Ch 2 Voyage Planning

7/17/2019 Ch 2 Voyage Planning

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Chapter 2 PASSAGE PLANNING

PASSAGE PLANNING

Safety at sea is of paramount concern for any mariner. However, aon!si"esafety, the commercia re#uirements of the voya!e must $e achieve". It is"esira$e that the vesse competes its operations safey an" efficienty. %oststu"ies into maritime casuaties have hi!hi!hte" human error as one of themost important contri$utory factors. In or"er to minimise the possi$iity of human error, carefu pannin! !oes some way in ensurin! safety an" success of any venture. Amon! the recommen"ations for ensurin! safety at sea is one for Passa!e Pannin!.

&here are internationa, nationa an" company specific recommen"ations for passa!e pannin!. &hese may $e in the form of I%' !ui"eines, ICS ( BridgeProcedures Guide, %CA ( A Guide to the Planning and Conduct of SeaPassages, %CA ) %GNs an" %SNs an" part of Company Safety Management

System. In particuar, the S%S typicay provi"es "etaie" instructions for it.

A $ri"!e team consists of severa in"ivi"uas who may $e at "ifferent eves of in"ivi"ua *nowe"!e, s*is an" e+perience. As we as $ein! a re#uirement,passa!e pannin! serves a usefu purpose in ensurin! that the $ri"!e teamfoows a!ree" consistent proce"ures an" stan"ar"s. In oo*in! at the technicas*is, consi"eration must $e !iven to the techni#ues invove" in preparin! for an" con"uctin! the propose" passa!e.

&he fu proce"ure consists of four sta!es Appraisa- Pannin!- E+ecution- an"%onitorin!. A voya!e pan nee"s to $e prepare" an" then e+ecute". &he first

two are the preparatory sta!es an" the fina two are the essentia eements of voya!e e+ecution an" confirmation that the voya!e is $ein! con"ucte"accor"in! to the pan. &he four sta!es may $e $ro*en "own into simper an"smaer tas*s as necessary to mana!e the pannin! more efficienty.

2.1 APPRAISAL

efore em$ar*in! on any venture, those persons controin! it, or payin! a partin it, nee" to have an un"erstan"in! of the i*ey ris*s invove". /urin!appraisa, a information reevant to the passa!e is !athere" an" ris*s aree+amine".

2.0.0 1SE ' P1LICA&I'NS/etaie" information is re#uire" in or"er to ma*e "ecisions re!ar"in! the overacon"uct of the passa!e. &his information nee"s to $e appraise" from aavaia$e sources. %ost of these sources are pu$ishe" "ata- others arepromu!ate" as the events occur. Instructions from parties infuencin! theventure 3e.!. owners, charterers4 wi $e part of the appraisa.

Choosin! which authority5s pu$ication to use "epen"s upon the Chart 'utfit

carrie" on $oar", the avaia$iity of any oca pu$ications an" any e!are#uirements for carria!e e.!., charts for coasta or inan" waters.

Navi!ation 3A"vance"4 for %ates 6 %asters Na"eem Anwar




2.1.1.1 CHAR CAA!"G#$ &he 1nite" 7in!"om Hy"ro!raphic 'ffice 317H'4 pu$ishes &he Catao!ue of A"miraty Charts an" 'ther Hy"ro!raphic Pu$ications 3NP0804 annuay. Itshows the area of covera!e of A charts an" other A pu$ications. /efence%appin! A!ency 3/%A4 of 1SA pro"uces a simiar "ocument as CA&P29:01.

&he 1S version shows the areas of covera!e of 1S charts an" other pu$ications.

2.1.1.2 %A&'GA'"%A! CHARS&hese are pro$a$y the most si!nificant source of information. %ost merchantvesses carry 17H' or 1S charts. Some areas of the wor" are covere" in!reater "etai $y charts pu$ishe" $y oca hy"ro!raphic authorities. In someparts of the wor" it may $e a re#uirement to use oca charts.

17H' charts are pu$ishe" on a sufficienty ar!e scae to aow safe navi!ationin coasta waters of the 17, Commonweath an" some %i""e Eastern

countries. or other areas the poicy is to pu$ish sufficient charts to ena$e themariner to cross the oceans an" procee" aon! the coasts to reach the portapproaches safey.

2.1.1.( SA'!'%G )'R$C'"%S A%) P'!" B""*S A"miraty Saiin! /irections, or ;Piot oo*s< as they are commony *nown, arepu$ishe" in voumes $y the 17H', to provi"e wor"wi"e covera!e an" aremeant to compement A"miraty charts. &hese contain "escriptions of the coast,off(yin! features, ti"a streams an" currents, "irections for navi!ation incompicate" waters, information a$out channes an" har$ours, navi!ationaha=ar"s, $uoya!e systems, piota!e, re!uations, !enera notes on countriescovere" $y the voume, port faciities, seasona currents, ice an" cimaticcon"itions with "irect access to the sea.

Saiin! "irections are pu$ishe" $y the /%A in the series S/P1 020(2::.Some of these provi"e information simiar to "cean Passages for the +orld an"are referre" to as Pannin! Gui"es. 'ther pu$ications contain informationsimiar to Pilot Boo,s an" are referre" to as Enroute.

2.1.1.- "C$A% PASSAG$S "R H$ +"R!) /%P1(0Pu$ishe" $y the 17H', it contains information on pannin! ocean passa!es,

oceano!raphy an" currents. It provi"es recommen"e" routes an" "istances$etween principa ports of the wor". It aso incu"es "etais of win"s, weather,currents an" ice ha=ar"s that may $e encountere". It contains "ia!rams an"chartets for main ocean routes for power vesses an" saiin! ships.

2.1.1. R"#$'%G CHARS A%) P'!" CHARS&hese contain $asic routein! instructions, to!ether with meteoroo!ica "etaisan" are pu$ishe" for the main oceans for the 02 months. &he informationincu"es imits of oa"(ine =ones, routes an" "istances $etween principa portsan" foca points, ocean currents, win" roses an" ice imits. Inset chartets an"te+t incu"es air, "ew point an" sea temperatures, $arometric pressure, "iurna

variation, an" the inci"ence of fo!, !aes an" storms. >outein! charts arepu$ishe" $y the 17H' as Chart num$ers ?02@(. Simiar meteoroo!ica





charts are pu$ishe" $y the /%A an" are *nown as Piot Charts an" areavaia$e on the we$ at http66pou+.nss.nima.mi

2.1.1.0 !'S " RA)'" S'G%A!S&he 17H' pu$ishes this in B voumes

9oume 0 ( %aritime >a"io Stations NP20, 2 PartsGo$a marine communications service, Ship reportin! systems, %e"ica A"vice$y ra"io, #uarantine reports, ocust reports, coast ra"io stations, coast!uar"stations, piracy an" arme" ro$$ery reports, aien smu!!in! reportin!, >a"iore!uations in territoria waters.9oume 2 ( >a"io Ai"s to Navi!ation, /6, >a"ar $eacons, Sateite Navi!ationSystems, Le!a &ime, >a"io &ime Si!nas an" Eectronic Position i+in!System9oume 8 ( %aritime Safety Information Services, 2 Parts>a"io facsimie $roa"casts an" weather services, Navi!ationa warnin!s3NS an" NA9&ED4, eather routein! services, Go$a marine

meteoroo!ica services, meteoroo!ica co"es for shippin! use.9oume @ ( %eteoroo!ica '$servation Stations9oume ? ( Go$a %aritime /istress an" Safety System 3G%/SS49oume B ( Piot Services, 9esse &raffic Services an" Port 'perations, ? Parts

Simiar information is avaia$e in /%A pu$ications of the 1SA.

2.1.1.3 !'S " !'GHS A%) "G S'G%A!S&hese are pu$ishe" $y 17H' in 00 voumes to provi"e wor"wi"e covera!e. A17H' "i!ita version of the List of Li!hts an" o! Si!nas is aso avaia$ecoverin! the wor" in 0: areas. &he "i!ita version wi $e correcte" usin!"is*ettes, issue" wee*y. &he 1S Coast Guar" 31SCG4 pu$ishes sevenvoumes of Li!ht Lists an" o! Si!nas, coverin! the 1S coast an" Great La*es.&he /%A pu$ishe" Li!ht Lists cover the rest of the wor".

2.1.1.4 %"'C$S " MAR'%$RS&he 17H' an" /%A pu$ish notices to mariners in wee*y e"itions. &hecontents incu"e in"e+, A"miraty notices to mariners, navi!ationa warnin!s,corrections to A"miraty saiin! "irections, corrections to A"miraty ist of i!htsan" fo! si!nas, an" corrections to the A"miraty ist of ra"io si!nas an" thenotices in annua summary of A"miraty notices to mariners reatin! to those

voumes. /i!ita versions of Notices to %ariners are aso avaia$e for correctin!"i!ita charts 3EC/IS, ENC, an" A>CS4 an" "i!ita ists of i!hts.

2.1.1.5 SH'P6S R"#$'%G&his $oo* is pu$ishe" $y the I%'. It contains information on a routein!, trafficseparation schemes, "eepwater routes an" areas to $e avoi"e" that have $eena"opte" $y the I%'. Simiar information is aso shown on charts an" iscontaine" in the saiin! "irections.

2.1.1.17 ')$ AB!$S&he 17H' pu$ishes four voumes of A"miraty &i"e &a$es coverin! the wor".

&he three voumes are pu$ishe" annuay. ;&'&AL &I/E<- a "i!ita 3C/4 versionof 17H' &i"e &a$es capa$e of provi"in! ti"a information usin! computers


http://pollux.nss.nima.mil/

http://pollux.nss.nima.mil/




an" coverin! the wor" in 0: areas. Paper an" "i!ita versions provi"e ti"astream "ata as we. &he 1S Nationa 'cean Service aso pu$ishes wor"wi"eta$es.

2.1.1.11 ')A! SR$AM A!AS$S

&hese are pu$ishe" $y the 17H' an" cover the waters of North est European" Hon! 7on!. ;&ota &i"e< provi"es ti"a stream information wor"wi"e. Someport authorities pu$ish their own ti"a stream atases. &he 1S Nationa 'ceanService pu$ishes ti"a current ta$es, coverin! the Atantic Coast of North America an" the Pacific Coast of North America an" Asia.

2.1.1.12 C"8')A! A%) C"8RA%G$ CHARS&hese are pu$ishe" for waters where ti"a con"itions are particuary si!nificantto safety critica navi!ation.

2.1.1.1( !"A) !'%$ CHAR

Loa" ine =ones are shown in ;'cean Passa!es for the or";, an" on A Chart/B:8. &he chart provi"es the $oun"aries of the =ones an" the appica$e"ates for seasona =ones.

2.1.1.1- %A#'CA! A!MA%AC A%) AB!$SProvi"e essentia navi!ationa information of certain events, e.!. sunrise, etc.

2.1.1.1 )'SA%C$ AB!$S&he 17H' an" /%A pro"uce ta$es !ivin! coasta an" ocean "istances. Somein"epen"ent authorities such as rown5s Amanac aso pro"uce "istance ta$es.

