Safety Sector Method for keeping vessel clear of TRS

How is sector Method done? From the reported position of the centre of the storm, lay off
its track and the distance it is expected to progress in 24 hours. From the reported centre, lay
off two lines 40o on either side of the track. With the centre of the storm as centre and the
estimated progress in 24 hours as radius, describe an arc tocut the two lines on either side of
the track. This will embrace the sector into which the storm centre may be expected to move
within the next 24 hours. In taking avoiding action, provided there is sufficient sea room, the
mariner would do well to endeavour to get his ship outside this sector as early as possible. If,
after a few hours, the direction of the storm is reference to the new estimated path of the
storm and action taken to get out of the sector. The most difficult situation is encountered
when the ship finds herself at or near the point of curvature of the storm. In such cases all
efforts must be made to avoid crossing ahead of the storm, and to stay clear of the area into
which the storm may turn after re curving. Tracks given in the sailing directions for previous
storms, are a good guide to the possible movement of the storm, but reports must be taken at
least every 6 hours.
 Example: A ship in a position A at midnight steaming 180o T at 20 knots receives a report of
tropical storm to the south of her with centre at H1 moving north-north-westwards at 6 knots.
Sector 1 is drawn but no action is taken at this time since if the storm continues on its course
the ship will pass more than 200 nautical mile away from the centre. Six hours later, when the
ship is at B, the storm is reported to be centered at H2 and moving northwards at 10 knots.

Use of Safety Sector for keeping a ship clear of a Tropical Storm (North Hemisphere) Sector
2 is drawn and it is apparent that if the storm continues on this path, the closest approach
could be 150 nautical mile or considerably less. Speed is therefore reduced to 15 knots and
the plot maintained. At 1200, with ship at C, the storm is reported at H3 now moving north-
north-eastwards and having accelerated to 12 knots. Sector 3 is drawn and from the plot it is
now apparent that if the ship continues on her southerly course she will steam into dangerous
proximity to the storm. Heaving to at this stage will only allow the storm to draw closer to the
ship; therefore a bold alteration of course to 250oT is made and speed increased to 20 knots
to clear the storm field. At 1800 with ship at D, the storm is reported at H4 moving north-
eastwards at 15 knots and Sector 4 is drawn. Even if the path of the storm should change to a
northerly direction the closest approach now is not likely to be less than 200 nautical miles.
To ensure an adequate margin of safety the ship maintains a course of 250oT until midnight
and then reverts to her original course of 180o T or an amended southerly course to make her
destination. It will be seen from the diagram that the safety sector is merely a rule-of-thumb
method of keeping clear of the storm field. Its effectiveness depends on the reception of radio
reports giving the position of the storm centre and its progress, and its accuracy on the
assumption that the storm will not alter course more than 40o without being detected. If no
reports of the position and progress of the storm centre are received, it will be impossible to
plot a sector and the mariner must be guided by his own observations and those received from
other ships in the vicinity, and by careful attention to the ‘Practical Rules for Avoiding
Tropical Storms’.