Curs 13 - Code of Nautical Procedures

8/8/2019 Curs 13 - Code of Nautical Procedures

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Practica Activitii dePractica Activitii de

CartCart Procedurile recomandate pentruderularea cartului de navigaie ntr-un

format unitar Prezentare n mod deliberat n Limba

Englez pentru familiarizarea cu

vocabularul utilizat Regulile referitoare la utilizarea RTF pe

mare


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CODE OF NAUTICALCODE OF NAUTICAL

PROCEDURES AND PRACTICESPROCEDURES AND PRACTICES Masters and watchkeeping personnel shall direct

the attention to the following principles which

shall be observed to ensure that a safe

navigational watch is maintained at all times. The master of every ship is bound to ensure that

watchkeeping arrangements are adequate for

maintaining a safe navigational watch.

The officers of the watch are responsible fornavigating the ship safely during their periods of

duty when they will be particularly concerned

with avoiding collision and stranding.


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Watch arrangementsWatch arrangements

The composition of the watch shall at all

times be adequate and appropriate to the

prevailing circumstances and conditions and

shall take into account the need for maintaining a proper lookout

When deciding the composition of the watch

on the bridge which may include appropriate

deck ratings, the following factors shall betaken into account:

at no time shall the bridge be left unattended;

weather conditions, visibility and whetherthere is da li ht or darkness


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Watch arrangementsWatch arrangements

proximity of navigational hazards which may

make it necessary for the officer in charge of

the watch to carry out additional navigational

duties; use and operational condition of navigational

aids such as radar or electronic position-

indicating devices and any other equipment

affecting the safe navigation of the ship; whether the ship is fitted with automatic

steering;

any unusual demands on the navigational

watch that may arise as a result of special


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Fitness for dutyFitness for duty

The watch system shall be such that the

efficiency of watchkeeping officers and

watchkeeping ratings is not impaired by

fatigue.

Duties shall be so organized that the first

watch at the commencement of a voyage andthe subsequent relieving watches are

sufficiently rested and otherwise fit for duty.


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NavigationNavigation The intended voyage shall be planned in advance

taking into consideration all pertinent informationand any course laid down shall be checkedbefore the voyage commences.

During the watch the course steered, positionand speed shall be checked at sufficientlyfrequent intervals, using any availablenavigational aids necessary, to ensure that theship follows the planned course.

The officer of the watch shall have fullknowledge of the location and operation of allsafety and navigational equipment on board theship and shall be aware and take account of the

operating limitations of such equipment.


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Navigational equipmentNavigational equipment

The officer of the watch shall make the most

effective use of all navigational equipment at his

disposal.

When using radar, the officer of the watch shallbear in mind the necessity to comply at all times

with the provisions on the use of radar contained

in the applicable regulations for preventing

collisions at sea. In cases of need the officer of the watch shall not

hesitate to use the helm, engines and sound

signalling apparatus.


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Navigational duties andNavigational duties and

responsibilitiesresponsibilities

The officer in charge of the watch shall:

keep his watch on the bridge which he shall in

no circumstances leave until properly relieved;

continue to be responsible for the safe

navigation of the ship, despite the presence of

the master on the bridge, until the master

informs him specifically that he has assumed

that responsibility and this is mutuallyunderstood;

notify the master when in any doubt as to what

action to take in the interest of safety;


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The officer in charge of the watch shall:

not hand over the watch to the relieving officer if hehas reason to believe that the latter is obviously notcapable of carrying out his duties effectively, in which

case he shall notify the master accordingly.

On taking over the watch the relieving officer shallsatisfy himself as to the ship's estimated or trueposition, course and speed and shall note any

dangers to navigation expected to be encounteredduring his watch.

A proper record shall be kept of the movements andactivities during the watch relating to the navigationof the ship.

Navigational duties andNavigational duties and

responsibilitiesresponsibilities


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LookLook--outout

In addition to maintaining a proper look-out for

the purpose of fully appraising the situation and

the risk of collision, stranding and other dangers

to navigation, the duties of the look-out shall

include the detection of ships or aircraft indistress, shipwrecked persons, wrecks and

debris.