2.1.1.10 H$ MAR'%$R6S HA%)B""* &his $oo* is pu$ishe" $y the 17H'. It contains a"vice an" recommen"ationson many issues to "o with navi!ation an" !enera information of interest to themariner.

2.1.1.13 PASSAG$ P!A%%'%G CHARS 9 77 S$R'$S&hese are avaia$e for certain parts of the wor", e.!. /over Strait, %aaccaStrait, etc, an" $rin! to!ether the necessary information in the form of te+t an""ia!rams.

2.1.1.14 A%%#A! S#MMAR: " A)M'RA!: %"'C$S " MAR'%$RSPu$ishe" $y the 17H', it contains information reevant to ritish shippin! an"17 e!isation affectin! shippin!.

2.1.1.15 M$RCHA% SH'PP'%G %"'C$S&hese are a series of notices pu$ishe" $y the %CA an" %AI.

MSNs 3white4 contain statutory information that must $e compie" with.MGNs 3$ue4 contain a"vice an" recommen"ation on matters concernin!safety of ife at sea an" poution prevention.MINs 3!reen4 contain information which is for imite" rea"ership an" is

inten"e" to support an" promu!ate information a$out the servicesavaia$e to the in"ustry. &hese have an e+piry "ate.





"H$R S"#RC$S " '%"RMA'"%

2.1.1.27 C!'MA'C '%"RMA'"% Cimatic information can $e o$taine" from

• Piot $oo*s

• Piot charts• &he %ariner5s Han"$oo*

• 'cean Passa!es for the or"

• %eteoroo!y for %ariners.

2.1.1.21 +$AH$R R$P"RS&hese are of si!nificance ust $efore the commencement of the voya!e an""urin! the voya!e. &hey are use" for reviewin! the passa!e pan once the shiphas em$ar*e" on the voya!e. Sources of weather information incu"e

• >a"io weather reports

• NA9&ED• Port authorities

• 'ther shippin!.

2.1.1.22 %A&'GA'"%A! +AR%'%GS&hese contain up(to("ate chan!es to navi!ationa ai"s an" ha=ar"s. &hese areo$taine" $y means of

• >a"io

• IN%A>SA& 6 SafetyNE&

• NA9&ED

• 9&S• Har$our authorities.

&he Annua Summary of A"miraty Notices to %ariners an" wee*y e"itions of Notices to %ariners aso contain navi!ation warnin!s.

2.1.1.2( "%B"AR) %A&'GA'"% S:S$MS $CH%'CA! A%) #S$RMA%#A!S

&hese are suppie" with the navi!ationa e#uipment when it is instae" on$oar". &he user manuas shou" $e thorou!hy un"erstoo" $y a officers usin!

the e#uipment.

2.1.1.2- MA%"$#&R'%G )AA A%) )RA#GH '%"RMA'"% u manoeuvrin! characteristics information in various con"itions throu!houtthe voya!e are re#uire" to "etermine the whee over positions an" the a$iity of the ship to safey foow the trac* ta*in! into account the wi"th of channes an"panne" spee"s. &hese characteristics wi "etermine the amount of sea roomre#uire" $y the ship, an" cearances over an" un"er o$structions.

2.1.1.2 "+%$R6S A%) CHAR$R$R6S '%SR#C'"%SInstruction reatin! to $un*erin!, storin! an" routein! in the charter party may

eave the master imite" choice. In compyin! with these instructions, it must $e





remem$ere" that the utimate responsi$iity for the safety of the ship rests withmaster an" has overri"in! authority in a cases of safety an" poution.2.1.1.20 R"#$'%G A)&'C$ Some routein! a!encies may provi"e a"vice on the route to $e foowe", $ase"upon the vesse an" the weather i*ey to $e e+perience".

2.1.1.23 PASSAG$ R$C"R)S A%) P$RS"%A! $;P$R'$%C$ >ecor"s of past performance of the vesse un"er simiar con"itions are of vauewhen "eci"in! upon the route, ta*in! into account the anticipate" performanceof the vesse. Persona e+periences of the %aster, officers an" crewmem$ersthat have $een to inten"e" ports an" areas may prove to $e of vaue.

2.1.1.24 "H$R P#B!'CA'"%S A%) A#H"R''$S< A%)'%"RMA'"% R"M "H$R SH'PS

Gui"e to Port Entry, Port han"$oo*s, information from A!ents an" PFIcorrespon"ents shou" $e consute" re!ar"in! oca re!uations, faciities,

approaches an" watchmen re#uirements. Simiary o$servations ma"e $y other ships re!ar"in! weather encountere" an" con"itions e+perience" in areas an"ports to $e visite" may $e consi"ere" up to "ate, $ut shou" $e use" withcaution.

&he use of an appropriate chec*ist wou" hep ensure nothin! is eft to chancean" that a aspects have $een covere". &he chec*ist may a com$ine"chec*ist for appraisa, pannin! an" other aspects of passa!e pannin! as theone shown $eow.

i!ure 2.0a Pa!e 0 of Chec*ist


Checklist Questions References/Remrks

! Generl Informtion1. Are there any Port/Pilot/Agent/Charter’s

instructions for intended passage?

→ GGGGGGGGG..

2. Does the Company have any special instructions

pertaining to the route? → GGGGGGGGG..

3. Has aster given any particular instructions? → GGGGGGGGG..

!. Has the ship "een to the present destinationport#s$ in the past? #%f so& the record of previous

passage can help identify the route and the

navigation officer can construct a ne' 'ithamendments$?

→ /ate of 9oya!e6Copy ofprevious Passa!e Pan

→ GGGGG.GGG

(. %s there any )atch *eeping officer on "oard 'ho

has already "een to that area/port?

→ Name6>ecor" ofInformation o$taine"

→ GGGGGGGGG..

b) Publications

1. %s there any re+uirement for the use of localpu"lications/navigational charts?

Hes6No 3If HES, SheetNo.4 GGGGGGG..

,. Are there any local pu"lications re+uired -availa"le for departure and destination port?

→ Hes6No 3If HES, SheetNo.4 GGGGGGG..

3. Are the follo'ing pu"lications present on "oard -

corrected up to date?

a. Chart Catalogue #P 131$ → E"n. G G G G GGG

". avigational Charts the largest scaleavaila"le

→ Correcte" to AN% G GG GGGGGGGGG

c. 0outeing Charts → E"n. G G G G GGG

d. Admiralty otices to ariner/Annualummary

→ Latest AN% on $oar"G G GGGG GGG

e. ailing Directions→ E"n. G G G Correcte"

to AN% GG...G GGG

f. 2ide 2a"les → E"n. G G G G GGG

g. 2idal team Atlas → E"n. G G G G GGG

h. ist of ights→ E"n. G G G Correcte"

to AN% GG...G GGG

i. ist of 0adio ignals→ E"n. G G G Correcte"

to AN% GG...G GGG

4. 5uide to Port 6ntry → E"n. G G G G GGG

*. ariner’s hand"oo*→ E"n. G G G Correcte"

to AN% GG...G GGG

l. 7cean Passages for the )orld→ E"n. G G G Correcte"

to AN% GG...G GGG

m. hips 0outeing #%7$ → E"n. G G G G GGG

n. oad line chart → E"n. G G G G GGG

o. other 88888888.. → E"n. G G G G GGG

4. Additional Publications

a. s. 5s& %s→ Location on $ri"!e

GGGGGGGGGG

". anual for all the navigational e+uipment

on "ridge

→ Location on $ri"!eGGGGGGGGGG




i!ure 2.0c Pa!e @ of Chec*ist

&he process shou" resut in the navi!ation officer an" %aster !ainin!*nowe"!e of the foowin! 3$ut not imite" to4

&he !enera choice of routes that can $e foowe" &he avaia$iity of the ar!est scae charts an" reevant pu$ications on

$oar", aon! with corrections &he "istances $etween "eparture an" "estination positions on the

various route options &he "rau!ht at "eparture an" various sta!es of the passa!e, ta*in! into

account the passa!e consumption, $un*erin! options an" any transfersof fue an" car!o on passa!e

&he east "epths on the various route options

&he ti"a con"itions at critica sta!es of the various route options

Pro+imity to ha=ar"s on various route options

>eia$iity of ships machinery an" e#uipment

&he oa" ine =ones to $e passe" on various route options

>ecommen"ations in 'cean Passa!es an" saiin! "irections

A"vice from shore routin! service

&he cimatic con"itions on various route options

Past, present an" forecast future weather

>outin! schemes e+pecte" to $e use" on various route options

&ype, voume an" "irection of fow of traffic i*ey to $e encountere"

&imes of sunrise, sunset an" "uration of "ayi!ht an" "ar*ness

Navi!ationa ai"s ) ra"io an" terrestria ) avaia$e for positionmonitorin!


0. Have the primary F secon"ary means of position

fi+in! a!ree" upon→ >ecor"e" in passa!e

pan sheet

2. Have the position pottin! interva $een a!ree" upon

for each e!→ >ecor"e" in passa!e

pan sheet

8. Have means i"entifie" to verify "atum on

navi!ationa chart with the /atum in the GPS→ >ecor"e" in passa!e

pan sheet

@. Are there any Contin!ency pans avaia$e for the

foowin!

aiure of eectronic navi!ationa ai"s → Sheet No.

.

%an over$oar" → Sheet No.

.

ire → Sheet No.

.

Steerin! Gear aiure → Sheet No.

.

%ain En!ine aiure → Sheet No.

.

Heicopter 'perations → Sheet No.

.

>a"ar aiures → Sheet No.

.

Piracy6Arme" >o$$ery6&errorist Activity → Sheet No.

.

/istress → Sheet No.

.

1navaia$iity of Piot6 ''6Loo*outs6Hemsman → Sheet No.

.

A"verse eather69isi$iity → Sheet No.

.

?. Are a officers an" crew fuy famiiar with reevant $ri"!e

e#uipment an" proce"ures

→ es 6 N', If notreference to companyproce"ure

B. Have ''s F crew $een $riefe" a$out the passa!e

pan.→ Si!nature on passa!e

pan sheet

J. Have a ''s seen, un"erstoo" an" si!ne" the

passa!e pan→ Si!nature on passa!e

pan sheet

. Has master chec*e" F approve" the pan → Si!nature on passa!epan sheet




Ship5s manoeuvrin! characteristics an" how she wou" manoeuvre or

han"e in "ifferent areas Search an" >escue arran!ements aon! the route

Li*ey ports of refu!e, sheter ocations or anchora!es

Consi"erations for a suita$e an"fa in various route options

>estrictions throu!h the nature of car!o or type of operations

Security threats or !ui"ance from fa! or coasta states

Havin! stu"ie" the reevant sections of the appica$e pu$ications an" aassociate" materia, reports, re#uirements an" warnin!s, the navi!ation officer wou" provi"e outine routes options to the %aster. ase" upon a theinformation ) an" safety of vesse, crew, passen!ers an" car!o as a paramountconcern ) %aster shou" seect the most appropriate option.

