Professional Documents
Culture Documents
BTM 1-3
BTM 1-3
BTM 1-3
A Practical Guide
Second Edition
by Captain A.J. Swift FNI
:-:ding a new section on Electronic Navigation
by Captain T.J. BaileY FNI
. .: \G Carricl. TV NIUBARAZ
PhotorJalens
Foreword bY
Mr. C.J. Parker OBE FNI
Secretar-v. The Nautical Institute 1973-2003
FOREWORD
By Mr. C.J. Parker OBE FNI Secretary, The Nautical Institute 1973-2003
I*,.ple.r.edLob"ar<edbr'health"-."srite\"iure*ordroihp.e,ondcdidonolBndepTio,,j
l4onoicn,nt6",tu.etl ebotikex.rrplifi..rheprorer.ionrlappron,lron"\ig:rrior. l'l r'.boo\rre
task c;mes first and that task is to ensure lhe sate -lnd timili arT]r al of shrps. To achieve this, all
members of the bridge team including the prlot. r'hen <arried. need t" share tbe same sense ol
PurPose.
po
\onponFrb$ri.r'n,lud".omFer"n,i'.pLnrirg.reamsork..on.'olardle\iolir). lherd.ki.Lo
er,ure.har rl..hip,uhcn.rdvigari.lt, "., roLnil,rilloekepr . r.dle$drpr allouinglor ,unent..
ridJr rrlrp|l,^,!uridp. k""l cl"alar,".*'ndrrd'harep\invi5rbrliD. \dd'rior a' I p,o\ r.'on nFFd.
to be made lor contingences.
The realisation that people can make nistakes is an essenlial part ol developing good
proredule.. lhi'po,rri.husc\;rdirfrcur oarri'rrlare'nl"e,'.L.iorrbe,eu."rh",egulaorpror de'
irr u nen. u r'. r sp,, i \ rFqui FFle rr.,o bp lorutr, d. br t shich cdnnol in r\en.e \e. prP\en,
people making mislales.
In ihe IMO. the STCW95 Convention Jays dorvn rvell considered standards fol safe
,J\ ig"Ljon. 5imildrl) IMO I :,. produ. "d u.etul gxideli.les in Parr B . ,dpr, | \ lll rh.,. ar" quo.ed
:nd di,cu",ed rn rhi. book. ThFrF r\o ndior ".'rr nent. prorid, r l'arre*orL 1o, dp\c oping
pr"r "d' r".
ir roma..on,l rra,r'rg randardr ar o 3ood opera.
"nal
Srmilarll, merchant-shrppine legisJation makes the master responsible for the,safetv of the
.
b"'
' "e'rl
r"qu
'u.l
ofl'n,enor o'.urraplor ina,"rrpLrJr"rya..:.bur ,l-.doe.ro.proriJcarr.nr'ir'glul .o u'ro r
The e'sen.",r Cao a.n Sr'i r'. book i. rh. L na\iJ...L:un"l 'a err l_a. to bc rrrna,led arrd r\"
rF.hn.ques olorsani/JLjoi. lFaaFrsl rp ard r"an"o k ricd ro b" appli"d il $e .hip i. ., all ne. ro
d"n-on.r.? e '"lirble p"rlor rar, ". dood TirnJJtFnenr "n.ure..l-ai rh, pot.nci.rfacrrvirr".. uhi,lmiqnr lpadroerror ,h.in..are' o.', qn, \ed be'or" .l e .ar adr, r.FlvaffF,r'\" 'hP.P uge$
Thi. cros*h", kir6, an on'1 be d, r.. 1(r""\er. Pbain\, d P-", o r.idercd o an
Pmctice.
CONTENTS
rorervord
Preface
ChaDter
...-.................
Introduction................
Team l{anagement: ...
Bridge Team Management
Error
Being
......._....................................
.........._..........................._.