In maintaining a look-out the following shall be

observed:

the look-out must be able to give full attention

to the keeping of a proper look-out and no

other duties shall be undertaken or assigned

which could interfere with that task;


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In maintaining a look-out the following shall

be observed:

The duties of the look-out and helmsman are

separate and the helmsman shall not beconsidered to be the lookout while steering,

except in small ships where an unobstructed

all-round view is provided at the steering

position and there is no impairment of night

vision or other impediment to the keeping of a

proper look-out.

LookLook--outout


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TAKING OVER THETAKING OVER THENAVIGATIONAL WATCHNAVIGATIONAL WATCH

The relieving officer of the watch should ensure

that members of his watch are fully capable of

performing their duties, particularly as regards

their adjustment to night vision. The relieving officer should not take over the

watch until his vision is fully adjusted to the light

conditions and he has personally satisfied

himself regarding: standing orders and other special instructions

of the master relating to navigation of the ship;

position, course, speed and draught of the

ship;


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prevailing and predicted tides, currents,

weather, visibility and the effect of these

factors upon course and speed;

navigational situation, including but notlimited to the following:

operational condition of all navigational and

safety equipment being used or likely to be used

during the watch;

errors of gyro and magnetic compasses;

presence and movement of ships in sight or

known to be in the vicinity;



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conditions and hazards likely to be

encountered during his watch;

possible effects of heel, trim, water density

and squat* on underkeel clearance.

If at the time the officer of the watch is to be

relieved a manoeuvre or other action to avoid

any hazard is taking place, the relief of the

officer should be deferred until such action

has been completed.



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PERIODIC CHECKS OFPERIODIC CHECKS OFNAVIGATIONAL EQUIPMENTNAVIGATIONAL EQUIPMENT

Operational tests of shipboard navigational

equipment should be carried out at sea as

frequently as practicable and as circumstances

permit, in particular when hazardous conditionsaffecting navigation are expected;

Where appropriate these tests should be

recorded.

The officer of the watch should make regular checks to ensure that:

the helmsman or the automatic pilot is

steering the correct course;


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The officer of the watch should make regularchecks to ensure that:

the standard compass error is determined at

least once a watch and, when possible, afterany major alteration of course; the standardand gyrocompasses are frequently comparedand repeaters are synchronized with theirmaster compass;

the automatic pilot is tested manually at leastonce a watch;

the navigation and signal lights and othernavigational equipment are functioning

properly.

PERIODIC CHECKS OFPERIODIC CHECKS OFNAVIGATIONAL EQUIPMENTNAVIGATIONAL EQUIPMENT


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RADARRADAR

The officer of the watch should use the radar

when appropriate and whenever restricted

visibility is encountered or expected, and at all

times in congested waters having due regard toits limitations.

Whenever radar is in use, the officer of the watch

should select an appropriate range scale,

observe the display carefully and plot effectively. The officer of the watch should ensure that range

scales employed are changed at sufficiently

frequent intervals so that echoes are detected as

early as possible.


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It should be borne in mind that small or poor

echoes may escape detection.

The officer of the watch should ensure that

plotting or systematic analysis is commenced inample time.

In clear weather, whenever possible, the officer of

the watch should carry out radar practice.

RADARRADAR


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NAVIGATION IN COASTALNAVIGATION IN COASTALWATERSWATERS

The largest scale chart on board, suitable for the

area and corrected with the latest available

information, should be used.

Fixes should be taken at frequent intervals;whenever circumstances allow, fixing should be

carried out by more than one method.

The officer of the watch should positively identify

all relevant navigation marks.


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NAVIGATION IN CLEARWATERNAVIGATION IN CLEARWATER

The officer of the watch should take frequent and

accurate compass bearings of approaching ships

as a means of early detection of risk of collision.

He should also take early and positive action incompliance with the applicable regulations for

preventing collisions at sea and subsequently

check that such action is having the desired

effect.