2.0.2 CHA>& ??::

Chart ??:: an" others in the series can $e use" for passa!e pannin! throu!hthe areas covere" $y such charts. In case of ??::, the information containe" is &his chart is of very critica importance for a vesses transitin! the

En!ish Channe an" procee"in! to an" from ports of N Europe &his chart contains a re#uire" "etais to assist with the passa!e

pannin! an" to ensure a safe passa!e throu!h the channe. A"vice on appraisa, pannin!, e+ecution an" monitorin!.

Piot $oar"in! areas are mar*e" speciay for "eep "rau!ht vesses

where the piot $oar"s $y means of a heicopter.Passage planning for special classes of =essels

/eep "rau!ht vesses an" vesses $oun" for Europort are !iven specific

instructions re!ar"in! the routes to $e foowe" $y them, reportin! points,piot $oar"in! points an" ateration points for oinin! an" eavin! the &SS.

or vesses constraine" $y their "rau!ht, information is !iven re!ar"in!

the nee" for a"e#uate un"er *ee cearances.>'1&EING

>outes use" $y ferries an" passen!er vesses are mar*e".

General recommendation &he /over strait is an area of hi!hy traffic con!estion an" the "etais of

the &SS in use an" %aster5s e!a o$i!ation un"er core!s are "iscusse"in "etai.

Specific regulation &he specia re!uations which appy to the &SS scheme are summarise"

within the passa!e pan chart. >ecommen"ations for vesses of over 8::G& with re!ar" to the

eectronic position fi+in! e#uipment to $e fitte" on $oar" to improve thenavi!ation metho"s are !iven.

&he imits of the chart an" their num$ers which wi $e use" for the

passa!e are printe".>A/I' >EP'>&ING SS&E%

A vesses transittin! the En!ish Channe are re#uire" to report at

various points to the 17 an" rench maritime authorities whie usin! the&SS off 'uessant, Cape Gris Ne= an" /over coast !uar".





Gui"ance re!ar"in! specia reportin! arran!ements an" reportin! points

for vesses carryin! oi an" "an!erous car!o are mentione" in "etai. >a"io reportin! proce"ures to the port of "estination aon! with compete

"etais of car!o an" vesse5s navi!ation capa$iities are mentione". &an*er chec*ist an" "ocuments to $e pro"uce" to authorities.

%A>I&I%E >A/I' SE>9ICE /etais of stations operatin! in the area to!ether with their times of

transmission, types of messa!es 3Navi!ationa warnin!s, weather messa!es, storm warnin!s4 are !iven. /etais of NA9&ED service.

>A/I' EAC'N SE>9ICE&I/AL IN'>%A&I'N AN/ SE>9ICES

'ffshore ti"a "ata with an iustration6e+ampe of the use of co(ti"a, co(

ran!e ines are e+paine". %a+imum ti"a stream rate in reation to H /over are incu"e".

PIL'&AGE SE>9ICES

/etais of re#uest for "eep sea piots for respective ports an" thereevant communications re#uire" are avaia$e.

>en"e=vous points for heicopter6piot transfer an" proce"ura action.

2.$.% C&AR'S AN( ASS)CIA'E( P*+LICA'I)NS , RELIANCE

A"miraty an" other esta$ishments, that pu$ish charts an" associate"pu$ications, ma*e every effort to ensure that the information that !oes tomariner is accurate- sti it is possi$e that the information may not aways $ecompete. &he %ariner must aways $e the fina u"!e of the reiance thathe6she nee"s to pace on the chart or pu$ication.

2.@.?.0 AC&'>S AEC&ING >ELIAILI&>eia$iity can $e esta$ishe" $y e+aminin! the chart. %ariner shou" oo* for the foowin!S"#RC$ )AA A chart is pu$ishe" usin! information from ot of sources.%ost important of them is the survey. >ecent charts have source "atainformation or a source "ata "ia!ram printe" on them. 'n carefu e+amination,the mariner can fin" out

hen the survey was "one

hat was the metho" of survey 3echo soun"er, han" ea", si"e sonar,

etc.4 &he authority carryin! out the survey 3>oya navy, port authorities,

forei!n !overnments, oi companies, etc.4 %etho" of "eterminin! positions 3/GPS or other cose to or away from

an", the accuracy of survey of positions on an", etc.4 Scae of the survey.

%ariner wi notice that there are certain areas of a chart that are not covere" ata $y any survey. &he a$iity of the hy"ro!rapher to assimiate 6 coate a theinformation is another factor which contri$utes to accurate pu$ication of a chart.I& has !one a on! way in resovin! this particuar pro$em.SCA!$ Scae of the chart is very si!nificant. Lar!est scae charts

shou" aways $e use". &hey contain the most "etaie" information an" are!eneray correcte" first. 'n smaer scae charts, especiay of ocean areas, the





information is sparse, various charte" "an!ers may $e in error, speciay asre!ar"s to position, east "epth an" e+tent. &he scae of the survey is critica.&he scae of chart is normay same as the scae of the survey, especiaymo"ern ar!er scae charts. Smaer scae charts may $e pu$ishe" from aar!er scae survey. It is uni*ey that an o"er chart of smaer scae wi $e

pu$ishe" from a ar!er scae survey. A>EA ' 1SAGE If a particuar area of a sea or an ocean is not fre#uentyuse" for navi!ation, it is uni*ey that "etaie" information wi $e avaia$e on it.P"S''"%'%G &he "atum is reate" to a particuar positionin! system3GS @ or PK :, etc.4. Position fi+in! "evices have the faciity to reate GS@ to another "atum, $ut there is a possi$iity that positions may not a!ree withthe charte" positions use" $y the Hy"ro!raphic 'ffice. &his can happen even if the state" hori=onta "atum was the same.GRA)#A'"% "% P!A%S Some o"er charts "i" not have any!ra"uations on the pans of ports an" har$ours. It wi "ifficut to "etermineposition accuratey on such un(!ra"uate" pans. >ecent charts are $ein!

pu$ishe" with !ra"uations on the pans. '"er charts are in the process of $ein! chan!e".)'S"R'"% " PAP$R Paper on which chart is printe" can !et "istorte".&he resutant errors may not $e si!nificant.)$PH CR'$R'A %any hy"ro!raphic offices use "ifferent "epth criteria for "an!erous an" non("an!erous wrec*s.S"#%)'%GS &he norma metho" of o$tainin! soun"in!s of sea$e" is to*eep the surveyin! vesse on ines pro"ucin! a systematic series of profiescoverin! the entire area. &he scae of survey shou" $e sufficient to aowsufficient ines to $e potte" to in"icate the confi!uration of the sea$e".

A ine, which cou" $e many mies wi"e on a chart, ony represents the

narrow wi"th of the $eam of the echo soun"er. Soun"in! o$taine" $yea" ine ony represents an area of a few centimetres.

'"er e+poratory surveys in"icate ran"om soun"in!s, where chec*s

were carrie" out.CHA%G$S '% )$PHS An unsta$e sea$e" may cause chan!e of soun"in!s.>#A!': " B""M Nature of $ottom on a chart is ony representative of the upper ayer.MAG%$'C &AR'A'"% Charts in"icate the ma!netic variation an" yearychan!e. &he actua chan!e can $e much "ifferent than charte" chan!e.

C"RR$C'"%S Some charte" areas !enerate a ot of corrections. Isthe chart correcte" up to "ate Have a the corrections $ein! promu!ate"

2.2 PLANNING

Pan cannot $e ma"e without the re#uire" information. &he pannin! sta!efoows the appraisa. &his invoves ayin! out trac*s, cacuations, instructions,setup of e#uipment an" pro!rammes, reevant references, etc. Pan may $eprepare" in a num$er of formats. Amost a companies un"er I%S Co"e haveai" "own "etaie" proce"ures in the S%S a$out passa!e pannin!. It is i*ey to

$e a com$ination of ta$uar, narrative, pottin! an" "i!ita fies format.





2.2.1 +ER'&-')-+ER'& PLANNING

&he responsi$iity for safe navi!ation of the vesse rests with the %aster an"'' at a times. /ue re!ar" sha $e ha" to a "an!ers of navi!ation "urin!the pannin! sta!es. &he master must ensure that the pan has $een prepare"

ta*in! into account a reevant information, so that the $ri"!e team can e+ecutethe passa!e pan an" monitor the pro!ress of the ship effectivey. &he passa!epan therefore acts as a $enchmar* for the $ri"!e team. If there is no pan,e+ecution an" therefore monitorin! cannot $e compare" a!ainst anythin!.

&he passa!e $etween piot !roun" an" the $erth is very critica. &he passa!e isthrou!h con!este" waters, in cose pro+imity to ha=ar"s an" with much re"uce"un"er *ee cearance. &he passa!e aso ta*es vesse cose to very e+pensiveproperty in the form of port faciities an" other vesses. Piots are empoye" for their oca *nowe"!e an" e+pertise, apart from a num$er of other reasons. &hepiot may $e aware of information that the $ri"!e team "oes not have on $oar".

&he piot wou" arrive on $oar" with a pan to !ui"e the vesse. &he %aster shou" "iscus with the piot how he6she has panne" the passa!e to the $erth3or piot station4. Piot wou" aso e+pain to the %aster what passa!e the vesseis !oin! to foow as a"vise" $y the piot. A $erth(to($erth pan wou" hep

Have *nowe"!e of a ha=ar"s an" actions to $e ta*en "urin! voya!e.

A!ree to a common pan for use in Piota!e waters.

Aows monitorin! the position of the vesse throu!hout6Piota!e.

&hat the $ri"!e team is aware of the piot5s intention at a times.

Piots5 a"vice can $e cross chec*e" an" carification sou!ht from the piot

in case of any "ou$t.

Hep $ri"!e team to maintain the vesse in safety as per pan unti arepacement piot arrives, when piot is somehow incapacitate".

2.2.2 PASSAGE PLAN )RMA'

&he en" pro"uct shou" $e as per format in the company S%S. Preferre"approach is to have the pan compete" on ar!est scae navi!ationa charts,"ocument the pan in a ta$uar format 3&a$e 2.2 is a su!!este" format4 an"have instructions avaia$e to the $ri"!e team in a passa!e pan note $oo*3&a$e 2.04. Computer $ase" fies can aso $e use" effectivey.

&a$e 2.0 ) >ecommen"e" format for Passa!e Pan Note oo*aypoint or Le! No >eferences Notes 6 Instructions

Names6num$ers an"positions of waypoints

Le!6&rac* references

Coasta eatures for position fi+in!