N{ora1e
........................................3
Con or
Lookout
Distraction
Communications Breakdo},n
Plan
Improper
.........................-.
Procedural Molation
..............................,......... 6
Lack o[Doubie
- Ambiguit\ -
Lookouls
........................................2
Chains:..............
the X,Iasier
..-..................................6
Tiack Track Nlo loring Track Regain Doubie ChecL Fixing Fixing Echo Soundel Light ldentification Decision Co obomtion
Planned
\risual
Safe
Navigation The
Passage
Passage
No go
-..................................-........... 8
Appraisal....................................
Sources of
Oven'ierv............
Informatioi
Ocean Passages
Coaslal Passages
Planning
Areas
.............................................9
........................................... 16
Chart Change
Distance
Tidal \\tindol
Siream
Off
Deviation from
Allor.ance
(lcean Tracks
tack
Coastal
tacks
- \fheel Over Parallel Indexing - ARPA N4appnrg - \\bvpoints .\borts - Contingencies Position lixing - Prinarv and Secondarv llixilrg Conspicuous Objects
Lardfall Lights Fix liequeDc) & Regular.itv - Additional Infor.mation
Reporting
Cour.se
Alteration
Traffic Areas
Tug Engagement
Situational Awar.ness:
:ll
Tearnwork
17
48
5t
board............
Planning l{asler/Pilollnformalion
Exchange
.......................................55
- Responsibility
Monitodng
Chapter
Navigating
Page
witl
requirements The
need for
ECDIS
Electrodc charts
T)Pical
plaming
ECDIS Relerences and Publications
.............
................ .. ...
Defin1tions.............-....
Fulther reading..........
.. .
.. 7ti
.................................76
................................. 78
IMO Resolution A
893(21)
\'III
PassagePlanningwithcommentary........................85
Page
II
outlit....
...........................................................94
............... 102
List of Figures
in Chapter
Page
Figure
and
OverPosilio
......................
... .
.. .. ... .. . . .
C]ontingencies............................
.25
29
^borts
8
9
31
Be
ings
ncproduced
327'!
dd
itith
the peunissn)n ol
tl Hldrogrdphcr
oI ihc
Na9
in Chaqtet 6
li8ure
10
in Chaqter
. . - .- ..
Helnsman
.. 50
Figure
....... .... ... ... ... .... ... .. 6:J
.............
tj4
.... ........... ... .
Navigational sensors in an IBS ....................
................... 65
F.xh..i lron BA2015 in RCDS format.................................
.
. ... . 66
Exbact ftom S 57 chart (Vecior folmat) ofth
1l
12
l3
14
16
17
iB
19
20
S 57 chart (vecror
.........
fonllai)
showing .r 'Cauiion
safetv
\byage plan saJeLv
\ote ligx'
Fs
11, 15, 19
dd
\bt'asc plan
Noie:Fi8xres
.. 70
................................ .... . . 71
Ajea' for power cables ... . . 72
a
..............................................71
20 de reproducedaith the pe.mission oi Norlhrop GrunmD Sperr llarine
] U Jr
of
and ihe
Chapter
Most accidents occu because there G no system in operation to detect and ponsequently
prevnt one person making a mistake, a mistake of the t1pe all human beings a1.e liable to commit.
This book is designed to make the voyage safer by explaining how to carry oui ihe differ.ent
aspects of bridge team nana8ment.
It is now some len )rears since The Nautical Institute published the original editio! of Bnlgr
nam Management. The ideas in that ediiion h ad been lalgely developed through th e author wor.king
al the Simulator Section of the Maritime Operations Centre of the Southampton Institute ofHigher.
Education.
Although the firstedition has been accepted throughout the rvorld, as the definitive book on
lhe subject, the r'r-orld's shipping stil1 does not necessadly follow team management and passage
planning. But the world authorities are now catching up lvith the industry in realising that both
nanagernent and planning are absolutell necessary in promoting safer shipping pmctlce, indeed
IMO has now come out with recommendations on both subjects.
