Bridge Team Management (2nd Edition) PDF

 THE NAUTICAL INSTITUTE BRIDGE TEAM MANAGEMENT A PracticalGuide SecondEdition by CaptainA.J. SwiftFNI including a new sectionon Electronic Navigation by Captain T.J. Bailey FNI Cover: LNG Carrier TV MUBARAZ passingthrough Sing...

 THE NAUTICAL INSTITUTE BRIDGE TEAM MANAGEMENT A PracticalGuide SecondEdition by CaptainA.J. SwiftFNI including a new sectionon Electronic Navigation by Captain T.J. Bailey FNI Cover: LNG Carrier TV MUBARAZ passingthrough Singapore Strait eastbound photo:Jalens Forewordby Mr. C.J. ParkerOBE FNI Secretary, The NauticalInstitute1973-2003  BRIDGE TEAM MANAGEMENT A Practical Guide by Captain AJ. Swift FNI including a new section on Electronic Navigation by Captain TJ. Bailey FNI First published in 1993by The Nautical Institute 202 Lambeth Road, London, SE I 7Lq England Telephone:+44 (0)207928 1351 F a x : * 4 4 ( 0 ) 2 0 74 0 I 2 B l 7 Publications e-mail: [email protected] Worldwide web site: http: / /www.nautinst.org SecondEdition 2004 Copyright @ The Nautical Institute 2004 All rights reserved.No part of this publication may be reproduced, stored in a retrieval system,or transmitted in any form or by any means, electronic, mechanical, photocopying, recording or otherwise, without the prior written permission of the publisher, except for the quotation of brief passages in reviews. Although great care has been taken with the writing and production of this volume, neither The Nautical Institute nor the authors can accept any responsibility for errors, omissions or their consequences. This book has been prepared to addressthe subject of bridge team management. This should not, however, be taken to mean that this document deals comprehensively with all of the concerns rrhich will need to be addressedor even, where a particular matter is addressed,that this document setsout the only definitive view for all situations. The opinions expressedare those of the authors only and are not necessarilyto be taken as the policies or views of any organisation with which they have any connection. Readersshould make themselvesaware of any local, national or international changesto bylaws, legrslation,statutoryand administrativerequirementsthat have been introduced which might affect anv conclusions. Typesettingand layout byJ A Hepworth 1 Ropers Court, Lavenham, Suffolk, COl0 9PU, England Printed by O'Sullivan Printing Tiident Way, Brent Road, Southall, Middlesex, UB2 5LF ISBN | 87007766 0  FOREWORD By Mr. C.J. Parker OBE FNI Secretary, The Nautical Institute 1973-2003 I was pleasedto be asked by the author to write the foreword to the second edition of Bridge Tiam Managementbecause the bo6k exemplifiesthe professionalapproachto navigation.In this bSok the task comesfirst and that taskis to ensurethe-safeand timely arrival of ships.To achievethis, all members of the bridge team including the pilot, when carried, need to share the same senseof purpose. The practiceof navigatingsafelyin coastalwatersand port approacheshas a number of componeniswhich includeiomfetencb,planning,teamwork,cbntrol'ahdflexibility.The taskis to ensurethat the ship, when navig'atingcloie to lan-d,will be kept in safewater allowjhe for currents. tidal influences,under keel clea-ranc6, wind and changesin vi'sibility. Additionallypiovision needs to be made for contingences. The realisationthat people can make mistakesis an essentialpart of developing good procedures.This point is howeverdifficult to articulatein legislationbecausethe requlatorpiovides instrumentswhich specifyrequirementsto be followed.bit which cannot in theirselvejpreuent peoplemaKlngmrstaKes. In the IMO, the STCW95 Convention lays down well-considered standards for safe navigation. Similarly IMO has produced useful guidelines in Part B chapter VIII that are quoted -discussed and in this book. These two major in-strumentsprovide a lramework for developing international training standardsand good operational procedures. Similarly, merchant-shippine leqislation makes the master responsible for the safetv of the ship but pilotige legislation in'coirpuisory areas specifiesthat the filot tukes charge. Th'esetwo requirementsa-reinlompatible at face value. Ceriainlv such pilotige lar,r'servesio make it an ofGnce not-toc?rly apilTITL TE  RouteingChartsand Routeing Charts are published by the Hydrographer of the Pilot Charts Navy (British) as Charts Nos. 5124-8. Similar charts are published by the Defence Mapping Agency (USA) as