Chapter 2: Knowledge Base for Junior Officer

2-01 Situational awareness of small vessel Visual lookout 

2-01 Visual lookout is first and last thing at bridge.

2-02 Set up vessel’s collision risk Priority?

2-03 Make sure what direction target vessel is going? 

2-04 Can we make sure small vessel’s heading? 

2-05 How can I make sure small vessel’s bearing change?  

2-06 Bearing change is slow, OK or not?

2-07 If we cannot make sure which side target vessel is facing us? 

2-08 Starboard side vessel bearing change to starboard side 3 degrees.

2-09 Small boat crossing big vessel’s Bow as ritual

2-10 Why blind sector is important to us?

2-11 First stage in turning: Stern moving only

2-12 Take bearing from target vessel stern 

2-13 Standard maneuvering to avoid collision

2-02 Situational awareness of Ocean going vessel Radar lookout

2-14 Ocean going and coastal vessel strategy to avoid collision in multiple target encounter

2-15 shortcoming of Radar, ARPA lookout 

2-16 Short-term memory or Working memory?

2-17 Many problems common to ARPA, do not affect AIS

2-18 Graphical situational awareness in Radar Lookout

2-19 Aware ownship Speed vector in ARPA

2-20 Aware target’s speed by ownship speed vector 

2-21 Aware Collision stick and collision spot in ARPA

2-22 Aware Collision risk and collision time in ARPA graphical

2-23 Aware collision risk by changing ownship speed vector time

2-24 Aware collision risk by changing ownship speed vector direction

2-25 Aware big imaginary ownship with other vessel collision risk area on screen.  

2-03 Situational awareness of ARPA/ECDIS/AIS/VHF

2-26 ARPA track, process, simultaneously display and continuously update.

2-27 ECDIS 

2-28 SHIPBORNE AUTOMATIC IDENTIFICATION SYSTEM(AIS)

2-29 Graphical display of AIS

2-30 INHERENT LIMITATIONS OF AIS 

2-31 USE OF AIS IN COLLISION AVOIDANCE SITUATIONS 

2-32 USE OF AIS IN NAVIGATION

2-33 VHF: Use of VHF as Collision Avoidance Aid

2-34 Open Chart Plotter Navigator

2-35 An ideal presentation together with AIS signal

2-36 Make full use of Radar echo trail

2-37 Ship switch off AIS cause collision case

2-04 COLREG Part A- General (Rules 1-3)

COLREG Rule 1 paramount clause: High seas and overriding authorities

COLREG Rule 2 Nothing shall exonerate any vessel, or the owner, master or crew

A departure from these Rules necessary to avoid immediate danger.

COLREG Rule 3 General definitions

2-05 COLREG Part B- Steering and Sailing (Rules 4-19)

Section 1 - Conduct of vessels in any condition of visibility (Rules 4-10)

COLREG Rule 4 Section 1 Apply in any condition of visibility

COLREG Rule 5 Look-out

COLREG Rule 6 Safe Speed

COLREG Rule 7 Risk of collision

2-06 Horizontal Bearing consideration

2-38 Vessel of 400 meters long at 4 nm distance horizontal bearing is 3.095 degrees.

COLREG Rule 8 Action to avoid collision 

2-39 Ownship relative bearing change should be larger than blossom effect.

2-40 Three stages of ownship speed reduction: slow down, stop at sea and go backward.

COLREG Rule 9 Narrow channels

2-41 Local authority of Narrow channel or fairway has special rules override COLREG.

COLREG Rule 10 Traffic separation schemes

Section II - Conduct of vessels in sight of one another (Rules 11-18)

COLREG Rule 11 Rules in Section II Apply to vessels in sight of one another

COLREG Rule 12 Sailing vessels (omit)

COLREG Rule 13 Overtaking

COLREG Rule 14 Head-on situation

COLREG Rule 15 Crossing situation

2-42 Overtaking, Head-on or crossing is decided by relative bearing of target vessel.