Navi!ationa Ai"s

/irections

Ha=ar"s

eather

Currents6&i"es6&i"a Streams

Security threats

>outin! schemes

>e!uations

Specific instructions tothe $ri"!e team a$outcon"uct of passa!e

&here have $een "e$ates concernin! too much information on the chart. Anavi!ator usuay reies upon three $asics si!ht an" hearin!- instruments- an"





navi!ationa charts6pans. It may $e pru"ent to have ma+imum "etais on thechart eavin! sufficient room for pottin! fi+es. /etais can $e eft in the"ocuments or $oo*ets $ac*in! up the chart, with charts mar*e" with referencesto such "etais. In con!este" waters, where navi!ator has itte time to consut aot of papers formin! the pan, more information may $e $rou!ht to the chart. A

simpe metho" of avoi"in! overcrow"in! is to write the information on an" or away from the inten"e" course ine with arrows pointin! to the trac*.






P # e

1

o f

2

P a ! e N o s . f o r # u i c * r e f e r e n c e 4

t e A

N % N

o .

" " a h 4

.

( r f t s

m

A m

P o s i t i o n i 7 i n #

C u r r e n t /

' i " l S t r e

m

S e t

: n !

P r i m r 1

S ; n " r 1

R t e

M s t e r ; s

I n s t r u c t i o n s / & < r " s /

6 e t h e r

C o n t i n # e n c i e s

/ R e m r k s

9 i s u a

> a " a r

G P S

.

9 i s u a

> a " a r

G P S

.

9 i s u a

> a " a r

G P S

.

9 i s u a

> a " a r

G P S

.

9 i s u a

> a " a r

G P S

.

9 i s u a

> a " a r

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& a $ e

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P a s s a ! e

P a n n i n

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& a $ e




0. &he navi!ation officer must a"opti4 a consistent pattern for wor* an" then a"here to it throu!hout the

passa!e pan. re#uent chan!es in the sym$os6e!en"s or a$$reviations use" on charts or passa!e pan ea" to confusion.

ii4 an a"vance warnin! system on charts an" in passa!e pan

sheets, e.!., ;Ne+t chart No. <. Simiary, other ha=ar"s suchas hi!h traffic "ensity, fishin! !roun"s, crossin! traffic, shaowwaters etc. can $e in"icate" we $efore they are e+pecte".

2. A charts shou" $e stu"ie" carefuy in conunction with the saiin!"irections, navi!ationa warnin!s an" weather reports, etc., an" areas of "an!er shou" $e i"entifie". &hese pre"icte" areas of "an!er shou" $emar*e" as ;no(!o areas<

8. Courses shou" $e potte" on the ar!est scae charts cear of pre"icte"areas of "an!er aowin! for mar!in of safety "epicte" $y oca, companyre!uations an" master5s instructions. hen esta$ishin! mar!ins of safety,the navi!ation officer must *eep contin!encies, e.!., for vesse5s steerin!

!ear faiure or en!ine $rea*"own, etc., in min".@. henever aterations of course are shown on charts, i"entify the ' 3whee

over4 positions an" ran!e3s46$earin!3s4 from ceary i"entifia$e, conspicuousshore o$ects6ra"ar tar!ets. GPS use shou" $e secon"ary where visuameans of position fi+in! are avaia$e. >emem$er, the visua or even ra"ar position fi+in! is from the o$ects you can physicay o$serve. herepossi$e, try to use $eam $earin!s for aterations.

?. hen transferrin! positions or courses $etween charts, ran!es an" $earin!sfrom fi+e" o$ects must $e use".

B. Points of no return5 must $e esta$ishe"- especiay in approaches to narrowpassa!es, ni!ht passa!e or passin! over river $ars with critica hei!ht of ti"e. &hese must $e finaise" $y masters5 specific instructions an"preferences with respect to their own vesse han"in! characteristics. In anycircumstances, these points are the areas $eyon" which vesse cannot $ereturne" $ac* to sea an" must procee" to the ne+t avaia$e e+it where shecan safey $erth, anchor or return to sea.

J. A !ui"eine is !iven $eow for pacin! various mar*s on charts whistensurin! not to cutter them an" ren"erin! them "ifficut to rea"a. Courses ( aways &>1E an" in three "i!it notation an" "istance of each

e!, /&G to "estination, e.!., Piot $oar"in! !roun".$. %ar!ins of safety as re#uire" $y master6company.

c. Position fi+in! fre#uency for each e! of the passa!e.". hee over points.e. >eportin! points ( If there are any stations to $e cae", their I/s, 9H

channe an" the position at which it is to $e cae".f. Piot $oar"in!6"isem$ar*ation position3s4.!. Spee" re"uction points.h. Position where notice is !iven to en!ine room.i. A$ort Points 6 Points of no return . In"ication on the course ine where notices are to $e !iven to a""itiona

watch *eepers, hemsmen an" oo*outs.*. Se#uence of charts for the passa!e.

. Parae In"e+ Lines aon! with PI "istances.m. Set an" rate of current, hei!ht of ti"e, ti"a win"ow for critica areas.


P s s # e P l n

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.

3 N 4 i # t i o n ) f f i c e r !

( t e

.

C h e c k e " 0

.

3 M s t e r !

( t e

.

5 e s s e l

5 o # e N o .

r o m .

' o

B e r t h

. . .

3 N m e o f + e r t h / 6 h r f / A n c h o r # e !

) ) 6 1

O O 1 . .

) ) 6 2

O O 2

R e f e r e n c e s 3 C r i t e 9 o . N

P u 0 l i c t i o n C o r r e c t i o

S i l i n # ( i r e c t i o n s

A L R S

A ' '

A L L

) c e n P s s # e s

N 4 t e 7 S t t i o n s H

5 & C h n n e l s

C h r t 3 s !

6 o i n t

( i s t n c e n " ' i m

e t o G o

P r l l e l

I n " e 7

6 )

N m

e

S e e "

L t

N e 7 t 6 P '

' o t l

R e f e r e n c e

M r k

R e f e r e n c e

M r k

N u m 0 e r

( t u m

N o

L o n

#

C o u r s e 8 ' E n # i n e

) r " e r

/ i s t a n c e

& i m e

/ i s t a n

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& i m e

M i n . ( e t h / * 9 C

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C I R

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R n # e




n. Pre"icate" areas of "an!er an" no(!o areas.o. >a"ar6visuay conspicuous o$ects, e.!., pea*s of mountains, >AC'Ns,

i!hthouses, etc.p. Ne+t Chart aon! with its num$er an" an in"ication of position from

where to move onto the ne+t chart.

#. &ransit $earin!s ) for #uic* chec* of compass error an" Cearin!$earin!s ) to cear a specific ha=ar", particuary when ma*in!approaches in narrow channes.

r. aypoint num$er on each waypoint to refer it to the passa!e pan sheetas we as to GPS an" EC/IS 3if use"4.

s. Position on the chart where it is re#uire" to switch on certain navi!ationai"s such as echo soun"er.

t. Navi!ation warnin!s, preiminary an" temporary chart corrections fromnotices to mariners.

u. Specific meteoroo!ica information avaia$e, e.!., "ust storms, restricte"visi$iity, sea, swe an" win" con"itions.

v. >a"io fre#uencies6channes, station i"entifiers an" messa!e types.w. Areas re#uirin! specific marine environmenta protection consi"erations.+. %inimum un"er *ee cearance re#uire"- particuary shaow water areas.y. Chart "atum is usuay !iven on chart, therefore if any chart is with a

"ifferent "atum, it shou" $e hi!hi!hte" to ma*e the ''5s aware of it.=. >eferences to contin!ency pans for aternative actions to maintain the

safety of ife, environment, vesse an" the car!o.

here an approve" EC/IS 3Eectronic Chart /ispay Information System4 isuse" for passa!e pannin!, routes an" ha=ar"s can $e mar*e" on the "ispayitsef for the purpose of pannin!.

2.2.= E>PLANA'I)N ) PLANNING ME'&)(S

2.2.8.0 HEEL('9E> At the pannin! sta!e, the whee(over point cacuation re#uires the foowin!factors

Loa"e" con"ition of the ship 3Loa"e", aast or Interme"iate ) this

wou" $e use" to seect the turnin! circe "ia!ram 6 appropriate ta$e4 Chan!e of course in "e!rees 3$etween one trac* an" the ne+t4

Hem an!e to $e use" 3this may vary with the pro+imity of ha=ar"s )

nearer the ha=ar"s, the ar!er the an!e ) in or"er to *eep the vesse ascose as possi$e to the panne" trac* or to ma*e a ti!ht turn4

Spee" of the ship whie ma*in! the turn

/epth of water 3for effect of shaow water on turnin! circe an" increase

in "rau!ht whie turnin!4

&he a"vance an" transfer shou" $e o$taine" from the appropriate turnin! circe"ia!ram or the ta$uate" information. or e+ampe a ship on a course of 2J:O&has to ater course to 80:O&. Assumin! the a"vance is @.J ca$es an" transfer is:. ca$es for a @:O ateration $ase" upon 2:O hem

At the way point, B5, e+ten" the present course ine 2J:O &.





At any pint ; 5 on this

ine, "raw aperpen"icuar ine ;: 5towar"s the ateration,such that ;: 5

&ransfer.

C P & C

'

2 J : º &

8 0 : º &

A " v a n c e

& r a n

s f e r

/

C D

A

N e + t C o u r s e

P r e s e n tC o u r s e

i ! u r e 2 . 2 . h e e o v e r p o i n t " e t e r m i n a t i o n

At : 5, "raw a ine parae to B; 5, so that it cuts the ne+t course ine

80:O&. &he point at which the parae ine cuts the ne+t course ine is )5.Now if a ine was "rawn at )5 which was parae to ;: 5, point C 5 wou"$e o$taine" on the e+tension of the present course ine.

rom C 5, measure the A"vance $ac*war"s, i.e., in "irection ::O &

3reciproca of 2J:O &4 to o$tain point A5. A5 is the whee(over point,where CA5 e#uas A"vance.

A sets#uare mar*e" with the re#uire"

transfer can $e use" to o$tain pointC 5 an" )5 $y simpy si"in! it acrossthe ori!ina course ine unti thetransfer mar* coinci"es with the newcourse ine.

AC

/

& r a n

s f e r

A " v a n c e

C '

C P &

i ! u r e 2 . 8 % a r * i n ! w h e e o v e r w i t h s e t s # u a r e

A formua can $e use" to "etermine the whee over "istance from the waypoint

)istance ?ac,@ards from +P /AB Ad=ance 8 /transfer tan of course alteration

Note that this metho" is $ase" upon the a"vance an" transfer for the heman!e use" an" "oes not aow for any stea"yin! hem to counteract the swin!of the ship. urther, "urin! the e+ecution an" monitorin!, sea state, current or

ti"a stream an" win" effect on the ship may cause errors. Cross trac* error wou" re#uire a"ustment of whee(over point.

Another metho" that can $e use" for pannin! whee(over is the constant ra"iusturn. &he "istance travee" $y the ship or time ta*en $y the ship $efore she$e!ins to turn is the inertia 3AC4 "istance. It wi $e "ifferent for "ifferent spee"san" hem an!es use". /urin! the turn as the spee" re"uces, hem an!eshou" $e a"uste" 3re"uce"4 to maintain ra"ius.

