CHAPTER 13 ROUTE PLANNING INFORMATION AND CALCULATION,

CALCULATION ON THE VOYAGE SCHEDULE,CONSTRUCTION OF THE

ROUTE, PLANNED ROUTE CHECKING FOR NAVIGATION
SAFETY,ALTERNATIVE ROUTE, OPTIMIZATION OF ROUTE PLANNING
AND ULTIMATE ROUTE SELECTION
INTRODUCTION TO CHAPTER 13

In the route planning mode, the ECS or ECDIS will allow the entry of
waypoints as coordinates of latitude and longitude, or the selection of
waypoints by moving a cursor around on the charts. It will allow the creation
and storage of numerous pre-defned routes, which can be combined in
various ways to create comple voyages. !or eample, one might defne a
route from the inner harbor to the outer harbor of a ma"or port, a route for
each of two or more channels to the sea, and several more for open sea
routes to di#erent destinations. $hese can then be combined in di#erent
ways to create comprehensive routes that will comprise entire doc%-to-doc%
voyages. $hey may also be run in reverse for the return trip. &hen selecting
waypoints, ta%e care to leave any aids to navigation mar%ing the route well
to one side of the course. 'any navigational software programs contain
databases listing the location of the aids to navigation in the (nited States
and other countries. $his list should )*$ be used to create routes, because
the accuracy of today+s navigation systems is good enough that to do so
invites a collision with any aid whose actual position is entered as a
&aypoint. ,lways leave a prudent amount of room between the waypoint
and the aid. Some published routes eist, also a feature of certain software
programs. $he wise navigator will not use these until he has verifed the
eact position of each waypoint using the best scale chart.
-oute creation on an ECDIS can be fddly and frustrating to start with, but
when practiced ma%es the process much .uic%er. !or eample, if you were
constructing a /reat Circle route on paper charts it would be fair to say that
this would re.uire %nowledge, s%ill and a signifcant amount of time0
1owever, constructing a /reat Circle route on ECDIS ta%es seconds as
waypoints are placed at the clic% of a button. 'oreover, there is no need to
rub out your past trac% and re-plan or transfer waypoints from one scale of
chart to another as waypoints are placed on all available charts for its
position. *nce the -oute is complete you are presented with all the
information relevant to the route. Enter your E$D
and it will calculate your arrival time based on planned speed or enter your
E$, and it will calculate when you need to depart. If you enter your E$D and
E$, the system can calculate the necessary speed re.uired to meet the E$,
i.e. S*,. Some systems can calculate the e#ect of tide on your route timings
and even calculate (nder 2eel Clearance based upon an entered draught.
*nce the plan is derived it can be saved and used again and again or even
copied to disc and shared amongst a !leet of ships. 1owever, the route
planning function varies between systems with some being easier to use
than others. !urthermore, some systems lac% functionality with regard to
producing
(sing pre-programmed routes from an un%nown source is the same as letting
someone else navigator your vessel. Such a route may pass over shoal
water, under a bridge, or through an area that your own vessel might fnd
ha3ardous. ,lways chec% each waypoint personally. 'any electronic chart
systems will also allow the coupling of the navigation system to the
autopilot. $echnically, it is possible to turn the navigation of the vessel over
to the autopilot almost as soon as the vessel is underway, allowing the
autopilot to ma%e the course changes according to each waypoint. &hile this
may be possible for small craft in most inland, harbor and harbor approach
situations, the larger the vessel, the less advisable this practice is, because
autopilots do not ta%e advance and transfer into account. $he large ship
under autopilot control will not anticipate the turn in a channel, and will not
begin the turn until the antenna of the positioning system, presumably /4S
and often located in the stern of the ship, is at the eact waypoint. 5y this
time it is too late, for the turn should li%ely have been started at least two
ship lengths previous. It is perfectly prudent to allow autopilot control of
course changes for vessels in the open sea if the proper parameters for
maimum rudder angle have been set.$he operators can plan and determine
the route of the ship through studying the comprehensive chart data
presented on the ECDIS screen. , route can be altered in minute detail, and
the changed route can be saved for later use. )avigation information
including own ship and other ships can be presented in the data cell. &hen
the cursor is placed upon any mar% on the chart screen, the information
about the ob"ects such as buoys, lighthouses, sun%en ships, etc., will also be
shown in the data cell.
Route Checking
ECDIS systems have the ability to chec% the planned route for dangers.
1owever, be careful as the chec% only loo%s within the Cross $rac% Distance
67$D8 or Corridor of the route, so ensure that it is correctly confgured to
cover the re.uired area. $he wider the
7$D the more alarms will be generated, although this is not a reason to
reduce it below what is re.uired. $he chec% loo%s for set parameters which
could be system defned as well as operator defned, depending on the
system. If your system o#ers the ability to confgure the search beyond set
parameters, ensure that what you want the system to search for is selected.
