Practice 8-6-2006

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1 Detailed briefing of bridge team and explain requirements in SOLAS Chapter V, MCA MGNs and ICS Bridge procedures guide. Use SMS checklist and procedure. Carry out risk assessment and document outcomes and safeguards implemented. Check vessel has appropriate ice classification and notation. Arrange appropriate manning levels for bridge. Lookouts. Helmsman. Test main engine and steering gear, etc., before approaching the area. Confirm navigation and communication equipment is fully operational. Operate radars on peak performance and appropriate range, including long range scanning and short range scales. Vessel to be adequately ballasted and trimmed to have propeller fully immersed in water. Trim should not be excessive. Ballast and fresh water tanks should not be more than 90% full.

Practice 8-6-2006

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Stability of the vessel should be confirmed to be adequate. Check and test search lights for use in darkness. International Code of Signals and communication procedures should be available Fenders and Towlines should be kept ready at appropriate locations. Defrosters on bridge windows should be checked. Accommodation heating Anti skid salt/grit Personnel protective and cold weather gear for crew Navigational publications for ice regions and latest reports Adequate reserves of stores and bunkers 2 Detailed briefing of bridge team and explain requirements in SOLAS Chapter V, MCA MGNs and ICS Bridge procedures guide. Use SMS checklist and procedure.

Practice 8-6-2006

Answers

Carry out risk assessment and document outcomes and safeguards implemented. Check vessel has appropriate ice classification and notation. Consult publications and obtain ice reports. Arrange appropriate manning levels for bridge. Lookouts. Helmsman. Test main engine and steering gear before approaching the area. Confirm navigation and communication equipment is fully operational. Operate radars on peak performance and appropriate range, including long range scanning and short range scales. Check and test search lights for use in darkness. International Code of Signals and communication procedures should be available Defrosters on bridge windows should be checked and used. Consult Navigational publications for ice regions and latest ice and weather reports.

Practice 8-6-2006

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Position fixing frequency and monitoring techniques. Check soundings. Early actions for collision avoidance. Obligatory report on sighting ice.

3 Pack ice limit may be mistaken for coastline when observing visually or by radar. The bearings or ranges are likely to be in error. Confirm position using other means. Detection or identification during daylight as snow or ice hides the identification features or the entire structure. Range of visibility of light may be impaired due to ice or snow on lens. Dont expect the lights to be raised at the usual range. The sectored lights may also be useless as the sectors may have been changed due to ice/snow on lens. In such cases bearings corrected for errors may be more useful.

Practice 8-6-2006

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Liable to be set adrift by force of ice, or may simply drag their moorings. May be hidden under ice or snow May not be on station as these may have been removed by authorities during ice season. Mariner should be cautious in their use even after confirming their position when ice is affecting the floating aids. The antennas may be completely covered with ice or snow and may not detect any signal or may malfunction due to short-circuit. The movement of scanners may be obstructed or they could be completely covered under ice or snow. GPS and other electronic aids can be used for positions after applying the errors. The echo sounder trace may be lost due to ice under the ship or hull noises. Pressure (Pittot) tube or impeller type speed logs may have to be retrieved to prevent damage from any ice passing under the hull. Impact with ice and frequent changes of course and speed introduce errors in gyro compass. Such errors may be slow to settle.

Practice 8-6-2006

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Radar must be operated at peak operational efficiency. Even then it has limitations. In cases where there is no echo on display, it does not mean nonexistence of ice. 4 Proximity to hazards If hazards are closer to the intended passage, positions should be plotted more frequently to take corrective action before vessel gets closer to the hazards. Speed A faster vessel will cover more distance in given time as compared to a slower one, and may get close to dangers more rapidly. Draught Vessels with deeper draught have limited sea-room to manoeuvre; positions should be plotted more frequently to ensure that the vessel is within the intended channel. Displacement

Practice 8-6-2006

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Larger displacement means more momentum. Such vessels will take time to turn or manoeuvre. Traffic density Manoeuvring characteristics Environmental factors In areas where extra ordinary set or drift, or leeway is being experienced, especially towards the hazards, fixing frequency should help spot it well in advance of vessel setting closer to hazards. 5 The radar should be set up properly, presenting a picture of good quality and displaying the required echoes effectively. Control settings should allow optimum picture. Suppressing controls like rain and sea control should be kept to required minimum and should be turned off when not required. Time base must be accurately centred.

