Chapter

MONITORING THE SHIP'S PROGRESS

Introduction
Monito ng is ensurlng that dre ship is follorvjng the pre determhed passagc p1a.n and is a plimary
funciion ofthe Ollicer of the Watch. For this, he may be alone; assisted by other ship's penonnel;
or acting as back up and information source to another officer having the con

Mo lo

ng consists offollowing a senes offunctions, analysing the results and taking action
upon
such
a.nalysis.
based
Fisitug Method

The first requirement ofmonitoring is to establish the position

of the ship. This may be done by a varier,"* of me[rods, ranging lrom

the very basic three bealing lines, through a more technically

sophisticated llse ofr-adar. ranges and bearings, to instant readout oI
one ofthe electronic position lixing systems, e.g., LORAN or GPS.
The result though, is always the same. Horvever the fi-r has beer
derived the OO\\r finishes up with no more than a position. It is
how this information is used liat is impoltantVisual Bearings

As stated above, lixing methods vary Basic llxrrrg .orlrt.u ot

takingmore thaD one position line obtained from bearilrgs using ao
azimuth ring on a compass. Gl-'ro or magnetic, dre bearings are
co ected to trrej dralvn on the charit and the position shown. Three
pu\iuon I'nes dre.he'nininrrm required .o en\urF a', urd, \'
Poor visibilitv or lack ofdefinable visual objects ma)' prevent
fir being made. In lhis case radar dedved ranges
{distances)may be included in the fl.x and under some circumstances
make up the whole of the Iix. In any case a mixture of visual or
rada.r' bearings and radar ranges is acceplable. Other me[rods may
be used, e.g. runningfixes (which may be inaccurate as they depend
on an element ofDR) sextant angles elc, but these are seldom used
on modern ships- AnI good chartwork textbook will give a uide
range ofless used fixing methods.

a three bearing

Electronic position fl\ing may dso be used, particularly where

thele are no shore based objects lo be obserued and the ladar
coastline is indistinct. Whilst these systems appear to be infallible
th operator needs to have a good understanding of the principles
and faiJings ofthe electonic system being used, in order to avoid a
false sense

ofsecu

q/.

Ii-r frequency t'ili have been determined at fie plaDning stage.

Even so, this Dray have io be revGed, alv'a) s bealing in mind the
minimullr frequency required is such that fie ship cannol get into
darger beh{.een fixes.

Regulofit

Fixing needs not only to be accurate and sufficienily freqrent

il also needs to be regular.

BRIDGE TEAM MANAGEMENT 4I

Estlmat"d Posilion

Regtlar lixing also allorvs a fix to be additionall)' checked.

Each time a position has been fired, it is good practice to estimate
dle position thar the ship
have reached at the next fix. Pro\'ldi g
'{ill
fixnrg is being calried out at reglrlar inten als this
can easilybe picked

off as the disiance befireen the present and the pre\ious fix and
checked against rhe anticipated speed. Ifthe next fix coincides with
the Estimaled Posiiion IEP) ihen this acls as an addltional check lhat
the ship is maintainjng its track and speed. Shoulcl tbefixnot coincide
\a,i6 ll1e EP lhen the OO\V is aware that someihing is either {.rong
witi lhe obtained position or some extemal influence has affected

the ship. The llrsi action is to check the EP. then check the fix. lf
thc), ar.e both correct then something is infl enchg the ship: either
thc course being steeled is nol ihe one required or the engine
rcvolutions hare chaDged. ll both ihese featrues are in order tben
sorne exlclnal i luence is allecdng the ship, eithel t]re wjnd has
changed dircction or slrcrgth or fie iidal fieam has changed.'Ihe
OO\\i is inurediatcll awdre that somefiing is inllucncil!! fie ship
and can take imncdiaic actior to colreci it.

It is also good practice to observe lhe echo sorurder

Soundings

at the

samc lime as lixing and writing this reading on lhe chalt beside fie
lir. If thc obscrved reading is not the same as that expected fiom
thc chart ihen the OO\'v- is immediatel) an are that something is not
ght. It ma)- be fiat lhe chart is wrong, it mav be that the ship is
'r: r'o lr ' rru I rrr:, .

Cross Track

Error

Int ern ati o n a I Re gu lati o n s

for the Preltention of

Co i"riotrt at

Scn

Ha\iDg fi{ed the position the OO\V will be ar.are of\rhether

or notthc ship is tollolving tlc planned ilack and wheiher or not the
slip {'i11 arrilc al lhe Dexl wa}poinl al ihe expecied tnne. Ifthe ship
is dcviating lrom the planDecl lrack the ravigator must determlne
rl.heficr or not such deviahon will cause fre ship to stard into danger
and whar actiol he should take lo Iemedy the situaiion- Apart iom
deviating fron track (o avoid an unplanned hazard such as an
approaching ship, thclc rs seldon juslillcaiion to noi corect the
de\'lation and get fie ship bacL orto thc planned track. The OO\\i
rnust rlse hisjudgcncnt as to hori.much he needs !o alter course to
return ro track. Hc must also bcar in mind *1at even {'hen he has
retumed to fie piallncd track hc llray need to leave some oI the
course correclion on ir order kr compcrsatc fic cauc olthc carlier
deviation.

Irrespective of the planned passagei no ship can awoid

conforming rvith thc rcquirernents ol fic Rule of thc Road. Thesc
Rules are quite clear. are nrbrnationally acccptcd and undcrstood
by most OO\Vs.
RULE l6 statcs "Er-ery' vcssel rvhich is lequired to keep oul of
the wal ofanother sha1l. so far as possiblc, iakc earlv and substantial
action to keep clear."
Despite thc rcquircncrl io lnaintain track. RULE 8 nakes it
quite cle ar that thc givc \{ a) ship mllst keep cle ar, either b)- alteri ng

.12 THE I\-AUTICAL INSTITUTE

corrse oI

il

this is impossible then b)' reducing speed, or

combination ofboth these factors. ProPer Planning w'illhave ensured

that thc ship rvill never be in a situation wherc such action cannot

In ar.eas of heav-"- trallic and prorirnitv of dangers, the pcrson

havinglhe con will havc ro hold a delicate balance between Planned
tiack nrainien.mce and otlrel ship avoidancc. The prioritl will be to
avoid collisior, bur not al the exPense ofgroundjng
Non nabigational
emergencies

Snnilarl,v, the bridge leam muslnever allolv the reaction to an

emergcDc) situation to so dominatc their IesPonse that the shiP is
put into a hazardous sirualion such as accidenlall,v entcrirg an area
of high dan8er. Again, the planning should have alloted lor such
contingencics bur even thc best plan cannot allo$ for every
conceivable situation. Situatior.Ll a$'areness and careful assessment
of the chauging circurnstances, coupled wifi plinciples of bridge
teanr managcment will help prevent a bad situation comPoundiDg
and becoming wolse.

