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    of 94
    Novigation Advanced for MoloMastrs Fogulstory Requkernanis “The tats nc verfelion a the aesuraay and he duration and resoverabily of the recorded data In edlion, tects and inspections must ba condted to determine Es sonssby oa protone encase and dass To prevent an over wring of dala, Kis important to urn of te VOR shorty after aval Into the testis to be performed ere During an emergency, tis important for tie Waster ts downoad the data earty on ta prevent any over-writng. This f important for investigation and evidence purposes. If {hs emergency stuation continuas for a significant period subsequent downlcads, at intervals of less than twelve hours, should bs parformed. Some companies nave procedures for VDR data to be downloaded al less than twelve hours in order hhave access to entle voyage data for analysis and investigation, when required, 14 j Navigation Advanced for Mates and Masters Passage Planning 2 Passage Planning Safely at sea is the primary’conier of any mariner, but it must be actleved. alongside the commercial yaquirements of a voyaga. Therefore itis erica thet 2 ‘vessel Completes its operations safely and effcienly. The majority of studies into maritime casualties have highlighted human efror as one of the most significant. Contributory factors in an incident. Careful planning plays a signficent part in the reduction of these errors, eating an environment forthe safety and commercial ‘success, Passage Planning's a recommendation for ensuting safely atsea.- ‘There are intemational, national and company spaciic recommendations for passage planning, These may be in the form of IMO guldatines, ICS - Bridge Procedures Guide, MCA - A Guide to the Planning and Conduct of Sea Passages, MCA MGNs and MSNs znd part of Company Safety Management System. In particular, the SMS will provide detalled instructions fori A bridge team consists of several individuals who may be at different levets of individual knowledge, skills and experience. As well as being @ requirement, passage planning Serves e useful purpose in ensuring thatthe bridge team follows ‘agreed consistent procedures and standards. In looking at the technical skis, ‘consideration must be given to the techniques involved in preparing for and ‘conducting the proposed passage. “The passage plan should make it easier for the bridge team to navigate the ship safely. It should be comprehensive, detailed and easy to interpret. The full procedure has four stages: + Appraisal Planning > Execution = Monitoring ~The frsttwo are the preparatory stages. Items three and four are the essential ‘elements of voyage execution and confirm that tha voyage is being conducted ‘according to the pian. The procedure must be supporied by good information and data 6 ‘Novigalon Advanced for Mates and Masters Pessoge Planning 2.4 Appraisal Before embarking-on any venture; those persons controling for playing'a part in i), ‘must have an understanding of the lkoly risks involved. During appraisal, ell information relevant to the passaga is gathorod-andthe-iskeare examined, 2.1.1 Use of Publications Detaiied information is required in order to make decisions regarding the overall ‘conduct of the passage. This information is taken from @ number of sources, such as Fegular publications or notices provided in response to events. Instructions fram parties influencing the venture (e.g. owners, charlerars) wil aleo be part of the appraisal. Choosing which authority's publication to use depends upon the Chart Outfit carried on board; the availabilty of local publications and legal requirements far cariage, for exemple, charts for coastal or inland waters, 24.4.4 Chart Catalogue ‘The United Kingdom Hydrographic Office (UKHO) publishes The Catalogue of ‘Admiralty Charts and Other Hydrographic Publications (NP121) annually. It shows the area of coverage of BA charis and other BA publications. The Defence Mapping ‘Agency (DMA) of the USA produces a similar document, tled as CATP2VOTU. The US version shows the areas of coverage of US charls end other publications. vessels carry UKHO or US charts. Some areas of the world are coverad in greeter detail by charts that are published by local hydrographic authorities. in some parts of the word it may bbe 2 requirement to use local charts ‘UKHO charts are published on a large scale thet allows sate navigation in the Coastal waters of the UK, the Commonwealth and some Middle Eastern countries For other areas the policy is to publish enough charts to enable the mariner to cross the oceans and proceed along the coasts to reach the port approaches safely. 2.41.3 Sailing Directions and Pilot Books ‘Admiralty Sailing Directions’, or ‘Plot Books’ as they are cammonly known, are Published in volumes by the UKHO. These provide worldwide coverage and are intended to complement the Admiralty charts, 16 Novigatlon Advances for Males and Masts Passage Planning ‘They contain descriptions of: the coast offlying features + tidal streams and currents + directions for navigation iv complicated waters ‘© information about channels and harbours + navigational hazards ‘2 buoyage systems = pilotage = regulations ‘= general notes on counties covered by the voluma = portfaciities ‘= seasonel currents ‘© climatic conditions with direct access to tha sea. Salling directions are published by the DMA in the series SDPUB 121-200. Some of these provice information similar to Ocean Passages for the World and are referred to as Planning Guides. Other publications contain information similar io Pitot Books and are referred to en-route. 