,lso, when chec%ing the route it is important to ensure that the correct
display setting is selected 6see screenshots below8. In the left hand
screenshot the system is in the Standard display and the route chec% is
highlighting a Danger, although it is not shown. In the right hand screenshot
the display has been set to Custom and
Isolated Dangers have been selected for display. $he highlighted symbol is
now displayed 6non-dangerous wrec%8. ,nother frustration when using ECDIS
systems to chec% a route is that it may highlight the same danger on
multiple occasions without recourse for the operator to clear the specifc
danger in one action.
&hen conducting the chec% of the route, the system will only chec% E)Cs
and not -)Cs, unless there are manual alarm able constructs within the 7$D.
$he inability of most systems to highlight gaps in E)C coverage for your
route therefore necessitates that a manual chec% on the best scale charts be
conducted for the entire route. )ote that this can be time consuming but
comes highly recommended0 *nce the -oute has been chec%ed, additional
information pertinent to the route can be added. $he system can even be
confgured to alert the operator of such notices. Considerations at this stage
are how best to display the information so that it can be clearly seen by the
operator. )ote that the font si3e is constrained on many systems
andsymbology is also limited. 4ersonally, I used to favour a 9cloud and
arrow: approach on paper charts to draw attention to supplementary
information, but this is not necessarily available as a symbol in ECDIS. ;ou
must therefore ma%e use of whatever is available and what wor%s for you.
Data Display
Route planning with calculation in the table format including:
<. way-points selection=
>. recalling the way-points list=
?. planning notes@
A. ad"ustment of a planned route=
B.
Some ECDIS route planning tips:
<. Screen into 9large: or 9planning: screen format.
>. *rientate the chart to show the beginning and end of the route to get
a 9big handful: !eel for the route.
?. Create a blan% canvas by hiding all old routes, constructs etc.
A. 5egin with waypoint plotting in the general area of the start and end
of the route.
B. Select either -humb Cine or /reat Circle route etc.
D. Eoom in to a more appropriate scale to modify the start and fnish
waypoints and 9'assage: waypoints to account for $SS etc.
F. F. Ensure that you have ade.uate 7$D for the various legs of your
route to ta%e into ,ccount the nature of the environment and
epected possible deviations, lateral separation from the route and
collision avoidance.
G. Chec% Eones of Confdence 6E*C8 or Source Data Diagrams and
amend the route or highlight as necessary.
H. Set Safety Depth and Safety Contour values.
<I.Conduct a system chec% of the route at an appropriate 7$D to allow
for deviations, collision avoidance etc.
<<.*nce all alarms have been chec%ed and verifed, chec% the route in its
entirety on scale by manually scrolling along it.
<>.,dd relevant additional information and manual corrections.
<?.Double chec% Distance J E$D J E$, and $idal Constraints.
<A.4rotect the route as necessary and save a bac%up.
<B.If updates are installed prior to sailing or during the eecution of the
route, ensure $hat the route is chec%ed again, as updates may a#ect
it.
CHAPTER 14 ROUTE AND VOYAGE MONITORING: CHECKING OF
ROUTE MEASUREMENTS AND CALCULATION, NAVIGATION IN OPEN
SEA, NAVIGATION IN COASTAL AND CONFINED WATERS, CURRENT
AND WINDS EFFECT
INTRODUCTION TO CHAPTER 14
Route monitoring
It is essential that the system is set up correctly prior to eecuting the
route or important information will not be displayed. $his relates to settings
for display, data for the vessel itself and the confguration of ,larms on
systems that allow it. !or display purposes, the amount of information must
be confgured prior to eecuting the route and for this purpose ? types of
display must be available for use with E)Cs= SB> 5ase, Standard and ,ll
*ther. $he 95ase: display 6bottom left screenshot8 provides a minimal
amount of information and represents data that cannot be removed from the
display. ,s such, the 5ase display does not provide enough information for
safe navigation. $he 9Standard: display 6centre screenshot8 incorporates the
5ase display plus additional features to provide a more appropriate display
for safe navigation 6of note it does not include Soundings8. $he 9,ll *ther:
display 6bottom right screenshot8 presents all layers of data and I would
suggest that this provides too much information for e#ective navigation. $his
is because the volume of data shown clutters the display ma%ing it diKcult
to see safety critical information. $herefore, most manufacturers provide an
etra display category, normally called 9Custom: that allows the operator to
confgure their display to incorporate information between 5ase and ,ll
*ther. Some systems also allow the saving of such displays so that the
operator can customise displays for all environments such as 4ilotage,
Coastal, *pen *cean, ,nchoring etc., selecting them as and when re.uired.
1owever, due to the sheer volume of settings and confguration that is
possible, it is recommended that chec%-o# cards be produced to cover all
environments. -emember, too much information is as dangerous as too little.
Knowledge and skills should be attained in:
<. using independent data to control shipLs position or using alternative
systems within
ECDIS=
>. using loo%-ahead function
?. changing charts and their scales=
A. . reviewing navigational charts=
B. vector time selecting=
D. predicting the shipLs position for some time interval=
F. changing the pre-planned route 6route modifcation8=
G. entering independent data for the calculation of wind drift and current
allowance=
H. reacting properly to the alarm=
<I.entering corrections for discrepancies of the geodesic datum=
<<.displaying time mar%ers on a shipLs route=
<>.entering shipLs position manually= and
<?..measuring co-ordinates, course, bearings and distances on a chart.