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RESTRICTED VISIBILITYRESTRICTED VISIBILITY

When restricted visibility is encountered or

expected, the first responsibility of the officer of

the watch is to comply with the relevant rules of

the applicable regulations for preventingcollisions at sea, with particular regard to:

the sounding of fog signals

proceeding at a safe speed

having the engines ready for immediate

manoeuvres


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In addition, he should:

inform the master

post a proper look-out and helmsman and, in

congested waters, revert to hand steeringimmediately;

exhibit navigation lights;

operate and use the radar.

It is important that the officer of the watch should

know the handling characteristics of his ship,

including its stopping distance, and should

appreciate that other ships may have different

handling characteristics.

RESTRICTED VISIBILITYRESTRICTED VISIBILITY


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CALLING THE MASTERCALLING THE MASTER

The officer of the watch should notify the master

immediately in the following circumstances:

if restricted visibility is encountered or

expected;

if the traffic conditions or the movements of

other ships are causing concern;

if difficulty is experienced in maintaining

course;

on failure to sight land, a navigation mark or

to obtain soundings by the expected time;

if, unexpectedly, land or a navigation mark is


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The OOW should notify the master immediately inthe following circumstances:

on the breakdown of the engines, steeringgear or any essential navigational equipment;

in heavy weather if in any doubt about thepossibility of weather damage;

if the ship meets any hazard to navigation,such as ice or derelicts;

in any other emergency or situation in whichhe is in any doubt.

Despite the requirement to notify the masterimmediately in the foregoing circumstances, theOOW should not hesitate to take immediate

action for the safety of the ship.

CALLING THE MASTERCALLING THE MASTER


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GUIDANCE ON THE USE OF VHFGUIDANCE ON THE USE OF VHFAT SEAAT SEA

(1) PREPARATION

Before transmitting, think about the subjects whichhave to be communicated and, if necessary,

prepare written notes to avoid unnecessaryinterruptions and ensure that no valuable time iswasted on a busy channel.

(2) LISTENING

Listen before commencing to transmit to makecertain that the channel is not already in use. This willavoid unnecessary and irritating interference.


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(3) DISCIPLINE

VHF equipment should be used correctly and in

accordance with the Radio Regulations.

The following in particular should be avoided:

(a) calling on channel 16 for purposes other than

distress, urgency and very brief safety

communications when another calling channel is

available;

(b) communication on channel 70 other than for

DSC.



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The following in particular should be avoided:

(c) communications not related to safety and

navigation on port operation channels;

(d) non-essential transmissions, e.g. needless andsuperfluous signals and correspondence;

(e) transmitting without correct identification;

(f) occupation of one particular channel under poor

conditions;

(g) use of offensive language.



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(4) REPETITION

Repetition of words and phrases should be avoided

unless specifically requested by the receiving station.

(5) POWER REDUCTION

When possible, the lowest transmitter power

necessary for satisfactory communication should be

used.



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(6) COMMUNICATIONS WITH SHORE STATIONS

Instructions given on communication matters byshore stations should be obeyed.

Communications should be carried out on the

channel indicated by the shore station.When achange of channel is requested, this should beacknowledged by the ship.

On receiving instructions from a shore station to stoptransmitting, no further communications should be

made until otherwise notified.(7) COMMUNICATIONS WITH OTHER SHIPS

The listening procedure outlined above should befollowed before communications are commenced onthe chosen channel.



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(8) DISTRESS COMMUNICATIONS

Distress calls/messages have absolute priority overall other communications. When heard, all othertransmissions should cease and a listening watch

should be kept.

Any distress call/message should be recorded in theships log and passed to the master.

On receipt of a distress message, if in the vicinity,

immediately acknowledge receipt. If not in thevicinity, allow a short interval of time to elapse beforeacknowledging receipt of the message in order topermit ships nearer to the distress to do so.



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(9) CALLING

Whenever possible, a working frequency should beused. If a working frequency is not available, Channel16 may be used, provided it is not occupied by a

distress call/message.