AtlasesNVPUB105-9, PILOT16 and PILOT55. Both series give monthly information on ocean routeing, currents, winds and ice limits and various meteorological information. Sailing Directions and British Pilot Books are published in 74 volumes by the Pilot Bools Hydrographer of the Navy and give worldwide coverage. Sailing Directions are published by the Defence Mapping Agency (USA) in the seriesSDPUB l2l-200. Some of theselatter books are referred to as Planning Guides, giving information essentiallythe sameasthe British Ocean Passages for the World, others as "Enroute", grving similar information to the British Pilot Books. List of Lights and Fog Publishedby the Hydrographer to the Navy (British)in eleven Signals volumes (NP74 84) giving worldwide coverage. The British Navr,' also publishesLight Lists as CD-ROMs. The US Coast Guard publishesse\renvolumes of Light Lists, (COMDTM1650Y,-7) giving detailsof all US coastaliights,including the Great Lakes.DMA publicationsLLPUB 110-6cover the rest of the world. 7 Tide Tables Published by the Hydrographer of the Navy (British), annually, in three volumes, covering the world. Tidal times and heights may be readily obtained by using a computer programme published by the British Admiralty (SHM- 15eA) The US National Ocean Service (NOSPBTT) also publishes worldwide Tide Tables. 8 Tidal StreamAtlases Published by the Hydrographer of the Navy (British), these atlasescover certain areasof Northwest Europe and Hong Kong. Tidal Current Thbles covering the Atlantic coast of North America and the Pacific Coast of North America and Asia are published by the US National Ocean Service,Tidal Current Charts are published by the US National Ocean Servicefor four major US ports. 9 Noticesto Martners Notices to Mariners are published in Weekly Editions by both the British and US Hydrographic Authorities, enabling shipsto keep their charts and other publications up to date. Also available as CD-ROMs for updating electronic charts. BRIDGE TEAM \,{A\.\GE\1E\. l0 Ship\ Routeing Published by IMO, this publication gives information on all routeing, traffic separation schemes,deep-waterroutes and areasto be avoided that have been adopted by IMO. Routeing information is also shown on charts and is included in the sailing directions. ll Radio Signal The (British) Admiralty Lists of Radio Signalsconsistsof twelve Information volumes of text and diagrams covering the following:-. NP2BI(l) Vol. 1 Part 1 CoastRadio Stations,Europe , Africa and Asia (excluding the Far East).. NP2B1(2) Vol. 1 Part 2 Coast Radio Stations, Oceania, the Americas and the Far East.. NP2B2 Vol. 2 Radio Aids to Navigation, Satellite Navigation Systems, Legal Time, Radio Time Signals, and Electronic Position Fixing Systems.. NP2B3(1) Vol.3 Part 1 Maritime Safety Information Services: Europe, Africa and Asia (excluding the Far East).. NP2B3(2) Vol.3 Part2 Maritime Safety Information Services: Oceania, the Americas and the Far East.. NP2B4 Vol.4 Meteorological Observation Stations.. NP2B5 Vol.S Global Maritime Distress and Safetv Svstem (GMDSS). Similar information is available in US DMA publication RAPUB 117. -12 Climatic Information Climatic information is available from a variety of sources including the Pilot Books, Pilot Charts and OceanPassagesfor the World already mentioned. The UK Met. Office book MeteorologforMariners gives further general information. Climatic information needs to be always updated by the latest Weather Information. 13 Load Line Chart Load Line Rules are mandatory and the load line zones are shown in OceanPassages for the Worldor BA Chart D6083 lJ Distance Thbles Both Ocean and Coastal Distance Thblesare available from a variety of sourcesincluding British Admiralty (NP350)and US DMA publicationsNVPUB 151and NOSSPBPORTSDIST / 5 Ele rtrrtnir 7-az'igation Such information must be available and will prove necessary 5r-rlrm,rHandbooks should the prime source of electronic information fail. Information required will depend upon the systemsin use on the particular ship and should have been supplied with the equipment. I ' 2 T H E \. \ L T I C\ L i \ > : r T. T E  Radio and Local The latestinformation available on changesto navigation aids Warnings etc. will be obtained from radio (including NAVTEX) and local warnings and must always be made available to those responsible for appraisaland planning. Local information is often availablefrom the Harbour Authority. For information on the World Wide Navigational Servicesand the transmitting stations seeAdmiralty List of Radio Signak Vol.3. 