Navigation talkie-talkies Winds. West Indies: Hurricane season June November: East North Pacific: As above.

. West North Pacific: SW Monsoon May September. NE Monsoon September April. North Indian Ocean: SW Monsoon May September. NE Monsoon November March. South Indian Ocean: December to April Cyclones. Australia: December to March: Hurricanes. South Pacific: December to April: Hurricanes. Arabian Sea: Hurricanes likely to occur during Monsoon transitional times.

TRS detection. Heavy long swell emanating from storm centre. Change in intensity and direction of Trades. Masking of the Semi-Diurnal range. 3mb below, suspect hurricane in area. 5mb below, definitely hurricane present in area. Oppressive atmosphere. TRS normally originate between 7 and 15 Latitudes, and with a water temperature greater than 27. Actions: Northern Hemisphere: Wind veering, in dangerous semicircle place wind on starboard bow and follow out. Wind steady, in path place wind on starboard quarter and follow out. Wind backing, in navigable semicircle place wind on starboard quarter and follow out. For Southern Hemisphere, reciprocal observations and actions. If in harbour, preferable to put to sea.

Navtex. -

518 kHz radio telex service. Provides shipping with the latest urgent information on navigation, weather warnings, and initial distress messages. Subjects:

a.
b. c. d. e. f. h. j. k. l.

Nav warnings Met warnings Ice reports SAR Met forecast Pilot service LORAN messages SATNAV messages Other electronic NAVAID messages. Additional Nav Warnings, ie. Subfacts, Gunfacts.

(cannot be rejected by receiver)

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Navigation talkie-talkies ICE.

Ice restricts and sometimes controls movements of vessel. Alters the appearance or obliterates features of land. Difficult for establishment and maintenance of aids to navigation. Affects propagation of radio waves and radar. Affects celestial navigation by altering refraction and obscuring the horizon. Possible chart inaccuracies due to difficulties in surveying. Lantern glass and screens can become covered with moisture, frost or snow, reducing reliability of sectors. Ie: sectors merged, flashing and fixed difficult to distinguish. In Baltic many light buoys are replaced by unlit wooden spars which may be carried away or crushed. SOLAS Ice reports. On sighting of dangerous ice, Master obliged to report: A. Type of ice. B. Position of Ice. C. Time date group. Every master when receiving a report of ice on or near his course is to proceed at a moderate speed at night, or alter his course to pass well clear of the danger zone. ICE REPORTS. (Where to get them) International Ice Patrol. Commences in February or March Patrolling area off Newfoundland (as per above chartlet). Ice Situation broadcast twice daily in Ice Patrol Bulletin as per ALRS Vol III. Navtex. Reports from other shipping. Coast Radio Station weather broadcasts. Met Office. General reference can be found in: Ocean Passages of the World; Mariners Handbook; Sailing Directions; experience from old ships log books. Refer to ALRS Vol III.

World Wide Navigation Service. Designed to give the Mariner early information on important incidents which may constitute danger to navigation.

2. 3. 4.

Navarea warnings: 16 Geographical areas termed Navareas. Details ALRS vol III. Warnings include failure / changes to navaids; new wrecks or natural hazards; SAR or anti-pollution operations; failure / changes to electronic positioning systems; seismic surveys / underwater activities; mobile rigs or other oil related activities. Navarea warnings are sufficient for a vessel passing through main shipping lanes clear of the coast. Broadcast through SafteyNet and Navtex. Coastal warnings: Importance, only in a particular coastal region, often supplementing information given in navarea warnings. Purpose is to assist the Mariner in coastal navigation up to the entrance of ports. Can include: casualties to major lights, fog signals etc; drifting mines / derelicts; large tows; new wrecks, shoals or other natural hazards; SAR or anti-pollution ops; negative tidal surges etc. Broadcast by VHF or Navtex.