This edition sets out in chapters 9 and l0 to put the IMO recommendations into plain
IMO recommendation is on
seafaring English, following the format used in the first edition. The
the left hand side ofeach page and its meaning alongside it.
5.14 Members
IMO STCW
95
B-VIII Part
This is the time when team work and planring really come into thei own, as any officer,
including tle mostjunior one in the team, may have to make decisions that he loows are really
beyond his capability.
Horrever ifthe ship is operating under a good s)'stem ofb.idge team managemeDt and the
dra$n up, eveD the mosl junior and inexpelicnced officer rvill
have a subsiantial fund ofknowledge to back up his acti.rns. He will kno$ that the decisions he has
to male uill be safe and will appl) the knowledge he aLcadv has to the svstem he has been
wolking.
passage plan has been carefullv
The original book -Brllge llam Management \^'as written before the IMO decided that it too
had to plodrce a resolution on the subject. ,/ldg, liamMdnagementhasbeen well received drroughout
the r.orld and is proving to be fie basis for. rnost ship's prLssage planning and bridge resomce
management.
This, the second edifion, seeks to explain the IN{O's staternents, conlinning 1!'hat so many of
knor. and work to. It also blings *1e subject up to date with a ne\r section on elechonic
us already
navigalion.
Team Management
One of tle reqtilements lor manning and lunnjng a ship is to have the highest caiibre
personnel aDd the latest equipment This must still be the wjsh of ever) shipmaster and officer but,
faced r'r-ifi today's harsh econonic realities, is olten not possible. Irequendy, bddge teams will
consist of grorps of mixed abilit) pelsonnel working lvith outdated equiprnent. Nevertheless to
achieve the successful conpletion ofthe vo) age it is the conceln of all ships'olfice$ to male lhe
best possible use of available resources. both human and mate al. Each nember of the tearn has a
part to pla,v in this.
The tide "Team N{anagement" is ihe intelaction r'equired wiliin ihe tean1 lor. such a system
to work. It does not refer to an act olrna.nagemeni by one person but to a continuous acceplance
and understandingby each ofthe team members that they all have io fullil *1e loles to rvhich ihey
har e been r.rrgr"d
To consistendy achieve good resuhs there ar.e a number offactors that need to be addr'essed.
Firstl,"- those conceming technical kno edge and skills and then the requirenents of the nore
traditional man management or "people" skills nl'olved in the deYelopDrent ol human resources.
ln looking at the technical skills, considention mr1st be given to thc lechniques invoh'ed in pleparing
The skills concerning the development ol human resources are covered in depth in othel
publications. The smooth and efficient running cJf any bridge ieam depends upon the basic principles
of good communication and man maDagement. Witl current ship manning policies these skills
mustbe developed onboard to ovelcome cultural b oundaries as rvell as those of a more tladitional
hierarchical lank sbucture-
Ttaini
.g and Coa.hing
The ability io do ajob rvell depends) to some exlent, on the qualitl ofihe tlaining a person
has received. A poorl) motivated trainel rvill oflen produce a poorll motivated trainee. We all
spend a great part of oul lives eitler impdrting kno*-ledge to othels or learning such kno ledge.
This starts }'hen we are veryyoung and continues! no matter what our chosenvocation, thloughout
our lives. Proporlionally, very 1;ttle of this is conducted in the forrrral atmosphere ol a lealning
estabiishment, most learning taling place at mother's knee or in the workplace. As such we are al1
teachers and we should not be reluctant to pass on knowledge when required.
The methods of passing on knouledge are mam' and various. They ma)' be split into two
main groups training and coaching. These differ slighdy in concept. Tiaining a person involves
instructing them in the execution ofva ous tasks orproceduresto a required standald. Coaching,
ho\{,'ever, involves the development of existing abilities through delegation and monitoring. It is a
fine line between delegaiion for coaching purposes and abrogation of one's own responsibililiesl
Care should be taken to avoid delegating at too early a stage ol development. If t}1e tminee is
- _The development of a team from a selection of individuals mav take a greai deal of effort.