In case of difficulty to establish contact with a ship orshore station, allow adequate time before repeatingthe call. Do not occupy the channel unnecessarily andtry another channel.

(10) CHANGING CHANNELS

If communications on a channel are unsatisfactory,indicate change of channel and await confirmation.



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(11) SPELLING

If spelling becomes necessary use the spelling tablecontained in the International Code of Signals and theRadio Regulations.

(12) ADDRESSING

The words I and You should be used prudently.Indicate to whom they refer.

Example of good practice:

Seaship, this is Port Radar, do you have a pilot?

Port Radar, this is Seaship, I do have a pilot.



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(13) WATCHKEEPING

Ships fitted with VHF equipment should, where

practicable, maintain a listening watch on channel 16

and channel 13 when at sea. In certain cases Governments may require ships to

keep a watch on other channels.



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Navigation Safety CallNavigation Safety Call

Every ship shall make a navigation safety call onthe appropriate VHF channel :

(a) when risk of collision with another ship isdeemed to exist under those provisions of theCOLREG that apply in the area being navigatedby the ship;

(b) when the navigation safety call of anothership indicates that a close quarters situationmay develop;

(c) when the ship is in a narrow channel or fairway and is about to :

(i) overtake another ship,

(ii) be overtaken by another ship and agrees or

objects to being overtaken;


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Every ship shall make a navigation safety call onthe appropriate VHF channel :

(d) when doubt exists as to the actions or theintentions of another ship;

(e) when the ship is nearing a bend in a river,channel or fairway or an obstruction aroundwhich an approaching ship cannot adequatelybe seen;

(f) when the ship is approaching, in restrictedvisibility,

(i) a charted route, including a ferry route, or

(ii) a concentration of vessels;



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Every ship shall make a navigation safety call on

the appropriate VHF channel :

(g) before the ship commences a manoeuvre

that will impede the safe navigation of otherships;

(h) when a ship is engaged in fishing with nets,

lines, trawls, trolling lines or other apparatus,

or restricted in its ability to manoeuvre in ornear a routing system and is being approached

by another ship, other than a ship engaged in

fishing;



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Every ship shall make a navigation safety call on

the appropriate VHF channel :

(i) when the ship is approaching a dredge or

floating plant in or near a river, channel or fairway;

(j) fifteen minutes before and again

immediately before the ship departs from any

berth, anchorage, mooring area, boomingground, dredge or floating plant; and

(k) at any other time when a navigation safety

call may contribute to the safe navigation of

the ship or any other ship.



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A navigation safety call shall :

(a) contain only information that is essential for

safe navigation and not exceed one minute in

duration; (b) so far as is practicable, indicate, in the

following sequence,

(i) the identity of the ship,

(ii) the location of the ship, and

(iii) the intended course of action;

and



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(c) be followed, if necessary, in the followingsequence, by indications as to:

(i) the present course and speed of the ship,and

(ii) whether the ship is :

towing or pushing,

not under command, or restricted in itsability to manoeuvre,

engaged in fishing, other than trolling,

severely restricted in its ability to deviatefrom the course it is following because ofits draft in relation to the available depth

of water,



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A navigation safety call is not required to be madeby a ship :

(a) that, while engaged in a towing operation, ismanoeuvring in or around any berth, anchorage,

mooring area, booming ground, dredge or floating plant if the ship

(i) manoeuvres in such a manner that it willnot impede the safe navigation of other vessels, and

(ii) makes a navigation safety call fifteenminutes before its final departure from suchberth, anchorage, mooring area, boomingground, dredge or floating plant, or

(b) that is reporting to a traffic centre



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A transmission power of calls that is greater than

1 watt, but not greater than 25 watts, may be used

in the case of :

(a) an emergency; (b) a failure on the part of the vessel being

called to respond to a second call at a

transmission power of one watt or less;

(c) a broadcast in blind situations such as

where the vessel is rounding a turn in a

channel.



