CHAPTER 8PILOTINGDEFINITIONANDPURPOSE800.Introductioncuss apilotingmethodologydesigned toensuretheprocedureiscarried out safely and efficiently. These procedures will varyPiloting involves navigating a vessel through restricted wa-fromvessel tovesselaccordingtotheskillandcompositionofters.As in allotherphasesofnavigation,properpreparationandthe piloting team. It is the responsibility of the navigator tostrictattention to detail are very important. This chapter will dis-choose theprocedures applicableto his own situation.PREPARATION801.ChartPreparationMark the Minimum Depth Contour: Determine theminimum depthof waterin whichthe vessel can safelyAssembleRequired Publications:Thesepublicationsoperate andoutline that depth contour on the chart.Dothis stepbeforedoing any other harborpilotingplan-should include CoastPilots,SailingDirections,Lightning. Make this outline in a bright color so that itLists, Lists of Lights, Tide Tables, Tidal CurrentTa-clearly stands out. Carefully examine the area insidebles, Notice to Mariners, and Local Notice tothe contour and mark the isolated shoals less than theMariners.Often,for military vessels,a port will beun-minimum depth whichfall insidethemarked contourder the operational direction of a particular squadron,Determine the minimum depth in which thevessel canobtain that squadron's port OperationOrder.Civilianoperate as follows:vessels should obtain the port's harbor regulationsThesepublications will cover local regulations suchasMinimum Depth = Ship's Draft - Height of Tide +speed limits and bridge-to-bridge radio frequencymonitoring requirements.Assemble the broadcast No-Safety Margin + Squat. (See section 802 and section 819.)tice to Mariners file.Rememberthatoftenthefathometer'stransducerisSelect and Correct Charts:Choose the largest scalenot locatedat the section ofthe hull thatextendsthefurthestbelowthewaterline.Therefore,theindicateddepthofwaterchart available for the approach.Often, the harbor ap-proach will be too long to be represented on only onebelowthefathometertransducer,notthedepthofwaterbe-chart. For example, three charts are required to coverlowthevessel'sdeepestdraft.thewatersfrom the Naval Station in Norfolkto theen-tranceof theChesapeakeBay.Therefore,obtain all theHighlight Selected Visual Navigation Aids (NA-charts required to cover the entire passage.Verify us-VAIDS): Circle, highlight, and label all NAVAIDS oning the Notice to Mariners that the charts in use havethechart.Consult the applicable CoastPilotor SailingDirections to determine a port's best NAVAIDS if thebeencorrectedthroughthelatestchange.Makeanyre-quired changes prior to using the chart.Check thepiloting team has not visited the port previously.TheseLocal Notice to Mariners and the Broadcast Notice toaids can be lighthouses,piers, shorefeatures, or tanks;Mariners file to ensure the chart is fully corrected andanyprominentfeaturethat is displayed onthechart canbe used as a NAVAID.Label critical buoys, such asup to date.Annotate on the chart or a chart correctioncard all the corrections that have been made; this willthose marking a harbor entrance or a traffic separationscheme.Verify charted lights against the Light List ormake iteasierto verify the chart's correction status pri-orto its nextuse.Naval ships will normally preparethe List of Lights to confirm thecharted information isthree sets of charts. One set is for the primary plot, thecorrect.Thisbecomesmostcriticalwhenattemptingtosecond set is for the secondary plot, and the third set isidentify a light at night.Label NAVAIDS succinctlyfortheconningofficerandcaptain.and clearly.Ensureeveryonein the navigation team re-119
119 CHAPTER 8 PILOTING DEFINITION AND PURPOSE 800. Introduction Piloting involves navigating a vessel through restricted waters. As in all other phases of navigation, proper preparation and strict attention to detail are very important. This chapter will discuss a piloting methodology designed to ensure the procedure is carried out safely and efficiently. These procedures will vary from vessel to vessel according to the skill and composition of the piloting team. It is the responsibility of the navigator to choose the procedures applicable to his own situation. PREPARATION 801. Chart Preparation • Assemble Required Publications: These publications should include Coast Pilots, Sailing Directions, Light Lists, Lists of Lights, Tide Tables, Tidal Current Tables, Notice to Mariners, and Local Notice to Mariners. Often, for military vessels, a port will be under the operational direction of a particular squadron; obtain that squadron’s port Operation Order. Civilian vessels should obtain the port’s harbor regulations. These publications will cover local regulations such as speed limits and