<A.
Voyage onitoring
<. $he plan should be available at all times on the bridge to allow oKcers
of the navigational watch immediate access and reference to the details
of the plan.
>. $he progress of the vessel in accordance with the voyage and passage
plan should be closely and continuously monitored. ,ny changes made
to the plan should be made consistent with these /uidelines and clearly
mar%ed and recorded.
Nav!a"#$ $ #%&$ '&a
*pen-seas navigation using the astrolabe and the compass started during
the ,ge of Discovery in the <Bth century. $he 4ortuguese began
systematically eploring the ,tlantic coast o,frica from <A<G, under the
sponsorship of 4rince 1enry. In <AGG 5artolomeu Dias reached the Indian
*cean by this route. In <AH> the Spanish monarchs funded Christopher
ColumbusLs epedition to sail west to reach the Indies by crossing the
,tlantic, which resulted in the Discovery of ,merica. In <AHG, a 4ortuguese
epedition commanded by Masco da /ama reached India by sailing around
,frica, opening up direct trade with ,sia. Soon, the 4ortuguese sailed further
eastward, to the Spice Islands in <B<>, landing in China one year later.
Nav!a"#$ $ (#a'"a) a$* (#$+$&* ,a"&-'
$he ob"ect of open-ocean navigation is basically to fnd a shipLs position. In
coastal and confned waters, another dimension is added N the margins for
errors are smaller, and actual ship handling must be integrated with the pure
navigational disciplines. In restricted waters, the traditional philosophy of
position fing at intervals in terms of a point, e.g. cross-bearings, bearing
and distance o# a reference ob"ect, or latitudeJlongitude, is no longer a
prime ob"ective.
C.--&$" a$* ,$* &/&("'
$he following fgures illustrate the position of the 4ivot point as a vessel
moves from a position of stop to one moving ahead and astern, $he pressure
of the water that acts on the bow or at the stern brings about a shift in the
position of the 4ivot point.
In this situation no forces are involved and the ship has a pivot point
coinciding with its centre of gravity approimately amidships.
Ma0$! H&a*,a1
$wo forces now come into play. !irstly, the forward momentum of the ship
and secondly longitudinal resistance to the forward momentum created by
the water ahead of the ship. $hese two forces must ultimately stri%e a
balance and the pivot point moves forward. ,s a rough guide It can be
assumed that at a steady speed the pivot point will be approimately >BO or
a <JA of the shipLs length from forward.

Ma0$! S"&-$,a1

$he situation is now totally reversed. $he momentum of sternway must
balance longitudinal resistance this time created by the water astern of the
ship. $he pivot point now moves aft and establishes itself approimately
>BO or a <JA of the shipLs length from the stern. ,lthough not intended some
publications may give the impression that the pivot point moves right aft
with sternway. $his Is clearly not correct and can sometimes be
'isleading. It should also be stressed that other factors such as acceleration
shape of hull and speed may all a#ect the position of the pivot point. $he
arbitrary fgures .uoted here however, are perfectly ade.uate for a simple
and practical wor%ing %nowledge of the sub"ect. $he eKciency of the tugs
will change totally when by contrast the ship ma%es sternway. )ow the pivot
point has moved aft to a position AIm from the stern. $he forward
tug is wor%ing on an ecellent turning lever of <>Im <Bt 6<GIItm8 whilst
the after tug has lost its eKciency to a reduced turning lever of AIm <Bt
6DIItm8. $his now results in a swing of the bow to port.
P#'"#$ #2 "3& %v#" %#$" $ -&'%#$'& "# a%%)&* 2#-(&'
V&''&) '"#%%&*
$his is an eample of a ship of <DI metres. It is stopped in the water and
two tugs are secured fore and aft on long lines through centre leads. If the
tugs apply the same bollard pull of say <B tonnes 6t8 each. It is to a position
GIm fore and aft of the pivot point. $hus two e.ual turning levers and
moments of GIm <Bt 6<>IItm8 are created resulting in even lateral motion
and no rate of turn.

Ma0$!H&a*,a1
&ith the ship ma%ing steady headway however, the pivot point has shifted
to a position AIm from the bow. $he forward tug is now wor%ing on a very
poor turning lever of AIm <Bt 6DIItm8, whilst the after tug is wor%ing on an
etremely good turning lever of <>Im <Bt 6<GIIt-m8. $his results in a
swing of the stern to port.