24.1.4 Ocean Passages for the World (NP136) Published by the UKHO, i contains information on planning ocean passages, ‘oceanography and current. It also provides recommended routes and distances between the principal pots ofthe world and includes details of winds, weather, ‘currents and ice hazards thal may be encountered, Ocean Passages also contains grams uid chatlets fer the main oesan rules for power vassals and saling ships, 24.1.5 Routeing Charts and Pilot Charts ‘These contain basic routeing instructions, togathar with metaorological details, and ‘are published for the min oceans for he twelve-month period. The information Includes limits of load-iine zones, routes and distances between principal ports and focal points, ocean currents, wind roses and ice limits. Inset charilets and texts, include air, dew point and sea temperatures, barometric pressure, diumal variation ‘snd the incidence of fog. gales and storms, Routaing charis are published by the UKHO as Chart numbers §124-8. Similar meteorological charts are published by the DMA and ere known as Pilot Charts and they are available on the web at htiov/pollux.nss.nima.rnl 7 Navigation Advancod for Males Mastors Passage Planing 24.4.6 Admiraity List of Radio Signals (ALRS) = ‘The UKHO publishes this list in 6 volumes: + Volume 1 - Maritime Radio Stations NP281, 2 Paris Global marine communications sence, Ship-reporing systoms-Medical Advice by radio, quarantine reports, locust reports, CRSs, coastguard stations, piracy and armed robbery repars, alen.smuggling reporting, Radio regulations in teritosial waters = Volume 2 - Radio Aids to Navigation, DIF, Radar beacons, Satelite Navigation Systems, Legal Time, Ratio Time Signals and Electronic Position Fixing System + Volume 3 - Maritime Ssfety information Services, 2 Parts Radio facsimile broadcasts end weather services, Navigational warnings (WWNWS and NAVTEX), Weather routsing services, Gicbal marine ‘meteorological services, meteorological codes for shipping use. (Seo (Chapter 14 for more on this) «Volume 4 - Meteorological Cbsarvation Stations + Volume 5 - Global Maritime Distress and Safety System (GMDSS) (Sea Chapter 11 for more on this) “+ Volume 6 - Pilot Services, Vesset Tralfi Services and Port Operations, 5 Paris Similar lntormation is avaliable the DMA publications of the USA. AAT List of Lights and Fog Signals, ‘Thess are published by the UKHO in eleven volumes and provide worldwide ‘coverage. A UKHO digital version ofthe List of Lights and Fog Signals is also available, covering the word in ten areas. The digital version is corrected using icketies, which are issued weekly. The US Coast Guard (USCG) pubishes seven volumes of Light Lists and Fog Signals, covering the US coast and Great Lakes, Light Lists published by the DMA cover the rest of the word, 24.4.8 Notices to Mariners “The UKHO and the OMA publish notices to mariners in weekly editions. The ccontants include: = Index: + Admiralty notices to mariners + Navigational warnings = Corrections to the Admiralty sailing directions, + Corrections to the Admiralty lst of ights and fog signals “+ Corrections to the Acimiraty lst of rao signals (ALRS) Navigation Avoneed for Mates and Mastrs Pessege Planing Digital versions of Notices to Mariners are also avallabla~‘Thessare"used for ‘correcting digital charts (ECDIS, ENC, and ARCS) and cgttal fists of lights. 24.4.9 Ship's Routeing ‘This book is published hy the IMO. It cantains information on all routsing, trafic ‘separation schemes, deepwater routas-and-areas fo be avoided. Similar information is also shawn on chests and is contained in the sailing directions. 2AAAD Tide Tables ‘The UKHO annualy publishes four volumes of the Admiralty Tide Tables (ATT), ‘These cover the work, ‘TOTAL TIDE’. a digltel CD version of UKHO Tide Tables uses computers to provides tidal information and covers the world in ten aress. Paper and digital versions also provide tidal stream data. The US National Oceat ‘Service also publishes worldwide tables, 241.11 Tidal Stream Atlases ‘These are published by the UCHO and cover the waters of North West Europe and Hong Kong, Total Tide provides tidal stream information worldwide. Some port ‘suthoriies publish thelr own tial stream atlases, The US National Ocean Service publishes tidal current tables that cover the Atlantic Coast of North America and the Pacific Coast of North Amarica and Asia. 2A4AA2_ Co-Tidal and Co-Range Charts ‘Those are published for wate's where tidal conditions are particularly significant: safety -ertieal navigation. 2AAA3_ Load Line Chart Load line zones are shown In Ocean Passages for the World, and on the BA Chart 1D6083, Tha charl provides tne boundaries ofthe zones and the applicable dates for ‘Seasonal Zanes. 