RNLI ILB/IRH Navigation Safety SOP 2021 PDF

Check Horizon for latest version RNLI Classification: Protected RNLI STANDARD OPERATING PROCEDURE SOP – Navigation Safety ILB & IRH Objective To ensure the safe navigation of RNLI ILBs and IRHs (on pa...

Check Horizon for latest version RNLI Classification: Protected RNLI STANDARD OPERATING PROCEDURE SOP – Navigation Safety ILB & IRH Objective To ensure the safe navigation of RNLI ILBs and IRHs (on passage, exercise and service). Validation ID Number ILB-SOP-Navigation Safety Original Approval November 2021 Date Version 4.0 Review Frequency Biennial Author Operations Manager (Lifeboats) Next Review Date October 2025 Approved by Senior Operations Manager Pages 6 (Lifesaving Standards) Department Head of Lifeboats Director Sponsor Director of Lifesaving Sponsor Operations Reference Documentation TP-LB-01 Crew Member Handbook STCW ‘Basic principles to be observed in keeping a navigational watch’ International Regulations for the Prevention of IMO ‘Guidance on voyage planning’ Collision at Sea as amended 1972 (IRPCS) Resolution A.893(21) PO1047 Navigation Safety Policy MCA ‘The Human Element’ PR1063 Safe crewing of maritime SAR assets GU1041 Powered rescue craft operational limitations GU1043 Operational Briefings and Debriefings Local Knowledge LOP Hazards Fatigue Weather and sea conditions Collision Ingress of water Grounding / Stranding / Allision Pollution Whole body vibration Safety, Health and Environment ILB-SOP-Navigation Safety V4.0 Page 1  Check Horizon for latest version RNLI Classification: Protected Local Knowledge Familiarity with a station’s local knowledge LOP is an essential pre-requisite for safe navigation. The LOP should contain: Information on safe pilotage (if applicable). Pre-planned routes saved on the chart plotter. Transits and/or other identifying features that can be used in the area. Areas of known hazard such as overfalls, narrow channels. Any areas of known hazard where rescues frequently occur such as cliffs where casualties are frequently cut off by tide. Safe routes to casualty drop off points. Other assets available including rescue helicopters and flank stations. Pre-launch considerations The person in command in conjunction with launch authority must satisfy themselves that: The asset is crewed in accordance with RNLI minimum crewing and competence requirements. Weather conditions are within limits. The launch is achievable and appropriate. A briefing is given, with specific consideration to navigation, appropriate speed and any contingency should current conditions change. Safe navigation of an ILB / IRH (All conditions of visibility): The person in command shall ensure: The ILB / IRH is always navigated in compliance with IRPCS and having due regard for other vessels and water users. A proper lookout is maintained in accordance with IRPCS. The ILB / IRH proceeds at a safe speed appropriate to the conditions, in line with IRPCS and with consideration given to crew safety and WBV (whole body vibration), adjusting course and speed as necessary to minimise the risk of injury to crew. They use all available aids to navigation relevant to the prevailing circumstances and conditions. They are always aware of the craft’s position with regards to depth and availability of safe navigable water. They have full situational awareness and knowledge of the number and proximity of hazards; this may involve moving around the craft and ensuring tasks are delegated effectively. They regularly cross check navigation aids. For example, charts and radar (where applicable) are cross checked against visual reference points at regular intervals not exceeding 15 minutes. They always monitor their position, but formally fix at regular intervals (see below section fixing). They plan a route and risk asses it prior to proceeding (see below section navigating). The crew reports to the coastguard as stipulated (PIM/Position and Intended Movement). Radar (if fitted) is correctly adjusted, and an appropriate range is in use. ILB-SOP-Navigation Safety V4.0 Page 2  Check Horizon for latest version RNLI Classification: Protected Additionally, in restricted visibility or at night-time The person in command shall ensure: Safe speed is re-assessed to reflect any change in the conditions. The planned route is re-assessed to reflect the change in conditions. Echo sounder (if fitted) is used as required. Competent person to confirm radar (if fitted) is on and correctly set up. Sound signalling appliances are ready to be used as required – if vac packing equipment ensure the packing is left in a way the equipment is readily available, e.g. cutting a “V” shape in the packing. Navigation lights are switched on and working. Consider a SITREP update to the coastguard. Types of navigation Visual / dynamic In good visibility the person in command may navigate by using their local knowledge and/or pre-prepared plans of their intended route. A dynamic risk assessment should highlight any areas along the route that may pose a hazard to the ILB / IRH. Visual/Dynamic navigation is not acceptable when: Navigating in restricted visibility. During hours of darkness. Sea state and/or weather is impairing visibility. When landmarks are not in sight. Visual/Dynamic navigation is acceptable when: The destination or next waypoint can be seen from where the passage is being commenced and there are no known hazards or obstructions along the intended route that would endanger the ILB / IRH NOTE: Whilst on service it is good practice to use the casualty marker on the plotter although not necessarily required under visual / dynamic navigation Electronic navigation / Paper chart navigation Paper or electronic navigation must be used in instances when visual/dynamic navigation is not acceptable. Whilst navigating using electronic charts a route must be plotted and where possible used in conjunction with other aids such as radar. In addition, the plotter position should be regularly cross checked by other means available. The electronic chart on an ILB may be used as a preferred means of navigation however paper charts must still be carried for