C3a%"&- 14 T3& .'& #2 ECDIS a$* "3& (#--&'%#$*$! '"&%5
61 '"&% %-#(&*.-& $:
INTRODUCTION TO CHAPTER 14
Sea ,rea Selection
-oute planning information
Construction of -oute
,d"ustment of a planned -oute
Curve trac% planning
4lanning notes
Safety values
$ypical errors and actions to ta%e to avoid such errors
Moyage recording and reconstruction of past trac%
-is% of over-reliance and complacency on ECDIS
Chec%ing for )avigation safety
(ltimate route ,monitored area
Mector time
Chec%ing measurements
,larms
Current and &ind
Status indication ,indicators and alarms
R#."& P)a$$$!
It should be possible to carry out route planning including both straight
and curved segments.
It should be possible to ad"ust a planned route alphanumerically and
graphically including@
adding waypoints to a route=
deleting waypoints from a route=
changing the position of a waypoint=
It should be possible to plan one or more alternative routes in addition
to the selected route.
$he selected route should be clearly distinguishable from the other
routes.
,n indication is re.uired if the mariner plans a route across an own
shipLs safety contour.
,n indication should be given if the mariner plans a route closer than a
user-specifed distance from the boundary of a prohibited area or a
geographic area for which special conditions eist 6see appendi A8.,n
indication should also be given if the mariner plans a route closer than
a user-specifed distance from a point ob"ect, such as a fed or Poating
aid to navigation or isolated danger.
It should be possible for the mariner to specify a cross trac% limit of
deviation from the planned route at which an automatic o#-trac% alarm
should be activated.
<. It shall be possible to carry out route planning by defning a route
consisting of
a series of waypoints "oined by straight line legs. $he use of curves
between
waypoints is also permitted.
>. It shall be possible to edit a route by means of facilities provided for
adding,
deleting and moving one or more waypoints.
?. It should be possible to plan an alternative route in addition to the
selected
route.
A. $he selected route should be clearly distinguishable from any
alternative route.
B. ,n indication is re.uired if the mariner plans a route across an own
shipLs
safety contour.
S&a a-&a '&)&("#$ 2#- -#."& %)a$$$!:
-eviewing re.uired waters for the sea passage=changing over of chart scale=
using ECDIS database for obtaining navigational, hydrometeorological
and
other data=
ta%ing into consideration turning radius and wheel over pointsJlines
when it is
epressed on chart scale=
mar%ing dangerous depths and areas and ehibiting guarding isolines=
mar%ing waypoints with the crossing isolines and critical cross-trac%
deviations, as well as by adding, replacing and erasing of waypoints=
ta%ing into consideration safe speed=
chec%ing pre-planned route for navigational safety=
generating alarms and warnings=
C#$'"-.("#$ #2 ROUTES
Screen into 9large: or 9planning: screen format.
*rientate the chart to show the beginning and end of the route to get a
9big handful:
feel for the route.
Create a blan% canvas by hiding all old routes, constructs etc.
5egin with waypoint plotting in the general area of the start and end of
the route.
Select either -humb Cine or /reat Circle route etc.
Eoom in to a more appropriate scale to modify the start and fnish
waypoints and
9massage: waypoints to account for $SS etc.
Ensure that you have ade.uate 7$D for the various legs of your route
to ta%e into
account the nature of the environment and epected possible
deviations, lateral
separation from the route and collision avoidance.
Chec% Eones of Confdence 6E*C8 or Source Data Diagrams and amend
the route
or highlight as necessary.
Set Safety Depth and Safety Contour values.
Conduct a system chec% of the route at an appropriate 7$D to allow for
deviations,
collision avoidance etc.
*nce all alarms have been chec%ed and verifed, chec% the route in its
entirety on scale by manually scrolling along it.
,dd relevant additional information and manual corrections.
Double chec% Distance J E$D J E$, and $idal Constraints.
4rotect the route as necessary and save a bac%up.
If updates are installed prior to sailing or during the eecution of the
route, ensure
that the route is chec%ed again, as updates may a#ect it
V#1a!& -&(#-*$!
ECDIS should store and be able to reproduce certain minimum elements
re.uired to reconstruct the navigation and verify the oKcial database used
during the previous <> hours. $he following data should be recorded at one
minute intervals@
<. to ensure a record of own shipLs past trac%@ time, position, heading,
and speed= and
>. $o ensure a record of oKcial data used@ E)C source, edition, date, cell
and update history.
In addition, ECDIS should record the complete trac% for the entire voyage,
with time mar%s at intervals not eceeding A hours.
It should not be possible to manipulate or change the recorded
information.
ECDIS should have a capability to preserve the record of the previous <>
hours and of the voyage trac%.
A*7.'"8&$" #2 a %)a$$&* R#."&
<. the planned route showing the true course of each leg
>. leg distances
?. any speed changes
A. wheel over positions for each course alteration, where appropriate
B. turn radius for each course alteration, where appropriate
D. maimum allowable o# -trac% margins for each leg
C.-v& "-a(0 %)a$$$!
<. turning curve must not be over the ground, shallow waters and similar
navigational ha3ards
>. turn radius could show the waypoint over the ground, in shallow waters
and similar navigational ha3ards 4lanning notes
?. $urn radius must provide for the point in which the planned route is
changing from circular into linear not to fall within the circular
navigational route of the net turn. 5etween two circles of two turn
radii there has to be a linear navigational route.