244.14 Nautical Almanac and Tables Provide essential navigatione! information of certain events, for example, sunrise, 2AAA8 Distance Tables ‘The UKHO and DMA produce tgbles giving coastal and ocean distances. Some independent companies, suet as Reed’ oF BP, also produce distance tables. 24446 The Mariner's Handbook ‘This book is published by the UKHO. It contains advice and recommendations on ravigation and general information that is of interest to the mariner 18 Navigation Advancod fr Mates ond Mots Pssaye Planing 24447 Passage Planning Gharts—S500-Serles———— ——--—— ‘These are available for certain parts othe world (for example, Dover Strat, Malacca Strait) and contain useful information in the form of text and dlegrams, 24.448 Annual Summary Of Admiralty Notices To Mariners Published by the UKHO. it contains information arid UK legIslaon that Is relevant to Bish shipping, 2.4.1.49 Merchant Shipping Notices ‘These are a series of notices published by the MCA and MAIB, MSN (while) contain statutory information that must be complied with MGNs (blue) contain advice and recommendation on matters conceming Safaty of life al soa and pollution prevention. MINs (green) contain information that is fr limited readorship and is Intended ‘o support infortiation about the services available to the industry. These have an expiry date 24.2 Other Sources of information 2.4.2.4 Climatic information (Climatic information can be obtained from: = Pilot books = Plotcharts © The Mariner's Handbook ‘+ Ocean Passages for the Wold ‘+ Meteorology for Mariners. 2.1.2.2 Weather Reports ‘These are of significance just before the commencement ofthe voyage and during the voyage. They are used for raviawing the passage plan once the ship has ‘embarked on the voyage. Sources of weather information include: = Radio weather repcris + NAVTEX (See Chapter 11) © Port authorities Other shipping 20 Nevigaton Advanced fr Mates ard Mastors Pssope Plannicg 2.1.2.3 ‘Navigational Warnings These contsin up-to-date changes to navigational aids and hazards, They are obtained from +» Radio ‘= INMARSAT / SefetyNET (See Chapter 11) © NAVTEX ‘+ Vessel Traffic Servcas (VTS) + Harbour authorities, Navigational warnings are also published in the Annual Summary of Admiralty Notices to Mariners and the weekly editions of Notices to Mariners. 2.4.24 Onboard Navigation Systems Technical and User Manuals Those are supplied with the navigational equipment when itis installad on board. The user manusis should be thoroughly understood by all oficars whe ara using the equipment 24.28 Manoeuvring Data and Draught Information Full manosuvring characieristcs information in various conditions throughout the voyage are needed to determine the whesl-over positions and the ably of the ship. {o Tollow the trac in safety, while taking into account the width of channels and planned speeds. These characteristics will determine the amount of sea room ‘required by the ship, and the clearances over and undar abstructions 24.28 Owner's and Chartoror’s Instructions Instructions relating to bunkering, storing and rousing from the CIP may leave the Masier with fmited choice. In complying with these instructions, it must be remembered thatthe ultimate responsibilty for the safety ofthe ship rests with the Masier-who has overriding authority in all oa6e8 conceriiiy safely end pullin, 24.2.7 Routeing Advice Some rouising agencies may provide advice on the route to be followed, based upon the vessel and the weather Ikely to be experianced, 2.4.2.8 Passage Records and Personal Experience Records of past performance of the vessel under similar conditions are of valus ‘when deciding upon the route, Personal experianeas af the Master, officers and craw members who have been tothe intended ports and areas may also be useful sources of information ‘Navigston Advanced for ates and Masters oe PPessege Panning 2.1.2.9 Other Publications-ane:- Authorities information from-other Ships ~ ~ ‘Consult the Guide to Port Entry, any Port handbooks and information from Agents ‘and P&l correspondents regarding local reguiations, facillies, approaches, mooring ‘and watchmen requiremenis. Observations made by other ships regarding weathor ‘encountered and conditions axpsriencea in We sreas aNd ports ts be Viste’ may be considered up-to-date, but should always be used with caution. Use an appropriate checklist to ensure that nothing is left to chance and that al aspects have been covered. Table 2.1 is combined checks for appraisal, planning ‘and other aspects of passage planning and provides a good example Table 2. ~Checklist crectist sions —_| | 7 Ganea hist iets my PePoshgeniCrars Feoedonstr oes 2 Benth Congay Rey socalnsriclo |_feanie eae zener von peter manow? Roforencas/Remarks Tia tie afi bean toe psa destination por) a fs past? (fs, ho Foca of pvious passage can help Kentiy te routaandire |S nsvgatonoffesr an Const an updated pan ‘ith mension)? Dale of Voyone/Gopy of provious Passage lan 5 Teihiee any Watches” |) onesronboouivnntes |_| apgscortot infomation ‘randy bean fo at [rf NamerRecont of nfo otter aroalpert? 2 Pibiesone 4. there any requroment for ‘heure ofleca publcalonsinavgatonal share 1 | Yesmwergt YES, