHz
12
13
13
10
3
22
12
13
27
4
21
14
1
1
23
16
2
5
20
15
10
28
2
24
13
11
26
5
16
4
24
12
13
3
17
1
15
2
14
6
18
48
APPENDIX 5
A Standard Reporting Form
SHORE TO SHIP Pilot/Master Exchange
SHIP REQUESTING PILOTAGE DETAILS
Ship Name
Call sign
ORIGINATING AUTHORITY
Contact name
VHF channel
Other means of contact
PILOT BOARDING INSTRUCTIONS
Date/arrival time at pilot boarding station
(UTC/LT)
Position pilot will board
Embarkation side port/starboard/TBA
Approach course and speed
Requested boarding arrangement
BERTH & TUG DETAILS
Intended berth and berthing prospects
Side alongside
port/starboard
Estimated transit time to berth
Tug rendezvous position
Number of tugs
Tug arrangement
Total bollard pull
LOCAL WEATHER AND SEA CONDITIONS at the pilot boarding station on arrival
Tidal information
(heights/times)
Expected currents
Forecast weather
DETAILS OF THE PASSAGE PLAN including abort points/emergency plans
REGULATIONS including VTS reporting, anchor/lookout attendance, max. allowable draught
OTHER IMPORTANT DETAILS including navigation hazards, ship movements
49
APPENDIX 6
Illustration of Sample Contingency Plans
FLOODING OF ENGINE ROOM SPACES
It is of the utmost importance that
the exact sequence of events, ship’s
position, times etc. are recorded.
INFORM BRIDGE
P.A. ANNOUNCEMENT AS REQUIRED
INFORM CEO/GENERAL ENGINEER ALARM
START ALL AVAILABLE BILGE PUMP(S) AND GENERAL SERVICE PUMP(S),
ATT. LLOYD’S DIRECT SUCTION VIA CONNECTED PUMP(S), SERVICING
AFFECTED AREA. CLOSE WATERTIGHT DOORS
NO
HAS THERE BEEN HULL
IMPACT?
INSPECT, ISOLATE AND RESTRICT
ANY POSSIBLE CAUSE OF FLOODING
YES
IS BALLASTING IN
OPERATION?
NO
YES
STOP BALLAST OPERATIONS
AND ISOLATE SYSTEM
NO
IS HEELING SYSTEM ON?
YES
STOP HEELING PUMP, ISOLATE
SYSTEM, INFORM DUTY OFFICER
NO
IS FLOODING
CONTAINED?
ALERT SHIPPING INFORM RCC (TRANSMIT
DISTRESS MESSAGE SATCOM - MF/HF-VHF)
CALL ASSISTANCE, e.g.COASTGUARD.
INFORM FMD AS PER ERM. ALTER COURSE
TO SAFE WATERS. IN PORT SUPPORT.
YES
VESSEL/CREW
IN DANGER?
YES
RETURN SYSTEMS TO NORMAL,
ER WATCH IF REQUIRED
PROCEED WITH ABANDON SHIP
50
NO
Appendix 6 continued
ACCOMMODATION FIRE
It is of the utmost importance that
the exact sequence of events, ship’s
position, times etc. are recorded.
FIRE ALARM IS ACTIVATED
GENERAL ALARM, P/A ANNOUNCEMENT
ESTABLISH LOCATION, SIZE AND TYPE OF FIRE
ATTEMPT TO RESTRICT SPREAD OF FIRE - CLOSE DOORS, STOP VENTILATION ACCOM.
START FIRE FIGHTING PUMPS
PROCEED FIRE FIGHTING PROCEDURES AS PER MUSTERLIST
NO
VESSEL AT SEA?
ESTABLISH CONTACT WITH PORT
EMERGENCY SERVICES
YES
DECREASE TO MANOEUVRING SPEED,
ER MANNED, CHART POSITION
CONSULT/ASSIST PORT EMERGENCY
SERVICES UNTIL FIRE EXTINGUISHED.