Local warnings: Supplement coastal warnings, giving detailed information on events inshore of a pilot station which does not affect coastal navigation of the port. Details ALRS vol III & VI. Responsibilities for Navareas are defined in ALRS vol. III. Responsibilities for Coastal warnings and Local warnings lies with the coastal states. Page 2 of 7

Navigation talkie-talkies Weather Routeing. Weather routeing is described as the art of making the safest and most economical transoceanic passages by making long range predictions of the effects of wind, waves, currents, and taking advantage of all available meteorological and hydrographical information. Optimum track may be the track which: Maintains passenger safety; Minimum fuel consumption; Presents the least hazard to deck cargo. Waves and swell will have the most adverse effect on a vessels passage. Nominal track will avoid the areas where waves are expected to be highest. Ships performance curves are consulted and compared against the forecasted wave height. Constructing a Least Time Track Using the curves and expected wave height, every twelve hours, the distance the ship would proceed on a given course, at 10 course intervals, is plotted. The process is then repeated from each of the 12 hour points where sea forecasts are available. Once final point has been drawn, the one closest to the destination is chosen as vessels route. Types of weather routeing: Fuel saving. Least time tracks. Towing. Least damage. Least time with least damage. Constant speed. Factors to be taken into consideration: Areas of fog; Whether the course is navigationally possible; Areas of ice; State of loading; Areas of ice accretion. Currents; Ship Vs Shore routeing: Shore side have access to much more and newer weather information. Shore side has more time available. However, Master carries ultimate responsibility for safety of vessel and may wish to take a more active approach himself. METROUTE. Reports: - Before Departure. On Sailing. Daily Position Report. AMVER Automated Mutual assistance Vessel Rescue system. Reports: - Sail Plan. Position Report. Arrival Report. Deviation Report. Operated by US Coastguard. Voluntary for all merchant vessels 1000GT and above on voyages 24 hours or more. Details ALRS I. US Pilot Books.

Ships Routeing. Objectives: To improve the safety of navigation in converging areas and in areas where the density of traffic is great or where freedom of movement of shipping is inhibited by restricted sea room, the existence of obstructions to navigation, limited depths or unfavourable meteorological conditions. Precise Objectives: Separation of opposing streams of traffic to reduce incidents of head on encounters. Reduction of dangers of collision between crossing traffic and shipping lanes. Simplification of the patterns of traffic flow in converging areas. Organisation of safe traffic flow in areas of concentrated offshore exploration. Organisation of traffic flow in or around areas where navigation by all ships or by certain types of ships is undesirable. Reduction of risk of grounding. Guidance of traffic clear of fishing grounds or through fishing grounds. SOLAS obligatory reporting: Dangerous Ice. Dangerous derelict. Any other danger to navigation. Tropical storm, or storm for which there has been no warning. Air temperature below freezing, associated with gale force winds, causing severe icing. Report to be made by all means available to ships in the vicinity and to the nearest coast radio station. Current charts.

1. Vector Mean Chart.

Vector mean (or Resultant) current is the average of all the individual observations at that place over the relevant period of time: eg. A month. Adv. Gives net movement of water over a long period of time. Useful for predicting drifts of boats etc. Disadv. Will not give an indication of the most likely currents at any one time. Page 3 of 7

Navigation talkie-talkies 2. Predominant Current Chart.

- Represents the most frequent or most likely current. 3. Current Rose Chart. The Current Rose provides much more detailed information of the variation of currents. The rose shows the relative frequency of various speeds within each direction. May use eight 45 sectors or sixteen 22.5 sectors. An arrow is used to represent the observations in each sector. Number of observations determines length of arrow. Arrow is then subdivided to show frequency of various speeds within that sector. Adv. Provides more info than other types of charts. Disadv. Rose needs to be based on several hundred observations to be accurate.