A. turn radius should be as large as possible ta%ing into account the
re.uirement for maimum speed and reduced number of legs
B. $urn radius should be adapted so that in combination with the planned
speed it produces the minimum but acceptable -*$ 6from the steering
aspect8.
T1%(a) &--#-' a$* a("#$' "# "a0& "# av#* '.(3 &--#-'
It is important while navigating ship the oKcer of the watch understands
practical procedures to avoid collision guided by masters standing orders.
$hese procedures are only indicative, not ehaustive in nature and one must
always be guided by practices of good seamanship.
<. $he oKcer of the watch 6**&8 shall comply with masters standing
orders 6including any supplementary instructions8 to carry out the
navigational watch. 1e must always bear in mind that he is the
'aster+s representative and has primary responsibility at all times for
the safe navigation of the ship and for fully complying with the latest
C*C-E/S
>. $he **& shall read the 'aster+s instructions written in the 'aster+s
*rder 5oo% carefully and aK his signature before ta%ing over the
navigational watch.
?. $he **& shall perform his bridge watch duties, and shall not leave the
5ridge unless properly relieved by the 'aster or another .ualifed
oKcer.
A. $he **& shall not transfer his duty if he is in doubt whether the
relieving oKcer is physically and mentally capable of carrying out his
duties e#ectively. Instead, he shall advise the 'aster.
B. $he **& shall call the 'aster immediately, if he is in any doubt
regarding navigation, or if the vessel falls into any of the situations
specifed in the QCist of Conditions to be reported to 'asterQ
D. $he relieving oKcer shall ta%e over the watch after he has confrmed
all items in the Q)avigational &atch $ransfer Chec%listQ
F. $he **& shall maintain a strict and constant loo%-out primarily by
Sight, and use 5inoculars, day and night.
G. $he **& shall observe the compass bearing of all approaching targets
to determine if ris% of collision eists.
H. If the **& is to be relieved, but is engaged in a maneuver or in a M1!
conversation or the li%e, the relief of the oKcer should be deferred until
such action is completed.
<I.$he **& shall pass other vessels, obstacles, fshing nets, and the li%e,
%eeping wide berth as far as practical.
<<.-e.uired C4,s 6Closest 4oint of ,pproach8 are as follows.
i8 4assing other ships at a safe distance as per the prevailing
circumstance
ii8 *verta%ing a ship at a safe distance as per the prevailing
circumstance
iii8 Crossing the course of a ship at a safe distance as per the prevailing
circumstances
iv8 ,void *bstacles and fshing nets
<>.$he **& shall be well aware of use of the 'ain Engine in an
emergency so that he may use the 'ain Engine without hesitation as
re.uired.
<?.$he **& shall use sound signals, such as &arning signals,
'aneuvering signals, and !og signals, without hesitation even at
night.
<A.$he **& shall ta%e necessary measures when visibility becomes poor
according to the Q4rocedures for )avigation under -estricted Misibility
ConditionsQ ....
<B.$he **& shall ta%e necessary measures when the vessel navigates
congested waters specifed in the Q4rocedures for )avigating in 1igh
Density $raKc 6Congested8 &atersQ ....
<D.In waters where danger to navigation eists in addition to the above
items <? and <A, the **& shall post a 1elmsman enough in advance,
and change to 'anual Steering when necessary.
<F.$he **& shall always confrm proper steering by the 1elmsman or
,utomatic pilot.
<G.$he **& shall confrm the vessel position regularly. If the position is
made by electronic navigation system, he shall verify the same by land
f, if available. If a scheduled time for plotting a f or altering course
has arrived, the **& should frst ensure that loo%out or an evasive
maneuver is not compromised.
<H.$he **& shall compare the indication of the /yro compass with that
of 'agnetic compasses on setting or alteration of course and after
that, chec% once every hour at least.
- $he **& shall measure Errors of the /yro and 'agnetic compasses
at every watch, and log the same including the reason if unable to
chec% error.
>I.$he **& shall chec% the repeaters of the /yro compass 6including
output to -,D,-J,-4,, ECDIS, Course recorder, ,IS, etc.8 to confrm if
they are synchroni3ed with the master compass.
><.$he **& shall observe the operational conditions of the )autical
Instruments and Steering gear, according to the R4rocedures
>>.$he **& shall regularly confrm -4' of the main engine and
presence J absence of alarm generation, and if any abnormality is
discovered, it shall be reported to the Engineer on Duty or the Chief
Engineer.
>?.$he Echo sounder recorder should be switched on prior to each
approach to shallow water, to port entry and prior to departure, and
remain in operation while in shallow waters. ,s a guideline, the **&
shall use the Echo-sounder fre.uently to measure the depth when less
than BI meters and continuously where epected (2C is less than B
mtrs. 1e shall compare the (2C with fgures calculated from chart
depths and advise any abnormality.
>A.$he **& shall confrm )avigation Cights and other -egulation Cights,
Shape signals, and &histles are operating properly.