bridge-to-bridge radio frequency monitoring requirements. Assemble the broadcast Notice to Mariners file. • Select and Correct Charts: Choose the largest scale chart available for the approach. Often, the harbor approach will be too long to be represented on only one chart. For example, three charts are required to cover the waters from the Naval Station in Norfolk to the entrance of the Chesapeake Bay. Therefore, obtain all the charts required to cover the entire passage. Verify using the Notice to Mariners that the charts in use have been corrected through the latest change. Make any required changes prior to using the chart. Check the Local Notice to Mariners and the Broadcast Notice to Mariners file to ensure the chart is fully corrected and up to date. Annotate on the chart or a chart correction card all the corrections that have been made; this will make it easier to verify the chart’s correction status prior to its next use. Naval ships will normally prepare three sets of charts. One set is for the primary plot, the second set is for the secondary plot, and the third set is for the conning officer and captain. • Mark the Minimum Depth Contour: Determine the minimum depth of water in which the vessel can safely operate and outline that depth contour on the chart. Do this step before doing any other harbor piloting planning. Make this outline in a bright color so that it clearly stands out. Carefully examine the area inside the contour and mark the isolated shoals less than the minimum depth which fall inside the marked contour. Determine the minimum depth in which the vessel can operate as follows: Minimum Depth = Ship’s Draft – Height of Tide + Safety Margin + Squat. (See section 802 and section 819.) Remember that often the fathometer’s transducer is not located at the section of the hull that extends the furthest below the waterline. Therefore, the indicated depth of water below the fathometer transducer, not the depth of water below the vessel’s deepest draft. • Highlight Selected Visual Navigation Aids (NAVAIDS): Circle, highlight, and label all NAVAIDS on the chart. Consult the applicable Coast Pilot or Sailing Directions to determine a port’s best NAVAIDS if the piloting team has not visited the port previously. These aids can be lighthouses, piers, shore features, or tanks; any prominent feature that is displayed on the chart can be used as a NAVAID. Label critical buoys, such as those marking a harbor entrance or a traffic separation scheme. Verify charted lights against the Light List or the List of Lights to confirm the charted information is correct. This becomes most critical when attempting to identify a light at night. Label NAVAIDS succinctly and clearly. Ensure everyone in the navigation team re-
120PILOTINGfers to a NAVAID using the same terminology.Thiswill reduce confusion between the bearing taker, theFinal CourseTransferbearing recorder,and plotter.Highlight Selected Radar NAVAIDS:Highlight ra-End of Turndar NAVAIDS witha triangle instead of a circle.If theNAVAID is suitablefor either visual or radar piloting,it can be highlighted with either a circle or a triangle.BOUEAPVPlot the Departure/Approach Track: This process iscritical for ensuring safepilotage.Consult the FleetGuideandSailingDirectionsforrecommendationsonthebest tracktouse.Look forany information orreg--StartofTurnulations published by the local harbor authorityLacking any of this information, locate a channel orSsionsaferoutedelineated onthe chartand plotthevessel'strack through the channel.Most U.S. ports have welleureodefined channels marked with buoys.Carefully checkthe intended tracktoensureasufficient depth ofwaterunder the keel will exist for the entire passage. If thescale ofthe chartpermits, laythe track outtothe star-Figure 801a.Advance and transfer.board sideofthechannel to allowforanyvessel trafficproceeding in the oppositedirection.Many channelsin thedirection ofthe original coursefrom when the rud-are marked by natural or man-made ranges.A rangeder is put overuntil the new course is reached is calledconsists of two NAVAIDS in line with the center of aadvance.Thedistancethevesselmovesperpendiculartonavigable channel.The navigator can determine histhe original course during the turn is called transfer.Useposition relative to the track by evaluating the align-the advanceand transfercharacteristics of the vessel toment of theNAVAIDS forming the range.Thesedetermine when the vessel must put its rudder over toranges shouldbemeasured tothenearest 0.1°,andthisgain the next course.From that point, fair in a curve be-valueshouldbe marked on thechart.Notonlyarerangtween the original course and thenew course.Mark thees useful inkeeping a vessel on track,they arepointon the original