Practice 8-6-2006

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Radar should be checked for range, bearing, heading marker and picture rotate accuracy. Compass error needs to be known; heading marker carefully aligned. Choice of navigational set up depends upon area of operation. North-up relative motion would be preferable in coastal waters; where as North-up true motion would be a choice in narrows. The selected object should produce good radar echo. Preferable choice would be steep sided, radar conspicuous marks, e.g., headlands, isolated rocks, isolated beacons, navigational marks with RACON. Objects should preferably be selected on both sides of ships track to minimise range plotting error, mark identification error and radar linearity error. Low lying objects and coast line should not be used, e.g., sand dunes, tidal low coast lines, etc. Objects should be correctly identified. The selected object should not be obscured from the radar scanner due to presence of other objects. Consideration should be given to radar blind and shadow sectors and for how long the selected object is likely to remain within these sectors.

Practice 8-6-2006

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Range scale is an important factor, in particular when it needs to be changed. On older conventional radars with reflection plotters, any change of range scale during parallel indexing would cause major work load for navigator. Most modern radars allow index lines to shift with change of range scale. However, not all modern radars perform accordingly, as index lines do not shift. Navigators need to know limitations and peculiarities of own radars. Check VRM and range rings. Too many index lines clutter the display. At any given time, not more than two sets should be on the radar display one currently in use and the other for use immediately after the present set. Parallel indexing does not relieve the navigator of the responsibility to plot positions at the predetermined intervals. 6 Engine SBE

Practice 8-6-2006

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Advise engine room of restricted visibility and to be manned till further notice Reduce to safe speed Personnel Inform Master if not already on the bridge Engage hand steering and post helmsman Post additional lookouts Equipment Sound appropriate fog signals Switch on navigation lights Keep on radars at peak performance and commence systematic plotting of all targets in the vicinity Navigation Plot positions frequently Navigation on Coast Obtain visual fix before entering restricted visibility Employ parallel indexing techniques

Practice 8-6-2006

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Run echo sounder Deck Have anchors ready for letting Close all watertight doors and hatches Order silence on deck Bridge Open bridge wing doors Run both steering motors Keep a check on all bridge equipment Radar for plotting for collision avoidance purposes should be on water track speed Do not VHF / AIS data for collision avoidance Comply with the provisions of COLREGS, in particular Rule 19 Notify me immediately if it is not possible to achieve CPA of 2 miles with any target Bridge manning as per manning levels / area scale in restricted visibility

Practice 8-6-2006

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7 The pilot as per his seat can have a clear view when approaching from port side of the ship. Helicopters can be controlled better when heading into wind. The recommended wind positioning allows the helicopter to approach the vessel heading into the wind. Operating area aft wind 30 on the port bow Operating area amidships wind 30 on the port bow, or on either beam Operating area forward wind 30 on the starboard quarter These relative wind positions will allow the operating area to be approachable in such a way that the helicopter will not have to pass over shipboard obstructions before reaching the operating area. This will also keep the Turbulence to minimum. 8

Practice 8-6-2006

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Bridge team should be briefed before the operation. Risk assessment. Master should have the con and must ensure that all safety and operational aspects are complied with before engagement. Have SMS procedure and checklist available for use. Engine should be on standby and hand steering should be engaged before the operations commence. Lookout. The area where helicopter is to engaged should be clear of hazards and other traffic and there should be sufficient sea room for freedom of movement. Position monitoring should be continuous along with situation awareness to keep ship in safe and clear area of operation. Communication with the helicopter should be established well in time. When requested, the ship should employ methods to identify itself. (Position, heading, ETA, name, description, colour, special features, and transmission of a homing signal can assist helicopter pilot with identifying the ship.) Details of area of operation and persons/equipment to be transferred should be communicated to the helicopter.