>B.$he **& shall confrm carrying out onboard patrol .
>D.In addition to the above, the **& shall comply with the items that
re.uire attention for safety of navigation and prevention of
environmental pollution.
>F.!or detailed guidance for )avigational duties, reference shall be made
to the publications R5ridge 4rocedures /uideS and R5ridge $eam
'anagementS. ,ll instruments+ recording paper must be annotated
before port arrival Jdeparture and at noon daily, and confrmation done
of correct synchroni3ation. )avigational warnings and weather
messages must be read and signed by the **&, and brought to the
notice of the 'aster.
>G.During pilotage, the **& shall continue monitoring the vessel+s
position, %eep loo%out, in the same way as if no 4ilot is on board and
advise 'aster of any abnormality.
>H.$he **& shall enter in the 5ell boo%, the time of 1anding over the
RconS of vessel to 'aster and the time of ta%ing over RconS from him.
V#1a!& -&(#-*$! a$* -&(#$'"-.("#$ #2 %a'" "-a(0
ECDIS should store and be able to reproduce certain minimum elements
re.uired to reconstruct the navigation and verify the oKcial database used
during the previous <> hours.
T3& 2#))#,$! *a"a '3#.)* 6& -&(#-*&* a" #$& 8$."& $"&-va)':
<. $o ensure a record of own shipLs past trac%@ time, position, heading,
and speed= and
>. $o ensure a record of oKcial data used@ E)C source, edition, date, cell
and update history.
?. In addition, ECDIS should record the complete trac% for the entire
voyage, with time mar%s at
A. Intervals not eceeding A hours.
B. It should not be possible to manipulate or change the recorded
information.
D. ECDIS should have a capability to preserve the record of the previous
<> hours and of the voyage trac%.
F.
R'0 #2 #v&-5-&)a$(& a$* (#8%)a(&$(1 #$ ECDIS
ECDIS is becoming mandatory across the shipping sector for safer
navigation, but are operators ready for itT $wo ECDIS instructors shed some
light on the industryLs familiarity with the technology 6or lac% thereof8, and
o#er tips for a smooth transition from paper-based to electronic
navigation.$he shipping industryLs transition from time-honored paper
navigation charts to digital navigation systems has now been underway for
long enough that has increasingly come to be seen as the new norm. $he
shift was heavily prompted by a >IIH ruling by the International 'aritime
*rgani3ation 6I'*8 ma%ing the Electronic Chart Display and Information
System 6ECDIS8 a mandatory technology for an epanding range of
commercial ships under the International Convention for the Safety of Cife at
Sea 6S*C,S8. $he re.uirementLs frst deadline in Uuly >I<> made ECDIS
compulsory for new build passenger ships, tan%ers and dry cargo ships of at
least BIIgt, ?,IIIgt and <I,IIIgt respectively, and in >I<A the net stage
of the roll-out will re.uire all eisting passenger ships of BIIgt and over to
implement the system. ECDIS has been presented as a life-saving shift in the
way navigation is carried out, a shift that will reduce the incidence of
dangerous groundings and bring the advantages of real-time digital route
planning to navigatorsL fngertips.
ECDIS will almost certainly ma%e good on this promise, and is already doing
so to a certain etent. 5ut the fact remains that this transition period, the
aw%ward half-step between one paradigm and the net, has thrown up a
number of issues for the technology, including grounding incidents that have
been at least partly attributed to improper usage of ECDIS.
&ith International 1ydrographic *rgani3ation president -obert &ard warning
that the rise of electronic navigation is prompting Qincredible overconfdence
in the dataQ, itLs worth as%ing if operators and their crews have been
ade.uately prepared for the change.$raining is clearly the core of the issue,
and maritime liability insurer the Condon 4VI Club has highlighted a general
lac% of type-specifc ECDIS training as a particular problem, with crews at ris%
of ma%ing errors on unfamiliar systems. Ship $echnologyLs Chris Co spo%e to
-obyn 1arrigan, senior instructor and 5ec%y 1yde, instructor, at training
organi3ation ECDIS Ctd to discuss the issues and the best ways to ensure a
smooth transition from paper to digital.
C3&(0$! 2#- Nav!a"#$ 'a2&"1
&henever the navigational situation demands more resources than are
immediately available to the navigator, a dangerous condition eists. $his
can be dealt with in two ways. !irst, the navigator can call up additional
resources, such as by adding a bow loo%out or an additional watch offcer.
Second, he can lower the navigational demands to the point where his
available resources are able to cope, perhaps by reducing speed, changing
course, heaving to, or anchoringIndicated unrestricted ability, weather clear,
little or no traffc, and all systems operating normally. In this condition,
depending on the si3e and type of vessel and its mission, often a single
licensed person can handle the bridge watch. ,pplies to situations where
visibility is somewhat restricted, and maneuverability is constrained by
hydrography and other traffc. $his condition may re.uire additional
navigational resources, such as a loo%out, helmsman, or another licensed
watch offcer. Is the most serious, occurring when visibility is poor,
maneuvering is tightly constrained 6as in channels and inner harbors8, and
traffc is heavy.