coursewhere the vesselmustput itsinvaluablefor determining gyro error.See section 808.rudder over as the turning point. See Figure 801bLabel the Departure/Approach Track: Label the trackPlot Turn Bearings: A turn bearing is a predeter-courseto the nearest 0.5°.Similarly,label the distance ofmined bearingtoacharted objectfromthetrackpointeach track leg.Place these labels well off thetrack soat which the rudder must be put over in order to makethey do not interfere with subsequent plotting. Highlighta desired turn. Follow two rules when selecting NA-thetrack coursesforeasyreference whilepiloting.ThereVAIDS to be used as turn bearing sources:(I)Theis nothing more frustrating than approaching a turn andNAVAID should be as closeto thebeam as possibleatnotbeingabletodeterminethenextcoursefromthechartthe turn point; and (2) The aid should be on the insidequickly.Often a navigator might plan two separateelbow ofthe turn.This ensures the largest rateof bear-tracks. One track would be for use during good visibilitying change at the turning point, thus marking theand the other for poor visibility.Considerations might inturningpoint more accuratelyPlot the turn bearing toclude concern for thenumberof turns (fewerturnsforthe selected NAVAID from the point on the track atpoor visibility) or proximity to shoal water (smaller mar-which the vessel must put its rudder over to gain thegin for error might be acceptable in good visibility).Innew course. Label the bearing to the nearest o.1othis case, label bothtracks as above and appropriatelymark when touseeach track.If two separatetracks areExample: Figure 80lb illustrates using advance andprovided, the navigator must decide which one to use be-fore the ship enters restricted waters. Never changetransfertodetermineaturnbearing.Ashipproceed-ing on course100isto turn 60to the leftocomeontracks in the middle ofthe transit.a range whichwill guide it up a channel. Fora 600tun and theamount of rudder used,the advance isUse Advance and Transfer to Determine Turning920yardsand thetransferis350yards.Points: The track determined above does not take intoRequired: The bearing of flagpole"FP."when theaccount advance and transferfordetermining turningpoints.SeeFigure 80la.Thedistance thevessel movesrudderis put over
120 PILOTING fers to a NAVAID using the same terminology. This will reduce confusion between the bearing taker, the bearing recorder, and plotter. • Highlight Selected Radar NAVAIDS: Highlight radar NAVAIDS with a triangle instead of a circle. If the NAVAID is suitable for either visual or radar piloting, it can be highlighted with either a circle or a triangle. • Plot the Departure/Approach Track: This process is critical for ensuring safe pilotage. Consult the Fleet Guide and Sailing Directions for recommendations on the best track to use. Look for any information or regulations published by the local harbor authority. Lacking any of this information, locate a channel or safe route delineated on the chart and plot the vessel’s track through the channel. Most U.S. ports have welldefined channels marked with buoys. Carefully check the intended track to ensure a sufficient depth of water under the keel will exist for the entire passage. If the scale of the chart permits, lay the track out to the starboard side of the channel to allow for any vessel traffic proceeding in the opposite direction. Many channels are marked by natural or man-made ranges. A range consists of two NAVAIDS in line with the center of a navigable channel. The navigator can determine his position relative to the track by evaluating the alignment of the NAVAIDS forming the range. These ranges should be measured to the nearest 0.1°, and this value should be marked on the chart. Not only are ranges useful in keeping a vessel on track, they are invaluable for determining gyro error. See section 808. • Label the Departure/Approach Track: Label the track course to the nearest 0.5°. Similarly, label the distance of each track leg. Place these labels well off the track so they do not interfere with subsequent plotting. Highlight the track courses for easy reference while piloting. There is nothing more frustrating than approaching a turn and not being able to determine the next course from the chart quickly. Often a navigator might plan two separate tracks. One track would be for use during good visibility and the other for poor visibility. Considerations might include concern for the number of turns (fewer turns for poor visibility) or proximity to shoal water (smaller margin for error might be acceptable in good visibility). In this case, label both tracks as above and appropriately mark when to use each track. If two separate tracks are provided, the navigator must decide which