Not all members will srart'ith the same baseli"" of t,'oo,.l"d;;.
O;;" ,i" i"#i, ru".u."i"g, ,f.,"
flow ol informaiion *ill increase as a direcl res'h of the ne*:11
-
Jr
Well Being
ro\
ii"
-;r".i.r."fi
of.
frrgf; rr"""aara.
Motale
orn'effo;r,;;;;;;;;_;";ili;;
Error chains
l,Iaritime incidents or disast-.rs are seldom the result of a single
eveni, they are ;rlmost
invariabl) the resul of a ssdes ofnon-serious incidents: ihe
curmin"ti,i"
"i
"'r.-.
.r*r".'"""''
,,.,^.r:,:i:,:::l.l):|-',:i^":)-t.:
rr'r\epppr IT"'ls,'.har
rla, a 1s,1",.hain i. d"\"toorsand ro,ake.crior,
:",-:
:T
u!.-o upon tn.. e,ogrrhol, ioi,*:qi*
brF:k \e er.ror.,ha
Anbiguit!
asr--ee,
Anbiguit! (cont.)
oF rhp
.rm": .o nF(hi18 i.
CommunicaLion
breakdoan
several .$'avs. It
one
another due to being from diflcrent backgrounds or even differ.ent
parts olihe same counil)-. Merel)' pmctising communications in their
everyday life can easily rectif) snch differences.
ir
a pe^on
or on another ship. Patience and
peneverance are the onlv methods to rectifr, this situation.
a shore staiion,
It is not always clear $'ho actually has the conb:ol ofthe ship.
This can occur in seveml $,a) s. The arlival of the master, on the
b dge, does rlot necessalily transfel the con lo him. In lact un[] he
states other"lvise the con remains with the (lo\\l The easiest wal io
clarif, this situation is for the OOW to make alogbook entl' to fie
effect that the master has taker the con, ofienise it nay be assumed
that it remains w'ith fie OO\V, Tlis procedule is reconmelded nr
th,e
IcS
A similar situation can adse $,hen it is not clear. w'ho has the
con ivhen fier-e is a pilot on boald. Normally the masiel l,ill have
the con r.her nuking the pilot station and should quile clearly slaie
'r{hen the pilot takes fie con, thus cla fying thc situation to all
concernecl. This too can be clarified by fie OOW making a 1og
enl-y io this effect.
is usually
aIesult of
uith the
Plan
Procedzral aialatian
1
2
a1
Weaknesses
llll
held nr
Nolrml irr
1975 ir rvas
Ensuhng sufficicttt
petsonnel arc a\ailable in
special circumstances
Prccke instru.tions
cd.lling the ma:ter
in
fot
Postiltg hok-outs
Precke h$tructions
rcgatdiag reduci.ng sP ee d
in the eaent of teduced
aisibilitt
The OO\\'ma,v consider that he alone car keep the look out
in addition to his onn duties. However nol posting a lookout nla)
cause hinl to neglect other important duties.
co
Failure to adequatel|
monitat the nessel's
lrogress ahng the planned
tuack
safel).
Il
constrained
0atcfi
SAFE NAVIGATION
THE OVERVIEW
Bridge orgarisation
An efficient bidge organisation
\{-i11
Eliminate the dsk that an erfor on the part ofone Pe$on may result in a dGastrous situation'
Enrphasise the necessi! to maintain a Sood visual lookout and to can)- out collision avoidance
Encourage the use ol all means of establishing ihe ship's position so that in ihe case of one
method becoming uneliable others are immediately available
Male use ofpassage planning and navigational systems which allot' continuous monitodng
and deie.tion of deviation from tlack when in coastal 1\'atels.