COLREG Rule 16 Action by give-way vessel

COLREG Rule 17 Action by stand-on vessel

2-07 Vessel’s obligation varied by COLREG, VHF, VTS or Pilots

2-43 Vessel’s obligation in three stages of collision avoidance

COLREG Rule 18 Responsibilities between vessels

Section III - conduct of vessels in restricted visibility (Rule 19)

COLREG Rule 19 Conduct of vessels in restricted visibility

2-44 Possible relative bearing of different speed vessels which have collision risk

2-45 Sailing instructions received from VHF, VTS vessel traffic service or Pilot Station

2-46 Visual lookout techniques: best backup lookout on bridge 

2-47 Too many faiths in ARPA is not nature.

2-48 Knowing COLREGS - some graphic information to clear the smoke

资浅船副的知识基础

海上的资浅船副与乙级船员不同的是，他有STCW 所发的适任证书，这是一种国际标准。在实际的海上，我们认为这一些当值船副，是一群年轻人拥有使用雷达，阿帕，电子海图等等航仪的执照，但是并不一定真正了解，航海仪器潜在的风险，与现场优先顺序如何调整。公司与学校曾提醒他们，什么样的危险应该要注意，但是没有人知道，情况发生的时候，他们真正的反应。对年轻船副来讲，知识层面的警觉，是我们在使用航海仪器和当班的一些常识，只是我们将把它做一个分类整理，方便年轻的船副利用，来产生他所需要的情境感知。

2-01视觉了望是我们在驾驶台做的第一件，也是最后一件事。

图形2-01刚从母港开出的船只。

本轮刚刚从母港开出，幸运的是，外面船只的数量并不多。你的手正在雷达的轨迹球上操作，练习如何来取得可变距离圈以及电子方位线的资料，如何安排我们的速度向量线与目标船尾迹的长度，都需要调整。此时一位老先生，站在驾驶台门口的窗户旁边，开口说道，“长官，左舷有一条船横越”，“ＯＫ，让我检查一下”你回答。"不，不，长官，我确定”他继续说着呢。喔！屁啦，是急什么？为什么一个AB能够对两船相遇的态势，如此确定？但是你并没有说什么，你是一个新手，而且还搞不清楚状况，那到底是什么问题呢？

接班时，你应该向驾驶台的窗户外先看看，如果你目视了望训练得还可以。目视了望应该看些什么？是你还是航海实习生的时候，在驾驶台应该学到的技术，这应该在你得到适任证书之前，就要会的。

第一件事搜寻他船对本船距离的线索，在左舷，我看到水面反光跟航迹流，和一些比较小船只的花开效应，跟我们的货柜比起来，这应该是我们要注意的线索。

在左舷，现在看到的有四条船，第五条在右舷的小船，应该有一两海里，还没有花开效应，我如何知道他们的距离与视角？（也就是那一舷面对本船？）要怎么样处理这些船？是否该使用望远镜？

第五条在右舷的船只，一个灯是否可能是大船的一盏尾灯？或是小船的桅灯？他的水线非常接近本船船头的盲区，这是另外一个目标船距离的线索，乙级船员可能没有这一方面的知识。下面是海上人命安全公约驾驶台视线盲区的规定，在第五章规则22，从驾驶台操纵位置被遮蔽海面的距离，不得超过从驾驶台到两倍船长或者是500公尺的距离，以其中较低着为标准。

所以我们要划一条看不见的水平线，依照海上人命安全公约对盲区距离的要求来看，图形2-02上，右舷的船只是在这条水平线之前，所以他的距离是超过500公尺，左舷这两条船是在这一条盲区的线上，这是一个很清楚的距离指示，所以不管他是大小船，他的距离呢都是本轮船头前面500公尺左右。

加上他们甲板灯光的花开效应，以及水面反光，或是在我们驾驶台玻璃的白色余辉，这些呢都可以让我们对他们的距离，提供更多有信心的判断。

图形2-02使用海上人命安全公约盲区的规定，决定目标船的距离。