one to use before the ship enters restricted waters. Never change tracks in the middle of the transit. • Use Advance and Transfer to Determine Turning Points: The track determined above does not take into account advance and transfer for determining turning points. See Figure 801a. The distance the vessel moves in the direction of the original course from when the rudder is put over until the new course is reached is called advance. The distance the vessel moves perpendicular to the original course during the turn is called transfer. Use the advance and transfer characteristics of the vessel to determine when the vessel must put its rudder over to gain the next course. From that point, fair in a curve between the original course and the new course. Mark the point on the original course where the vessel must put its rudder over as the turning point. See Figure 801b. • Plot Turn Bearings: A turn bearing is a predetermined bearing to a charted object from the track point at which the rudder must be put over in order to make a desired turn. Follow two rules when selecting NAVAIDS to be used as turn bearing sources: (1) The NAVAID should be as close to the beam as possible at the turn point; and (2) The aid should be on the inside elbow of the turn. This ensures the largest rate of bearing change at the turning point, thus marking the turning point more accurately. Plot the turn bearing to the selected NAVAID from the point on the track at which the vessel must put its rudder over to gain the new course. Label the bearing to the nearest 0.1°. Example: Figure 801b illustrates using advance and transfer to determine a turn bearing. A ship proceeding on course 100° is to turn 60° to the left to come on a range which will guide it up a channel. For a 60° turn and the amount of rudder used, the advance is 920 yards and the transfer is 350 yards. Required: The bearing of flagpole “FP.” when the rudder is put over. Figure 801a. Advance and transfer
121PILOTINGFPE39CBC100SPKOSEwwS920 ydsD:BFigure801b.AllowingforadvanceandtransferSolution:used to lay down the track.The chart gets clutteredaround a turn, and thenavigator mustbe ableto see the1.Extendtheoriginal course line,ABslide bar clearly.2.Ataperpendiculardistanceof350yards,thetrans-fer,draw a lineABparallel to the original coureLabel Distance to Go From Each Turn Point: AtlineAB.Thepointof intersection,C,of AB'witheachturningpoint, label the distancetogo until eitherthe new course line is the place atwhich the turn isthe ship moors (inbound) or the ship clears the harborto be completed.(outbound).Foran inboundtransit,a vessel's captain is3.From Cdraw aperpendicular,CD,to the originalmore concerned about time of arrival, so assume acourse line, intersecting at D.speed of advance and label each turn point with timeto4.From D measure the advance,920 yards,backgo until mooringalong the original course line.This locates E,thepoint at which the turn should be started.Plot Danger Bearings: Danger bearings warn a navi-5.The direction of"FP."fromE,058,is the bearinggator he may beapproaching a navigation hazard toowhen theturn should be started.closely. See Figure 801d.Vector AB indicates a ves-Answer:Bearing058osel's intended track. This track passes close to theindicated shoal.Drawa line from theNAVAIDHtan-Plot a Slide Bar for Every Turn Bearing: To assist thegent to the shoal. The bearing of that tangent linenavigator in quicklyrevisinga turn bearing ifthe ship findsmeasured from the ship's track is 074.0°T.In otheritself off track immediately prior to a turn, use a plottingwords, as long as NAVAID H bears less than 074°T astechniqueknown as the slide bar.See Figure 80lc.Drawthe vessel proceeds down its track, the vessel will notthe slide bar parallel to the new course through the turmingground on the shoal. Hatch the side of the bearing linepoint on the original course. The navigator can quickly deon the side of the hazard and label the danger bearingterminea newturnbearingbydead reckoningahead fromNMT (nomore than)074.0°T.For an added margin ofthe vessel's last fix position to where the DR intersects thesafety,the linedoes not haveto be drawn exactlytan-slide bar. The revised turn bearing is simply the bearinggent to the shoal. Perhaps, in this case, the navigatorfrom that intersection point to the turn bearing NAVAIDmight want to set an error margin and draw the dangerbearing at 065°T from NAVAIDH.Lay down a dangerDrawtheslidebarwithadifferent colorfromthat