To find what current to expect at a particular place and time, both the predominant current chart and the current rose should be used. The predominant current chart shows what is most likely but the rose chart shows how likely this is and what the other possibilities are. Ocean Current Chart:

Masters Standing Orders. When to call the Master. Restricted vis. Posting lookouts. When to man the wheel. Changing watch procedure. Position fixing procedures. Passage planning procedures. Use of Bridge equipment such as RADAR and echo sounder. Masters additional standing orders in Restricted Visibility. When to call the Master. RADAR plot check and update plot. Inform engineroom. Reduce speed, engines on standby.

Procedure for changing from automatic to manual steering and vice versa. Provisions for additional watchkeeping personnel. Duties. Master/Pilot relationship. Anchor watch procedures. Specific company requirements. Any other Masters personnel requirements. Extra lookouts posted, helmsman on standby. Visual and audible lookout. Nav lights displayed. Commence sounding fog signals. Shut watertight doors if fitted.

Master Pilot Relationship. When pilot comes on board, he should become an active part of the bridge team. Masters responsibility: Pilots responsibility. OOW Responsibility. Complete pilot card. Local tides and currents. Presence of the pilot does not relieve the Inform pilot of the location of his LSA. Bottom channel depths and OOW of his normal duties and Discuss proposed passage plan. configuration. obligations. Under Keel Clearance. Courses, distances, aids to navigation Manoeuvring characteristics. and significant geographic features en Nav aids. route. Weather conditions. Local customs and practices. Berthing arrangements. Local weather patterns. Use of tugs. Possess necessary ship handling skills. When Master should relieve Pilot of his duties. Intoxication. Gross incompetence. When vessel is standing into danger. Page 4 of 7 If pilots actions are in error due to lack of appreciation of a particular circumstance: i.e. Limitations of the ship.

Navigation talkie-talkies

Bridge Manning. Open waters, clear weather, little traffic. 1 certified officer 1 lookout

Open water, high traffic density / Restricted water, low traffic / Restricted vis, low traffic. 2 certified officers 2 lookouts

Reduced vis, high traffic / Restricted waters, high traffic. 3 certified officers. 2 lookouts.

Ocean Passage Planning. Information consulted from: Routeing charts. Navigational charts. Sailing directions. Ocean passages for the world. Mariners handbook. When comparing different tracks, the following shall be considered: Current drift. Prevailing winds and weather. Wave heights. Availability of aids to navigation along the route. Weather forecasts if available. Fog and ice areas. Total distance. TRS possibilities. Each passage must be considered on its merits. Ocean Passages for the World defines High, Medium and Low powered vessels: Low power Speed 0 10 knots. Medium power speed 10 15 knots. High power speed 15+ knots. GMDSS SARTs: EPIRB: -

Operates on 9GHz (x) band. 12 blips eminate from sarts position. Within one mile, blips change into arcs or even concentric rings. 406MHz, transmits distress call and position is provided. 121.5MHz for homing purposes.

Carriage of Nautical Publications As per annual notice to mariners no. 18 Mariners Handbook MSNs, MGNs, MINs Notice to Mariners ALRS, ALOL Sailing Directions Tide Tables, Tide Stream Atlases Almanac

Nav tables Code of Signals Operation and maintenance instructions for nav aids. Bridge procedures guide IAMSAR manual COSWP

Weekly Notices to Mariners Section I Explanatory Notes Hydrographic notes. Section II Updates tonote. General Hydrographic Standard Navigational Charts Position. Section III Reprints of Radio Navigational Warnings Ships name. Charts affected. Section IV Amendments to Admiralty Sailing Directions Contact details. Publications affected. Section V General locality. Admiralty Lists of Lights Amendments to Last weekly edition held. Section VI Amendments to Admiralty List of Radio Signals. Subject. General details. **Shoal depths less than 30m should be given sufficient importance to justify a radio message. Port note. This note accompanies general Hydrographic note. Cranes. Name of port. Repairers. General remarks. Rescue and distress. Anchorages. Supplies. Pilotage. Services. Directions. Communications. Tugs. Port authority. Wharves. Small craft facilities. Cargo handling. Views (photographs, picture postcards etc.) Reports should be sent to UKHO. Present Sailing Directions etc. should be consulted to give an indication to what information to be provided.