17 Draughtof Ship The anticipated draught and trim of the ship at different stages of the passagewill need to be knorvn in order to calculatethe under keel clearance when in shallow water. The extreme height of the ship above the waterline, known as the air draught will also be required ifthere are low overheadclearances 18 Naaigational Terms All watch keepers and others involved with safe navigation, including shore personnel, need to have a clear understanding of navigational terms. ISO 19018covers theserequirements when this volume was being prepared. Owner'sand other Supplementary information from the vessel'son.ners and sources charterersshould be consulted,u'hen available,as should reports from other vessels,information from agents and Port Authority handbooksand regulations. 20 PersonalExperience The personalexperiencesof crew membersthat have been to the anticipated ports and areascan prove of value. TheMartner's Publishedby the Hydrographer to the Navy (British),this book Handbook contains information of general interest to the mariner. 22 Guide to Port Entry Published by Lloyd's of London Pressand Portguides,these books often give information not available from other sources. 23 Nautical Almanac Necessaryfor determining times of sunset and sunrise and assistsin position fixing when electronic systemsfail. Having collected together all the relevant information the master, in consultation with his officers, will be able to make an overall appraisal of the passage. The passagemay be a transoceanroute in which casethe first consideration will need to be the distance between ports, the availability of bunkers and storesetc. A great circle is the shortestdistancebut other considerations will need to be taken into account. Meteorologicalconditions will need to be consideredar-rdit may well prove advantageousto use one of the weather rourein- BRIDGE TE,AM MANAGE\ IE\T  services.Although the recommendedroute may be longer in distance it may well prove shorter in time and the ship suffer less damage. Ocean currents may be used to advantage,favourable ones giving the ship a better overall speed,offsettingthe disadvantageof taking a ronger route. Weathersvstemsalsoneed to be considered,e.g.a ship in the Far East in summer needs plentv of sea room if it is liable to be involved in a tropical revolr ing storm and a passagein high latitudes mav require ice conditions to be considered.Irrespective of the adr-antagesof using a preferred track, the Load Line Rules must alu'avsbe obei'ed. In certain circumstances,often political or for..,f^,,. l-;^.,.^,..^^^r.^ t.^^- rdrtrL\purpu)c). c1:rtip nav need to keep clearof specifiedareas. The ship o\\'ner and the charterersmav have certain conditions that the pianner n'ill have to take into account.Specifiedunder keel clearancesmav have to be obsen'edasmay distancesoff grounding areas or land and the ou-nersmav have areas of the world they prefer not to use, such as certain stiaits in some of the archiperagos. Some charterersmay specifythat the ship must remain within certain latitudes or that a given speed needs to be maintained. The master, of course,will have the final authority over such matters and should specify any such conditions before the planning starts. Coastal The first consideration at the appraisal stage will be to determine the distance that tracks should be laid off coastlinesand dangers.When the ship is passingthrough areaswhere IMO traffic separationand routeing schemesare in operation such routeing will have to be followed. In some coastal areas minimum distancesoff for all, or specifiedvessels,may be determined by the relevant state. Shipping companies or charterers may also specify minimum distance off dangers or land. In archipelagos,it will be necessaryto determine which straits and passagesare to be used and whether or not pilotage is required. Under certain circumstancesit mav be preferable to divert around an archipelago. Having made his appraisal of the intended voyage/passage, whether it is a short coastalpassageor a major trans-oceanvoyage, the masterwill determine his strategyand delegateone of his officers to plan the voyage. On most ships this will be the second mate, on some a designated navigating officer, whilst on others the master may prefer to do his own planning. Irrespective of who does the actual planning, it has to be to the requirements of the master who carries the final responsibility for the plan. The plan needs to include all eventualitiesand contingencies. Passageplans are often made from pilot station to pilot station but IMO ResolutionA.285(VIII), Annex A (v) states: "Despite the duties and obligations of a pilot, his presence on board does not relieve the officer in charge of the watch from his duties and obligations for the safety of the ship." 1 ] T H E \. \ L. T I C\ L I \ : T I T L T F  This makes it quite clear that it is necessaryto plan from berth to berth even though it is anticipatedthat there will be a pilot conductin-{ the vesselat certain stagesof the voyage. Naaigational hazard notes The bridge team needs to be able to verify that corrections are up to date and all relevant navigational warnings have been noted. charts containing corrections do not necessarily indicate whether they are the most up to date available. A notebook entry enablesthis detail to be verified (seeAnnex II). BRIDGE TEAM MANAGE\IE\T  Chapter 3 PASSAGE PLANNING Introduction Planning may be considered in two stages: I Ocean and open waters. 2 Coastal and estuarial waters. Though, at times, these two stageswill merge and overlap. Charts Collect together all the chartsfor the intended voyage,putting them into the correct order. Charts not absolutely necessaryfor the voyage but which are adjacent to the area to be traversed should be included, as should very large scale charts, e.g. port plans on the coastal part of the voyage. Although it may not be necessaryto actually use such charts,they may include information that will prove of use during the voyage. Ensure that all charts and publications have been corrected to the latest Notice to Mariners available and that any authentic Nav warnings etc. received from any source are also included (seeAnnex II). Similar corrections may also have to be made during the voyage after the plan has been completed and the plan having to be subsequentlymodified. No-GoAreas Coastaland estuarialcharts should be examined, and all areas where the ship CANNOT go must be carefully shown by highlighting or cross hatching, care being taken to not obliterate information such as a navigation mark or a conspicuousobject. Areas so marked are to be considered as no-go areas.In waters where the tidal range may not be very large, no-go areaswill include all charted depths of less than the ship's draught plus a safety margin. Such areas will vary according to the ship's draught so will not necessarilybe the same for both inward and outward passages.In general the line determining "no-go" will be not less than draught + 100/0, though this will need to be modified according to the prevailing circumstances.Draught + 10% may well prove adequate in areas where the seais smooth but will require a considerablyhigher figure if the ship is liable to pitch, roll or squat. In confined waters,where the tidal height may have a large influence, such no-go areas will vary according to the time of passage.Initially all areasand dangers showing charted depths of less than the draught plus the safety margin should be consideredno-go, though such no go areasmay be subsequently amended when the actual time of passageis known. Such areas will need to be carefully marked showing the times and stateof tide at which they are safe. Figure 1 shows no go areas for a ship on a draught of 9.1 tothe10metrecontour' noallowance being ,,1::i:',"itii:ilHllt ItJ THE \.\L.TIC.\L I\:TIT'. TE  'h sy ,L 'Lt.-!:) a /' /, ,(;- 7 ,7",., ",r/,:-::o'' ;i, ,2 ;t \ )r"r, ,r\- q-= ' ''1,,' --.-*ut "'';; )" "' ,* (" rs, \1,, rrr {/ -..i: , f i --r--]_l a 3 b. l U O U Figure I NO-GO AREAS Assumingship on maximum draught9.7 metres Crown copyright.Reproduce d from Admiralty Chart 3274 with thepermissionof theHydrographerof tlte \-o-.t BzuDGETEAM MANAGE\IE\T. Margins of Safety Before tracks are marked on the chart the clearing distance from the no-go areasneeds to be considered.When a fix is plotted on a chart it invariably representsthe position of a certain part of the ship's bridge at the time of the fix. With large ships,although the plotted fix at a certain time may be outside a no-go area,it is possible that another part of the ship may already be in it - with disastrous results. A safety margin is required around the no-go areas at a distance that, in the worst probable circumstances,the part of the ship being navigated (the bridge) will not pass. On occasion, the margins of safetycan be readily monitored by eye, e.g. using buoys marking the safe limits of a channel or easily identified clearing bearings. Among the factors which need to be taken into account when deciding on the size of this "Margin of Safety" are:- 1 The dimensionsof the ship. 2 The accuracy of the navigational systemsto be used. 3 Tidal streams. 