PILOTING 121 Solution: 1. Extend the original course line, AB. 2. At a perpendicular distance of 350 yards, the transfer, draw a line A’B’ parallel to the original course line AB. The point of intersection, C, of A’B’ with the new course line is the place at which the turn is to be completed. 3. From C draw a perpendicular, CD, to the original course line, intersecting at D. 4. From D measure the advance, 920 yards, back along the original course line. This locates E, the point at which the turn should be started. 5. The direction of “FP.” from E, 058°, is the bearing when the turn should be started. Answer: Bearing 058°. • Plot a Slide Bar for Every Turn Bearing: To assist the navigator in quickly revising a turn bearing if the ship finds itself off track immediately prior to a turn, use a plotting technique known as the slide bar. See Figure 801c. Draw the slide bar parallel to the new course through the turning point on the original course. The navigator can quickly determine a new turn bearing by dead reckoning ahead from the vessel’s last fix position to where the DR intersects the slide bar. The revised turn bearing is simply the bearing from that intersection point to the turn bearing NAVAID. Draw the slide bar with a different color from that used to lay down the track. The chart gets cluttered around a turn, and the navigator must be able to see the slide bar clearly. • Label Distance to Go From Each Turn Point: At each turning point, label the distance to go until either the ship moors (inbound) or the ship clears the harbor (outbound). For an inbound transit, a vessel’s captain is more concerned about time of arrival, so assume a speed of advance and label each turn point with time to go until mooring. • Plot Danger Bearings: Danger bearings warn a navigator he may be approaching a navigation hazard too closely. See Figure 801d. Vector AB indicates a vessel’s intended track. This track passes close to the indicated shoal. Draw a line from the NAVAID H tangent to the shoal. The bearing of that tangent line measured from the ship’s track is 074.0°T. In other words, as long as NAVAID H bears less than 074°T as the vessel proceeds down its track, the vessel will not ground on the shoal. Hatch the side of the bearing line on the side of the hazard and label the danger bearing NMT (no more than) 074.0°T. For an added margin of safety, the line does not have to be drawn exactly tangent to the shoal. Perhaps, in this case, the navigator might want to set an error margin and draw the danger bearing at 065°T from NAVAID H. Lay down a danger Figure 801b. Allowing for advance and transfer
122PILOTINGCUPOCUPOACTUAL_TRANDEDTRAFigure 801c. The slide bar technique.bearing from any appropriate NAVAID in the vicinitytheshallowestwaterexpectedonthetransitandtheves-of any hazard tonavigation.Ensure the track does notsel's maximum draft.Set 90%of this difference as thewarning soundingand 80%ofthis differenceasthedan-crossanydangerbearing.ger sounding. This is not an inflexible rule. There may bePlotDangerRanges:The danger range is analogouspeculiarities about the local conditions that will cause theto the danger bearing.It is a standoff range from an ob-navigator to choose another method of determining hisject to prevent the vessel from approaching a hazardwarning and danger soundings. Use the above method iftoo closely.noothermeansismoresuitable.Forexample:Avesseldraws a maximum of20 feet,and it is entering a channelLabel Warning andDangerSoundings:Todeterminedredged to a minimum depth of 50 feet. Set the warningthe danger sounding, examine the vessel's proposedand danger soundingsat0.9(50ft.-20ft)=27ft and 0.8track and note the minimum expected sounding.The(50ft.-20ft.)=24ft.,respectively.Re-evaluate theseminimum expected sounding isthedifferencebetweensoundings at different intervals along the track when theNMT074INTENDED TRACK-BYFigure801d.Adangerbearing,hatched on thedangerous sideand labeled wih theappropriatebearing
122 PILOTING bearing from any appropriate NAVAID in the vicinity of any hazard to navigation. Ensure the track does not cross any danger bearing. • Plot Danger Ranges: The danger range is analogous to the danger bearing. It is a standoff range from an object to prevent the vessel from approaching a hazard too closely. • Label Warning and Danger Soundings: To determine the danger sounding, examine the vessel’s proposed track and note the minimum expected sounding. The minimum expected sounding is the difference between the shallowest water expected on the transit and the vessel’s maximum draft. Set 90% of this difference as the warning sounding and 80% of this difference as the danger sounding. This is not an inflexible rule. There may be peculiarities about the local conditions that will cause the navigator to choose another method of determining his warning and danger soundings. Use the above method if no other means is more suitable. For example: A vessel draws a maximum of 20 feet, and it is entering a channel dredged to a minimum depth of 50 feet. Set the warning and danger soundings at 0.9 (50ft. - 20ft) = 27ft and 0.8 (50ft. - 20ft.) = 24ft., respectively. Re-evaluate these soundings at different intervals along the track when the Figure 801c. The slide bar technique. Figure 801d. A danger bearing, hatched on the dangerous side and labeled wih the appropriate bearing