C P &

C '

2 J : º &

8 @ : º &/

C

A

N e + t C o u r s e

P r e s e n t C o u r s e

K

K > 3 0 ( C o s D O 4 Q A C S i n D O

C o u r s e C h a n ! e D O

S m a s h i p s : . 0 n mL a r ! e s h i p s : . 0 ? n m

9 e r y L a r ! e S h i p s : . 2 n m

& y p i c a A C 3 in e r t i a 4 v a u e s

K i s t h e p e r p e n " i c u a r " i s t a n c e$ e t w e e n t h e t w o c o u r s e s

/ C > > a " i u s o f t u r n in n m

>

i ! u r e 2 . @ h e e o v e r ( C o n s t a n t r a " i u s t u r n

Parae in"e+in! can $e use" to monitor the ship "urin! the turn 3see B.?.0.84. Aternatey, 9>% set at the re#uire" ran!e from a fi+e" o$ect 3cearin! ran!e4may aso $e use" to monitor the turn, especiay if it was a constant ra"ius turn.&he o$ect seecte" in this case shou" $e at the centre of curvature of the turn.

2.2.8.2 P'SI&I'N IDING >ER1ENC





&his fre#uency shou" $e "eci"e" for every e! of the passa!e. &he mainfactors affectin! the fi+ fre#uency are

Pro+imity to ha=ar"s

If ha=ar"s are coser to the inten"e" passa!e, positions shou" $e potte"

more fre#uenty to ta*e corrective action $efore vesse !ets coser to theha=ar"s. Spee"

A faster vesse wi cover more "istance in !iven time as compare" to asower one, an" may !et cose to "an!ers more rapi"y. /rau!ht

9esses with "eeper "rau!ht have imite" sea(room to manoeuvre- positionsshou" $e potte" more fre#uenty to ensure that the vesse is within theinten"e" channe. /ispacement

Lar!er "ispacement means more momentum. Such vesses wi ta*e time toturn or manoeuvre. Environmenta factors

In areas where e+tra or"inary set or "rift, or eeway is $ein! e+perience",especiay towar"s the ha=ar"s, fi+in! fre#uency shou" hep spot it we ina"vance of vesse settin! coser to ha=ar"s.

&he fi+ fre#uency shou" $e such that the ship "oes not en" up in "an!er $etween fi+es an" that avoi"in! action can $e ta*en to ensure safety of the shipin case "eviation "oes occur. &here shou" $e sufficient time an" sea(room froma worst case position to ta*e avoi"in! action. Generay, continuous monitorin!

techni#ues shou" $e empoye" in ha=ar"ous areas where fi+in! is veryonerous, thou!h it shou" not $e treate" as an aternative to position fi+in!.

2.2.8.8 A'>& AN/ P'IN& ' N' >E&1>N A position from where the ship may a$an"on her passa!e an" maintain safetyor return is terme" a$ort. At this position, technicay, she can return if there waschan!e or "eviation

from the approach ine

of machinery, e#uipment or instrument mafunction or faiure

on instructions $y the har$our authority ) piot, tu! or $erth avaia$iity

in eements of nature ) win", poor visi$iity, etc

"ue to $oc*a!e of approach, channe or $erth ) navi!ationa ha=ar",

other ship, security reasons, etc

%ar*in! of a$orts re#uires carefu consi"eration. At this point, there shou" $esufficient sea room for the ship to un"erta*e any of the foowin! manoeuvres toensure safety

&urn aroun"

Stop in safe waters

Anchor

A passa!e pan shou" incorporate a return or manoeuvre pan for e+ecution atthis position, if re#uire".





S h i p t u r n i n ! a r o u n "3 & u r n i n ! c i r c e ( s u f f ic i e n t s e ar o o m r e # u i r e " f o r m a n o e u v r e 4

S h i p tu r n i n ! a r o u n "3 S h o r t r o u n " t u r n 4

S h i p p r o c e e " i n ! t o a n c h o r 3 p r o v i" e " " e p t h a n " n a t u r eo f s e a $ e " a p p r o p r i a t e 4

S h i p s t o p p i n !3 C r a s h s t o p a n " s u $ s e # u e n t yt o h o " p o s i t i o n , a n c h o r o r t u r n 4

A " v a n c e & r a n s f e r

S t o

p p i n

!

" i s

a t n

c e

I n i t i a

H

e a "

i n !

I n a c a s e s , s e a r o o m 3 w i " t h , " e p t h , n a v i ! a t i o n a h a = a r " s , e t c 4 i n a s s o c i a t i o n w i t h e e m e n t s o f n a t u r e n e e " s t o $ e c o n s i " e r e " .

A $ o r t A $ o r t A $ o r tA $ o r t

N o r e t u r n a r e a N o r e t u r n a r e a N o r e t u r n a r e a N o r e t u r n a r e a

i ! u r e 2 . ? A $ o r t m a n o e u v e r s

'nce this point is passe", the ship is then committe" an" must continue on thepassa!e. 'nce the a$ort has $een passe", the ship enters the ;no return< part

of the passa!e an" remains fuy committe". Any pro$ems or chan!es tocircumstances wou" now have to $e "eat with throu!h initiation of contin!encypans for the passa!e.

2.2.8.@ 1N/E> 7EEL CLEA>ANCE&he east charte" "epth a ship shou" $e a$e to navi!ate in safey may $efoun"

#%)$R8*$$! A!!"+A%C$ !$AS CHAR$) )$PHD )RA#GH D PR$)'C$) H$'GH " ')$

hen "eterminin! un"er *ee cearance, the foowin! shou" $e consi"ere"

eather con"itions an" state of sea ) on a e!s of passa!e. 9esse5s roin! an" pitchin! movement.

1ncertainties in charte" "epth.

1ncertainties in vesses "rau!ht ) accuracy with which "rau!ht was

"etermine", variation in consumption an" hence resutin! errors in"rau!ht or chan!e of trim.

&i"a eves $eow e+pecte" 3ne!ative ti"a sur!es4.

S#uat of ship at a !iven spee" 3ma+imum spee" shou" $e state"4.

Possi$e aterations in "epth since ast survey.

Areas of mo$ie $ottom.

'ff shore areas ) "eveopment resutin! in re"uce" "epths 3sometimesup to 2 m.4 over pipeines, etc. >ecommen"e" routes as for "eep "rau!ht vesses, etc.

Inaccuracies in ti"a pre"ictions an" offshore "epths.

Possi$iity of "eterminin! ti"a hei!ht in a areas 3incu"in! offshore4.

Hi!h pressure is *nown to re"uce the water eve $y few centimetres.

S*is of the navi!ator to "etermine ti"a hei!ht an" refer it correcty to the

chart "atum.

2.2.8.? SR1A&In shaow waters, a ship e+periences interaction ) shaow water effect ) withthe $ottom. &he spee" in shaow water ea"s to a owerin! of the water evearoun" her hu an" may cause a chan!e of trim. &his is referre" to as s#uat





an" is #uite "ifficut to #uantify. It is e+pecte" to occur when the ratio of "rau!htto "epth is ess than 0 0.?. >e"uction in spee" wou" re"uce effects of s#uat.Ships manoeuvrin! "ata provi"es information on s#uat vaues. /urin! passa!epannin!, the un"er *ee aowance shou" ta*e s#uat into account. &heaowance for s#uat shou" $e the !reater of

9aue of s#uat from ships manoeuvrin! "ata Spee"2 3in *nots4 0:: in metres

0:T of the "rau!ht

:.8 metres for every ? *nots of ships forwar" spee"

2.2.8.B LAN/ALL&he foowin! factors shou" $e consi"ere" for an"fa

Lar!est scae charts shou" $e use" for an"fa.

&here shou" $e cear water a roun" at an"fa points an" in vicinity of

the ine of approach.

Areas of poor visi$iity shou" $e avoi"e", particuary if an"fa is to $ema"e on a i!hthouse6an"mar*.

hen ma*in! an"fa on a i!ht, raisin! "istances shou" $e "etermine"

for various con"itions of visi$iity that are i*ey to $e encountere". here !roun" is open to weather, ow cou"s may form. Approachin!

an" or isan"s from win"war" may $e avoi"e". Areas su$ect to stron! ti"a streams shou" $e "eat with caution.

Points of an"fa an" approaches shou" provi"e for more than one

metho" of monitorin! position, e.!., visua an" ra"ar, as we aseectronic ai"s to navi!ation, incu"in! use of echo soun"er.

Low yin! isan"s shou" $e avoi"e" as they may not $e visi$e at

reasona$e "istance even "urin! cear "ayi!ht. Areas with prominent hea"an"s or coasta features shou" $e preferre".

Strai!ht coastines shou" $e avoi"e". Lee shores with stron! onshore win"s shou" $e avoi"e".

Areas of hi!h traffic "ensity may have to $e avoi"e" or re#uire carefu

consi"eration. 1se of foatin! ai"s 3even LAN5s with >AC'N4 shou" $e avoi"e",

uness a$soutey necessary ) in which case their position shou" first $econfirme" $y other means.

Ceestia o$servation can $e use" to a"vanta!e for chec*in! an"fa

approaches. Contin!ency pans an" a$ort positions, as we as con"itions, shou" $e

"etermine" aon! with ris* assessment. Havin! chosen the an"fa position, its a"e#uacy for "ayi!ht, "ar*ness

an" re"uce" visi$iity shou" $e assesse".

2.2.8.J CHANGING CHA>&SPosition from one chart to the other shou" $e transferre" usin! ran!e an"$earin! from a common fi+e" point. hie transferrin! course from one chart tothe other, the atitu"e on a common meri"ian cou" $e use" as an aternate

metho". A simpe metho" is to use meri"iona parts 3%P4 of the atitu"e at thecommon meri"ian. or a rhum$ ine, the tan!ent vaue of course is aways the





same. ".on! is o$taine" $etween the initia on!itu"e A5 an" the commonmeri"ian $etween two charts C 5.

/%P2 ".on!6tan course%P2 %P0 Q6) /%P2

A

C3 C o m m o n m e r i " i a n 4

" . o n ! A U C

/

%

P

2

% P 0

% P 2

% P 8

C o m m o n a t it u " eo n c o m m o n m e r i " i a n

i ! u r e 2 . B . P o t t i n ! c o u r s e u s i n ! / % P

&he a$ove metho" can $e use" for ayin! courses on the charts in !enera.etween two waypoints, the course may not $e an e+act "e!ree of the true"irection from :::O to 8B:O. If any fraction is invove", use of the a$ove metho"ma*es course pottin! very easy.

2.2.8. &>AIC SEPA>A&I'N AN/ >'1&EING SCHE%ESoowin! is an e+tract from the I%' >outein! Gui"e for Ships.

he purpose of ships6 routeing is to impro=e the safety of na=igation incon=erging areas and in areas @here the density of traffic is great or @herefreedom of mo=ement of shipping is inhi?ited ?y restricted sea room< the

eEistence of o?structions to na=igation< limited depths or unfa=oura?lemeteorological conditions.

he precise o?Fecti=es of any routeing scheme @ill depend upon the particular haardous circumstances @hich it is intended to alle=iate< ?ut may include some or all of the follo@ing

1. he separation of opposing streams of traffic so as to reduce the incidence of head8on encounters.