4 The manoeuvring characteristicsof the ship. The Margins of Safety should be chosen so that they can be readily monitored. To achieve this they need to be related to one of the navigation systems in use (e.g. clearing bearings related to a headmarkor ParallelIndexes). Margins of Safety will show how far the ship can deviate from track, yet still remain in safewater (seebelow). As a general rule the Margin of Safety will ensure that the ship remains in waters of a depth greater than draught + 200/0.It is stressedthat this is only a general rule. Circumstancesmay dictate that the 200fticlearancewill need to be considerablyincreased,e.g: 1 When the survey is old or unreliable. 2 In situationswhere the ship is pitching or rolling. 3 When there is a possibility that the ship may be experiencing squat. 4 When the ship may have increased the draught by passing into fresh water. Safe Water Areas where the ship may safely deviate are considered to be Safe Water and the limits of this safewater are bounded by the Margins of Safety. 18 THE \.\L TIC.\L I\:TITL TE  13) t _ _ I f, (or IBS) are properly trained to safely use such equipment. The need for type specific training 'Potential Problems' and states In the introduction to the IMO Model Course, it refers to that: "Due to a lack of standardized ECDIS user interfaces,there is considerable product differentiation." r) Officers on board ships at the time of installation of an ECS / ECDIS / IBS generally benefit from close liaison with the manufacturers'representativesbut, in many cases,officersjoining later will have to rely on 'cascadetraining', i.e. passing on knowledge from one officer who has been trained to his relief who has not. This training method is fraught with the potential for serious errors to creep into the use of any systemsand, in the caseof ECS / ECDIS, may lead to significant errors of navigation. Common senseand maritime expertise combined with the tenets of the ISM Code clearly indicate that familiarisation training on suchvital navigational equipment is a necessity,noting that incompetent operation [of ECS / ECDIS / IBS] could impact adversely on the safety of life and protection of the marine environment. "Past experience and problems with the variation in types of radar, ARPA and DGPS/GPS controls and displays suggeststhat the lack of commonality in ECDIS user interfacesto ECDIS software between the manufacturerswill lead to major safety incidents. The operator must be trained to use his particular ECDIS or, as past experience suggests,major accidentswill occur. It is therefore a reasonable suggestionthat some form of ECDIS "type training" would be a sensiblesafety requirement."rl It is perhaps interesting to note that the Australian Maritime Safety Authority (AMSA) has adopted formal user training requirements which state as follows: User Training Requirements The International Convention on Standards of Training, Certification and Watchkeeping for Seafarers1995 (STCW'95) and the International Management Code for the Safe Operation of Shipsand for Pollution Prevention (ISM Code) put the onus firmly on the shipowner or operator to ensure that mariners on their ships are competent to carry out the duties they are expected to perform. If a ship is equipped with ECDIS, the shipowner or operator has a duty to ensure that usersof such a systemare properly trained in its operation, the use of electronic charts,and are familiar with the shipboard equipment before using ECDIS operationally at sea. By the STCW'gs implementation date of 1 February 2002 all holders of Australian STCW'9.I endorsedCertificatesof Competencyin the deck departmentwill have been required to complete basic ECDIS training. Before a watchkeeping officer or master intends to use a compliant ECDIS as the primarr means of navigation they should complete a generic ECDIS Operators Course comph int BzuDGETEAM MANAGE,\IE\T  \\'ith IMO Model Course 1.27 - The Operational Use of Electronic Chart Display and Information Systems(ECDIS). ECDIS type training is to be provided by the shipowner or operator under the terms of the 'establishprocedures ISM Code. Under the Code, the shipping company has a responsibility to to ensure that new personnel and personnel transferred to new assignmentsrelated to safety and protection of the marine environment are given proper familiarisation with their duties. Instructionswhich are essentialto be provided prior to sailing should be identified, documented and given'(Section 6.3 of the ISM Code). 