PILOTING123minimum expected sounding may change. Carefully803.Weatherlabel the points alongthetrackbetweenwhichthesewarning and danger soundings apply.The navigator should obtain a weather report coveringtheroutewhichheintendstotransit.Thiswillallowhimtoprepare for any heavy weather by stationing extra lookouts,Label Demarcation Line:Clearly label the point onadjusting his speed forpoorvisibility,and preparingforra-the ship's track at which the Inland and InternationalRules of the Road apply.This is applicable only whendar navigation.If the weather is thick, he may want toconsider standing off the harbor until it clears.pilotinginU.S.ports.The navigator can receive weather information anynumber of ways. Military vessels receive weather reportsMark Speed Limits Where Applicable: Often a har-from theirparent squadrons priortocoming intoport.Ma-borwill have a local speed limit in thevicinityofpiersrine band radio carries continuous weather reports. Someothervessels.orshorefacilities.Markthesespeedlim-vessels are equipped with weather facsimile machines.its andthepointsbetween whichtheyareapplicableonSome navigators carry cellular phones to reach shoresidethe chart.personnel and harbor control; these can be used to getweatherreports.Howeverheobtainstheinformation.theMark thePoint of Pilot Embarkation: Someportsnavigator should haveagood idea of theweatherwhereherequire vessels over a certain size to embark a pilot. Ifwill bepiloting.this is the case, mark the point on the chart where thepilot is to embark.804.ThePilotingBriefMark the Tugboat Rendezvous Point:If the vesselAssembletheentirenavigationteamforapilotingbriefrequires atug to moor,mark thetugrendezvous pointprior to entering or leaving port.The vessel's captain andon the chart.navigator should conduct the briefing.All navigation andbridge personnel should attend.Thepilot, if he is already onMark the Chart Shift Point: If more than one chartboard, should also attend.If the pilot is not onboard whenwill be required to completethe passage,markthethe ship's company is briefed, the navigator should imme-track point where the navigator should shift to the nextdiatelybrief himwhenheembarks.Thepilotmustknowchart.the ship's maneuvering characteristics before entering re-stricted waters.The briefing should cover, as a minimum,Harbor Communications:Mark the point on thethe following:chart where the vessel must contact harbor controlAlsomarkthepointwhereavesselmust contactitsDetailed Coverage of theTrack Plan:Goovertheparentsquadrontomake anarrival report(militaryves-planned route in detail. Use the prepared and ap-sels only).proved chart as part of this brief.Concentrateespecially on all theNAVAIDS and soundings whichTides and Currents: Mark the points on the chart forare being used to indicate danger.Cover the buoyagewhich the tides and currents were calculatedsystem in use and the port's major NAVAIDS. PointouttheradarNAVAIDSfor theradaroperator.Often802.TidesAndCurrentsaFleet Guide or SailingDirectionswill havepicturesof a port's NAVAIDS. This is especially importantDetermining thetidaland current conditions oftheportfor thepilotingpartythat has nevertransited this par-which you are entering is crucial.Determining tides andticular port before.If no pictures are availablecurrents is covered in Chapter 9. Plot a graph of the tidalconsider stationing a photographer to take some forrange at the appropriate port for a 24-hour period for thedaysubmissiontoDMAHTCof your scheduled arrival ordeparture.Plottingthe curveforthe24-hourperiodwill coverthose contingenciesthatHarbor Communications:Discuss the bridge-todelay your arrival or departure. Depending on a vessel'sbridge radio frequencies used to raise harbor controldraft and theharbor's depth, somevessels maybe abletoDiscusswhatchannelthevesselissupposedtomonitortransit only at high tide.If this is this case, it is critically im-onitspassageintoportandtheportscommunicationportanttodeterminethetimeand rangeofthetide correctlyprotocol.The magnitude and direction of the current will givethe navigator some idea of the set and drift the vessel willDuties and Responsibilities: Each member ofthe pi-experience during thetransit.This will allowhimto plan inlotingteammusthaveathoroughunderstandingofadvanceforanypotential currenteffectsinthevicinityofhis duties and responsibilities.He must also under-navigation hazards.stand how his part fits into the scheme of the whole
