4 – 01 Radar Setting skills on board

4-01 Going to heavy traffic Shanghai

4-02 What chief should prepare before heavy traffic

4-03 Extra lights on deck to assist visual aspect of ownship

4-04 Radar tune, gain and clutter setting reflect your competence 

4-05 Radar range setting reflect traffic density.

4-06 What trail property of small vessel we are looking for?

4-07 Small difference in setting is exactly the hidden cause of collision

4-08 Radar speed vector setting reflect collision risk 

4-09 Why Captain don’t want waste time to use ARPA to acquire target?

4-10 Collision point move along ownship’s speed vector 

4-11 Some concepts of Collision point movement

4-12 Minimum requirement of speed vector time setting

4-13 Situation awareness in 2306 hours radar lookout

4-14 Safe speed or slow speed in a pocket

4-15 Why 3 minutes speed vector setting is minimum requirement to avoid collision

4 – 02 Three stages of vessel turning: space ship status

4-16 Ship Turning consist of three stages: In first stage Rudder plate working

4-17 Ship Turning in second stage: ship momentum working

4-18 Ship Turning in third stage: water resistance working

4-19 Ship Turning IMO Criteria and Standard in “Hard Over” rudder

4-20 Space ship status for Senior OOW collision avoidance: 

4-21 Steady ownship whenever you can

4-22 Why Pivot Point PP is not a fixed point on board

4-23 Use other vessel’s 3 minutes speed vector to simulate her space ship status.

4-24 How many course changes is enough for collision avoidance? 

4-25 6 minutes speed vector setting is minimum requirement to access collision risk.

4 – 03 Avoidance actions consideration in Senior stage

4-26 Overtaking, how to take actions patiently? 

4-27 Head-on, how to take actions quickly? 

4-28 Crossing, how to take actions clearly? 

4-29 Cross Track Distance or Abeam distance to our course line

4-30 Take care of Cross Track Distance while give-way

4-31 Double grounding case study

4-32 Give-way vessel or stand-on vessel in different risky area?

4-33 Whether to give-way or stand-on while crossing two opposite directions traffic?

4-34 Stand on vessel is free to move before or after another vessel give way

4-35 Case Study:  Example of a Junior collision avoidance time

4-36 246 or 369 nm in crossing obligations change

4 – 04 More visual skill: Knowing bearing change, CPA and SRB

4-37 What effect of alter course has on CPA adjustment?  

4-38 Estimate CPA by target bearing change?  

4-39 Criteria of collision avoidance for Junior and Senior OOW

4-40 At 4 NM to achieve CPA = 1 nm by ownship or target vessel’s action

4-41 Relative bearing change we can get it from our visual instinct

4-42 Two more awareness we can get from visual lookout: Target’s bearing change and CPA

4 – 05 Safe Relative Bearing SRB in crossing vessels

4-43 More awareness from visual: Safe Relative Bearing SRB in crossing vessels

4-44 SRB for 1/3 speed target is 20 degrees

4-45 1/6 speed target vessel’s SRB is about 10 degrees

4-46 What Senior OOW are doing with their experience

4-47 What chief mate has in mind of this situation?

4-48 The limitation in SRB application

4-49 Safe Heading used in High Speed Craft

4-50 Mark Safety relative Bearing SRB on azimuth circle for High Speed Craft

4-51 Multiple target collision avoidance

4 – 06 More thoughts of Collision case in Dover strait

4-52 One avoidance action for all targets

4-53 Stand-on action for all targets’ smoke are clear

4-54 Slow speed vessel avoidance action for all targets

4-55 Slow speed vessel sailed along center of traffic lane

4-56 Stand-on vessel has collision with fast vessel abeam

4-57 Stand-on vessel has collision with slow vessel abeam

4 – 07 Conclusions of knowledge base for Chief Officer

Figures:

Figure 4-01 Approaching Chang Jiang Mouth L/V with COG 100⁰ SOG 12.7 Knots

Figure 4-02 details of radar setting

Figure 4-03 detection range reflect traffic density

Figure 4-04 Golden stick to detect collision at 2230 LT

Figure 4-05 Golden stick to detect collision position at 2233 LT

Figure 4-06 Read PCP from crossing point at 2306 LT and 2315 LT

Figure 4-07 Understand the turning stages

Figure 4-08 different size container vessel turning with hard over rudder

Figure 4-09 different rudder angle used in turning with abeam distance

Figure 4-10 vessel need different distance advance when current changed

Figure 4-11 beam distance after alter course, Cross Track Distance

Figure 4-12 Both A/C at 0206 hours, first grounding at 0212 hours, second at 0218 hours

Figure 4-13 avoidance action before and after double grounding

Figure 4-14 Possible collision point inside Traffic Separation Scheme

Figure 4-15 Example of a Junior collision avoidance time

Figure 4-16 Target bearing change 5 degrees at 4 nm distance away

Figure 4-17 Black Target bearing change 5 degrees at 4 nm distance away

Figure 4-18 One container space is 4 degrees bearing change 

Figure 4-19 Safety Relative Bearing for 1/3, ½ and 2/3 speed of target

Figure 1-07 use tanker fixed deck fittings as reference mark for bearing checking

Figure 4-20 Safety Relative Bearing application and its limitations

Figure 4-21 No Go Area for High Speed Craft

Figure 4-22 Mark SRB on azimuth circle for High Speed Craft

Figure 4-23: SOP for collision avoidance in multiple targets

Figure 4-24: what ownship can do 6 minutes before collision in multiple targets

Figure 4-25: what ownship can do 3 minutes before collision in multiple targets