Tine Management

In the eYent that thc ship js ahead of or behind the planned

ljTA at thc next rt'aypoint, the OO\\r musl use hisjrdgemen! as to
\!hetherhe adjusts the speed ornot.Insone itstances, asfor examPle
$'hen it is imperative that thc ship's ETA is criiical to make a tide.
then ETAs have to be adhercd ro.

In either ofthe instaDces cited abovc. ii \!ill be ihe obse ance

olnightor stdDdirgorders or at the OO\V's discreiron as lo $hether
he advises the naster-

Lookout

The OO\f's situalional arlarcness rvill be improved b1'both

lhe strrctur'ed nanagement ofthe team and his orrrr sell discl)linc
ensuring fiai he keeps a good professional rvatch This rvill hclude
his confirming ihat a good lookout is kept A good lookout does nor
jusl mean that he personalll keeps a good vrsual lookout of ihe shiP's
sulroundings.
Rule 5 of the Irtcrnaiional Regulations for the Pleveniion o{

Collisions at Sea i1972. ratited

19771 statesl

"Every vessel shall ai all times rnaintain a proper look out by

sight and hearing as uel1 as by ali available means aPPropriate
in t\e prevailing conditions so as to makc a full aPPraisal olihe
situatioD and of the risk of collision."
Though specilicalh ad dressing colli sion the above quotedmle
also npplies if the OOtrV is to mainiain his siiuational awarencss.
The keeping of an eflicient look out needs to be inielpreted in its
lullest serse and the OOW needs to bc arvare lhat look out lncludcs
the follo lving jtems:

BRIDGE TEAM NIANAGEI'{ENT ,I3

A consianl and contimrous all round visual look out enablinp

a Iu11 understanding of the situation and the proximity oi
dangcrs, other ships and navigation marks to bc maintainedIn sone instances, pariicr arl,v in poor visibilitv, ndar r,ili
give a better pictu(e of drc ship's environment fia]l achai
visual observation. Horyever. unless Lhc OOW has
considerable experience of comparing the radar picturc widl
dre visual scene he cannot artomatically inier.pret his radar
picture. In anv case, the visral scene is ihe Ieal scene not an
electronic velsion ot realiq d the OOtrV rvho flequcnd,w
obsen'es ihe scene outside the windows will have a better
underslanding of and feel for dre rvorld around him.

Visual observaiion will also give an instani update of

envlronmental changcs, partic larly visibilitv and $,irld.
\risual obseNations olthe compass (magnetic or 9r'o) bcaring
of an approaching ship $.i11 quicklv sho\{ lvhethel or not its
bearing is changing and rvhether or not it needs to be
considered a dangeI.

Visual observation oI chdracteristics of lights and iiming of

them is the onlf wav of positivelv identifving them and thus
increases the OOW's situational awareness.
Lookout will also includc the ro[tine monitoring of ship contro]
and alarm slstems! e.g. regularly comparing standald arld
g/-rocompasses and that dre correct course is being stccred.

Elecironic aids should not be overlooked or ignored under

anl circunstances, but it should be borne in mind ihal echo
sounders, r'adar.s ctc. are aids to navigation, not merel) single
means ofnawigation.

Also included in th concept of lookoui should be the

advantagecJus use of VHF. Judicious monitor.irlg of the
approp aie channcls may allorv the OOW to be arvar-e of
siluati.Jns arisinglongbefore the ship is aciually in rhe affected

A routine should be established for major course aiterations

including:-

8.1
8.2

Checking aslem prior to altering.

Checking, both visually and byradar along the bearhg
of the ew tla.k.

The OOW\ situalionai a$'areness will also be enhancedbyhis obsenatioD ofthe environmeDt
usnrg all available means, notjust limiting hinlscuto the r ouiine ol fixiDg and conecting as described

of

Under keel Clearance

Rouline obselvatior of the echo soundel necds to be one

the procedurcs of the watch.

Wa))points

Besides beilg poinis noted on the chafi r,here a change ol

status or an event ill occur, walpoints are also good indicaicJrs of
whether the ship is on time or not.Ifnol ihen somethinghas occurrcd

,1.1 THE NAIJ'TICAL

INSTITI]TE

or is occuning thathas affccted the Passage and the

steps to colrect ihis occurrcnce

nansits (Ranges)

OO\{ {illtake

Transits are oflen impoltant navigational features; lhey can

toj e\dmDrF oP u\.d r. , Lc Ll ' r' urr"u' h d' ! "\ecl o\' r'bur 'dI
in: n-orP t.L''r\' role l re UO\\ ' d.r I'P a rrdr'i o

"'.,6",.i.a
.o",'r. fl"' hF.\'pr.urr'.h drrle"-'hrr ' i ren'rir'r i'on r''k'
r.her Lh.*'rr,'Jr'r allrPrrr:or' ol ir''lf '1 "
""''ri.rlft
:;;it;--. '- 'r' rra o' no rnor' LhJ'. r rrrnor o curr' rco bu
i'"rp ift. oL.er i'rr uO\\ 'onlir'l i'hr'o"r rrrnd rrar '.1 ''
r

" 'ii

rve1l and as

Leading Lines

Natural Leading Lines

it should be

Lcadina lincs. i e. ihe tlansil of trvo reaclilr' identifiable land

rhc erLe 'io ' ur rhF rFqLirPd gor rd rr' I arJ
U^,"a
'."'r.."orl
rh' 'h'pi"-lel
Lr.uxlh \ro$nor'he'har'.reu'cd rn'u " har
on L\e requlred track.

ln sone irstances the OO$r nra) be able to pick up informal

rd"
,".a'"a f".'. er r rJlr arl rr' l'n' "'rh 'r'nd"l

tratl
Ob)Frr',riun or .r Sead n. r( 'rd qur' m''r(:l l" l' 'r
siIp \e d.l inor,rrior of rhF orr"n'e rhr' rhp 'hro h-' der'atpd

corltrrms that lhe \ essel is nn

fronihcr track. The distancc off track in

Required brg

cables is eqtal to:

observcd brg x dist. from object (milcs)

ti

Alternativel)', the olf irack distance can readily be er-alLrated

hr lo,kin.dotr'r. eqr rredo'rr'rg?rd"'rim"rng red ' r"
'."
h"r.lm,r- L rd h"re rh' oL" rrcrr bcar'r g rr" '
;.','"";

i""J.

n"t -U"

this estimate.

