Reviews
PILOT GIGS OF CORNWALL AND THE SCILLY ISLES
THE PILOT GIGS OF CORNWALL AND THE SCILLY ISLES
The pilot gigs of the Isles of Scilly and Cornwall are totally unique six oared open boats which were used to ship pilots onto ships arriving of the South West approaches to the United Kingdom. This feature actually started as a review of a fascinating book that I found in the bookshelf of a holiday let in Cornwall. Titled : “Azook: The Story of the Pilot Gigs of Cornwall and the Isles of Scilly 1666 – 1994”. Read the rest of this entry »
Sea of Glory
SEA OF GLORY: Nathaniel Philbrick
The book is a detailed account of the US Exploring Expedition undertaken between 1838-1842. The primary role of this expedition was to survey the Pacific from Antarctica to the NW coast of the USA in order to provide more accurate charts for the US whaling fleets.
The secondary role was as a scientific voyage of discovery. Politically this voyage was not high on the priorities of the US government and consequently it was led by a relatively junior Lieutenant Charles Wilkes. Although totally dedicated to the expedition, Wilkes was a controversial choice and a total egoist who rapidly fell out with most of the other officers.
However, of particular interest to pilots is that of the six ships chosen for the expedition two were New York pilot schooners. The Sea Gull was the ex-New Jersey and the Flying Fish was the ex Independence. Both around 100 tons dwt, and 75ft long these craft were specifically chosen for their manoeuvrability which made them ideal for survey work close inshore.
The Sea Gull was lost with all hands early in 1839 in an unknown location off Chile following the first expedition to the Antarctic as the flotilla sailed north to Valparaiso. The Flying Fish however survived to complete the expedition. Despite being totally unsuitable for navigating in ice, damaged and leaking, Flying Fish actually achieved the distinction of sailing the furthest south during the first voyage to the Antarctic reaching within one degree of the latitude reached by Captain Cook. The account of this is worth the price of the book alone!
Also of note to pilots is that Wilke’s ship Vincennes and thus the expedition were saved by the skill of the British pilot, Edmund Fauxall departing Pago-Pago in October 1840.
Nathaniel Philbrick brings to life the characters and events and for those of you unfamiliar with this author I can also recommend “In the Heart of the Sea”, the story of the whaleship Essex. JCB
Sea of Glory. ISBN 0-00-712116-4.
Harper Collins Paperback (RRP £8.99) or hardback (RRP £20)
Bow Towage Operations with Twin ASD Tugs
BOW TUG OPERATIONS WITH
Henk Hensen
Azimuth Stern Drive (ASD) tugs are now an increasingly popular choice by tug operators in the major ports, mainly due to increased efficiency and lower maintenance costs when compared to the Voith Schneider “Tractor” tugs. Whereas the tug masters are (or should be!) given specific training prior to taking command of such tugs, pilots do not normally receive any formal training in working with them and this ignorance could lead to a serious incident. This monograph published by the Nautical Institute is therefore essential reading for any pilot in ports utilizing ASD tugs.
Although the best utilization of ASD tugs is in the push-pull mode, the design of many large container ships or car carriers leaves very little parallel body forward of amidships thus limiting the position options for a bow tug in the push-pull mode. This factor has resulted in ASD tugs operating on a centre lead forward in either the bow to bow or stern to bow modes. Whilst some ASD tugs are fitted with hooks / winches for towing over the stern, this is not generally the most efficient towage point and although this book doesn’t set out to recommend either practice I was quite surprised to discover that in many circumstances bow to bow operation is safer than stern to bow for this class of tug. Since most ASD tugs are designed with the towing winch on the bow it is this utilization which is mainly addressed in this informative booklet. The first key factor in the success of bow to bow towage is the training and experience of the tug master and Henk quotes one such master as estimating three years to become fully proficient in the procedure. Being a ship handling situation of course means that all is not a simple as the aforementioned indicates since there are different designs and controls of ASD tugs which means that even a very experienced tug master may not be able to transfer to another ASD tug and immediately be proficient in handling it! The control of the thrusters can vary from a single joystick two separate thruster controls and such design elements as skeg length have a major impact on handling such tugs stern first.
