NAVIGATION SCHOOL Navigation Specialisation Course

Version 2: 30 Sep 2006

KD PELANDOK

COURSE : NAVIGATION SPECIALISATION COURSE

SUBJECT : GENERAL NAVIGATION
HANDOUT NO :
T.O NO. :
E.O NO. :

References:
A. BR 45(1) Manual of Navigation Vol. 1 Chapter 15.
B. BRL 1401 Navigation Quick Reference Chapter 5.

BLIND PILOTAGE
Blind pilotage means the navigation of the ships through restricted waters in low visibility with
or no recourse to the visual observation of objects outside the ship.

It must be appreciated that Blind Pilotage is inherently less accurate than Visual Pilotage.
Some of the reasons are as follows:

The Accuracy of the radar.

The best Accuracy that realistically can be expected from High Definition Warning Surface
radar is ± 50 yards. This will further degraded if suitable radar conspicuous marks are NOT
available.
The best radar bearing accuracy will be 1° to 2°.
Poor identification of contacts.
The Additional time taken to fix.
The effect of the Height of Tide on the radar picture.
Radar blind arcs, which in some ships can be significant.
Consequences of radar failure.

Parallel Index Line Technique (PIL)

The key to blind pilotage is the principle of the parallel index line. On the chart, a line is drawn
from the edge of a radar-conspicuous object, parallel to the planned track. It is used to ensure that the
ship will always be on the pre-planned track.
These are drawn on chart or PPI as straight-line. _____________________

P IL
0º
05 2m
2M

Chart Radar Di splays

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NAVIGATION SCHOOL Navigation Specialisation Course
Version 2: 30 Sep 2006
KD PELANDOK

Radar Clearing Ranges

Radar clearing ranges are similarly drawn at the maximum or minimum distances from radar-
conspicuous objects to keep the ship clear of dangers.

These are drawn on chart or PPI as broken lines:

Course Alterations/ Wheel Over Range

A pecked line -------- is drawn through the ‘wheel over’ position parallel to the new course.

Blind Pilotage Symbols

Dead Range

Dead Range – Rangers of objects either right ahead or astern for the purpose of altering course
and Distance to turn on a particular course.

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NAVIGATION SCHOOL Navigation Specialisation Course
Version 2: 30 Sep 2006
KD PELANDOK

Blind Pilotage Team and Duties

No matter what the blind pilotage organisations may be, the sub-specialist Navigating Officer
(NO) is always the pilot of the ship, and thus he should also be the Blind Pilotage Officer (BPO). Blind
pilotage requires a high degree of organisation and teamwork. Blind pilotage organisation is as
follows:

Bridge Captain Overall responsibility for ship safety. May wish to

con ship in certain circumstances.
Bridge OOW Has charge of and cons ship. In charge of lookouts
and sound signals. Reports all visual sightings to
Captain/NO.
Bridge NO Act as Blind Pilotage Officer (BPO). Responsible
for all aspects of pilotage, visual and blind.
Bridge NO assistant Plot fixes, generates DR/EP. Advises on times of
‘wheel over’, etc. Plots visual sightings. Checks
echo sounder (E/S) reports with charted depth.
As reqd NO’s Yeoman Record wheel and engine orders.
Bridge/ E/S Operator Makes standard reports.
Chart
house
As reqd Lookouts Standard reports. Lookouts must be briefed to
listen as well as look.
Ops Blind Safety Officer Monitors ship’s position as a check on the ship’s
Room (BSO) navigational safety, using the most suitable
display. Co-ordinates navigational and anti
collision information to bridge. Although he does
not supervise surface plot, he must keep an eye on
shipping situation.
Ops Blind Safety Officer’s Plots radar fixes. Generates DR/EP. Assist in
Room assistant identification of marks, ships. Check E/S reports
with charted depths.
Ops Anti-collision plot A suitably experienced officer or the most
Room experienced Ops Senior Rate in charge. Passes
anti-collision info to bridge, coordinated by BSO.

PREPARATION OF BLIND PILOTAGE

The visual/blind track should be selected with a particular reference to radar homing and
ranging.
Reliance on fixing by radar range and bearing on a single mark should be avoided.
Decide when to:

Change Chart.
Change radar scale.

Note : Ascertain Radar Index Error.

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NAVIGATION SCHOOL Navigation Specialisation Course
Version 2: 30 Sep 2006
KD PELANDOK

Blind Pilotage Planning

Normal planning consideration applies.

Simple plan.
Parallel Indices on both side.
Selection of range sealers.
Tidal stream and currents.
Expected soundings.
Box in hazards with clearing ranges.
Details of lights and fog signals.
Standard charts symbols.

Note Book

Should contain the full plan, neatly and legibly recorded in chronological order. Sketches
on both chart and radar display can be of great assistant to the BPO in evaluating the picture.

Usually combine visual and blind information.

Example of Notebook Preparation

General Advice – Preparation

The groundwork of successful BP lies in the preparation of charts and notebooks. The
following considerations apply:

The blind track should be the same as the visual track.

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Entering and leaving harbour tracks should not be inscribed on the same chart.
Avoid switching radar range scales at critical moments in the passage.
Whenever possible parallel index marks on both sides of the track should be chosen.
A forecast predicted TS should be displayed on the chart and recorded in notebooks.
Notebooks should also contain the expected rate and direction an hour before and an hour after
planned transit time.
Clearing lines should be simple, safe and easily interpreted.
Notebooks should have a comprehensive list of soundings expected, and a note of the HOT
one-hour before, one hour after and at transit time.
Objects used for ‘wheel over’ should be conspicuous, easily identifiable and suitable
located adjacent to the track.

Blind Pilotages Execution

Time check.
Marking up display.
Fixing routine.
Identification of contacts.
Safe speed.
Commentary and conning advice.
Close attention to the Echo sounder.
Maintain flow information to the Captain so that he is kept fully in the picture.
It is important to DR ahead after fixes.
Use PIL to keep on track.
Drift slower to appreciate on radar.
It must be appreciate that, whatever the technique employed, a drift off the track less likely
to be detected by radar than visual method.

Blind Pilotage Exercise

It is strongly recommend that BP be exercise every time the vessel enter or leave harbour so
that the Commanding Officer may satisfy himself, at every opportunity with the standard of training
and accuracy of his BP team.

To improve the reality of BP exercise the following points should not be forgotten:

The OOW is required to time sound signals and whether they should be sound or not.
Moderate speed should be maintained.
Fixes should be recorded and plotted at the same frequency as for actual BP.
A full DE-BRIEF should take place on completion of the practice.

Using True Motion Radar

There are various arguments for or against using relative motion (usually stabilized ‘north-up
presentation) or true motion radars for navigation. These arguments are normally to be found in
standard works on radar and also in many articles in various navigational periodicals.

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NAVIGATION SCHOOL Navigation Specialisation Course
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KD PELANDOK

The advantage that a relative motion display has over true motion for collision avoidance is in
giving immediate indication of which ship ships are on a collision course. On the other hand, whether
or not a target is moving or stationary can usually be more quickly distinguished on a true motion
display than on a relative display.

From the point of view of collision avoidance, a stabilised relative motion display is usually
preferable to true motion in open and coastal waters. Whether or not to use relative or true motion in
pilotage waters is a matter of judgment, taking into account the situation at the time and the
organisation available. It’s best for NO to have True Motion display to assist him to assess situation
easier by a glance, but he has to consider the blind pilotage team who prefer to use Relative Motion in
executing the blind pilotage and collision avoidance. Nevertheless, the advantage and disadvantages of
True Motion Radar as follows:

Advantages particularly in pilotage waters.

Ships underway may be distinguished at once by their echo trails.

Echoes of stationary objects e.g. buoys, may be distinguished by the absence of
echo trails. (this assumes that the correct allowances for set and drift such as tidal
streams, wind, current and surface drift have been made).

Disadvantages for navigation.

Contacts closing on steady bearings are not immediately apparent.

There are breaks in compilation and control every time the position is reset.
Adjustment to remove completely the effects if tidal stream, leeway etc. are
difficult to determine.
Some Tips

The following tips are pertinent to BP:

It is essential, as with any other pilotage, that a full briefing of the team takes place
before starting a run.
The proper symbol and abbreviations to be used.
All clock and watches should be synchronized before BP starts.
Users should check notebooks against the chart before each occasion of pilotage.
Commentary and conning advice should be concise and factual.
Fixes should be taken frequently and immediately after A/C. They must be recorded.
All members of the team should be encouraged to admit any doubts that they may have
regarding the information acquired from sensors.
Attention paid to the echo sounder and the least depth expected is vital. The nearest land
is very often the bottom.
Moderate speed must be used in accordance with ROR.