Cleartng Matk artd

Bearings

Ris in g/ D iPPing Distanc e s

'

"rcg

such as cars. buses and lamp posts can ard

e:rings'
io the
rvhllstnotbeing considered tJ be a definitive flr' will indicate
lvater'
OO$r $at his ship is remaining in safe
As described in Planning, cleadng marks and clearing

NI-ki reJ dnda ur nt r4r'o';r''r''l r'ob''nLrgf ine

rlri' u I rhF
d,on:nr-Ai. or. .. "l p"".rr"' lrgrr' Jnd nJrKrnS
"nd
ber rrrg r,rr .rl'o he p r'trrre rc Ou\i 'l "L
, rr"', - i'r ,i"
"U."''"d
rhe ship is in the anriclpated Position'

'Il'-

Light Sedors

1et

,rllgrrrg (oluur' ol '"'rored li.l r' 'an al'o be ' ' J .,

,r1,,n.a".b' d". dO\, rd in'prtr' r intLrrle" qhr'h l''hor'd

'

e'r'
n"'"r. l"o "o."ilrrnor'ar' \ar L\e'hrP ' rdndinqinr'drr as
a
tsed
be
r'lrtuallv
sector change can
On occas;on the flickering

be.ing. Car"

rteed" to be t'aken in ic1'rveather'

as

sectors canbecome

indistinct.

BRIDGE TEAN4 MANAGEMENT 15

GPS

Th-^ provision of navigational satellites, giving ships the

opportunih iu dererrnrne rheLr posihun ar an) iiLnc, is one of the
grcatest achie\ cments of modern terhnologr. Horvever, ljke all
naligational srstcms, incideDts have occulred when ihcy were least
expr.cted, so ii is rvorth re stating the principles used in ihis book tcr

avoid haphazard risLs. Such principles also Deed to be applied

satellite navigation.

tc)

?rinciple 1 Good planning is essenriat.

Principle

2 The ship must nol be pnt at risk throrg.h a one-nan

l\inciple 3 The ship must not be put at risk ihr.ough eqnipmenr

failure.
Pdnciple

.l

The ship's position must atall tines be correctlv rel aied

to lhc lnnd.

\\rith sarelliie navigation there are tl{o key factors rvhich

require to bc moLrLtored. Ihe fLrsi rs the pussibrhi| ot equipment
failure in Loth the srtelLrle ancl in ihe on Uoara equipncni. ne
second ;s rhc geographical roference olthe satellite l,hei compared
io th-^ chart. In realig, man), charts shorv the land tu Ge i,rong
position, which considering L\at none ofthe original navtgators had
such navigJtic'nal sids a\ sdtellrte .rvigctrun s\stemsiis hardlv
suryrisinglConsequenrll,, great care musibc takei rvhen naling ir
lardfall, espLLillJ) rnless busr parts of tlre riuLld, andrvhen changing
f nn o re thlL Lr ano-he .
To avoid a one nlan error, as there ar.e manv different bDcs,rf
satellite receiver, dre prudent rna ner must do"ft" .t
, ljaurg,
".khandover
and chart posi6onr and har e then cheeked rgain at the
'' rhe sa rh.

Conceming equipment er.rors! even ships widr two or moIc

independent satelliie rcceivels can expedenc; source el.rors from
dre sane satellite and nould be similarh, affected in the event of
satellirc failure. Consequcntly, sepa.rat GFS systenrs cannotbe relied
on 1r) .lre.k one another, so the pr.udent navigaior vri1l be checklng
satellitc readings bf another independent means, even though thii
may,be as slmple as DR {Dead Reckoning derived snnplv from
the resnltant ofcou$e and speed thro ugh the lr,ater). When Jvinabte,
mor.e sophisticated systems such as radar.lixing or even visualfixing
$'ill be rs..l and even these should be verilied by coostani updatini
of the DR or. preferably EP. In coasta.l waters in excellent'r,ay oT
conf;rmirg the GPS is to operate a parallel indcx sl,siem
concurrcnth,.

All the above relv on the oflicer of the rvatch makinglis inpui
into the sv\tefl. fhe precise displa) ut naugalional Ufi,rnati'on,
especlally.r' hcn operailng rr ith ari ,n'regrated i stem, can often teacl
to a situatioD Mhereb) thenr\rgatorma\ (unsrder rhe svsten to be
failsafe and not needing constant survejllance. This maywell not be

rl...L.e be.a rsp l: ledel".r o rrr. ndv nor o, .Flt,or.e,ri.rr. r or

give an obvious wamingl,see Royat Majesty,Bcnnuda to Ne,,\, York).

GPS does

rot

lessen the requirement for ca.r.e1u1, diligent navigation

and it ahavs reeds bear.ing in mind that ihe navigator has had no
part in ihe rLrnshuction ol .r GPS frx but rs mtLelj an observer. A
GPS fix is, in fact, no more than an easier Ineihod;f obtanring a 1ix.
It mllst be emphasised that ii is thc $ay the fix is used which makes
it contribute to sale navigation.

{6

THE NAUTICAL INSTITI ]TF,

Chapter

TEAMWORK
Introduction
IX'IO Resoluiion 285 rcq res that the OOW "e^ures that arL lrtcient loakout is maintained'bt
concedes ihal "71dr rn) bc circumstances in uhith the fficer oJ the uatch tun safelJ be the s,le lnakaut in
da)lighr."

Hol

ever " When the

ffiter

0J

the

uat h

l)rid!!, and uhenftt aui reason

assistance must be imm liately atailable."
assistance la lhe

is acting as the

he is unable t0

yi(

giu

l\akaut he rnust nat lrcsitatu t0 swnnnn

his undi'rided attenti|n to th. lookout such

li is nor]nal practice lo have the unceltilicatcd watchstander \\orLing in the vicinitv (r1 ihe
bridge rherc he cnn be called should he be rcquired. At nigit the lookort is normalh on rhe
bridge carrling out his exclusjve lookout drties.
Under celtain conditions dre OOW nav be fic o v person activelv engaged io the na\ igation
ofthe ship. Ihc steering mav be in auiomalic and fie lookoui engagcd in duties aroLrid thc bddge
alea. Iherc is rro apparent cail for tean$ork: the OOW ri ill bc pcrsonalll responsible for all
aspecls ol safe rravigalion. Nevertheless he l'ill be required ir:, lvork witlin a frameror.k ofstandnrg
aDd specific orders so that lhe masler u.ill be confident thai fic watch is being kepi to his. and the
conpanv s. standatds.
The single rvatchkeeper staius mar change at short notice. If thc OO\V becomes engaged in
rvhich require hlrn to forgo his obligations as lookoutGen hc rvill have to call his urccr.tificated
$aichstander to take that I ole. Here *e have fie flIst basics oI tcanlwork.
dLrdes

li

I
2
3
-1
5

is the responsibility of !he

OOW io cnsure that the seamarl assigned watclkeeping duries:

Has been properh instructed in lookout duties as to whai is expccted ofhim.

IGorvs hor.to report obs-.rvations.

Is adequatelv clothcd and protected fiom the weadrer.
Is reljeved as liequend,v as necessarl.
Is positioned where hc car bcst acl as lookout.

The natchkeeping olficer ma) requir' a man on the wheel tu addition to the lookout. It is
see that the vessel is safelv and clliciently steered.

fie responsiblllty ol ihe aJO\{ io

\\ie a.re no!r in a sltuation r equidig a consider-able amount ol organisation and cooperaiion.
The mlch officer still has the responsibilitv lor thc rvatch buthas io use and relv upon the assisiarce
ol irvo oficI people. It is his responsibilii) to ensue that the\ are an'are of thet duties and carry
then out in a rnan.er that laill enhancc the effectiveness ol ihc watch. Although neither.peNon, in
this case, should find the duties particularlv onerous or dillicr t, the watch ollicer still needs to
ensule that orders are correcd) fol1owed, e.g. helm or.dcrs are complied lvith as required. not as
ihe helmsmar thinks lir.
Under certain circunstaDccs the OOW rnay liDd it is necessary to call the masier to the
ollhe master on the b dge or
the master's sianding or night orders have required him to be called under the dereloping
cir:cumslances orbecause the Otlwha! realiscdrhatdle situatioD rceds the expedence anderpefiise
of the naster.
br-idge. This naY be becausc thc pre planning requires the presence

Calling rhe mastel io fie bridge lrill Dot ransfer the con ionl i}le.r,aich oficer to the master
such iime as the master actuall) declares that he has thc con th-. OO\,V nust still carry out his
duties as he lr'as prior to ihe master s ar.rival. (Jnce the mastcr has taken lhe con. and the event has

Urtil

BRIDGE TEAN{ NIANAGEI\,{F,NT ,I7

been logged, L\en the watch of{icer moves into a srpporiive role, but is still responsible for the
actions of his watch menlbm.

It is now necessary to deiine thc role ofthe individrai team members. Quile obviously this
will to a large extent clepend upon thc hdividmls involved and the practice ofthe ship, bui unless
each individual's role is understoodby all involved certain ftinctions maybe duplicated orignoled.
Tearnwork will depend rpon agreed roles and the follorving are suggested.
The MASTER controls movencnt of fie vcssel in accordance with the Rule of the Road
and recommended traffic schemcs, regulates the course and speed, supervises the safe navigation
of the vessel and coordinates and supervises the overall rvatch organisation.
The WATCH OIFICER contirues to Davigate the ship reporting relevant infomatior to
lhe master, ensurlng that such infblmatioD is ackncJrvledged. He fixes Lhe vessel and advises the
master of the position and odrer informati.Jn. He monilors dre execulion of helm ald engine
orders, coordinates all intemal and extemal conmunications, records all required eltries in log
books and performs orher duties as required by the master.
The lookout and helmsman will sti1l be carrying out their dtties, as above.

Under certain circumstances, the master rnay consider it recessarl to have the support of
two navigating oilicers, onc as OOW the othel as back up. The master's responsibilities will be as
above, bni the responsibilities ofthe two oificers uill lequire caretu1 definition. It is obvious that a
scenario requiring t$.o $.atch oflice$ suppolting the master r,'ill indicate that the ship is in a ligh
risk situation. Probable factors will bci

I
2
3
,1

Narrow margins of safetl requiring very carelul track maintenance.

Reduced underLeel clearance.

Hcavy traflic.
Poor visibility or any combinaiion of similar factors.

The OO\\r will still carry orihis drties as defined above and be generallv responsible for the
rlormal lunning of ihe watch.

An ADDITIONAL OFFICERs role nill be io provide the master $,ith radar based traffic
infomation and io giving general backup to dre OOW on the chart. This rvill include providing
the chart wi*1 navigaiional information as required, confirming nnportant navigational decisions
and coping with b.Jth iniernal and external communications.

It is dilficult to establish exact rules about hol{. the tasks of the bridge team shodd be
distributcd. It \r'ill depend upon the abilities and characters of the personnel involved, the
circunstances requiring the additional pe$onnel involvement and the lay oui of dre bridge. The
inportant thing to be.Lr in mind is that each member of the tearn knows the role ihat he is reqrired
to carly out and the roles of other members of the team. As stated above this will prechde
unnecessary duplicaiion oftasks and, more importandy, ensure thai other tasks are not i8nored or
overlooked.
Training a-rld Coaching
It cannolbe assumed thatBridge Tealll Mana8ement and Passage Planning is a simple natural
function that can be pmctised bI anyoDe. Instruction and haining is a necessary factor. Personnel
have to be taught in order to achieve their maximun potential. On arvell organised ship, dris rnay
be a natural extension of the wal in l\,'hich personnel carry out their functions, introducing a nel{'
member of staff to their way of working and ensuing drat he becomes a member of an already
well organised bridge team.
This, *rough, may olten notbe the case. Bddge team$.ork and passage planning is often not a
part of a person's training. Many countries do not require such features in their cefiificale structure,

48 THE NAUTICAL

INSTITLTTE

thp srudenr thtl\ LnquilFs the coachmq

ofsenior persoDne] to correcl lhis. But
such coachj g mav noi
h".-ni.r.,,i,,r.tJ,ir_\,r.,r-,b",

b"J\r'abtF.d,ras passage

plannins. or liom ihen hav,nd ,,'he,r,a""

..,, ,,.,i;b

.,ri,,"

illi

,,

," i", ".rJ ir_r,rion,

".r
a"*,,i",1,"0.,i1* *,0,

*",r*r.