1' Additionallf ,type specifictraining satisfiesthe requirement for effectiverisk assessmentand contingency planning in the use of thesesystems.By their very nature, IBS / ECDIS / ECS demand new levels of greater user awareness.In particular, all personnel involved with their use must be familiar with the following aspectsof their operation:. Practical operation of the systems.. How to revert to manual/automatic functions: for example, how to change from autopilot control (seebelow)to manual steeringand back again in the event of the need to alter course for other shipping traffic.. Handling and monitoring alarms.. Monitoring and verification of the accuracy of the system'. Knowledge of the benefits and limitations of the system.. Maintaining safe navigation in the event of failure of the system. It is recommended that system checksare carried out at the beginning of each watch and at regular intervals during the watch to ensure that the OOW is satisfiedthat the system in rrse is functioning correctly and that all connected sensorsare providing valid data. The OOW should also 'cross check' the displayed position by'traditional' methods. Requirements of electronic chart display and information systems Chartcarriagerequirements Under Regulation 19_!JA of Chapter V of Safety of Life at Sea (SOLAS), all ships are required to carry adequate and up-to-date marine charts (and other nautical publications). The chirts are used for planning and displaying the route for the intended voyage and monitoring the ship's position throughout the voyage. The IMO Performance Standards permit National Maritime Safety Administrations to consider ECDIS as the legal equivalent to the charts required by regulationV/19-2.1.4 of the 1974 SOLAS Convention. Performance Standardsfor ECDIS were formally adopted by IMO on 23 November 1995 and issuedas IMO Resolution4.817 (19). Regulation 19.2,which lays down the carriage requirements for shipborne navigational systems and equipment,requires (at sub-paragraphs2.I.4 and 2.1.5)that: "2.1 All shipsirrespectiveof sizeshall have:....-l Nautical chartsand nautical publications to plan and display the ship's route for the intended \ ovage and to plot and monitor positions throughout the voyage; an electronic chart display and information system (ECDIS) may be acceptedas meeting the chart carriage requirements r-,ithrs subparagraph; , TFIE \ \L-TICAL INSTITUTE.5 Back up arrangementsto meet the functional requirements of paragraph.4, if this function is partly or fully fulfilled by electronic means."rrj It must also be remembered that, even with a fully type approved ECDIS, the approval is only valid in the sea areas for which the official S57 chart data (ENC) has been installed in the system and corrected to include the latest updates. In all other situations, updated paper charts must be carried on board to comply with SOLAS RegulationY/19-2.I.4. (At the time of writing, S-57charts are becoming increasingly available but they do not cover large amounts of the seasin which we trade.) In December 1998the IMO adopted amendmentsto the PerformanceStandardsfor ECDIS to include the use of Raster Chart Display Systems(RCDS). 2. These amendments permit ECDIS equipment to operate in two modes:.1 The ECDIS mode when ENC data is used; and.2 The RCDS mode when ENC data is not available. However, the RCDS mode does not have the full functionality of ECDIS and can only be used together with an appropriate portfolio of up-to-date paper charts.ra IMO does not provide any guidance on what may constitute an "appropriate folio"; this is left to the national administration. As an example, AMSA has defined the term "appropriate folio" as follows: This folio should contain up to date charts to cover those sections of the intended voyage where ECDIS will be operated in the RCDS mode. These charts are to be of a scalethat will show sufficient detail of topography, depths,navigational hazards,navaids, charted routes, and traffic schemes to provide the mariner with ample knowledge of impending navigational complexities and an overall picture of the ship's general operating environment. As