5
,A.ccept a
pilot
as a
Individual role
These procedures can only be achieved b) each member o[ the brldge team appreciating
that he has a;ihl part to play in the safe na\,igation ol the ship Each member rvill also realise that
safet) depends upon all personnel Plaling their Part to the utmost of their abiliq-.
Each team member must aPpreciate that the saJety of the ship shorld never depend upon
the decision of one person only. A11 decisions and orders must be carefully checked and their
execution monitoled.Junior team members and $'atchstanders must never hesitate to question a
decision if ihey consider that such decision is not in the best interests of lhe shiP Careful briefing
and explanatlon of the responsibilities required of each member $i11 help to accomPlish this.
THE PLAN
Voyages of whatever length can be broken dow1l into two major stages
PREPARATION
EXECUTION
APPRA]SAL
b
PI,ANNING
MONITORING
Chapter 2
PASSAGE APPRAISAL
Inhoduction
Befole any voi age can be embarked upor or, indeed, any project undertaken, those controlling
lhe venture need to have an undcrstardtug of the risks invoh cd. Thc appraisal stage of passage
planning exanines these risks. If alternatives ar.e availablc, the risks are evaluated and a compromise
solution is reached rvhereby fie level of risk is balarced against comncrcial expcdicncv. The
applaisal could be considered to be the most important parl ofpassage planning as it is at this stage
that all pertinent information rs gathered and the firm fourdation Ibr the plarl is built. The ulgc to
conrnence plarning as soon as possible should be resisted. Time allocated to appraisal r'il1pav
dividends laier.
Sources of information
The master's decision on the ovelall conduct ofthe passage will be based upon an appmisal
of the available information. Such appmisal \',ill be madc bt conside ng tlrc infonnation lrom
sources including brt not limited to:
1
2
3
.1
Chart Catalogue.
"
6
7
8
I
L0
1l
12
l3
1.1
lJ
I
l7
18
19
-20
-21
22
-23
Navigational Charts.
(lceal
Pass.lges
[or'fie \\rorld.
t B" '(..
Light Lists.
Tide Tables.
Tidal Stream Atlases.
Notices to Marinels.
RouteirglDformation.
Radio Signal Informatior (inc. VTS ard Pilol seNiccl.
Chmaliclnformalion.
T,oad T,ine (lhart.
Distance Tirbles.
ElectronicNavigationalSvstemslnformatior.
R,dio r rd
Draught ofVessel.
Navigational Terms.
Orvner's and othcr unpublished soulces.
PersonalExperience.
N{arirer'sHandbook.
Guide to Polt
Entrl
Nautical Almanac.
RRTDGF, TF,AN,I
I\{ANAGEI\{ENT
Not all such sources rvill be necessary for all passages and voyages, but the list gives a quick
check on i{hat informaton is necessary for most. Expedence will shorv the Plarner just l'hat is
required for the passage he is plarning.
These items are discussed in detail below. Only B tish and American catalogue nunbers
are quoted. Other, similar, publications mav be available from other national sources.
Chart Catahgue
Chark
Oceatu Passsdges
WorId
ofthe
Nary (British)
as NP
o' edr pas\agps.
Lo
Tide Tahles
norldl,ide Tide
Tables.
Notices to Marinct.t
]]
10 Shiq's Routeing
11 Radta Signal
Infotmation
'
Se
ices:
12 Climatic Infornation
14 Dhtanu
To.hIP.t
Electronic Narigation
Slstctis Handbooks
:-.
lor infornation
on the
17 Draaght of ShiP
1B Naaigationdl Terns
79 Oumer's
and. other
soufces
see
20 Personal Exlet'iznce
2'l
Mariner's
Handhook
The
22 G
2t
Nautical Alnanac
Having collected together all the releYant information the master. in consuhation t'ith his
officers, will be able to make an overall aPpmisal of the passaS'
Ouan
13
rhe)
Coastal
RRTDGE
TEAM MANAGEMENT
15
Chapter
PASSAGE PLANNING
Introduction
Plan ng rnay be considered in t$ o stages l
1
2
No-Go Areas
Figure
Croan coJ\r.Fht.