INFORM FMD
IS FIRE
EXTINGUISHED?
NO
CONSULT/ASSIST PORT EMERGENCY
SERVICES UNTIL FIRE EXTINGUISHED
INFORM FMD
YES
ENTRY ACCOMMODATION NOT
PERMITTED UNTIL PROPERLY
VENTILATED. USE B.A. APPARATUS
FOR RE-ENTRY IF REQUIRED
ALERT SHIPPING INFORM RCC (TRANSMIT
DISTRESS MESSAGE SATCOM - MF/HF-VHF)
CALL ASSISTANCE, E.G.COASTGUARD.
INFORM FMD AS PER ERM.
DEVIATE TO EMERGENCY PORT.
VESSEL/CREW
IN DANGER?
REINSTATE ACCOMMODATION AS FAR
AS POSSIBLE. SEEK EXTRA ASSISTANCE
IF REQUIRED. INFORM FMD
YES
PROCEED WITH ABANDON SHIP
51
NO
Appendix 6 continued
GALLEY FIRE
It is of the utmost importance that
the exact sequence of events, ship’s
position, times etc. are recorded.
FIRE ALARM IS ACTIVATED
SIZE AND TYPE OF FIRE IS TO BE ESTABLISHED
ATTEMPT TO RESTRICT SPREAD OF FIRE
CLOSE DOORS, STOP VENTILATION, CLOSE
DAMPERS, SWITCH OFF ELECTRICAL EQUIPMENT
STOP VENTILATION ACCOMMODATION,
START FIRE FIGHTING PUMP.
SOUND GENERAL ALARM
INFORM BRIDGE
IS THE FIRE WITHIN
THE GALLEY EXHAUST
TRUNKING?
P.A. ANNOUNCEMENT
NO
YES
CAN FIRE BE ATTACKED
WITH LOCAL EQUIPMENT?
DEPLOY FIXED SMOTHERING
SYSTEM, IF AVAILABLE
NO
YES
INFORM BRIDGE OF YOUR INTENTION.
ATTACK FIRE WITH APPROPRIATE LOCAL
EQUIPMENT. DO NOT PUT YOURSELF AT RISK,
AND REMEMBER: FIRST 3 MINUTES ARE THE
MOST IMPORTANT FOR DIRECT ACTION
IS FIRE
EXTINGUISHED?
PROCEED FIRE FIGHTING
PROCEDURE AS PER MUSTERLIST
NO
YES
ENTRY GALLEY NOT PERMITTED
UNTIL PROPERLY VENTILATED
REINSTATE ACCOMMODATION AS FAR
AS POSSIBLE. SEEK EXTRA ASSISTANCE
IF REQUIRED. INFORM FMD
52
PROCEED WITH
ACCOMMODATION FIRE
Conclusion
After viewing the Videos and Studying the Texts: What Next?
On Board
Seeing the videos and reading the associated texts should have introduced you to, or reminded you
of, some very important facts with regard to bridge teamwork and human factors. Some people
might say “Well, that was interesting, but what can I do about it?” The answer is that there are a
number of things you can do, and there are people willing to help you.
Discussions
The most important thing to consider is ‘Could these problems happen on our ship?’ The answer
is usually ‘Yes!’ and the first thing to do is to discuss the things that might go wrong. It is often a
good idea to have something to focus your discussions on. It might be a difficult port entry you
have made recently, or a change in sailing orders to a new port with which not all of the bridge
team is familiar.
If you have a copy of the Nautical Institute Marine Accident Reporting Scheme (MARS) Reports, you
will see people like yourself have sent in reports of near misses or lucky escapes they have had, when
everything nearly went wrong. It is often easier to discuss other people’s problems rather than our
own. (Incidentally, the reports are anonymous and if you have had near miss experiences, the
Nautical Institute would welcome a brief anonymous report).