U)"8a"& -#."&, 8#$"#-&* a-&a
<. Increase reliability, eKciency and cost-e#ectiveness of programs.
>. Increase cooperation and communication among agencies and
organi3ations.
?. Enhance long-term support to ensure continuity of sampling.
A. 4rovide opportunity for identifcation and rectifcation of data gaps.
B. ,llow more timely access to standardi3ed data by all users.
D. Integrate information for eKcient analysis, synthesis and reporting.
F. 4ermit evaluation of large-scale spatial and temporal patterns.
G. !acilitate periodic review of ability of monitoring to achieve goals.
H. Epedite lin%ages to other relevant programs.
<I.Enhance public outreach and interpretation programs.
<<.,ssist in designing and criti.uing restoration programs for impacted
resources.
<>.,id in framing research .uestions regarding cause and e#ect
relationships.
<?.Increase public awareness of %nowledge-based environmental
management.
<A.4rovide a cadre of trained biologists capable of rapid response to
impacts
V&("#- "8&
R&)a"v& 8#v&8&$" %-#6)&8' 8a1 6& *v*&* $"# ",# !&$&-a)
(a"&!#-&':
6<8 $rac%ing@ from observed relative movement data, determining the actual
motion of the ship or ships being observed.
6>8 'aneuvering@ %nowing, or having previously determined the actual
motion of the ships involved in the problem, ascertaining the necessary
changes to actual motion to obtain a desired relative movement. $hree
separate and distinct plots are available for the solution of relative
M#v&8&$" %-#6)&8':
6<8 /eographical or navigational plot.
6>8 -elative plot.
6?8 Mector diagram 6Speed $riangle8.
C3&(0$! 8&a'.-&8&$"'
<. /lobal 4ositioning System or /4S is a networ% of man-made Earth
satellites, currently over >A satellites that constantly send radio signals
to the surface of the Earth. $hese signals contain the satellite position
and eact time 6each satellite has an on board atomic cloc%08. ,ll
satellite transmissions are synchroni3ed to the (.S. )avy atomic cloc%
and occur the same instant.
>. $hese signals, each travelling at the speed of light, arrive to a /4S
receiver at slightly di#erent times due to distance to satellites
di#erences. ,fter receiving signals from at least four di#erent /4S
satellites, the receiver can calculate its position in all three dimensions
6based on time delays between signals8. *nce the receiver %nows
eact position at any given time, the internal electronics trac%s that
position in time and calculates shipLs speed.
?. Current position accuracy of the /4S system is about <I->I meters
with most standard receivers and can be as good as < meter or less
with special ground based repeaters. $he /4S networ% is operated and
maintained by the (S, )avy and ,ir !orce, with the frst of these
satellites sent into orbit in <HFG.
P)a$$$! N#"&'
<. $raKc density and other activities occurring in the area in which the
ship is navigating.
a. $he additional wor%load caused by the nature of the shipLs
functions, immediate operating re.uirements and anticipated
maneuvers.
b. $he ftness for duty of any crewmembers on call that are
assigned as members of the watch.
>. 2nowledge of and confdence in the professional competence of the
shipLs oKcers and crew.
?. $he eperience of each **&, and the familiarity of the **& with the
shipLs e.uipment, procedures and maneuvering capability.
A. ,ctivities ta%ing place on board the ship at any particular time,
including radio communication activities, and the availability of
assistance to be summoned immediately to the bridge when
necessary.
a. $he operational status of bridge instrumentation and controls,
including alarm systems.
B. -udder and propeller control and ship maneuvering characteristics.
D. $he si3e of the ship and the feld of vision available from the conning
position.
F. $he confguration of the bridge, to the etent such confguration might
inhibit a member of the watch from detecting by sight or hearing any
eternal development.
Sa2&"1 Va).&'
<. 2eep a good chec% on position of his ship and others close-by ships
may drag soon after anchoring, when the tide changes, when the
weather freshens or when the bra%e wonLt hold with a lot of yawing.
$he danger is not only of his ship dragging but of others drifting down
to us. $he bow stopper must always be in use when at anchor. In
adverse weather, it is helpful to paint a lin% on the aft side of the gypsy
so it can easily be seen if the bra%e renders.
>. $o chec% the shipLs position at regular intervals. )ormally, full anchor
watches are %ept even if cargo is being wor%ed while at anchor, this
may be a problem but dec% and bridge have both to be watched.
?. Ensure the lightsJsignals are correctly ehibited= usually a M1! watch
will have to be %ept and if youLve been away from the bridge for a time
chec% with the shore station that they have not been calling the ship.
A. $ry and get the other ship on the M1! or Pash them with the ,ldis lamp
if it tries to anchor too close or starts to drag.