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SHIP AT ANCHORSHIP AT ANCHOR

If the master considers it necessary, a

continuous navigational watch should be

maintained at anchor.

In all circumstances, while at anchor, the officerof the watch should:

determine and plot the ship's position on the

appropriate chart as soon as practicable; when

circumstances permit, check at sufficientlyfrequent intervals whether the ship is

remaining securely at anchor by taking

bearings of fixed navigation marks or readily

identifiable shore objects;


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In all circumstances, while at anchor, the officer

of the watch should:

ensure that inspection rounds of the ship are

made periodically; observe meteorological and tidal conditions

and the state of the sea;

notify the master and undertake all necessary

measures if the ship drags anchor;

ensure that the state of readiness of the main

engines and other machinery is in accordance

with the master's instructions;



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In all circumstances, while at anchor, the officer

of the watch should:

if visibility deteriorates, notify the master and

comply with the applicable regulations forpreventing collisions at sea;

ensure that the ship exhibits the appropriate

lights and shapes and that appropriate sound

signals are made at all times, as required;

take measures to protect the environment

from pollution by the ship and comply with

applicable pollution regulations.



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RADIO WATCHKEEPING FORRADIOTELEPHONE OPERATORS

Before the commencement of the voyage, theradiotelephone operator should ensure that:

all radio equipment for which the radiotelephoneoperator is responsible is in an efficient workingcondition and accumulator batteries aresufficiently charged;

all documents and supplements required byinternational agreements, notices to ship radiostations and additional documents required by the

controlling Administration are available anddiscrepancies are reported to the master;

the radio room clock is accurate;

antenna are correctly positioned, undamaged andproperly connected.


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WATCHKEEPING DUTIES for ROWATCHKEEPING DUTIES for RO

Immediately prior to sailing from a port, the RTF

operator should, where practicable, update

routine weather and navigational warning

messages for the area the ship will be traversing

and and pass such messages to the master.

On sailing from a port and opening the station,

the radiotelephone operator should:

listen on the appropriate distress frequency fora possible existing distress situation;

copy weather forecasts and navigational

warnings on the first relevant transmissions.


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When the station is open, the radiotelephoneoperator should:

check the radio clock against standard timesignals at least once a day;

When closing the station on arrival at a port, theradiotelephone operator should:

advise the local coast station and other coast

stations with which contact has beenmaintained of the ship's arrival and closing ofthe station;

ensure that antennae are earthed;

check that accumulator batteries are

WATCHKEEPING DUTIES for ROWATCHKEEPING DUTIES for RO


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ACTION TO BE TAKEN IN CASES OFACTION TO BE TAKEN IN CASES OFDISTRESS, URGENCY AND SAFETYDISTRESS, URGENCY AND SAFETY

Distress

The distress call should have absolute priority over

all other transmissions.

All stations which hear it should immediately ceaseany transmissions capable of interfering with distress

traffic.


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DistressDistress

In cases of distress affecting own ship, the ROshould:

obtain from the bridge the ship's actual or estimatedposition or, if not available, use the last known position

or the true bearing and distance from a fixedgeographical position; when using the last knownposition, time of such position should be stated in UTC;

normally transmit on 2182 kHz, and, whenappropriate, on 156.8 Mhz using the RTF distressprocedure in accordance with the Radio Regulations;

the distress call and message should be sent only onthe authority of the master or person responsible forthe ship;


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DistressDistress

In cases of distress affecting own ship, the ROshould:

transmit, whenever possible, the alarm signal as anyship in the vicinity keeping watch by means of a filtered

loudspeaker or alarm receiver will not hear a spokenmessage unless first alerted by reception of the alarmsignal;

send the RTF alarm signal, when generated byautomatic means, continuously for a period of at least30 seconds, but not exceeding one minute;

repeat at intervals, especially during silence periods,the distress message, preceded by the alarm signalwhenever possible, and the distress call, until an

answer is received;


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DistressDistress

In cases of distress affecting own ship, the RO

should:

if no answer is received to a distress message sent on

a distress frequency, repeat the message on any other

available frequency on which attention might be

attracted;

use any means in order to attract attention;

pass to the master all distress communicationsimmediately on receipt.