Simulator tratuing
In manr' cases rhe best meih..r of rea'ing
such sk rs is ftr artencl a simurator courso
rvhote sh4,,s cr.erv. or. at leasi the lrarch
keepins .'fi."*, t,,.1;;t;;;; ,,,^*"ii,iiio,

rith

_,** -. *"
rrtrr .r - g"r.,i,,..r.,,,i.'j,.,:,-srlFrJ.,.
.. " "r" -.,,.1i*.,", 1", ,," u,, ,n"
personnet iom one ship oDh.but can r".,,,i,"
i,".""","r r..,i,,* .";Jrllr: ll";:;il";;..:;[
lrom various companies.
/. r,r!:.i,.n,pnrip\Inn.r.. lidr.. r,,rcr.u
n;. r.."JLr '".,,,p",."",.,;",-.".1
..

ln general, courses are run on a similar.basis but

mav rary a irttle benfecn providers.
Depending on rtre shipo.'lners, reouir.e-Denrs
,r," t"""i;r ,.ia;i",,;:.]""r"u,. .."
progr;rmmed to nake the exercises as rrirlic.r,. ""a
b"
-;;;".i;,;,;"qii,ii'..'l'i,l'],'",i,,n
or coastal lraier\.als for exl,rciscs. as ih
"*,nr.o
",
;il:.il:":t:iL:::l:;:::T;iT:i:lli.l,l*ll
i:;::,_*r:*:
dpirotstooma'beinr:olverj h orclc, ,"*""..*.,--."i,,.,.;;.i;lilffit1iJj:i::li:

t,,",*", oi*,"'.,i.,;;

"n
revcr

In shorr, the sinularor is so versaiilc as to

be

t. ,o ,"ptr.r," Ino.i .,r.r#r"r.,is

Ur,1; ,.0*.
"t
croupsseneftJlyconsist.rff(,rrDersons,thoughfiremaybeinvolvcdardicleallvthey$ill
""n
tach or tre ira'ig"'i"g .if,;,'b*'i"",

;::,,"f#l:i::iil,1one
Ih

"i".'u,'.'l.iX.

e flr s t sessj oD on the firs i da

*a*

", ",r,*

.nrrsists

of introducing tl e shr den b to th e stalf

and explaining
,., r,ep u,orio, -,1n:ndj,,,rn ,o:,,.".,..
, " r;
r.'r.n..r:rqp'rcrrr .r.r,l-.JrFi.,r rcr,,
";,;. ",", d r,,.,nFor
..,,.,,, t,j .."..,";,.,.,i,a",i.i:..:
;:,."";;, r ,.
' ',.Ioo' J, dr, rrJ,:,, r,-rt, r.,,,,.\\'.., .,,-r...u1,.,,r,,".,"-;,:,
*i.n?\
;r,;.,
,'dF.., n, .sh o,,,,,
,r

r.,.,-"..,n,""",,0i,.. ";. ;"r;,;;"1,::,, .

in
o'c an ,"a".*_ai"g .i;ih;',"iJ,
sir.ing
...i,"p,",.ny
.r
,r'"
3' ro'idirg

Thereafter., sesslons are con.lu.l.,.t

sii thal each stuclenlcall iake a dilferent
the brictge rcan, ihus
'ii,", simulation r.ole
each

r'

'rFrJtinn cdn bc \ ''|1'|e'i

,, ,pd u'p. ror

rhe senioritl and

e$crience t,r,ir'tJt,rai.r, ,. ,rl" *n,-.

irc
nar,
surrJ,,
;b :.;", "i;:: ,.md\.d-in.,
r. orr rptuirillj ",.,npr".,oi,.:.-5,r
g., .iIp,. 'lrn : ,n .u e
\. r-,.e,.t,.,lqe q.6rkinc d. \. ,..r, ,cSi\F. er..r, rd,,,
r$o nlpo..rni,iF. rn.r,,. r.r, e-.h
r ,hp tuu -.t,.. r.,, 1, ,-..,6,. ,6,..,...
\..rr
r.ir,rr,, ;i,
: mF. hr,?b\ InF
": g,: "".,
'"r i. r' . pl.'n,te. n,..ae, ., ,r,.,...,.,o,i,lFd,"",,"..",,....,.i,.'.;""."".',:
p ". ""
ou.rr rre.inr,.,",, ," , ,"1,,",
"r,".,
1.,,n,,.ap, .."s,,,,n,i,.. ,l
;:l;,::.
,perarol or.leciurer corducts
,,,,,u,
rhe \{holn n

rib.*ri"s,,,",,.,"r,"i;ffiil,;::'"'',1:,l.ii.T:li:;::Jlil:l';n'.::li.j"::lli.1.::ii*:
.,cen at rauh. Such debr.iefiDe ma\. # enhan.
j."i ,., ,i,.'';i,,i,?;l;:."," .r
ca r,1
"n,
"*l,
rr.".,"..."..,i".r,*""it"ilJ* p".,-,r."
"b*^.*
l:l:','j_Tilf"";:l:,::'l;*li:liljil".u'o,,,
rd ' or rrrp' r'or rhcr r on' of
ln e rr or irrdirr'lr'r '.
r.'rd' hc Lr.br:Fr r'g. fr,i,,.r.r prurg 1,
'
\'\u
^
onpJ'ino'rn.i
rao
\ rdFpFn/o, h,;;,i; .';i, lT"'"";",:",,';:
;i

Whilst not attempdDg toiallv to substitLrte

realit\. simulatecl exercises ha\e their
:.Cr anlapes:

o.$.n

Sirlulati{rn reed not be restriciod io onh une

gr.up. Dependrng on the facrlrties available.
'n"r,bl". . bF $ r,r., .,

"n

J,.nr nud. .,.t,t,,i" i., g",1,.

Lach gt.up can bc operaiinJa identical exercisos,

as
rescheduled, not onl1. on a dailv bari.
t
to

"r

"r""

sir'.lators are capable of being

ii.i'"i's""ror..J."^= ,rr" ,.-"
"n"u."

BRIDGE TEAII N,IANAGENIENT

.19

Problems required for eachgroup can be introduced,

or even duling lt1e operalioD of an exercise.

eifielaithe layoui

stagc

ofthe exercrse,

There is no real risk lo eiiher. pemoDrel or equipmeni.

Each stuclent has the opportunitv lo cngage in all roles, irclLrcling fiose senior.

10

his currcnt

position.
Personnel involved in the exelcise leel iotallv independent nr iha! there is no need for staff io

be on the simLrlaied bridge, although nrterested persons cao nonitor dre bridge from lhe
simulator conlrol r'ooDr.

Failures can be introduced to test contingencv plans and teamrvork.

Comm nication skills can be enhanced through VHI exercises with \rTS pilot stations and
slips'agents, as r.ell as discussions wilhin the goup.

lJ

The value ofteamwork can be demonstraled.

10

Pcople's knowledge of passage planning and navigational techniques can be inprovcd.