1 NO GO AREAS
oJ thN
Nary.
17
Margins of Safetl
I
2
3
4
Tidal streams.
The m;inoeuvring characteristics ofthe ship.
i
2
3
o1.
rolling-
Safe Water
Areas whele the ship ma)' safel). deviate are considered to be Safe
Water and ihe limits of this safe u'atel are bourded by the Margins
$(Sdrq.
Figure
(for
2 MARGINS
d.fnltirn
of
OF SAIETY
thc
ni'rlln
Ttacks
Coastal and
Estuaial
Tracks
chart's
number.
Iiack Consideration
dista.nce
a ship should
oft
3
cu
ent
shoulil
As a guideliDei
.
.
.
Vessel's dr-aught
3{l metres
Vessel's draught
10 metl es
20 metre
Pass outside
contou
contour'
\"$"r. " r-h a draug\t oi rro e l'a r 'U netlc' rrr 't er 'r'rp
is sutficient undcr keel cleaunce cr<ercising due
that there
caution rvithin the 200 metre line
Regulations
Deniation
ftom Iiack
'nal
having to aller for anothel ship Even so, stcb deriation from track
shoul; be hrrited so that the ship does not enter areas where it may
be at sk or closel]' apProaching the margins of safetl
[Inilerkeel clearanu
In cerlain circumstances
21
</,,
I'r '
"-
t-
Figure
CHARTED TRACKS
C'arn carytisht. R.!tudued lianr A,Jnirul, (;hart J271t'ilh ttu pemision afth. HJbrgal)hd af th. Ndt)
Slrcam Allouanry
co
ship has been set off track bv the ddal stream and/ or curleni. Such
correction mav be adequate in oflshore sitLrations, \\herc t]rc ship is
not close to danger. but as lhe planned ilack approaches the coast it
is bettel to make tidal and cuncDt concctionpdor to its taking effect.
fiough more delailed infolmation is given irl Oc.an Passages far the
lfor@ Roureing Charts and Pi]ol Books (see Appraisal sectiors 3,.f
& 5). Curents var') accolding to theh locatlon and the season and
mav be influenced b) changes iD lneieor.rloglcal conditions.
fid.rl rntorm" -on -' r\.ri,-b,e honl Lhr
Alterations and
Whcel Oxer
Iig-ure ,t shor,r-s the rr.heel o\.r position using t$,o separate mefiods of moniroring. At the
course alteraiion from 032" to 012', the 1r.hee1 over position is achieved I,hen Thor.n Island is
ahead at 1.31 miles (kno$n as the dead rangeJ. At the course alteration lrom 012. to 000" the \\'heel
over posilion is achieved when the Southern Edge ofRat Island bears 096".
Parclkl Inde ng
ARPA Mappine
1
2
3
.l
2-I THE NAUTICAL INSTITUTE
Figure
3274 eith
the
f.nntr\i
!h.Il)dtogafu{
oJ
th. NtLt
t
I
I
I
Figure
PARAI-LEL INDEXINC
26
lht
!tni.$r,l
af tht
h.lrostapha
of the
Natl
Aborts
Contingencies
I
2
3
.l
.5
6
i
l.
Altemative routes.
Sa-le;u-rchorages.
lvaiting
Emergency berths.
a1eas.
Position
Fitihg
Ior erample, rvhilst the ship is out olsight ofland it may well
be that the GPS is the primary slstern, r'ith Lomn C as the secondary
or backup system. As the ship approaches lhe coast, the GPS will
still be providingthe primarv fixing method, lhe Lomn C becoming
less impofiant and the radar fix confirming tle GPS frr.