Practice 8-6-2006

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The helicopter pilot may be advised of relative wind by displaying an air sock, international code flag, etc. Smoke from the funnel also indicates the same and where there is exhaust from the funnel, the wind should be at least two points off the port bow. Ship should display signals to indicate it is restricted in ability to manoeuvre. The instructions from the helicopter pilot should be assessed and complied with. Deck team and rescue party should be ready in advance and be in communication s with the bridge. The operation should be well planned to minimise delay for the helicopter. 9 6.105.1 & 6.105.1(b) 1 Cape Town A RL 2 A to M RL 3a M to R RL (parallel) 3b R to S RL (parallel) 4 S to Adelaide GC

Practice 8-6-2006

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d.long between S and Adelaide landfall: 100 E ~ 138 22 E = 38 22 dl.ong for composite leg: cos P3 = tan lat B tan lat V2 = tan 34 37 / tan 40 = 0.822647482 P3 = 34 39.0 As P3 is less than the actual d.long between S and Adelaide, GC cannot be used. Waypoint S is immaterial and long of point for leaving 40 S will have to be determined. Leg 1 Cape Town 33 55 S 018 24 E WPT A 36 45 S 019 00 E d.lat 02 50 S, d.long 000 36 E 170 36 Mean lat = 33 55 S + (02 50) = 35 20 S

Practice 8-6-2006

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dep

= d.long x cos Mean lat = 36 x cos 35 20 = 29.37 = 0.172757915

tan co = dep / d.lat = 29.37 / 170 Co = S 9.801553503 E Distance Leg 2 WPT A WPT M d.lat

= d.lat / cos co = 170 / cos 9.801553503 = 172.5

36 45 S MP 2359.87 019 00 E 40 00 S MP 2607.64 055 00 E 03 15 S DMP 247.77 d.long 036 00 E (195) (2160) tan co = d.long / DMP = 2160 / 247.77 = 8.717762441 Co = S 83.45629729 E Distance = d.lat / cos co = 195 / cos 83.45629729 = 1711.1 Leg 3 (a + b) Long of point = 138 22 E ~ 34 39.0 W = 103 43.0 E

Practice 8-6-2006

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d.long leg 3 = 103 43.0 E ~ 055 00 E = 48 43.0 (x 60) = 2923.0 Distance (dep) = d.long x cos lat = 2923.0 x cos 40 = 2239.1 Leg 4 cos BV2 = BV2 sin lat B sin lat V2 = sin 34 37 / sin 40 = 27.89817794 (x 60)

= 0.88378051 = 1673.9 Distance = 1673.9

Total distance = 172.5 + 1711.1 + 2239.1 + 1673.9 = 5796.6 = 5797 10 d.long between departure position and edge of winter zone P = 080 10 W ~ 050 W = 30 10 d.long, if following composite leg = tan lat A tan lat V1 cos P1 = tan 30 20 / tan 36 = 0.805367196 P1 = 36 21.3

Practice 8-6-2006

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As can be seen, the composite leg joins the limiting latitude after it is past the 050 W meridian, the route should be a great circle to the edge of the zone and then another great circle from there to the destination. Leg 1 A Lat 30 20 N PA 59 40 Long 080 10 W X Lat 36 00 N PX 54 00 Long 050 00 W d.long (PX ) 030 10 E cos AB= (sin PA sin PX cos Px) + (cos PA cos PX) = (sin 59 40 sin 54 cos 30 10) + (cos 59 40 cos 54) = 0.6036963 + 0.296849092 = 0.900545392 AX = 25.77015056 = AX x 60 = 1546.2 Leg 2 X Lat 36 00 N PX 54 00 Long 050 00 W B Lat 50 00 N PB 40 00 Long 006 40 W d.long (Px1) 043 20 E cos XB= (sin PX sin PB cos Px1) + (cos PX cos PB) = (sin 54 sin 40 cos 43 20) + (cos 54 cos 50)