AUTOMATIC IDENTIFICATION SYSTEMS (AIS) General AIS is a new and untried system, with the potential to make a significant contribution to safety. It is particularly important that during the early years of implementation its potential is fully assessed by mariners. Objectives of AIS

The purpose of AIS is to help identify vessels; assist in target tracking; simplify information exchange (e.g. reduce
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Navigation talkie-talkies

verbal mandatory ship reporting); and provide additional information to assist situation awareness. In general, data received via AIS will improve the quality of information available to the OOW, whether at a shore surveillance station or on board ship. AIS should become a useful source of supplementary information to that derived from navigational systems (including radar) and therefore an important "tool" in enhancing situation awareness of traffic confronting users.
Shipborne AIS Must do the following: a) Continuously transmit ship's own data to other vessels and shore stations. b) Continuously receive data of other vessels and VTS stations. c) Display this data. When used with the appropriate graphical display, Shipborne AIS enables provision of fast, automatic information by calculating Closest Point of Approach and Time to Closest Point of Approach from the position information transmitted by the target vessels. The AIS is able to detect ships within VHF/FM range around bends and behind islands, if the landmasses are not too high. A typical value to be expected at sea is 20 to 30miles depending on antenna height. With the help of repeater stations, the coverage for both ship and VTS stations can be improved. Information from a shipborne AIS is transmitted continuously and automatically without the intervention or knowledge of the 0OW. The AIS information transmitted by a ship is of three different types: a) Fixed, or static information, which is entered into the AIS on installation, and need only be changed if the ship changes its name or undergoes a major conversion from one ship type to another. b) Dynamic information, which, apart from "Navigational Status" information, is automatically updated from the ship sensors connected to AIS. c) Voyage related information, which might need to be manually entered and updated during the voyage. Use of AIS in Ship Reporting AIS has the potential to reduce the work of the watchkeeper by automatically providing coastal stations with the information which they require under mandatory or voluntary reporting schemes as well as for VTS purposes. To this end it is essential that the Static and Voyage related information is at all times correctly programmed and that the dynamic inputs are functioning correctly. Additionally, the mariner must consider the following: a) The coastal station may not be equipped to monitor AIS. b) The ship may be within a reporting system but out of VHF range of the coastal station. c) Reporting requirements may require more information than the AIS transmits. Use of AIS in Navigation AIS is designed to be able to provide additional information to existing Radar or ECDIS displays. Until the optimum display modes have been fully evaluated and decided upon internationally, AIS will comprise "stand alone" units without integration to other displays. AIS will provide identification of targets together with static and dynamic information. Mariners should, however, use this information with caution, noting the following important points: Collision avoidance must be carried out in strict compliance with the Collision Regulations. There is no provision in the Collision Regulations for use of AIS information, therefore decisions should be taken based primarily on visual and/or radar information. The use of VHF to discuss action to take between approaching ships is fraught with danger. Identification of a target by AIS does not remove the danger. Decisions on collision avoidance should be made strictly in accordance with the Collision Regulations. 