a broad guideline the scale of the charts in this folio should suit the navigational complexity... [of the intended voyage] Flag State Administrations may allow a relaxation of the requirements to carry paper charts but this does not necessarilybecome a blanket acceptanceof electronic systemsand a complete absenceof paper charts.15 For many navigators on ships fitted with electronic navigation and chart systems,they are operating with an Electronic Chart System (ECS) and not an Electronic Chart Display and lnformation System(ECDIS). It is essentialthat the user is aware of the legal statusof the equipment at his disposal.The paper chart has the legal authority of the government authorised hydrographic office that issued the chart, provided that it has been corrected up to date. The revised SOLAS Chapter V Regulation 2.2 also refines the definition of a "nautical chart" to more clearly reflect the electronic charting aspectsand the "official" responsibilitr for their production, quote: BzuDGE TEAM MANAGE\IE\T  compiled "2 Nautical chart or nautical publication is a special-purposemap or book' or a sp.ecially or on the database from which such a map or book is deilved, that is issued officially by authority of a Government authorized Hydrographic^ Office or other relevant government institution and is designed to meet the requirements of marine navigation."ro - depend The electronic chart, on the other hand, does not necessarilyhave such status it will are available on where the data used to construct the chart came from. Currently, electronic charts commercial from a number of sources,including government authorisedhydrographic offices and - raster and vector. suppliers, and they are available in two formats Voyagerecording In its own way, ECDIS is a mini voyage data recorder. It must be able to record and reconstruct of 12 the vessel'snavigation history, along with verifying lhe gfficlal databaseused,for a minimum and there will.be a'playback' hours. In all prJbability, this perio"d will be conside.ably longer function to allow review of the vessel'strack. In some systems,radar overlay ]r;Lay be recorded and other accident' this feature provides additional data for review in the unlikely event of a collision or must show own ship's past track including time, Recorded at one-minute intervals, the information used including source' edition, position, heading, and speed, as well as a record of official ENC recorded hut",."il und.r!dut" history. It must not be possible to manipulate or change the information. System backuP " Ad"qrrit" bu.krrp arrangementsmust be provided_toensuresafenavigation in caseof ECDIS became failure. Backup urrung"-"nts"for ECDIS'tere adopted by IMO in November 1996 and Appendix 6 to the Performance Standards.The principal requirements are to:. Enable a timely transfer to the backup system during critical navigation situations'. Allow the vesselto be navigated safely until the termination of the intended voyage. The Appendix lists the functional requirements of the backup system b-ut not the specific to arrangementsttrat may meet theserequirements,the onus being on natiolal authorities produce meet these requirements appro"priateguidance. There are a number of possible options that could and they include: ' A second,fully independent, type approved ECDIS' ' An ECDIS operating in the RCDS mode'. A full folio of paper charts corrected to the latest Notice to Mariners covering and showing the intended voYagePlan. Precautions for IBS oPerators of An IBS, with a properly trained operator, can greatly increaseboth the safetyand efficiency a ship at sea.Uo*".'"t,ihe wise and experiencedmariner knows that it is potentially dangerous an IBS to place absolutereliance on any one navigational tool. Remember that the accuracy of ,r-rt"- is dependent upon the quality of sensordata coming in and the quality of the electronic Team chart on which that sensor data is displayed. That is why it is essentialthat the Bridge become very familiar with the type itrd chutucteristicsof all sensors and electronic charts r, hich are available on the ship through the IBS' I- IFIE \ \UTIC.