2. he reduction of dangers of collision ?et@een crossing traffic and shipping inesta?lished traffic lanes.

(. he simplification of the patterns of traffic flo@ in con=erging areas.

-. he organisation of safe traffic flo@ in areas of concentrated offshoreeEploration or eEploitation.

. he organisation of traffic flo@s in or around areas @here na=igation ?y all ships or ?y certain classes of ship is dangerous or undesira?le.

0. "rganisation of safe traffic flo@ in or around or at safe distance fromen=ironmentally sensiti=e area/s.

3. he reduction of ris, of grounding to pro=iding special guidance to =essels inareas @here @ater depths are uncertain or critical.

4. he guidance of traffic clear of fishing grounds or the organisation of traffic through fishing grounds.

2.2.(.4.1 RA'C S$PARA'"% SCH$M$





Provisions of >ue 0: nee" to $e appie" when navi!atin! within or in vicinity of a &SS. i!ure 2.J iustrates the preferre" trac*s the ships shou" foow for their inten"e" passa!es. &he preferre" trac*s may $e a"uste" where the presenceof navi!ationa ha=ar"s "oes not aow fu compiance. Particuar attention wihave to $e pai" to coision avoi"ance manoeuvres, when navi!atin! within the

&SS. It shou" $e note" that a vesse wi have to compy with >ue 0: an" aother coision avoi"ance rues simutaneousy. &he $est course of action intypica situations may $e a spee" re"uction.

Care shou" $e e+ercise" in precautionary areas an" at roun"a$outs, wheretraffic cou" $e conver!in! from an" e+itin! in "ifferent "irections.

& r a

c *

V A V

& r a

c *

V . V

& r a c

* V C V

& r a c * V / V

& r a

c *

V E V

& r a c * V V

' n s h o r e r a f f i c I o n e

& r a c * V A V ( & h r o u ! h t r a f f i c

& r a c * V V ( & r a f f i c u s i n ! a a n ea n " c r o s s i n ! o t h e r a n e t o r e a c hi n s h o r e = o n e . N o t ic e t h e s m a a n ! e a t w h i c h i t e a v e s t h e a n e

t o r e a c h s e p a r a t i o n = o n e a n "a t e r i n ! c o u r s e w i t h i n t h es e p a r a t i o n = o n e

& r a c * V C V ( & r a f f i c c r o s s i n ! & S Sa t r i ! h t a n ! e s

& r a c * V / V ( & r a f f i c o i n i n ! a n ef r o m t h e s i " e

& r a c * V V ( & r a f f i c e a v i n ! t h e

a n e a t a s m a a n ! e

& r a c * V E V ( & r a f f i c e a v i n ! t h ei n s h o r e = o n e , c r o s s i n ! o n e a n ea n " o i n i n ! t h e o t h e r a n e a t as m a a n ! e

i ! u r e 2 . J . & r a c * s f o r N a v i ! a t i o n t h r o u ! h & S S

&he foowin! consi"erations nee" to $e compie" with A vesse not usin! a &SS shou" avoi" it $y a wi"e mar!in.

A vesse usin! a traffic separation scheme shou" procee" in the

appropriate traffic ane in the !enera "irection of traffic fow for that ane.&his impies that the trac* of the vesse shou" $e parae or nearyparae to the si"es of the ane.

9esse shou" oin or eave at the termination, $ut when oinin! or eavin!

from the si"e shou" "o so at a sma an!e to the !enera "irection of traffic fow as practica$e.

9esse shou", if o$i!e" to cross, cross a

separation scheme at ri!ht an!es to the!enera "irection of traffic fow for thatane. Generay, the fu ane shou" $ecrosse" in one !o. Procee"in! within aane an" then aterin! :O within the aneto cross, or crossin! part of a ane an"then aterin! course $y :O to oin that

ane, is very poor practice. In caseswhere one ane is crosse" to oin the

ne+t, course shou"prefera$y $e atere"within the separation=one.

Penaty for not

compyin! with &SSis W?:,:::.





h e r e " u e t o t r a f f i c o r o t h e r c o n s t r a i n t s ,i t i s n o t p o s s i $ e t o ! e t t o t h e s e p a r a t i o n = o n e , t h e v e s s e s h o u " e a v e t h e & S S a n " t h e n c r o s s $ o t h t h e a n e s .

i ! u r e 2 . . C r o s s i n ! & S S

9esse shou" *eep cear of separation ines or =ones, su!!estin! that

the course shou" $e potte" cear of the si"es, uness the ship is oinin!or eavin! from the si"es. At the passa!e pannin! sta!e, the navi!atorsshou" pay particuar attention towar"s positionin! the ship5s trac* on theappropriate si"e of the &SS in or"er to $e east o$trusive or "isruptive toother traffic.

Ship shou" navi!ate with caution at the termination of the anes.

Ship shou" avoi" anchorin! within a separation scheme or in areas near

the termination of the &SS. A""itiona routein! measures are in the form of "eepwater routes.

9esses satisfyin! the criteria for their use shou" foow the "eep water route. 'ther vesses shou" avoi" the "eep water channe $y areasona$e mar!in.

2.2.(.4.2 A)"P$) A%) %"%8A)"P$) R"#$'%G SCH$M$SSome schemes are not I%' a"opte" an" oca re!uations appy. In such casesa cear un"erstan"in! of oca re!uations is essentia. A/'P&E/ SCHE%ES

&hese are routein! schemes a"opte" $y I%'.

Provisions of >ue 0: of C'L>EGS fuy appy.

Are inten"e" for use $y a vesses, $y "ay, $y ni!ht, in a weather, in ice

free waters or un"er i!ht ice con"itions where no e+traor"inary

manoeuvres or assistance $y ice($rea*ers is re#uire".N'N(A/'P&E/ SCHE%ES

&hese are routein! schemes esta$ishe" $y nationa !overnments or

oca authorities an" are not $y the I%'. &he rues an" re!uations are ai" out $y these authorities an" may not

conform to >ue 0:. %o"ifications of >ue 0:, as we as other rues of theC'L>EGS may $e appie" $y the oca a"ministration.

2.2.8. ANCH'> PLAN9arious factors infuence the choice of an area for anchora!e. or routineanchorin!, when the vesse is re#uire" to wait outsi"e or insi"e the har$our area, the port authority usuay "efines the anchora!e area. Port, piota!e or 9&S authorities may a"vise the ship to procee" to a particuar anchora!e or





position for anchorin!. Some ports have ceary charte" anchora!es for use $yvesses. or commercia reasons, a vesse may $e re#uire" to anchor within thecommercia imits of the port.

&here may $e circumstances when the vesse wi have to anchor without

appropriate instructions or in cases of emer!ency. Carefu appraisa of thenavi!ationa chart, Piot oo*s an" current an" forecaste" weather con"itionswi ena$e the master to choose a safe area for anchorin!. &he choice of anchorin! position "epen"s upon the foowin! factors

Si=e of the vesse, incu"in! win"a!e area of the vesse5s hu,

superstructure an" car!o. /epth of water for ma+imum anchorin! "epth as we for "rau!ht an"

un"er *ee cearance. Ho"in! !roun" ( this "epen"s upon the nature of sea$e".

&ype of anchor an" its ho"in! power.

Stren!th of win", current or ti"a stream. Len!th of time vesse inten"s to stay at anchor.

Sea room avaia$e for swin!in!.

/rau!ht an" in"a!e area.

Pro+imity to "an!ers, su$mer!e" or on the surface.

1n"erwater o$structions.

Pro+imity to routes ta*en $y passin! or har$our traffic.

orecast an" actua weather con"itions.

Avaia$iity of sheter.

Commercia imits of port.

Avaia$iity of position monitorin! an"mar*s 3transit6anchor $earin!s4. Instructions from port authority, a!ent or owners6charterers.

• Security ) piracy is common in some areas.

Heath ) vesses shou" stan" off ports where maaria is prevaent.

'n arriva at the anchora!e area

/istance from other vesses area"y at anchor.

/istance from the ine astern of vesses area"y at anchor.





% a s t

' e a r i n !

L e t ( G o . e a r i n !

S e e c t e "A n c h o r P o s i t i o n

S t e

e r i n

! . e

a r i n

!

/ i s t

a n

c e

t o ! o

( C a $

e s

f r o m

a n

c h

o r

p o s i t i o

n

2

@

B

0 :0 2

% a n o e u v r e " e t a i s s h o u "$ e a " " e " t o t h e p a n

P a n s h o u " a o w f o r a " u s t m e n t s f o r w i n "a n " 6 o r t i" a s t r e a m

C I >

I n "

e +

L i n

e

/ e a " > a n ! e

( L e t G o

: X . @

: X . A

/ i s t a n c e s f r o m p o i n t a h e a "

I n "

e +

L i n

e

i ! u r e 2 . . A n c h o r p a n a n " > a " a r s e t ( u p

&he pan shou" incu"e, mar*in! the anchorin! position, any whee(over $earin!s, steerin! $earin!, et(!o $earin! an" "istances to !o. /etais of en!inemanoeuvres may $e a""e" to re"uce spee" "urin! the approach. Current6ti"astream or win" shou" $e use" to "eci"e on the fina approach. here this is*nown in a"vance, it shou" $e incorporate" in the pan.

Scope of ca$e "epth m + 8 D m 2J.?m Shac*es, minimum of 8

shac*es in any case 3"istance from "ec* to water eve shou" $e a""e"4 In "epths of 8: m or over, ower one shac*e in water an" then et !o.

In "epths of B: m or over, wa* $ac* anchor a the way an" "o not et !o.

At the time of ettin! !o, ta*e a ran!e an" $earin! from the $eacon an"

note the hea"in!. Aso, ma*e a note of GPS position. Appy ships en!th forwar" of whee house to mar* anchor position on

the chart. /raw anchor circe with a ra"ius Ship5s Len!th Q orecaste to anchor

position3orecaste to anchor position42 3Scope of Ca$e42 ) 3/epth42

2.2.8.0: >IS7 ASSESS%EN& 3aso see ?. B an" ?.B.04&he pan shou" ta*e into account a ris*s which are i*ey on the passa!e. &henavi!ationa ris* assessments for a such ha=ar"s shou" $e compete" an"recor"e". &hese shou" $e avaia$e for the e+ecution an" monitorin! sta!es.

2.= E>EC*'I)N

'nce the pan is prepare", "iscusse" amon! the $ri"!e team an" finayapprove" $y the master, e+ecution of the pan can ta*e pace at "eparture of thevesse. &he e+ecution wi $e $ase" upon the metho"s an" resources"etermine" in the pannin! sta!e. &he time of commencement of the voya!ean" arriva at various critica sta!es is important, $ecause some of the initia an"su$se#uent "etais "epen" on this time. &he E&/ an" E&As are cacuate" withaccuracy an" passe" on to the reevant parties. &he strate!y to e+ecute thepassa!e pan "epen"s upon

Avaia$iity, reia$iity an" status of the navi!ationa e#uipment on $oar".