4 Not all ships will be fitted with AIS, particularly small craft and fishing boats. Other floating objects which may give a radar echo will not be detected by AIS. AIS positions are derived from the target's GPS system. This may not coincide precisely with the radar target. Faulty data input to AIS could lead to incorrect or misleading information being displayed on other vessels. Mariners should remember that information derived from radar plots relies solely upon the data measured by the own-ship's radar and provides an accurate measurement of the target's relative course and speed, which is the most important factor in deciding upon action to avoid collision. Existing ships of less than 500 gross tons which are not required to fit a gyro compass are unlikely to transmit heading information. A future development of AIS is the ability to provide ..pseudo" navigation marks by enabling coastal authorities to provide an AIS symbol on the display in any position. Mariners should bear in mind that this ability could lead to the appearance of spurious" AIS targets and therefore take particular care when an AIS target is not accompanied by a radar target. It should be noted though that AIS will sometimes be able to detect targets which are in a radar shadow area. Caution 1. Not all ships carry AIS. 2. The officer of the watch (OOW) should always be aware that other ships and, in particular, leisure craft, fishing boats and warships, and some coastal shore stations including Vessel Traffic Service (VTS) centres, might not be fitted with AIS. 3. The OOW should always he aware that AIS fitted on other ships as a mandatory carriage requirement might in certain circumstances, be switched off on the master's professional judgement. OPERATION OF AIS Activation AIS should always be in operation when ships are underway or at anchor. If the master believes that the continual operation of AIS might compromise the safety or security of his/her ship, the AIS may he switched off This might be the case in sea areas where pirates And armed robbers are known to operate. Actions of this nature should always be recorded in the ships logbook, together with the reasons for doing so. The master should, however, restart the AIS as soon the source of danger has disappeared. If the AIS is shut down, static data and voyage related information remains stored. The system is restarted by switching off the power to the AIS unit. Ship's own data will he transmitted after a two minute initialization period. In ports AIS operation should he in accordance with port regulations. Manual input of data The OOW should manually input the following data at the start of the voyage and whenever changes occur using the input device, such as a keyboard. a) Ship's draught. b) Any hazardous cargo. c) Ship's destination and ETA. d) Ship's route plan with appropriate waypoints. c) The correct navigational status. f) Any safety related short messages. To ensure that own ship's static information is correct and up to date, the OOW should check the data whenever there is a valid reason to. As a minimum, this should be done once per voyage or once per month, whichever is shorten The data may be changed only on the authority of the master. Inherent limitations of AIS The OOW should always be aware that other ships, and in particular leisure craft, fishing boats and warships, and some coastal stations including Vessel Traffic Service (VTS) centres might not be fitted with AIS. The OOW should also be aware that other ships, fitted with AIS as a mandatory carriage requirement, might switch off AIS tinder certain circumstances by professional judgement of the master. In other words, the information given by the AIS may not be a complete picture of the situation around the ship. Users must be aware that transmission of erroneous information implies a risk to other ships as well as their own. Users remain responsible for all information entered into the system and the information added by the sensors. The accuracy of AIS information received is only as good as the accuracy of the AIS information transmitted. The OOW should be aware that poorly configured or calibrated ship sensors (position, speed, or heading sensors) might lead to incorrect information being transmitted. Incorrect information about one ship displayed on the bridge of another could be dangerously confusing. If no sensor is installed or if the sensor (e.g. the gyro compass) fails to provide data, the AIS automatically transmits the "not available" data value. However, the built in integrity cheek cannot validate the contents of the data processed by the AIS. It would not be prudent for the OOW to assume that the information received from other ships is of a comparable quality and accuracy as that which might be available on own ship. Use of AIS in collision avoidance situations The potential of AIS as an anti-collision device is recognized and AIS may be recommended as such a device in due time. At present, AIS information may be Page 6 of 7