The second key factor is where the pilot comes in and that is the vessels speed which will generally need to be much slower than with conventional or tractor tugs. Henk explains in detail the hydronamic forces acting on the tug and the effects of interaction between the tug and ship whilst the approach is made to connect up the tow. The analysis indicates that an optimum speed is around 5 knots with 7 knots being considered an absolute maximum. This may result in the pilot having to amend the location where he normally connects up the tugs. Going too slowly can also be problematic as Henk states “Most stern drive azimuth tugs have powerful engines and at a relatively low speed thruster steering actions result in a rather nervous tug stern”. Wind and sea conditions will also affect the manoeuvre and various recommended approach techniques are explained with relation to the vessel type and wind conditions. As the tug approaches the connection position it is at its most vulnerable and a loss of control can result in the tug being swept bodily to one side and down along the ship’s side which is termed “tripping”. Since all this will be going on mainly outside of the pilot’s field of view and with generally unreliable communication with the ship’s fo’c’sle coupled with the tug master concentrating on handling his tug it is essential that the pilot should have a good mental picture of what is involved in the operation and reading this monograph will provide this essential information. It must always be borne in mind that most fixed propeller container ships will have a dead-slow ahead speed in excess of the optimum bow-bow connection speed so a pilot should ensure that he can bring the vessel to the correct speed when the bow tug approaches because if the tug master has any doubts about the safety of the operation then he will not come in to connect up the tow. The book therefore highlights the need for good co-operation and communications between the tug and pilot.
The book concludes with a brief mention two cases where bow-bow towage has resulted in an incident. In both cases (MV River Yarra & Tug WJ Trotter and the Stolt Aspiration & Thorngarth) the reports highlight the lack of pilot training in the capabilities of ASD tugs. Henk admits that simulators are currently incapable of reproducing the hydrodynamic effects on bow to bow operations so pilots should ensure that their HA arranges for them to receive appropriate training perhaps by accompanying an experienced tug master to observe a few manoeuvres.
In conclusion this monograph is essential reading for all pilots working with ASD tugs and at 23 pages long it is concise with clear explanations and diagrams.
The Monograph is available from the Nautical Institute. Cost: £10.50 members, £15 non-members. P&P UK £2.00 Order on-line from:
www.nautinst.org/pubs/search.cfm
By ’phone: 0207 928 1351
By Post: The publications Officer
The nautical institute
202 Lambeth Road
The Great Port of Bristol
The Great Port of Bristol
Once again Snowbow have managed to compile a high quality collection of film footage recalling the golden age of British shipping. In this episode the focus is on the
Episode 25 of the “Great Liners” series The Great Port of Bristol
is available in video or DVD formats from the Snowbow website: www.snowbow.co.uk or:
145 The promenade, Peacehaven,
The cost of the video is £16.95 (DVD £17.95) plus 1.00 P&P
MARITIME MEMORIES CRUISES
These cruises are becoming increasingly popular due to their being organised by seafarers for seafarers. Full details can be obtained from the website:
www.maritime-memories.com or e-mail: snowbow.productions@virgin.net
Tel: 00 44 (0)1273 585391
JCB
Four times a Scapegoat
FOUR TIMES A SCAPEGOAT
BY CAPTAIN DOUGLAS HARVEY
This book has been quite difficult to review. The problem is that Captain Harvey is a perfectionist in an imperfect world and by his own admission doesn’t suffer fools gladly. Unfortunately as a captain of gas tankers Captain Harvey comes across not just fools but an endless stream of brigands, crooks and smugglers. When he joins a ship he uncovers incompetence and neglect by those he relieves and spend his entire voyages bringing the ships back up to scratch. I have no knowledge of the carriage of gas but Captain
In 1990 our hero is called in to commence training but it does not begin well, with the opening line on this chapter stating “Since the introduction of the 1987 pilotage Act the standard of pilotage in the
The rest of the book sees Captain Harvey back at sea doing ship deliveries with rubbish officers and crews and then becoming chief mate again on gas ships with Bergeson’s. This section could form the basis of a gas carriage manual since to quote again “I can
squeeze in more cargo than anyone, only because I know the gas trade better than anyone, and have so many tricks up my sleeve that I now have a third arm”. Detailed explanations as to how this is done and how everyone else is polluting the atmosphere by venting gas is provided. The book concludes with Captain Harvey sorting out another gas ship under the Bibby Harrison Management Services which is in a state of dilapidation. Again we are subjected to a detailed account of rubbish crews, incompetence fraud theft etc. and Captain Harvey leaves the ship claiming that he was only appointed in order to become a scapegoat.
Captain Harvey claims to have written this book as means of exposing the corrupt underbelly of the world of merchant shipping, in particular in the gas trade. I am not in a position to make a judgement on the accuracy of the very serious allegations made against named companies, ships and easily identifiable individuals but I believe that there is an exaggeration of the facts since ships successfully carry 95% of the world’s trade without Captain Harvey on board. In the section on pilotage I do feel qualified to express an opinion. Much of the criticism is unjustifiable since Forth Ports is a thriving port operator and although largely unacknowledged, high quality pilotage plays a vital role in any port’s success. Contrary to the impression given in this book the
As a general summary of the book I found that the narrative was difficult to follow in places and the proof reading has been a bit sloppy. In particular, throughout most of the book the term “of course” appears as “off course” and to me that just about sums the book up.
JCB
Published by Melrose
ISBN 1-905226-15-2. Price £19.99
THE CAIRN LINE OF STEAMSHIPS CO. LTD. 1876 - 2005
THE CAIRN LINE OF STEAMSHIPS CO. LTD. 1876 - 2005
Gilbert T. Wallace
This book provides a finely detailed history and account of the Cairn Line and represents a remarkable feat for the author who has self published the work. Although Gilbert Wallace only sailed with the Cairn Line for four years in the 1950’s prior to taking up employment ashore, upon retirement he decided to find out what had happened to his old company and the result is a fascinating and detailed record of a line from the golden era of British Shipping which has now, along with nearly all the others, sadly disappeared. Anyone who has attempted any research will appreciate the amount of time and care for presentation that has resulted in this book. In addition to listing all the vessels associated with the Line the book is lavishly illustrated with photographs, line drawings and paintings. The first ship of the Cairn Line of Steamships to carry the Cairn name was the Cairngowan in 1883 and although the company was purchased by the Furness Withy Group in 1967 the name survived and last three ships bearing the Cairn name (Cairnash, Cairnelm and Cairnoak) were sold in the centenary year of 1983. The ship listings in this book are expanded by a comprehensive history which provides detailed descriptions of the ships, routes and cargoes as well as a wealth of interesting supplementary information regarding this Company which was finally placed into Members Voluntary Liquidation on 15th March 2005. A4 soft cover format, 96 pages with 82 b/w photographs, 11 colour photographs and images. ISBN: 0-9550078-0-1.
Price: £15.00 (Postage: £2.00 UK, £3.00 EU, £3.30 Worldwide).
Payment in sterling by
Gilbert T. Wallace,
3
Tel/Fax: 0131 669 5878
Mariner’s Launch
Book review
Mariner’s Launch
by Ray Solley
This book is interesting because although it probably is an almost first hand
account of the author’s early sea going career through apprenticeship to
obtaining his 2nd Mate’s certificate, it has been written in the manner of a
novel thus enabling personalities and events to be portrayed without risk of
recognition. The book is therefore an authentic account of a schoolboy
leaving home to nautical college and embarking on an apprenticeship in the
Merchant Navy in the 1950’s. It is a light hearted and well written account
of life at sea at a time when the British merchant navy dominated the word’s
oceans and ports. The ships are brought to life and the daily life of an
apprentice on board a traditional cargo ship bristling with derricks and
their associated high maintenance hoists, guys, preventers, blocks, shackles
etc. will be familiar to all those of us who were fortunate to have served
on board such ships. With a large compliment of officers and crew such
ships ran to a leisurely schedule and again the characters encountered will
be familiar. Cargo handling in port gave plenty of time off to enjoy the
local sights, local (sometimes dubious) establishments and generally to
relax and to set up practical jokes with rival shipping companies. The 181
pages contain many black and white photographs from various
companies and colleges depicting the life of an apprentice learning the
various aspects of a career in the Merchant Navy. Excellent nostalgia.
Whittles Publishing www.whittlespublishing.com
Mariner’s Launch ISBN 1-904445-03-9 Price: £16.95
Neptune Tides Review
PRODUCT REVIEW:
Having reviewed the UKHO TotalTide program in the July issue I decided to find out whether there were any alternative tidal programs on the market and
The Product
As with the TotalTide this product is designed to run on a PC using the MS Windows operating system but
Having purchased the disc it will only activate after registration which provides the user with an activation code. As with TotalTide,
Running the program
This is simplicity itself and upon opening the program the tidal curve for the user selected “home” port is displayed for the date and time of the user. As with TotalTide this uses date and time of the computer in use and obviously if this is not set correctly the information displayed will be nonsense.
Setting the home port is very simple since the
_ Tidal curve for the day
_ Current time, tide height and tendency (rise or fall)
_ Alongside the graph the times and heights of HW and LW are
displayed
_ The user can select either local time or GMT
Placing the cursor over the graph produces an index line which can be moved over the graph and the resulting time/height is displayed in the area next to the graph. Clicking either mouse button locks / unlocks the index line in any chosen time/height location.
Changing the date is simple and quick process
Comparing the data displayed with my UKHO based tide tables I noticed a discrepancy between the times/heights and upon contacting
All popular tidal height prediction software with the exception of Total Tide and the Proudman Institute’s Poltips appear to use the same restricted harmonic data from the UKHO and typical accuracy that might be expected is +/- 20 minutes and +/- 0.4metre with greater variations for certain south coast ports particularly in the
Whilst my own observed discrepancies were much less than those declared parameters this does reveal a drawback for use of this program where the depth / time element is critical and thus may render it of limited use to pilots in some districts. This is a pity because the additional features of the program include the facility to set up a user depth for a location and use draft and UKC parameters to display times available and lost over a bank etc. The simplicity of entering this data compares favourably with the TotalTide process and the resultant tidal window is displayed as a separate curve on the main display graph. Several options are available for data to be collated / printed out or copied into other programs such as Word or Excel. Other additional information is easily accessed and includes times of sunrise / sunset, moon phases, nautical and civil twilight. The harmonic constants and astronomical data used to produce the data is also available for specialists. Again all of this can be collated / printed if required. The program can also be linked to a GPS receiver and will automatically select and display data from the closest reference port.
An optional add-on to this program is a tidal atlas which consists of a basic (but accurate) outline raster chart with direction /rate arrows, based on the Admiralty chart tidal diamond data, displaying real time flow data. Again this facility is clear and simple to use and if the GPS receiver is connected the GPS position will be displayed on the chart. The facility also exists to integrate a Yeoman plotter into the program and waypoints can also be entered and tracks displayed. Since I do not have a GPS or Yeoman plotter I have been unable to assess the effectiveness of these functions.
All these features create the potential for the program to be used for passage planning and indeed the additional tools to effectively use the program for passage planning are available on the disc and can be unlocked for a further charge. I have not trialled this facility but
Conclusions:
This is a delightfully simple yet efficient program sold at a reasonable price. There are no additional annual update costs and predictions are available up to 2050! Unfortunately the inaccuracies of predictions resulting from the use of the UKHO limited data release do restrict its effectiveness as a pilotage tool but it is still useful for rough planning purposes and
Contact: Neptune Navigation,
RG7 1FD UK. Tel: +44 (0)118 988 5309. Fax: 087 0056 7329
Email: sales@neptune-navigation.com
Website: www.neptune-navigation.com
IMO Resolution A960
IMO RESOLUTION A960 (Replaces A485 XII)
Following the pre-emptive strike by a section of the shipping industry, who last year released a controversial document entitled International Best Practice for Maritime Pilots, the IMO have now released Resolution A960 which represents the “official” document for this topic. IMPA were fully consulted during its drafting but had a long and difficult battle taking it through the IMO procedures. However their hard work has been rewarded by being credited as co-authors on the cover. Having been drafted by pilots, at eleven pages short this resolution is brief and to the point.
ANNEX 1:
Recommendation on training andcertification for maritime pilots other than deep sea pilots.
This annex recommends that Governments establish “Competent Pilotage Authorities” to administer or provide a pilotage service. It details proposals to ensure that every pilot is licensed and that entry qualifications and training and are appropriate for the applicant’s pilotage district. It also recommends that these criteria are established in co-operation with the national and local pilots’ associations. Basic guidelines for training are set out which emphasise the practical experience gained by accompanying experienced pilots and it identifies 28 topics that should form part of a syllabus for certification.
ANNEX 2:
Recommendation on operational procedures for maritime pilots other than deep sea pilots.