Eventually the Loran C, although slill running, will become
redundant and more reliance placed on the radar frr, with the GPS
taking the secon darJ- role. In enclosedwaters the GPS posiiion ma,v
become inappropriate and position fixing depend upon radar and
visual methods.Ilis important to be flexible. Reactions will depend
upon the equipment available and the circumstances ofthe individral
case. All concemed mustbe aware that a svstem is in operation and
fiat it should be lollowed as far as is practicable.
28
ln order to
plimary
and secondary methods of flxing. To turther reduce the OOW\
workload the navigator rill have studied his chart at the planning
Figure
af tne
Hlbosafho
af the
Natl
stage and decided which ladar conspicuous marLs and visual aids
ale to be used ai each stage ofthe passage. Such rlniformiq will not
Landfall Lights
lor
Buolage
as
Filr Frequenq
30 THE
N,A.UTICAL INSTITUTE
Fix Regularitl
fir fiequenc) it
is good practice to
ensure lhat fires are in fact lrrade al that frequenc)! nor as and \!hen
the OOW rhhks fit. The onl,v exception to rhis will be if the OOIV
has oiherpliorities !o cortend rvith, e.g. cour.se alrerations for rrallic
Reporting Points
Anchor Clcatance
Tug Engagement
Ilalfic ANas
Sale ravigallon of thc ship does not orll]' requlre fixing the posiiion Ofthe ship on the charl
at re8ular intervals. The OOW needs to bo constantl) updating himsclf regar.ding the position of
the ship relative to ihe req ired track anLl the tendeDcv to increase or decrease deviition liom
track. Although regr ar tudng rill give thisnfonrrroun there dre oihlr.less obr rous rr.avs ofobtaining
such information. olten requirlng liti1e hput other than jusr observing naturai featurts. Nlanr.oi
r:
Error
Leading Lines
ConPass
Ship on Leads
Figure
32 THE
N,A.UTICAL INSTITUTE
7 LEADING LINES
Clearing
Ma $
Mark
Cleartng Beaifigs
Head
Geogaphical Range
2
3
The greater tle height of the light the greater the distance ar
rvhich it will be visible: equa1l) the grcater the heig.ht of eve ofthe
ob.F .".,hFru.hp he*.11.e". r"li;h thF.er\u ,co..,un binpd
Figure
CrodrL
fonrlion
af thN
Htdraqathet
of th.
^"a
Clearing Bearifgs on
032 track !s ng
Thorn lsland as Headrnark
Figure
Oo@n
t-i
:1, , t-.
CLEARING BEARINGS
af !h,
]ttdto!tu?tu
af the
Nat\
Luminous Range
Tlis
Nominal Range
The range shown on ihe chart, beside the light star', is $uallv
the Norninal Range, i.e. the luminous range rvhen meteorological
visibilitf is 10 miles. This is not irlvariable though. ScJme countries,
such asJapan, chart the Geographical Range: somc such as Brazil, the
Geographical or Non'inal according to whichever is fie greater. It is
the naYigatol s responsibilitv to make himself a}' ar.c ofwhich range is
shorvn and io ensure lhat the OOWs are also aware ofthis fact.
Landfall Lights
Ertreme Range
I
2
ll
The fact
Erho Sounder
'$.here thls is
Asinthecaseof
lighl at nlrrimum
rarge, whllst not ploviding a Iir, the acflral decrease in soundings Uill
make the OOW more aware that he is approaching danger.
Chart OLrerctou)ding
r,,.. b"'hor^r
Planning Book
Conning Notebook
Master's Approoal
,.rro edon
Or'
re
his approval.
Plan Changes
All members of l-hc bridge tea[r will be arvare that even the
mos! thorou8h plan may be subject io change dur.ing the passage. It
is lhe responsibiliqr of fie person making such changes to elsure
that such changes a.r'e made $,ith thc agreement of dre master and
lhai all other members ofthe team are so advised.