Exerclses can be plogrammed io accomnodate rhe needs ofthe group coDcefired. Ships can
be valied as requiled. as caD aleas arld othcr traffic. \\'eather can be valied or the whole scenar.io
can be stluctuled to falrriliarisc a group n.idr a certain a-rea or condition. Debriclings can be similarlv
slrucluled. Obviorlsly, llot all sim[1akrr courses are the safile, bul varr with location, ,simu]ator
t)pe ;urd thc culhre of the pro\.ider and lhat oftbe shiporvner and staffinvolved. The fhal result
is simil:t lhough. Students will har-e hadthe opportuniiy to pl;rrr 1or, cxperience and control certain
siluadons, to discuss fie results $'ith the lecturer and othels iD his grorp and retum to sea with a
iullel urdclstanding of the require.l procedures.

'lhc arthor lecommends simulator training

as a valid rva),

of nanaging and rpdu, ing

navigational risks.

A lypical inlormation

flow when approaching

pilotage walers

Figure

10

Information flow between the Conning Ofiicer, OOW Additional Ofiicer, Lookout and Helmsman
1

1.\

50

,{ar lrtrh ll,d tnt\

te tn|difut

l\ Ltid{ d..'isi, dutonatian

THE NT\UTICAL INSTITUTE

hadtLa. t.nuin

at Eilarpins 0[liotunn
saln.

the

me infanntian

Eq,rdkttt,

SCENARIO
The time is 0100. The ship has made a safe landfall and is approachiDg the destination por.i.
The ETA at ihe pilot station $'as confilmed at 1B00 the previous evening and it 1\,as agreed that the

pilot !\,or d board at 0300. The pilotage to ihe berth is expected ro take about one hour. Thc
weaGer is fine and clear and High Water ai the berth is at 0330 thus allo$'ing ihe ship to berthjust
after high n ater on the firsi ofthe cbb.
The second nT ate is on $ atch $'ith his stand by rating and end of sea passage is scheduled for
0200. The master left night orde$ to be called at 0130 and ihat ergines were to be tested at 0100.
The anchors were clealed thc previous afternoon and the pilotladder has been put on deck, ready
for using on eiGer side. Thc engine control room has been rnanned since 2200 and the cngineers
have been advised that EOP r.il1be at 0200.

The second male is fixing *1e ship's position at twenty miruie intervals using GPS wiih
lhe pamllel index on the radarfor continuous

visual bearing confir'nation andis running a siraight

off tuack monitodng.

0100 Engines tested as per night orders.

0i30 The OOW

calls the master as per night orders, advising bim that the passage is going
scheduled and that there is light trallic in the viciniry

The OOW confirms uith ihe engine room that

lrom sea speed will still be at 0200.

t}1e ship is

on schedule and rlat reduction

The OOW informs his stand by man, presently aciing as lookoui, that they ar.e approanhing
the port and tells him to keep a careful lookout for. small inshore craft such as fishing boars
and $at an additional crew member rvill bc required at 0200 for bridge dtties.

01.15 The master comes to the bridge and acquaints himself lvith the situation on the chart. The
OOW, havnrg fixed the position ofthe ship onll five minutes before, the masier then takes
his cuslonary position at the centre window. The OOW advises the master oI the present
situation and again confirms fiat eve+hin g is l unning according to plan. The O OW contilues

his $'atch responsibiliiies as

ifthe mastet were noi on the bridge.

0150 MASTER: "Second Mate. I have fie con."

The OOW confirms the course and speedr advises ihe master of arr) hailic thai is of interest
and logs lhe eveflt.

Thc master is nor' ln the situation t}rat he will be giving the coming orders, with the OOW
monitoring and confir'ming those orders and advising ihe naster as appropdaie.
0159 The OOW fixes the position of the ship.

OOW: "Captain, last fix shows ship on lrack. Planned reduction to manocuvring full ahead
at 0200."

0200 X{ASTERT "Confirmed" and rings the ielegraph to reduce from Full Sea Speed to
Manoeuvrilg Full Alead.

BRIDGE TEAM N4ANAGEMENT 51

bv seaman cornes to bridge and sieeing gcar is changed frorn automatic io manual
and lhe nfieel is manned. The helmsnlar m.Jvcs the heel and confims fiatthc steering is
Stand

now under manual conir.ol.

0205 OOW:'As planned, I have nor.changed the fix period to 10 nirutes and
be fixing
'{il]
using radar and visuat." The master acknorledges.
The OO\V will nou be spcrdnr8 nore time althe chart, fixingnrore lrequeltly ard adr-ising
the naster ofthe pro$ ess ofdle ship, bofi relevant to the planned track and distancc to run,
speed and ETA at lhe pilol station. He n'ill also be updating lhe parallel inder on the
appr opriate radar so thar dle master can acquaint hinrself\dtb ihe sjiuation. tsoth i}1e OOW
a.d the rnaster"rrill be using the radars lo monitol lraffic.
0215 The OO\f calls additional ipreviouslv \rarDcdj cre{' for pilot stalion and anchor siand-b!
duties in 30 minrtes.

0225 OO\V| "Last fix shors vessel driftjng sli8htlv ght ol track. Su"gest alter course to 0:J5"T.
Djstarce to rLrn lo pilot stadon five r-niles) sLigges! reducc speed to half ahead."
The naster acknorvledges! corrects course and brings teleglaph lo hall ahcad.

0230 OO\\': "Fix confirms slip has legahed track, suggest vou steer 0il9"T.
Thc nastcr conlinns and adjusis course

OON | "\\'e

ar.e on

as

rclevart.

Il'lA, plan now requiles speed ol onll, livc

piloi boarding."

l<rrots, srggest vou reduce to

slorv ahcad. Do 1ou wish me lo confinn

Master acknolvledges and reduces to slo!!,ahead.

I,'IASTLR: 'Yes, conlirm ETA $ith the piloi and

ask

hnlr lol his prclclred boarding speed

and which side he wants lo board.''

02i15

OO\{

confirms pilot boarding bv VHF and cliscusses boarding speed and piloi approach.
He also despatches stand b) man/lookout to prepare the pilot ladder as appropdaie ard lo
advise relevant cren members lo sland bv fon'ard.

02.10 Due to pronmit), ol nargins of safel)- fix dme is rrow rcduccd to six minrtes, parallel hdexnrg
still being uscd to conlinn track mainterrance. Speed is reduced lo Dead Slol Ahead, using
ihc s;une procedulcs as belore.

02.15 Stand by rnan returns a.d advises rhatthe pilotladder and ancillafl gear is dgged

as

lequiled.

The OO\\i advises engine room of imminence ol pilol boardnrg.