Bridge Simulations
Discussion round a table-top is fine, in fact many a useful discussion has been carried out in a smoke
room on board or a common room in college, with a few blocks of wood as ‘teaching aids’. Today,
it is possible to get much closer to the real situation, using Personal Computer (PC) based bridge
simulators, where you can run through exercises which are designed to highlight the hazards and
bring out points for discussion.
For further details of PC-based Bridge Simulations and Bridge Resource Management exercises,
please contact Videotel Marine International at the address given.
Introduction to Danish Maritime Institute’s shore-based BRM training
Some companies and flag state administrations require Masters and Deck officers to have some
formal shore-based Bridge Resource Management (BRM) training and certification. Reference is
most commonly made to recommendations for BRM training as set out in the STCW 95
Regulations, Section B - VIII/2 (Part 3-1).
Studying the videos and texts and discussing the applications to your vessel on board will have
given you insight into some of the problems and possible solutions involved with BRM. So what
next? Well, now your company may choose to arrange for you to attend a shore-based course to
gain certification.
The Videotel shipboard training package was designed in collaboration with the Danish Maritime
Institute (DMI). If you have completed the study of the shipboard material and passed an
appropriate assessment, you can apply for a three day shore-based BRM course arranged by DMI.
The DMI course, which is approved by the Danish Maritime Authorrity and meets the requirements
of STCW 95, can be held anywhere in the world in accordance with the client requirements. Course
participants will, after completion of the course, be certified in accordance with the STCW 95
recommendations. Certificates are endorsed by the Danish Maritime Authority.
53
BRM courses, which include practical ship simulator training to support the BRM learning
outcomes, are held at the Danish Maritime Institute in Copenhagen, Denmark. The course can also
be given by one of DMI’s accredited partners. Currently DMI partners are:
• South Tyneside College, Newcastle, England;
• The Star Cruise/DMI training facility in Port Klang, Malaysia;
• The Maritime Centre, Alands Island (Baltic Sea);
• Centro Maritima, Gijon, Spain.
These courses are of either four or five days duration and at the end of these courses delegates are
offered suggested areas for their professional development.
Please note that two-day officer assessment courses are available as an optional extra to BRM
courses.
A full list of DMI accredited partners can be obtained from:
Head of Training and Simulation
Danish Maritime Institute
99 Hjortekaersvej
DK-2800
Lyngby
Copenhagen
Denmark
Tel: +45 45 87 93 25
Fax: +45 45 87 93 33
E-mail: dmi@danmar.dk
54
Answers to Assessment Questions
Assessment Questions on Accident Prevention - The Human Factor
1.
2.
3.
Answer:
Answer:
Answer:
4.
5.
6.
7.
Answer:
Answer:
Answer:
Answer:
C
C
Knowledge based = C and E
Rule based = B and D
Skill based = A and F
C, D and E
A,B,C,D and E
A,B and D
A,D,E and F are synergistic
B and C are non-synergistic
Assessment Questions on Emergency Procedures
1.
2.
3.
Answer:
Answer:
Answer:
E,G and H
C,D and H
All of them
Assessment Questions on Navigational Charts and Associated Publications
1.
Answer:
A,B,F,G are correct.
C is quite wrong.
D,E and H are inaccurate
2.
3.
4.
Answer:
Answer:
Answer:
B and D are correct working conditions
E,A,F,H,G,C,D,B
Advantages are A,B,C,D and F. E is a disadvantage only insofar as the
technological display may lead to greater reliance than is reasonable. For the
same reason, D may be a double edged benefit, leading to reliance on the
displays long after common sense indicates that there may be a problem.
Assessment Questions on Working with VTS
1.
2.
3.
4.
5.
Answer:
Answer:
Answer:
Answer:
Answer:
6.
Answer:
C
It can be either B.D or F
A,D,E,H and I
All of them
A, B and C promote good relationships
D is divisive
E is not always advisable
A
55
Notes
56