instances where a proper fix is required and for reference. Using electronic navigation aids does not negate the requirement of keeping a good visual lookout. ILB-SOP-Navigation Safety V4.0 Page 3  Check Horizon for latest version RNLI Classification: Protected ILB Position fixing (good visibility, in sight of landmarks) In clear visibility, a position can be considered fixed when a formal cross check of equipment has been completed, for example a visual fix when passing a named post/marker and cross-checking the vessels position on the plotter. When fixing a position, it is good practice to use more than one navigation aid to cross check position. As a minimum this cross check of equipment should be done every 15 minutes, however this should increase when approaching or prior to entering areas of known hazards. This may be done when completing a PIM report with the coastguard. Position fixing (restricted visibility or at night-time) During darkness or restricted visibility, the frequency of position fixing and cross-checking equipment should increase. If a radar is fitted, electronic range markers and electronic bearing lines should be used to cross check the position on the electronic charts. Landmarks and buoys can be used to estimate range of visibility, but at sea it can be difficult to accurately judge distance without support of radar. The D class has limited navigation aids, which must be considered by the helm when planning a safe route. Transiting areas of known hazards The lifeboat station local knowledge LOP should detail all hazardous areas the ILB / IRH will regularly operate in and any other significant points of concern. The chart plotter should have pre-planned routes stored on it to help keep the craft safe whilst transiting hazardous areas. Laminated paper plans should also be carried. Where possible proper use should be made of suitable transits, clearing lines, radar techniques (if available) or any other means available. Operating in areas of known hazards Operating in areas of known hazards includes activities such as approaching a lee shore with breaking surf, protruding rocks, etc. Operating in these areas often puts the person in command under significant pressure and at risk of situation overload. The below points are some key considerations/actions that must be taken into account prior to committing: Consideration should be given to other more suitable rescue assets such as coastal rescue teams or helicopters. A proper plan and dynamic risk assessment must be made prior to entering these areas. A good briefing must be given to the crew, roles allocated, and contingencies discussed along with ad-hoc controls such as dipping oars. Local knowledge should be used. Any reference points or landmarks should be identified to assist in maintaining a safe position. Good situational awareness must be maintained by the person in command. If in any doubt as to the safety of the crew or craft, the ILB / IRH must move to a safer area and re-assess. ILB-SOP-Navigation Safety V4.0 Page 4  Check Horizon for latest version RNLI Classification: Protected Navigation whilst on passage When passaging a boat / hovercraft, a formal passage plan is to be made. Whilst on passage: Position is to be fixed at regular intervals and cross checked using other navigation aids. A navigation log should be considered. Use of DR/EP to monitor intended/expected progress vs actual. ETA is to be monitored and any significant delays communicated to coastguard. Any deviations necessary from planned route to be replotted, assessed and COIR informed when possible. Weather is to be monitored and cross checked with expected forecast. Fuel consumption / economy is to be monitored. Points to keep in mind. Full use shall be made of navigation aids. Crew should be fully briefed and updated on the plan and their responsibilities. Restricted visibility is not limited to fog but encompasses being in or near fog, heavy rain, mist, snow etc... When fixing/verifying position if the cross-checking of navigation aids doesn’t match then the craft should be stopped until the person in command can validate their position. If your position is not known, then you should stop and reassess. The compass error can increase significantly due to metal objects in the vicinity such as safety harness Compass Errors It is good practice to regularly check the compass against transits. RNLI craft do not maintain a compass error book however it would be prudent to make regular observations, particularly against known bearings such as the line of the slipway. This SOP has been reviewed in conjunction with the latest risk assessment and any safety learning review recommendations. ILB-SOP-Navigation Safety V4.0 Page 5  Check Horizon for latest version RNLI Classification: Protected Amendment History Date *Version Author / Contributor Amendment Details September 4.0 Operations Manager (Lifeboats) Text reviewed 2023 (Tim Evans) SOP ID changed (All changes highlighted) Periodic validation March 3.1 Operations Manager (Lifeboats) Minor text amendments to 2023 (Pete Murphy) incorporate IRH. March 3.0 Operations Manager (Lifeboats) SOP broken down between 2022 (Tim Evans) ALB/ILB, complete rewrite with engagement with RLLs and L&OD Change of SOP name August 2.2 Senior Operations Manager Text changes 2021 (Oliver Mallinson) June 2021 2.1 Operations Manager (Lifeboats) Safe Nav SOP changed from LB (Tim Evans) generic to ILB and ALB separate Full rewrite. October 2.0 Operations Manager (Lifeboats) Version control implemented. 2019 Printed watermark added. Periodic validation. July 2018 1.0 Operations Manager (Lifeboats) Existing SOP *Version Control Note: All documents in development are indicated by minor versions i.e. 0.1; 0.2 etc. The first version of each document to be approved for release is given a major version 1.0. Upon review, the first version of a revised document is given the designation 1.1, the second 1.2 etc. until the revised version is approved, whereupon it becomes version 2.0. The system continues in numerical order each time a document is reviewed and approved. ILB-SOP-Navigation Safety V4.0 Page 6