The annex covers the following topics:
· Duties of master, bridge officers and pilot
· Pilot boarding point
· Procedures for requesting a pilot
· Master Pilot information exchange
· Communications language
· Reporting of incidents and accidents
· Refusal of pilotage services
· Fitness for duty
One welcome point made in the Master pilot exchange section qualifies the recommendation of IMO resolution A893 which states that “ … a detailed voyage or
passage plan should be prepared which should cover the entire voyage or passage from berth to berth, including those areas where the services of a pilot will be used”.
Pilots’ Associations have always disagreed with this viewpoint because it is impossible for the Master to be in possession of all the information necessary to prepare such a detailed plan. Such plans must assume that the vessel will arrive off the port at a fixed time, will undertake the passage at a set speed and arrive of the berth at a precise time! We all know that this is unrealistic and Resolution A960 acknowledges the impracticalities of the vessel preparing a detailed plan by stating that “… This (master/pilot) information exchange should be a continuous process that generally continues for the duration of the pilotage.” This concept of a flexible and dynamic plan is further emphasised by the clause stating “It should be clearly understood that any passage plan is a basic indication of preferred intention and both the pilot and master should be prepared to depart from it when circumstances so dictate”.
Any pilots left who are reluctant to adopt a formal passage plan exchange with the master (my passage plan is in my head syndrome!!) should read a few recent pilotage incident reports and all pilots should be aware that an increasing number of vessels are being fitted with voyage data recorders and some wheelhouses are also covered by video cameras!
Resolution A960 provides simple and common sense guidelines and all pilots should make themselves familiar with its contents and in particular the page covering the master pilot information exchange.
The full Resolution can be downloaded from the (new and improved) IMPA
website: www.internationalpilots.org/haberdetay.asp?kategori_no=35&id=53
TotalTide Review
TOTALTIDE Review
With the requirement for a pilot to produce a passage plan now more or less mandatory
anything that can make the task easier is to be welcomed. For example in
have four main approach channels and the majority of ships are restricted by their draft
at some stage of their passage so a computer tidal program to save thumbing through
printed hourly predictions and interpolating times and levels has obvious appeal! Some
districts have set up specialist passage planning programs to run on a laptop or handheld
unit (I’m hoping to review a couple of these in the future) but these “custom” units
represent a major investment since they have to be specifically tailored to the pilotage
district.
Having seen TotalTide program running on several ships I have obtained a review
copy from the UKHO in order to establish whether or not it could be a useful, passage
planning tool for pilots. The immediate answer is that in its present format with
comprehensive tidal heights and streams it has potential but in my opinion is somewhat
frustrating in that although all the information necessary to create a pilotage passage
plan seems to be contained within the program it cannot easily be used for that purpose.
The product
The program is provided on a single CD Rom which will only run on the MS Windows operating system although the UKHO inform me that it will run on later versions of the “MAC” fitted with Windows compatibility.
With the tidal data protected by Crown Copyright The UKHO are understandably paranoid about piracy and the (too long) access code provided with the program needs to be supplemented by a permanent key code obtained by registration either by email or post. Once the permanent key code is entered the use of the program is limited to two computers and each one requires its own permanent key, however, the UKHO are currently working on an edition which will be able to run on networked computers. Once the permanent key is obtained the program use is unlimited but updates for additional ports can be obtained annually for an extra charge.
The display
Once the program is running the screen consists of a chart of the world along with two sub windows: List and Filter The “List” provides a list of all the ports and streams purchased The “Filter” provides configurable data for selected use from the list of ports and streams.
The whole display can be configured with open data panels to individual user requirements.
The chart display
Upon opening, the display default is for tidal stream data using the current date / time from the computer’s clock so in common with all time based programs if your computer clock is incorrectly set then the data displayed will be rubbish! Once the program is running the time zone required by the operator can easily be chosen and set. Scrolling the chart is the easiest way to navigate around the various areas / ports and there are various ways of panning and zooming around the display. If data is required for a port whose location is not known then typing in the port’s name or part of it in the search box will highlight the port on the list if it is in the database. Right clicking on the port will provide an option for that port to be centred on the chart. This basic display is suitable for most usage since upon zooming in on the chart, local “standard” and “Secondary” ports and other tidal data points are displayed and clicking on these brings up an additional data window. However in the interests of research (I do suffer for my readership!) I decided to customise a “Filter” for the Thames Estuary. One word sums up this exercise and that is: perverse!! Wishing just to produce a display for the Thames Estuary with a dozen or so tidal data centres involved working through the whole list of areas and ports right clicking on hundreds to exclude the data points not required in order to select those that were!! Why on earth a simple select system of just clicking on the data points required is not used totally defies logic! There also doesn’t appear to be any facility to edit this filter data once it has been saved without creating a new list.