E&As at foca points to consi"er ti"es an" traffic con!estion. 'ther ships

in the same ocation wou" $e pannin! to catch the same ti"e. 1sa!e of ship5s personne at various sta!es of the passa!e.

Possi$iity of re"uction in visi$iity an" chan!e in meteoroo!ica

con"itions. >eiance of navi!ationa mar*s with reference to "ay versus ni!ht

approach particuary aroun" pre"icte" areas of "an!er.E+ecution incu"es a num$er of tas*s to $e performe"

'peration of ship5s navi!ationa ai"s communications e#uipment.

Ship5s propusion, manoeuvrin! an" han"in!.

%aintainin! navi!ationa an" other charts, pu$ications an" their status

with re!ar"s to currency. Navi!ationa o$servations an" cacuations.

%aintainin! recor"s.

Amen"in! passa!e pan as re#uire" an" ma*in! note of "eviations.

'$tainin! meteoroo!ica6navi!ationa warnin!s an"6or forecasts. Participation in oca an"6or internationa Ship >eportin! Schemes 3e.!.,

oca 9&IS, A%9E>, A1S>EP, MAS>EP, etc.4

2.=.1 RES)*RCE MANAGEMEN'

'r!anisationa errors "ue to insufficient information for pannin! a passa!e an"communication !ap $etween the mem$ers of $ri"!e team have $een i"entifie"as the cause of many acci"ents. A few e+ampes of these errors are

aiure to i"entify ha=ar"s

aiure to aocate responsi$iities aiure to prioritise tas*s

Ina"e#uate assistance to '', %aster an"6or piot

Insufficient monitorin!

>eiance on scanty information

'ver reiance on eectronic navi!ationa ai"s

Hesitation in reportin! "eviation from passa!e pan an" see*in!

assistance.

Efficient an" successfu a"ministration an" or!anisation of a avaia$eresources wi ensure that the e+ecution is performe" safey. &he avaia$eresources vary from ship to ship. &he $ri"!e resource mana!ement shou" $e!iven a hi!h priority in passa!e pannin! to hi!hi!ht "an!ers $oth interna 3inmachinery, e#uipment an" personne4 as we as e+terna 3weather, 17C,navi!ationa ha=ar"s, etc.4 to the ship. A mem$ers of the $ri"!e team must $eaware of what is e+pecte" of them. &hey must un"erstan" the a!ree"proce"ures for the inten"e" passa!e an" any concerns must $e raise"imme"iatey to avoi" confusion or uncertainty at a ater sta!e. However, thepurpose of #uestionin! any "ecisions shou" $e to carify the situation- not tochaen!e the authority of the %aster or "isre!ar" the chain of comman" on theship.





At the e+ecution an" monitorin! sta!e, the variations e+perience" an""eviations ma"e shou" $e recor"e" in the appropriate o!s an" in chec*ists inthe remar*s coumns.

2.$ M)NI')RING

It is essentia to ma*e sure that the vesse is procee"in! safey an" efficientyon the inten"e" passa!e. &he fina sta!e is to monitor pro!ress of the vesseaon! the panne" route cosey an" continuousy. %onitorin! commencesimme"iatey on commencement of the passa!e an" ta*es pace aon!si"ee+ecution. &here are even times when eary warnin! "ue to monitorin! mayre#uire a chan!e in e+ecution.

It is the "uty of %aster to ensure that the watch *eepin! officers are comforta$ein cain! him6her whenever they are in any "ou$t or have trou$e in foowin!the panne" route. atch *eepin! officers in !enera are not authorise" toamen" the passa!e pan in any way without %aster5s specific instructions.However in circumstances re#uirin! imme"iate action in the a$sence of %aster,the watch *eepin! officers shou" ta*e ustifia$e action to maintain the safety of navi!ation. &his is ony possi$e if they are fuy aware of the position an"movement of the vesse throu!h efficient monitorin!.

&he navi!ator is aso re#uire" to *eep a chec* on a aspects of the passa!epan, incu"in! heavy weather or navi!ationa warnin!s, which may force the$ri"!e team to "eviate from the e+istin! pan. Contin!ency pannin! shou" $epart of the overa passa!e pan.

2.$.1 P)SI'I)N I>ING

Position of a ship may $e o$taine" usin! a num$er of metho"s ran!in! from 9isua $earin!s an" o$servations of terrestria o$ects

>an!es $y visua o$servations

>a"ar ran!es an" $earin!s.

1se of soun"in!s

&errestria ra"io ai"s to navi!ation.

Sateite systems

Ceestia o$servations.

In a""ition there are metho"s that can $e use" to monitor the pro!ress of theship continuousy an" may $e $ase" upon visua techni#ues, parae in"e+in!usin! ra"ar an" sateite systems with or without use of EC/IS.

[email protected] CH'ICE ' 'MEC&S &he o$ects to $e use" for visua an" ra"ar position fi+in! shou" $e

charte" as the $earin!s or ran!es wi have to $e potte" on the chartfrom their sym$os. '$ects shou" aso $e convenienty i"entifia$e.

'$ects shou" $e we sprea" to provi"e a !oo" an!e of cut $etween

the position ines or ran!es. Preferre" an!e is :O $etween two o$ects

an" three mar*s at B:O. An!e shou" not $e ess than 8:O.





'$ects shou" $e seecte" such that the o$ects an" the ship "o not en"

up on the perimeter of a circe, as the position may $e potte" anywhereon the circe an" any errors in compass may not $e evi"ent from the fi+.'$ects shou" prefera$y $e on a strai!ht ine to avoi" this pro$em.

'$ects shou" $e o$serva$e form the same compass repeater to save

time oss $etween o$servations. It is prefera$e to seect o$ects that are coser to the ship, as any error in

the fi+ "ue to errors in position ines wi $e ess over short "istances. hen the ship is in a channe, the o$ects shou" $e on the same si"e of

the channe to avoi" any errors "ue to "atum inaccuracies. '$ects in transit are a !oo" option as the $earin! is not su$ect to

compass error, in fact the compass error can $e "etermine" from asin!e o$servation.

&he o$ects shou" prefera$y $e ahea" of the ship rather than astern.

[email protected] P>'CE/1>E '> IDING &he navi!ator shou" chec* the chart to i"entify the $est o$ects to $e

use" for fi+in! the position. Names of these o$ects shou" $e note"aon! with the e+pecte" $earin! or ran!e $ase" upon proecte" EP or />. At east three o$ects shou" $e seecte".

Ne+t the o$ects shou" $e ocate" visuay 3or on ra"ar4 an" i"entifie"

correcty. At the re#uire" time, $earin!s 3or ran!es on ra"ar4 shou" $e ta*en an"

note" aon! with the e+act time. earin!s of o$ects forwar" an" aft of the $eam shou" $e o$serve" first, an" the $earin!s of o$ects near the$eam shou" $e o$serve" ast at the re#uire" time of position, as the

$earin!s a$eam are i*ey to chan!e more rapi"y. ith ran!es, theran!es of points a$eam shou" $e ta*en first, as these wou" chan!e theeast, foowe" $y those ahea" an" aft.

earin!s an" ran!es shou" $e potte" on the chart an" the point of

intersection mar*e" as fi+ usin! correct sym$os. &ime shou" $e writtenne+t to the fi+ sym$o.

Any cross trac* ten"ency an" spee"6course ma"e !oo" shou" $e

chec*e". Any re#uire" course correction shou" $e aowe". &he EP6/> shou" $e run(up for the ne+t time of o$servation as per

panne" fi+ fre#uency. &he chart shou" $e chec*e" !ain for any ha=ar"s

that the ship can pass cose to $efore the ne+t fi+. rom the run(upEP6/>, not the $earin!s an" ran!es for the ne+t fi+. Position fi+in! $y visua $earin!s shou" $e !iven the hi!hest priority.

oatin! o$ects 3$uoys, $eacons, etc.4 shou" not $e use" for position

fi+in! uness accuracy of their position has $een esta$ishe" first. Errors of compass, se+tant an" other navi!ationa ai"s6e#uipments must

$e aowe" for. &he interva $etween fi+es shou" $e pre(a!ree" an" consistent- this

heps ma*e u"!ment on the estimate" position of the vesse in future.

2.$.2 5IS*AL M)NI')RING 'EC&NIQ*ES





9isua monitorin! techni#ues shou" $e empoye" where avaia$e. After correcti"entification, visua o$servations of fi+e" o$ects are the most reia$e. ewsi!nificant metho"s are e+paine" $eow.

[email protected] 9E>&ICAL /ANGE> ANGLE

If the ship is to pass a tota "istance of 08.? ca$es 3J Q B.?4 Y08.? + 0?.2m 2?::.2mZ from the i!ht house, an arc withra"ius 08.? ca$es an" i!hthouse ascentre shou" $e "rawn on the chart. Atany point on this arc, the an!e at the ship$etween sea eve an" the antern shou"$e the same.

If the i!ht is 8Bm a$ove %HS, which is?m a$ove chart "atum an" the hei!ht of

ti"e is 8m, the effective hei!ht of i!hta$ove sea eve is 8B Q ? ) 8 8m.

&an [ Hei!ht 6 /istance[ :O ?2X.2

1sin! se+tant, if the refecte" ima!e of theantern appears $eow the sea eve, ship isin safety an" outsi"e the arc. If the charte"hei!ht is use" instea" of aowin! for thehei!ht of ti"e, at the cacuate" an!e, theship wi $e further away from "an!er.

J C a $ e s B . ? C a $ e s

0 8 . ? C a $ e s

0 8 . ? C a $ e s

8 m: º ? 2 V . 2

i ! u r e 2 . 0 : . 9 e r t i c a / a n ! e r A n ! e

If no aowance is ma"e for hei!ht of ti"e an" the same an!e is use" withcharte" hei!ht 3%HS or %HH4 of the i!ht 38B Q ? @0m4, the cacuate""istance is ess than the actua "istance

/istance @0 6 tan :O ?2X.2 2J::m [email protected] ca$es&his further a""s to the safety mar!in, uness there was "an!er on the other si"e as we. It must $e note" that the hei!ht of o$server on the ship has veryitte si!nificance an" is not even use" in cacuation. Since the an!e is sosma, the an!e 3an!e of eevation4 at the foot of the i!hthouse 3waterine4 istreate" as :O, or top of the i!hthouse 3antern4 is treate" as :O 3an!e of "epression4.

[email protected] CLEA>ING %A>7S&he safe approach of the ship can $e monitore" where two mar*s are use" inconunction. Havin! "etermine" the safe $earin!, the furthest of the seecte"mar*s shou" remain open to the si"e on which the ship ies. In the i!ure 2.00,ship wi $e safe if Isan" remaine" open to eft of the North Car"ina $uoy.