B. $ry to get a position on the chart and note the shipLs heading at the
moment of letting go the anchor W that way the swinging circle can
best be wor%ed out on the chart. If the scale of the chart is good
enough, it gives a circle within which the ship should remain and is
handy when weighing anchor in a crowded anchorage
A)a-8'
<. -ECDIS should be provided with means for either automatically or
manually carrying out on-board tests of
>. ma"or functions. In case of a failure, the test should display information
to indicate which module is at fault.
?. -ECDIS should provide a suitable alarm or indication of system
malfunction.
A.
C.--&$" a$* W$*
<. ,n initial route recommendation is issued to a ship or routing authority
normally AG to F> hours prior to sailing, and the process of surveillance
begins. Surveillance is a continuous process, maintained until the ship
arrives at its destination. Initial route recommendations are a
composite representation of eperience, climatology, weather and sea
state forecasts, the vessel+s mission and operational concerns, and the
vessel+s seagoing characteristics. , planning route provides a best
estimate of a realistic route for a specifc transit period. Such routes
are provided when estimated dates of departure 6EDD+s8 are given to
the routing agency well in advance of departure, usually a wee% to
several months. Cong range planning routes are based more on
seasonal and climatological epectations than the current weather
situation. &hile planning routes are an attempt to ma%e etended
range 6more than a wee%8 or long range 6more than a month8
forecasts, these recommendations are li%ely to be revised near the
time of departure to rePect the current weather pattern.
>. ,n initial route recommendation is more closely related to the current
weather patterns by using the latest dynamic forecasts than are the
planning route recommendations. $hese, too, are sub"ect to revision
prior to sailing, if weather and sea conditions warrant.
?. ,d"ustment of departure time is a recommendation for delay in
departure, or early departure if feasible, and is intended to avoid or
signifcantly reduce the adverse weather and seas forecast on the frst
portion of the route, if sailing on the original EDD. $he initial route is
not revised, only the
A. $iming of the ship+s transit through an area with currently unfavorable
weather conditions. ,d"usting the departure time is an e#ective
method of avoiding a potentially
B. 1a3ardous situation where there is no optimum route for sailing at the
originally scheduled time. , goJno go recommendation may be made
to vessels engaged in special missions such as speed record attempts
or heavy-lift voyages.
D. , diversion is an underway ad"ustment in trac% and is intended to
avoid or limit the e#ect of adverse weather conditions forecast to be
encountered along the ship+s current trac%, or to ta%e advantage of
favorable conditions along another route. Ship+s speed is epected to
be reduced by the encounter with the heavy weather. In most cases
the distance to destination is increased in attempting to avoid the
adverse weather, but this is partially overcome by being able to
maintain a nearly normal S*,.
F. ,d"ustment of S*, is a recommendation for slowing or increasing the
ship+s speed as much as practicable, in an attempt to avoid an adverse
weather situation by ad"usting the timing of the encounter. $his is also
an e#ective means of maintaining maimum ship operating eKciency,
while not diverting from the present ship+s trac%. 5y ad"usting the S*,,
a ma"or weather system can sometimes be avoided with no increase in
distance. $he development of fast ships 6S*, greater than ?I %nots8
gives the ship routing agency the potential to Rma%e the ship+s
weatherS by ad"usting the ship+s speed and trac% for encounter with
favorable weather conditions.
S"a".' $*(a"#$, $*(a"#-' a$* a)a-8'
<. ,lthough many vessels have ftted Electronic Chart Display and
Information Systems 6ECDIS8 on a voluntary basis, its use will
signifcantly increase once passenger vessels, tan%ers and dry cargo
ships begin to comply with mandatory S*C,S re.uirements for
ECDIS.
>. ,s per I'* performance standards, the e.uipment should include a
function, where the user can select a safety contour from the depth
contours available on the Electronic )avigation Chart 6E)C8. , A,III
/$ general cargo ship ad"usted its E$, to arrive at the pilot station
earlier than planned in order to meet a high tide. $he vessel
subse.uently grounded on a sandban%.
?. $he passage plan was amended when the ECDIS was displaying the
E)C at a scale of <@<II,III. Misual inspection of the route on the
ECDIS showed it to be clear at this scale. $he fact that the vessel
would pass a starboard hand lateral buoy on the port side whilst
following the direction of buoyage was not investigated further.
A. 1ad this been chec%ed, it would have been evident that the amended
passage plan too% the vessel over a sandban% with charted depths
considerably less than the vesselLs draft. 1owever this was not
obvious to the dec% oKcer who amended the passage plan, or to the
bridge oKcer on watch at the time of the grounding. $he safety
contour function on the vesselLs ECDIS was ftted with a watch vector
function whereby a time and angle for the predicted movement of the
vessel needed to be set in order to trigger the safety contour alarm.
,lthough the safety contour had been set at ?Im, the alarm did not function
as the watch vector had not been activated by the bridge team. It was found
that the 'aster and dec% oKcers had received no formal ECDIS training.
$hey failed to recogni3e the signifcance of the safety contour and did not
%now how to set a watch vector ahead of the vessel. $hey were also unaware
of the need to chec% the ECDIS for violations of user defned limiting
parameters 6such as the safety contour8 when ad"usting the passage plan.