0250 OO\\i: "Looks like the pilot vessel approaching. Do you

pilot."

\{

ant me to go dowrr to meet thc

NIASTER: "\.es, but take a radio $ith vou and keep me infomed and get one ofdre
parq b meet,vou there to haul the ladder back nr."

52

THF, NAIITT(]A], TNSTTTI ]TF,

anchor'

0251 The O01\ tr\es lhe ship's position and r.cninds the masier.thafthe plan $as thar rhe engines
would be sbpped bul speed rrould be kcpt at about foLrr kllots. The OOW lcaves rhe bridge
to check thl] pilot boarding arrangemcnts and neet the pi1ot.

0256 ?ilot boat alongside.

0257 Pilot on deck. The

OO\{

advises the rraster on thc bridge via hls r.adio that the pilot js

aboard.

0300 Pilot on the bridge. The OO\f conlirms ship's position and safet\ ard tcnpomrily resurnes
fie con uhilst the mastel and pilot discuss dre ship's par.ticLrlars and rhe pilot's anticipated
plan.

0305 'lhe pilot takes the con and lh-. ship proceeds into the port area. Ihe master still has the
respc,nsibilif for the safetv ofthe ship and ihe OO\\r contlnues n'ith his nlo loring roie as
belole.

The above scerario docs notattcmPtto sho{' horr aship's bddgc \!ill necessadlv be organiscd.
It does. horvevcr', shor.fie lalge mrmber ofinteractive everls \vhich nlav occur $hen aship is in,
whai is to nost scafdrers, a relativelv routine and straightlon,ard situation.

The actual plocedures exerciscd at the pilot boarcling may vary considerablv fiom ship ro
sh4). Present requirements arc that a rcsponsible officer of the ship shodcl supervise embarkation
P ,d

d "rnbr.l. "r "' ' p "l

comply t'ilh this. thc personnel involved musi to bc aware that the master wi1l be
alone on lhe bddgc \lhilst the OO\\ is meeting the pilo! oI t\at another officer needs to bc ca11ed
specilicall) for tlis task. In the tust instance the nrasrer rvill make srch a decision bascd upol dre
condiiions at the time. It r.ould be ur$.ise to leave ihe bridgc $.ifiort an OOW in a situation such
as hea\n lrailic, rarmw nargins of safetv. strong ti des or an\ combnradon of such factors, particularlv
as under such conditions the act[al e[rbarkation ofthe pilot could be dela].ed. Calling an additional
oflicel ma,w r.ellbe a betier alter native, particularly ilhe has eidrerjust gone off $ atch or is r-cquired
shodi. $lilst the final decision is at the dlscretiolr ol tiL' masler, the cilcumstances should have
Tn order to

b""n,i "".nto-,rd

r.

lll l"ddr l-ep:rn.nb.J;,

In ani circumstances rrhere the master has the corl, il is thc dut) of lhe OO\V and an! oflcr
pcrsomel engaged in rratchkeeping to provide the master r\.ith suflicient informatron to enablc
hin io makc decisions appropriate to the sitration. l,'iost olthesc .lecisions ruill be based upon the
o|iginal plan but it is not solely the master's dut) to see lhat cverlthing is going according to plan
or othcr$'ise. That duq is shared wirh the rnaster bv Lhe OO\V who, by regL arlv lixing dre ship's
posiiion! confirms that the original lrack is being mainiained. It is also his duq to confirm that
ordcrs given b,v the master, notjust navigalional ordcrs. but all aspects o[ slip conrrol, ar e car.ried
out as required. Nlost impoltantlv, il is 1or the OOW to advise ihc'naster then he, the OOW,
considers lhat things ar'e not goi]rg according to plan or \lhen a chaige of circrnnsiances occul-s.

Debriefing
\Vl]enever posslble after lhe cornpletjoo ofa passage! dre master should take lhe .Jppor.tunitv
to djscuss the planning and execution of i}1e passagc widr his team nrenbers. Possible rveahesses
should be openlv admitted arrd discussed so ihat thcl nal be conected or allowcd for n future
passages.

I}RIDGE TEAN4 N{ANACEMLNT 53

place during a passage whilst the memory is

Such a debriefneed not tale long, and can take
they car then be
are made to a plinned

,tiff f.Jrir-i"-p"tp-f" , -iodr'

saved for futu:re use.

4tu."

Passage

"Jt'""tlons

regularly visits a tertain port or frequently

In some instances
-i;;uf for example when a ship
are Unless
u" toooa nduu"t"geous to ieep' the chars and notes as they
tu"".i;;';;t
v be ai eepl'able
l'"ii'?n""*""i "rrlJ"rorhechannel'o'navaid'et' a plam'd pa'sage will normall
thal meLeorolog*al'ndtriald;tfeien'eiwlllaltar'traveroberak"n
r.' '"*" ,i.i'r,
the plans
"oo'*iaring
i"i"l"."r.i.iJii" in*arf, and out'ard pissages may well be totallv dilferent Parts of
may have common features that can be rsed'
rl an advanragc lo havc r$o lels
Shlp. reeularly radng ro Lhe san'F pori5 mav r^"ll find
one {or LiF ouovard pas'age'
.harr.. borh diw'r up, one lor rhe lnward passage and

ol

u-Pdated as necessaxy
ornputer dagPlses d]"
:T-'l]-!e
Shipowaers and m:nagers<an use database
and readrlv extracted from the compuier as riquired
,r"i' Ta""'"g" in Lhat Lhi' sv'r"m allo'"1' for 'imPle 'randardisa'ion
Passage plans may easily be held in

l:1,

;l-",il

'"t

'il;,;."
i"i"l"-," n*,
lireoui ed.ot'n'toJ'Eo"t"''managerq'o!!nsrandard'ranbemadeand
'i '-,
a'aitaLion or e{oriand enqlrnns ' hat \ orre'r inrormdbon
ffiTffi ;; ;i ;il' "'l*r'ip..1""-e
will also arrow plan' 'o be ea'jr) modified wh"n
;;:i::;il;J;,;" ^ "ii"li". c"'p"'"' ^cce's
;;;,1ils.;;,.. -.es are t hanged 'see al'o chaprer Bl