Practice 8-6-2006

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= (0.378253278) + (0.450269626) = 0.828522904 XB = 34.0526978 = XB x 60 = 2043.2 Total distance = AX + XB = 1546.2 + 2043.2 = 3589.4 = 3589 NM

Practice 8-6-2006

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11
d.long between departure position and edge of winter zone P = 080 10 W ~ 040 W = 40 10 d.long, if following composite leg = tan lat A tan lat V1 cos P1 = tan 30 20 / tan 36 = 0.805367196 P1 = 36 21.3
As can be seen, the composite leg joins the limiting latitude before it is past the 040 W meridian, the route should be a composite great circle to the latitude of the zone, on the parallel to the edge of the zone and then great circle from there to the destination.

Leg 1 cos AV1 =

sin lat A sin lat V1 = sin 30 20 sin 36 = 0.859208086 = 30 46.3 Distance = 1846.3 Leg 2 d.long Px = 40 10 ~ 36 21.3 = 003 48.7 = 228.7 departure = d.long x cos latitude = 228.7 x cos 36 = 185.1 (V1X)

Practice 8-6-2006

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Distance travelled to X = 2031.4 Steaming distance to consume 145 tonnes = 145/25 = 5.8 days = 5.8 x 24 x 15 = 2088 Hence vessel will not be able to enter winter zone before reaching its edge. Leg 3 X Lat 36 00 N PX 54 00 Long 040 00 W B Lat 50 00 N PB 40 00 Long 006 40 W d.long (Px1) 033 20 E cos XB= (sin PX sin PB cos Px1) + (cos PX cos PB) = (sin 54 sin 40 cos 33 20) + (cos 54 cos 50) = (0.434475468) + (0.450269626) = 0.884745094 XB = 27.77983119 = XB x 60 = 1666.8 Total distance = AV1 + V1X + XB = 1846.3 + 185.1 + 1666.8 = 3698 NM = 3698.2

Practice 8-6-2006

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12
d.long between departure position and edge of winter zone P = 080 10 W ~ 045 W = 35 10 d.long, if following composite leg = tan lat A tan lat Vx cos P1 = tan 30 20 / tan 36 = 0.805367196 P1 = 36 21.3 As can be seen, the composite leg joins the limiting latitude after it is past the 045 W meridian, the route should be a great circle to the edge of the zone and then another great circle from there to the destination. Leg 1 A Lat 30 20 N X Lat 36 00 N PA 59 40 Long 080 10 W PX 54 00 Long 045 00 W d.long (PX ) 035 10 E cos AB= (sin PA sin PX cos Px) + (cos PA cos PX) = (sin 59 40 sin 54 cos 35 10) + (cos 59 40 cos 54)

Practice 8-6-2006

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= 0.570817008 + 0.296849092 = 0.8676661 AX = 29.81145228 = AX x 60 = 1788.7 Leg 2 X Lat 36 00 N B Lat 50 00 N PX 54 00 Long 045 00 W PB 40 00 Long 006 40 W d.long (Px1) 038 20 E cos XB= (sin PX sin PB cos Px1) + (cos PX cos PB) = (sin 54 sin 40 cos 38 20) + (cos 54 cos 50) = (0.407916619) + (0.450269626) = 0.858186245 XB = 30.88645951 = XB x 60 = 1853.2 Total distance = AX + XB = 1788.7 + 1853.2 = 3641.9 = 3642 NM

Practice 8-6-2006

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13 a. Comply with WNA through out. b. Distance to steam before reaching winter marks = 2500 15 = 166.67 hours = 6 days 22 hrs 40 min Date when on winter marks = 5 + 6.94 = 12th March Vessel can enter the zone after consuming excess fuel c. Distance to steam before reaching winter marks = 1500 15 = 100 hours= 4 days 4 hrs 0 min Date when on winter marks = 15 + 4.17 = 20th March Vessel can enter the zone after consuming excess fuel

d. Vessel can enter the zone at any time