Navigation talkie-talkies used to assist in avoidance decision. When using the AIS in the ship-to-ship mode for anti-collision purposes, the following cautionary points should be borne in mind. a) AIS is an additional source for navigational information. AIS does not replace, but only supports, navigational systems such as radar target tracking and M. b) The use of AIS does not negate the responsibility of the OOW to comply, at all times, with the Collision Regulations. c) The user should not rely on AIS as the sole information system, but make use of all safety relevant information available. d) The use of AIS on board ship is not intended to have any special impact on the composition of the navigational watch, which should continue to be determined in accordance with the Standards of Training, Certification, and Watchkeeping Convention. 4 Once a ship has been detected, AIS can assist in tracking it as a target. By monitoring the information broadcast by that target, its actions can also be monitored. Changes in heading and course are, for example, immediately apparent, and many of the problems common to tracking targets by radar, namely clutter, target swap as ships pass close by, and target loss following a fast manoeuvre, do not affect AIS. AIS can also assist in the identification of targets, by name or call sign and by ship type and navigational status. Mandatory ship reporting systems AIS is expected to play a major role in ship reporting systems. The information required by coastal authorities in such systems is typically included in the static voyage related and dynamic data automatically provided by the AIS system. The use of the AIS long range feature, where information is exchanged via communications satellite, may be implemented to satisfy the requirements of sonic ship reporting systems. DGPS/GPS position fixing & position fixing accuracy. Most manufacturers of GPS receivers are now incorporating datum transformations into their software which enable users to (apparently) receive positions referred to datums other than WGS84 Datum. Unfortunately, many cases exist Where a single transformation will not be accurate for a large regional datum. This is a source of error and may be of major significance for navigation. It must not he assumed that all charts in a region are referred to the regional datum. Additionally, as there are no international standards defining the conversion parameters between different horizontal datums, the parameters used by the GPS devices may be different. The hydrographic offices use the best adopted parameters, so mariners are advised to keep their GPS receiver referred to WGS84 Datum and apply the datum adjustment note from the chart. Apart from the differences in positions between different horizontal datums, two other aspects affect charted positional accuracy. a) The accuracy to which features are surveyed, b) The accuracy with which they are compiled on to a chart Surveying Hydrographic surveys are generally conducted using the best position-fixing technology available at the time. This was limited to accurate visual fixing until the Second World War, but used terrestrial based electronic position fixing (such as Decca, Hifix, Hyperfix, and Trisponder) until the 1980s. DGPS is the current standard for most hydrographic: surveys. Generally, position fixing for surveying was more accurate than that for navigation in the first two categories, but DGPS is being made more widely available for use by all mariners with the appropriate equipment. The result is that current navigation with DGPS is, commonly, more accurate than position-fixing used for surveys conducted before 1980. The consequence is that, although a modern vessel may know its position to an accuracy of better than 10 metres, the position of objects on the seabed may only be known to an accuracy of 20 metres or much worse, depending on the age of the latest survey and/or its distance from the coast The current accuracy standard for positioning is 13 metres for most surveys with the standard of plus or minus 5 metres (both 95% of the time) for certain special purpose surveys. It can be confidently stated that the former value is often significantly improved upon. Further improvements will undoubtedly be made. In summary, although the position of maritime objects derived from modern surveys will be accurate to better than 10 metres, this cannot be used as a general statement about all such objects. Chart Compilation Most paper charts and their derived digital versions are assembled from a variety of sources such a., maps, surveys, and photograrnmetric plots. The intention is to provide the mariner with the best available information for all parts of that chart and the usual procedure is to start with the most accurate sources, but it is often impossible to complete the whole chart without recourse to older, less accurate, sources When the positions of objects critical to navigation are accurately known, the intention is that they are located on a chart to an accuracy of 0.3 mm. The obvious consequence is that accuracy varies with chart scale: a) 0.3 mm at a scale of 1: 10 000 is 3 metres b) 0.3 mm at a scale of 1:50 000 is 15 metres c) 0.3 mm at a scale of 1:150 000 is 45 metres. The situation will change as chart data becomes available digitally, but much of the early digital data will derive from these paper charts and the limitations will remain Unfortunately, it will be many years before all areas are re-surveyed and all charts revised. Until such time, mariners should remain alert to danger. The chart title notes and cautions and the source diagram, which shows the ages of surveys, must always be consulted for indications of limitations. Information contained on Routing Charts Predominant current vectors Shipping routes Load line zones Fog & Low Vis Chartlet Mean Air Pressure/Mean Air Temp Chartlet Winds of F7 & > + TRS Chartlet

Major ports Wind Roses Average Ice Limits Minimum Ice Limits Mean Sea Temp/Dew Point Temp Chartlet Positions of Ocean Weatherships

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