\L INSTITUTE Typical IBS configuration with ECDIS An IBS (Integrated Bridge System) is a combination of systemswhich are interconnected to allow centralised accessto sensor information or command/control from workstations.rT The objective of an IBS is to improve safety, enhance navigational and conning efficiency, and to provide for more effective management of a ship's bridge operations. LAN (t-ocalAreaNetworlc) ot I L l- --l I I I I Port I I l r t ' I I I I F I I L - - - I r I I lir,' Sertor InoltE I Figure 11 - a typicalintegratedbridgesystem (courtesy of NorthrE GrwnannSperryMarinQ The basic network The LAN (Local Area Network) is an "intranet" which connects the ship's IBS computers together and allows them to share all data instantaneously. T'hecriti,cal role of Simply put, the IBS is only as good as the sensorswhich feed naaigational sensorsin the it navigational information. It is extremely important therefore, that IBS the best available sensors are always chosen to provide data! The ship's officers must know what sensors are available, and the advantages and disadvantages of each. The table at Figure 12 shows a typical list of sensorsand the data which they provide. These sensors are then grouped together so that each group contains one of each main sensor. Each group of sensors are then input into a separate IBS computer which sharesthat data over the LAN. This type of sensor grouping is what provides the IBS with its sensor redundancy. BRIDGETEAM MANAGEMENT 63  GPS Latitude/longitude, speed over the ground, course over the ground, GMT time and date OMEGA Latitude/longitude,speedover the ground, course over the ground, GMT time and date GYROCOMPASS Tiue heading SINGLE-AXISSPEEDLOG Speed through the water DUAL-AXISSPEEDLOG Speed over the ground, speed through the water ARPA RADAR Acquired target information, navlines, radar overlay ECHO-SOUNDER Depth beneaththe keel ANEMOMETER Relative wind speed and direction AUTOPILOT Ordered heading and rate of turn Figure72- Naaigational sensors in an IBS The IBS system can accept information from both serial and analog devices. Serial data is any navigational sensorwhich transfers information in the standard NMEA format (GPS)' while analog data provides information like rudder angle and engine RPM. Serial data sensorinput Most navigation sensors output data in the standard NMEA format which provides a serial message in the RS-232 or RS-422 electrical protocol. One or more comPuters in the IBS may have a l6-line serial datainterface module ('Rocket Port'for short) connected to it. This interface module can accept up to 16 sensor inputs which are then fed into an IBS computer. 'non-NMElf information, such as Analog d.atainpat Equipment which outputs synchro or step data, is interfaced to the IBS by using special analog- to-digital boards. Systan,integri,ty Given that the operation of the system relies on data input from a number of independent sensors, it is essential that these sensorsare checked on a regular basisto ensure that the data remains valid. In general terms, an ECDIS will automatically monitor all 'live' data input sensors and will make a comparison between the data and the calculated or expected data. In other words, the system will carry out an automatic calculation of DR / EP and, where there is a significant discrepancy, it will revert to DR mode, with an appropriate alarm or warning. Electronic charts Whether the ship hasan ElectronicChart System(ECS)or an ElectronicChart Display and Information System(ECDIS),you will needElectronicCharts (ECs).It is crucial that the operator i" frrlly awareof the capabilitiesand limitations of the electronicchart in use. As we have already seen,there are two formats - raster and vector. Electronic chartsare availablefrom a number of suppliersbut it mustbe rememberedthat somechartsare producedby 64 THE NAUTICAL INSTITUTE commercial organisations other than a government authorised hydrographic office. In the case of these charts, the user must maintain an appropriate backup portfolio of paper charts. Raster charts A rasterchart is a facsimileimage of an existingPaperchart. All the information and symbologyon the paperchartis reproduced identically on the electronicchart.However, sincethis type of chart has no 'layering' of information, the user has no control over the look and contentsof the displayedchartimage,other than to change from daylight to night palettes.Typically,rasterchartsmay be in the following formats:. BA-ARCS- producedusingdatafrom the U.K. Hydrographic Office.. NOAA - producedfor US watersby NOAA in the BSB chart format.. NDI - produced for Canadianwaters by CHS in the BSB format. IDG iru lEnt ItdirPlrar6dIlSl*nf coo g0g Entr*= nsilrh'ted /sae lVafe/..iil: :..'.-,.,qffi1r...-J *.-...*'r,,- l a **2 l------r -_--;;"#-JW| : :,