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DistressDistress

In cases of distress affecting other ships, the ROshould:

copy the message and pass it to the master;

if beyond any doubt, his ship is in the vicinity of thedistress, immediately acknowledge receipt; in areaswhere reliable communications with coast stations arepracticable, defer acknowledgement for a short intervalso that a coast station may acknowledge receipt;

if, beyond any doubt, his ship is not in the vicinity ofthe distress, allow a short interval of time to elapsebefore acknowledging receipt of the message to permitnearer stations to acknowledge receipt withoutinterference;


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DistressDistress

In cases of distress affecting other ships, the ROshould:

transmit a distress message using the appropriatetransmitter on full power, whenever possible precededby the alarm signal, using the "Mayday Relay"procedures on 2182 kHz or 156.8 Mhz, as appropriate,to notify authorities who may be able to renderassistance;

on the order of the master, transmit as soon aspossible own ship's name, position, speed and ETA at

the distress position record and pass to the master other

acknowledgements, positions and ETA and otherrelevant distress traffic;

if control of distress traffic is taken over by a CS or aship more favourably placed to assist the one in


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UrgencyUrgency

In cases of urgency affecting own ship, the RO

should:

using the radiotelephone urgency procedure, send,

only on the authority of the master, the urgency signal

and message on 2182 kHz and, when appropriate, on

156.8 Mhz or on any other frequency which may be

used in case of distress

in the case of a long message, or a medical call, or

when repeating the message in areas of heavy traffic,transmit the message on a working frequency; in such

cases, include in the call details of the frequency on

which the urgency message will be transmitted;


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In cases of urgency affecting own ship, the RO

should:

if the urgency message concerns the loss of a personor persons overboard, be permitted to precede the call

by the alarm signal, only when the assistance of otherships is required;

if the message is addressed to a particular station,establish contact with that station before transferring to

a working frequency; if the message is addressed to all stations, allow a

reasonable period before repeating the call andtransmitting the message;

UrgencyUrgency


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In cases of urgency affecting other ships, the RO

should:

as the urgency signal has priority over all other

communications, except distress, take care not to

interfere with it or the transmission of the message that

follows the urgency signal;


continue to listen for at least three minutes; at the endof that period, if no urgency message has been heard,

notify a coast station, if possible, of the receipt of the

urgency signal;

UrgencyUrgency


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SafetySafety

When a safety message is to be transmitted, the ROshould:

send the safety signal towards the end of the firstavailable silence period and call on 2182 kHz and,

when appropriate, 156.8 Mhz; immediately after the end of the silence period, send

the safety message which follows the call on a workingfrequency, making a suitable announcement to thiseffect at the end of the call;

transmit safety calls and messages, which containimportant meteorological and navigational warnings assoon as possible and repeat them at the end of the firstsilence period that follows.


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On hearing the safety signal , the RO should:

not interfere with the signal or message;


give every assistance in disseminating, as necessary,such messages when addressed to "all ships" and re-

transmit to the addressee messages of a more limited

nature, if so requested.

SafetySafety


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LogLog--keepingkeeping

The radiotelephone log should be kept incompliance with the requirements of the RadioRegulations and the Safety Convention.

The radiotelephone log should be kept at theplace where listening watch is maintained andshould be available for inspection by authorizedofficials of the Administration; the times of allentries should be recorded in UTC.

The radiotelephone log should at all times beavailable for inspection by the master and theradiotelephone operator should call his attentionto any entry important to safety.


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MaintenanceMaintenance

The radiotelephone operator should:

test accumulator batteries and, if necessary,

bring them up to a sufficiently charged

condition; inspect the protection against antenna

breakage and ensure proper fitting and

condition;

inspect antenna for snagging or weakening

and take any necessary remedial action;

inspect weekly the condition of portable radio

apparatus for survival craft.

Documents

Curs 13 - Code of Nautical Procedures