L e f t 3 N o r t h e r n 4 e " ! e o f i s a n " o p e n t o e f t o f N C a r " i n a u o y ( s h i p i n s a f e t y

8 :R

0 :

2 :

2 :

5 4

1 -

1

1 3

1 -

1 0

5

4

4

1 3

1 0

1 3

1 41 (

1 2

1 1

2 22 -

2 3

2 5

2 4

2

2 3

2 -

2

2 0

2 4

2 5 2 3

2 0 2 3

2 2

M S

M S S h

M S S h

M S P ?

S P ?

1 2 2

C

h

i t e

C h

i t e

> e "

>

e "

B :

& > , . l

: : : 8 ? :

8 @ :

8 8 :

8 2 :

8 0

:

8 :

:

: 0 : : 2 :

: 8 :

: @ :

: ?

:

: B

:

0 : 0 O &

'

0 @

? O &

i ! u r e 2 . 0 0 . 1 s e o f C e a r in ! % a r *

[email protected] H'>IK'N&AL /ANGE> ANGLEHavin! "etermine" the safe"istance from a ha=ar",e.!., J ca$es, the chartshou" $e mar*e" with thesafe "istance to pass. &hehori=onta an!e $etweentwo fi+e" o$ects, which areprefera$y the same"istance either si"e of theha=ar", from the safe

"istance shou" $e"etermine", 0O in i!ure2.02. If the an!e measure"at the ship is e#ua to or ess than the "an!er an!e,the ship remains in safety.

N % & 0 O

0 º

J C a $ e s

N L &

? : O

S

h i p

i n

s a f e

t y

i f a

n !

e

N

L &

? :

o r

N

%

&

A 0

i ! u r e 2 . 0 2 . ( H o r i = o n t a / a n ! e r A n ! e

H a = a r " 0

H a = a r " 2

here there are ha=ar"s either si"e of trac*, the same proce"ure wou" $erepeate" for a point same "istance insi"e of the other ha=ar", ?:O in i!ure2.02. In this case if the an!e is more than ?:O, the ship remains in safety.

Hence, if the an!e at the ship is not ess than 3NL&4 ?:O or not more than 3N%&40O, the ship remains in safety.

[email protected].@ H'>IK'N&AL ANGLE IDrom i!ure 2.08

C r! 0 :@O CC r! 2 :?O CC r! 8 08@O C

/ifference $etween 0 an" 2 @JO/ifference $etween 2 an" 8 8OCompement 0(2 :O ( @JO @8OCompement 2(8 :O ( 8O ?0O

&he hori=onta an!e can $e use" for fi+in!. In this case, o$ects shou" $eseecte" such that the o$ects an" the ship "o not en" up on the perimeter of a

circe, as the position may $e potte" anywhere on the circe. '$ects shou"





prefera$y $e on a strai!ht ine to avoi" this pro$em. 1sin! the compements,two position circes are potte".

&he fi+ can $e use" to "etermine error incompass, as the fi+ is not $ase" upon the

$earin!s themseves, $ut the "ifference in an!e$etween the pairs.

Compass error 0 :@O C U :?:O & 2O ECompass error 2 :?O C U :JO & 2O ECompass error 8 08@O C U 08BO & 2O E

In case the incorrect $earin!s ha" $een potte""irecty, the correct fi+ cou" $e o$taine" $y useof station pointer an" then the true $earin!scou" $e rea" off from the chart.

In $oth the cases, coc*e" hat in terrestria fi+escan $e resove".

i ! u r e 2 . 0 8 . ( i + u s i n ! H o r i = o n t a A n ! e

i +

0

2

8

C e n t r e 0 ( 2

C e n t r e 2 ( 8

@ 8 O

? 0 O

P o s i t i o nc i r c e 0 ( 2

P o s i t i o n

c i r c e 2 ( 8

& r u e

$ e a r

i n ! 0

& r u e $ e a r i n ! 2

& r u e

$ e

a r i n

! 8

[email protected].? SEC&'> LIGH&SSectors of cooure" i!hts can $e use" toin"icate the presence of navi!ationaha=ar"s an" the safe water aroun" them.Such i!hts show "ifferent coours whenviewe" from "ifferent $earin!s.

&he imits of the sectors are mar*e" onnavi!ationa charts.

1se of this metho" of monitorin! is imite" toperio"s other than poor visi$iity.

[email protected] CLEA>ING EA>INGS

0 2 J O

: L A O

: A 8 O

: ? : O

> e "

>

e

"

> e "

C h

i t e

C h

i t e

/ a n

! e r

S e c

t o r

S a f e S

e c t o r

/ a n ! e r S e c t o r

/ a n ! e r S

e c t o r

S a f e S e c t o r

i ! u r e 2 . 0 @ .1 s e o f C o o u r e " S e c t o r s

C e a r i n ! . e a r i n ! N L & : A 0 º &

C e a r i n ! . e a r i n ! N % & 0 : : º &

. e a r i n ! 0 : ? º & S h i p i n " a n ! e r

. e a r i n ! : J A º & S h i p i n " a n ! e r

. e a r in ! : A L º & S h i p i n s a f e t y

S e e c t e " ' $ e c t

i ! u r e 2 . 0 ? . E + p a n a t i o n o f 1 s e o f C e a r in ! e a r i n ! s

0 : ? O & i s m o r e t h a n 0 : : O &

: J O & i s e s s t h a n : 0 O &

In vicinity of ha=ar"s, cearin! $earin!s of seecte" o$ects shou" $e

"etermine" an" mar*e" on the chart "urin! pannin! for in"icatin! the panne"





mar!ins of safety an" monitorin! purposes. &hese $earin!s shou" $e"etermine" as ;Not %ore &han< 3N%&4 or ;Not Less &han< 3NL&4.

[email protected] LEA/ING LIGH&S 6 %A>7S

&he principe is to *eep the mar*s or i!htsin transit.

If the nearer mar* is openin! to the

star$oar", the ship is to the eft of the inten"e" trac*.

If the nearer mar* is openin! to the

port, the ship is to the ri!ht of theinten"e" trac*.

&his metho" of monitorin! cannot $e use""urin! perio"s of restricte" visi$iity.

S h i p

o n e

a " s

S

h i p

t o r i !

h t o f i n t

e n " e

" t r a c *

S h i

p t o

e f t o

f i n t e n

" e " t r a

c *

L e a

" i n !

i ! h

t s : @

@ O

N e a

r e r i !

h t o p e

n t o s t a

r $ o a r

"

N e a

r e r i !

h t o p e

n t o p o

r t

i ! u r e 2 . 0 B . 1 s e o f L e a " i n ! L i ! h t s

2.$.= S&IP;S PR)ILE AN( (A'*M S&I'

&he position potte" on the chart represents a part of the $ri"!e or scanner position. Some parts of the ship are away from this point. /epen"in! on thescae of the chart $ein! use" an" the si=e of the ship, such parts sometimesmay $e in, or approachin!, "an!er. It is important to *now the correspon"in!si=e of the ship for the respective chart so that the navi!ator is never in "ou$ta$out the pro+imity of a ha=ar" an" the time or "istance to such ha=ar".

P r o f i e s o f S h i p o f L e n ! t h 8 : : m a n " e a m ? : m

S c a e m e t e r s

: 0: . ? 2

o r c h a r t w i t h v e r t i c a " i m e n s i o n s B ? m mc o v e r in ! " . a t ? V . 2 0

/ i f f e r e n t H e a " i n ! so f t h e S h i p . 3 N o t e n oc h a n ! e i n / a t u mS h i f t f o r s a m e c h a r t 4

i ! u r e 2 . 0 J . P r o f i e a n " / a t u m s h i f t

Simpe car"$oar" mo"es of profie an" shift for "ifferent charts to $e use""urin! the passa!e can $e a vaua$e a""ition on the chart ta$e. Natura scae,"imensions of the chart an" correction for "atum are use" to wor* this out. 'nsmaer scae charts it is irreevant as ship5s profie is no more than a "ot.

Natura scae 002,?:: at atitu"e 20O 8:X N/imensions B? mm + B8? mm 3".at :O ?X.204 Yi.e. 0 N% 0?.2 mmZCorrections for "atum :X.0J N, :X.:B EShip5s profie 3for L8:: m + ?: m4 is 8: mm + ? mm/atum shift is :0O& + 88.@ mm 3:X.04

In case of eectronic charts, ship5s profie may automaticay $e !enerate" for the scae in use.

Simiary, "epen"in! upon the navi!ation system $ein! use" an" the "atum of the chart, there may $e some "iscrepancy $etween the potte" position an" the





actua position, if it is not correcte" $efore pottin!. It is $etter to appy "atumshift separatey as the ship may not aways $e on the same hea"in! as whenprofie an" shift mo"e was prepare".

2.$.$ N)N-5IS*AL M)NI')RING 'EC&NIQ*ES

&he use of continuous monitorin! techni#ues "oes not reieve the '' frompottin! positions of the ship as per panne" fi+ fre#uency. Parae in"e+in!,maps an" navi!ation ines are use" on ra"ar for continuous monitorin!. &hishas $een e+paine" in "etai in section B.?.0, B.?.2 an" B.?.8.

&errestria ra"io navi!ation systems an" sateite navi!ation systems can $euse" for continuous monitorin! throu!h use of cross trac* error an" aarm,arriva aarm an" course to steer aarm. It is very important to appreciate thatthe reiance on continuous monitorin! systems shou" $e within imitations of the $ase system in use. If the positionin! system may have an error of :X.?, the

monitorin! may $e in error throu!h out.

2.@[email protected] HAKA>/S ASS'CIA&E/ I&H EC/IS 1SE Ne+t >NC chart not avaia$e.

Panne" passa!e may cross or

enter "esi!nate" areas 9esses position $etween

charts may not $e the same. Accuracy of the navi!ationa

information may $e "ou$tfu.

/atum shift Har"ware faiure

Software faiure

Power faiure

aiure to up"ate charts

Input information faiure 3Position,

Course, Spee"4 9irus infection of computer fies

Competency of the EC/IS

operator6''

Compacency6over reiance $y the''

C)NCL*SI)N 3P Primary metho", S Secon"ary metho"4

&a$e 2.8 Primary an" Secon"ary Position i+in!6%onitorin! metho"s

aters Con!este" Coasta 'pen

9isi$iity Goo" Poor Goo" Poor Goo" Poor

9isua P P

Continuous visua monitorin! techni#ues P P

Parae In"e+in! 6 Eectronic monitorin! S P S P

>a"ar S P S P

L'>AN C S S S S

/GPS S P6S

GPS S P P

Ceestia S

&he operation of ship is a compe+ tas*. &he navi!ation officers an" %aster arere#uire" to perform a num$er of tas*s simutaneousy. &he environment can $ehostie. &he e!a re#uirements surroun"in! shippin! are very strin!ent. Anyerror or omission can resut in a "isaster. ith the costs hi!h an" pu$ic an"environment "ama!e ia$iity $is increasin! a the time, the mariner an" the

ship operators nee" to ensure that ships are operate" as safey as possi$e.





Effective voya!e pannin! is ony one step towar"s ensurin! safety of operations.

Ch 2 Voyage Planning

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Transcript of Ch 2 Voyage Planning