The tidal data
Zooming in on the chart display firstly brings up the standard ports then the secondary ports and tidal streams for an area. Further zooming brings up additional data for the ports providing information as to whether the tide is flooding or ebbing plus the time and height of the next high or low water. The tidal streams have a tag displaying the direction and rate of the tide. The time / date for a tidal calculation can be changed by various means but I found them all rather fiddly. In my opinion, a simple request box for entering the required date and time would be more user friendly!
However, once the default or input time and date is selected additional information is easily acquired. Double clicking on either port or stream data brings up a window containing much useful supplementary data.
Tidal streams
The additional data on the tidal stream “diamonds” is a table of direction and rate as found on a normal chart along with detailed tables of predicted future data which can be set for intervals between 5 minutes and 1 hour.
Ports: This is where this program is of value to pilots and includes standard and secondary ports along with data reference locations such as buoys and structures. Double clicking on one of these “ports” brings up a wealth of data but of particular interest to pilots are the tidal curve graph and vessel UKC features. The “graph” tab brings up tidal curves for an adjustable period around the date / time selected and a cursor can be run along the curve to either provide the time a certain level will be available / lost or the level predicted at a certain time.
The “local” tab permits the user to enter data critical data for that port such as a ruling depth and bridge height. Once this data has been set the “clearance” tab enables the user to enter a vessel’s draught, under keel clearance and air draught and once these have been entered the graph function will produce a line across the graph showing the “minimum safe height” for navigating that vessel. It is then a simple matter to locate the cursor over the intersection of this line on the graph to obtain the tide available and lost times.
Sounds good! - Where’s the problem?
The “clearance” function is good as far as it goes but what I found frustrating is that there is a vast amount of information contained within this program and although I have no technical knowledge of how the program works I feel sure that with a fairly simple program upgrade the data could be used to provide a comprehensive passage planning programme, not just for pilots but for all users. How? My suggestions would be as follows:
Tidal target points: There is a facility for users to create a “custom” port in any location but this requires input of harmonic constants and such data is not readily available to the average user. Critical depth points often lie between two tidal data points on the chart and mariners currently interpolate between these points. The predictions in this program will be based on the co-tidal curves for an area and so surely it should be possible for a user to enter the Latitude and Longitude of a “target” spot and have the program undertake the interpolation between the nearest data reference points in the same manner as we do manually and the UKHO have confirmed that they are looking at this facility. If such a facility were added a simple table facility could possibly be added which would enable a user to enter several such target points along with the ETA at each one to provide UKC data for a passage. There should also be a facility to save plans with an edit facility should the critical depths change.
Tidal surge compensation: The program provides standard predictions but for planning it should be possible to manually enter anticipated tidal variations and thus amend the standard predictions prior to a passage being undertaken.
Clearances: The current clearances facility permits a vessel’s draft and UKC paramenters to be entered. Once this is done the data page displays the UKC for the time when the data is entered. This is pretty useless. Why not display the available and lost times on this page which would remove the necessity to switch to the graph page to read them off by means of the cursor?
Conclusions I am not a computer expert so am not sure how complex such additions to the program would be. However, many dedicated passage planning programs use the data provided by the UKHO for tidal calculations so it would seem logical to me that the UKHO should be able to utilise their own data in such a manner! I therefore get the impression that this program has comprehensively and successfully converted the data from their printed tide tables into a computer program but in limiting itself to that function it has, in my opinion, missed an opportunity to produce a really useful tool to bridge the gap between basic tidal data and a full electronic chart with tidal planning facilities. However, upon raising this point with the UKHO they have confirmed that they are currently working on a program that can be integrated into other navigational programs so watch this space! My verdict 7/10 (with great potential). TotalTide. Each area (e.g. NW Europe) costs £70. Annual updates cost £56. Available from chart agents and cannot be purchased
directly from the UKHO. (Pilots purchasing this program may be able to offset the cost against tax.) Weblink: http://www.ukho.gov.uk/total_tide.html JCB
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