54 THE NAUTICAL INSTITUTE

Chapter

NAVIGATING WITH A PILOT ON BOARD

Intro duction
'lhe lelationship between drc ship's !ean) and an employed pilot is prlmarily professional. Thc
ship's master is charged $,ith thc responsibilit) for the safeg'of fie ship; pilots arc cDgaged to assisl
rrith navigaiion in confined r.atcrs and lo facilitate port approach. berthing and dcparture. The
mastcr has ihe r timate responsibilirl .rrd has the right and obligatior to tdke o\er lron ihe Pilot
in fic rare event ol the pilot's inexpederce or rnisju.lgenent. Horvcver iD conpulsorv pilotage
areas fic pilot !!ill expect to be responsible for the navigational conduct ol ihe !essel. In practice,
the naslcr mtry fhd hhself in a siiuaiion whele he is nol satisficd $'ith ihe $ay the passage is
benrg conducied b) the pilot, )ei is in no position to even guerv thc pilot's aclions as he, the

rra e.hr.', iJ -r. o"1.: .l,rdb, l-,'-ri.tg

Ideall), the nlasier and his tean should nake themselves a\\ are ofthe pilot's iDicntions and
be in a position (o sLrpport hlrn and ifncccssar'\' .luery his aclions at an,v stage ofthe passagc. This
can onlv be brought about by:

I
2
3

Thc bddge team being awarc ot the difficulties and constraints of the pilotagc area.
The pilot bejng aware ofihe characteristics and pecr iarities ol ihe ship.
The pilolbeing made farriliar rvith the equipmert al lis disposal and au'ate ofthe degree of
support he can expect from the shiP's personnel.

Unfortunatcll fris is not the ua1 lhal Gings a]wa)-s develop. Boarding a strangc ship, pilots
often feel that thc1 are unsupported. Thcv kro$' that the next Part of fie Passage is going to be
entirel,v up to drcllr and consequendv gct on $'ith and rnake the best of a bad job. Equal\', the
OOW mCy feel that hc is excluded from evcnis. He does nol knol'rhere dre ship rs grrnrg, hor iL
is to get there. or \rhat is expected of him. Conscquenil). he is vel'likeh'to lose interest. A ship's
team opcmting a consistent sv(en] cao quite easilr overcome such insecudlies a.d doubts.

A rvell-planned passage does not stop al fie pilot boarding

arca. The planning r.ill continue from sca to bcr*r, or vice versa,
the boalding and nonilornlg of the pilol's actions being palt of ihe
plan. The navigator will have planned the arcas $'hele lhe pilot
actrall)'has fic colr. This enables the master and OOW lo compare
the progress of thc ship with the planned track and also enables
!hen lo be a$'are L)l*1e constlai.ts and other details ofthe passage.
,A.bori an.l coltingcnc) plaming llill assist should the ship cxpcrience

Planning

navigational or othcl problens.

M as t e r / Pil o t Inform
Enhange

atia n

As staled above, fie master may not be a$ are of fie area. and
the pilot ma,v not bc avrare ol lhe peculiarities of the ship. These
problems can be mininised b) eslablishing a loutine master./pilot
exchange.

\Vhen ihc pilot erters ihe bridge it is good practicc lbr fte
lnasier to make time 1br a bdcl discossion r\ith ihe pi]ot. The nlasicr
mar need to delegatc the con to the O(11\i or other officcr, as
applopriaie. in order to discuss lhe irtended passage \riih the pilot.
Such discLrssion ltill include itens such ag the pilor's planned rorlte,

lis aDlicipated

speeds and ETAS both en roLrte alrd at the destinatioD,

\'vhal assisla.ce he expects fron the shole, ch as tugs and VTS

inlbrmaii.Jn aod $.bat co[tingencies hc may have in mind.

BRIDCE TEAN{ NIANAGENIENT

55

Ior his parl! ihc masterneeds to advise the pilotofthe handling

characier.isiics of his shlp, in parlicular anl uDusual features and
relevant inlormation such as ;urchor. conditioD, cngine tvpe a.d
control, and per.sonnel availabilitv. X{ ch of t}ris iDlbmation canbe
readlly availablc or a I.IASIEWPILOT EXCHANGE IORI,t.

\fhen t-hesc br.oad outlines have been establishcd, the pilot

ill non,need lo be acquailted },ith the bridge. Aglccnent v,i1l
need to be made on how his inshuclions are io be eriecutcd ldoes
he wanl io handle dre controls or wotlcl he rather leave l-hat to one
of ihe ship's sraftl. \flrere is the \,-HI situated and how to docs he
change channels urd r.hich rad;u is available forhis use. lnparticular
he needs io be advised of *re prescnt mode of the radar.

'lhc pilor is nol\, better.placcd to take the cor

rdJl obviouslv depend upon nan\ fackrrs.

bLrt

ihc above

Thc position ofrhe pilot boarding area. Olrer rlis is such that
ihele $.i11be little ume bet\\,ccn fie pllot actuallv entcring the
bddsc and taknrg rhe cor.

The spccd of the sbip at fie pilot boardiDg area. This t.ro
could limit tnne availabilit).

Envir.onnental conditions such

as

poor visibiliry, sbong \\,inds,

rough seas, strong iides or heavl traffic ma) irhibit dre

exchange.
has nol been carried out for an), r.cason! even greater. car.e .$,ill need to be
crercised by the blidge lcam. This situation sbould bc avoided if at all possible.

If the exchange

Respontibili

Dcspile lhe presence of the pilot, the masier.is sLi1l r.esponsible

1s the local cxpert and ni11
ob\iousl) conduct the ship b lhe best ofhis abilit). advising the
masFr as necessarv and usullv aciuall) conductrrg rhe passage.
'llis applies lr'hether the pilotage is voluniar.\, i.c. thc master has
rcquested assjstance. or. comptlsorv $hen the ship is r.equned to
take a local pilot i\iihin defined areas.

lbr ihc safetl of tbe ship. The pilor

ltrormallv the nasicr !\'ill remaln on the blidgc during the

pilotage. This obviously n.il] depend on the circunsiances. In the
c\cnt ofalongpilotage ilwould notbe placticablc Ibr rhe master to
rclnaill throu8hout. In dris case he must r.emember to delegate his
authoritv to a responsibie officer, probabll the OOW. exacilv as hc

In ar) case thc master-is ill .1poor posidon to qucsiion ihe

pilol regarding the progr ess of the ship or its situ ati oD ar all) Droment,
unless he. the nasrcr. kno\rs what should be happeningal thattine.
Monitoring

The ship's plogress needs to be monilolcd wher fie pilot has

the con exactlv as it has to be nder an1 otlcr conclitions. Such
nonitor ing Deeds io bc carried out b) the O OUr and an,v deviatio. s
from the planned track or speed observed and the master made
a\rare exactl\ as if he had the con. Irorn such iniblmation the master
will be in a posidoD $.hcre he can question pilotage decislons with
dlplomacy and confidence.

56 THE NAUTICAL INSTITUTE