PILOTING 123 minimum expected sounding may change. Carefully label the points along the track between which these warning and danger soundings apply. • Label Demarcation Line: Clearly label the point on the ship’s track at which the Inland and International Rules of the Road apply. This is applicable only when piloting in U.S. ports. • Mark Speed Limits Where Applicable: Often a harbor will have a local speed limit in the vicinity of piers, other vessels, or shore facilities. Mark these speed limits and the points between which they are applicable on the chart. • Mark the Point of Pilot Embarkation: Some ports require vessels over a certain size to embark a pilot. If this is the case, mark the point on the chart where the pilot is to embark. • Mark the Tugboat Rendezvous Point: If the vessel requires a tug to moor, mark the tug rendezvous point on the chart. • Mark the Chart Shift Point: If more than one chart will be required to complete the passage, mark the track point where the navigator should shift to the next chart. • Harbor Communications: Mark the point on the chart where the vessel must contact harbor control. Also mark the point where a vessel must contact its parent squadron to make an arrival report (military vessels only). • Tides and Currents: Mark the points on the chart for which the tides and currents were calculated. 802. Tides And Currents Determining the tidal and current conditions of the port which you are entering is crucial. Determining tides and currents is covered in Chapter 9. Plot a graph of the tidal range at the appropriate port for a 24-hour period for the day of your scheduled arrival or departure. Plotting the curve for the 24-hour period will cover those contingencies that delay your arrival or departure. Depending on a vessel’s draft and the harbor’s depth, some vessels may be able to transit only at high tide. If this is this case, it is critically important to determine the time and range of the tide correctly. The magnitude and direction of the current will give the navigator some idea of the set and drift the vessel will experience during the transit. This will allow him to plan in advance for any potential current effects in the vicinity of navigation hazards. 803. Weather The navigator should obtain a weather report covering the route which he intends to transit. This will allow him to prepare for any heavy weather by stationing extra lookouts, adjusting his speed for poor visibility, and preparing for radar navigation. If the weather is thick, he may want to consider standing off the harbor until it clears. The navigator can receive weather information any number of ways. Military vessels receive weather reports from their parent squadrons prior to coming into port. Marine band radio carries continuous weather reports. Some vessels are equipped with weather facsimile machines. Some navigators carry cellular phones to reach shoreside personnel and harbor control; these can be used to get weather reports. However he obtains the information, the navigator should have a good idea of the weather where he will be piloting. 804. The Piloting Brief Assemble the entire navigation team for a piloting brief prior to entering or leaving port. The vessel’s captain and navigator should conduct the briefing. All navigation and bridge personnel should attend. The pilot, if he is already on board, should also attend. If the pilot is not onboard when the ship’s company is briefed, the navigator should immediately brief him when he embarks. The pilot must know the ship’s maneuvering characteristics before entering restricted waters. The briefing should cover, as a minimum, the following: • Detailed Coverage of the Track Plan: Go over the planned route in detail. Use the prepared and approved chart as part of this brief. Concentrate especially on all the NAVAIDS and soundings which are being used to indicate danger. Cover the buoyage system in use and the port’s major NAVAIDS. Point out the radar NAVAIDS for the radar operator. Often, a Fleet Guide or Sailing Directions will have pictures of a port’s NAVAIDS. This is especially important for the piloting party that has never transited this particular port before. If no pictures are available, consider stationing a photographer to take some for submission to DMAHTC. • Harbor Communications: Discuss the bridge-to bridge radio frequencies used to raise harbor control. Discuss what channel the vessel is supposed to monitor on its passage into port and the port’s communication protocol. • Duties and Responsibilities: Each member of the piloting team must have a thorough understanding of his duties and responsibilities. He must also understand how his part fits into the scheme of the whole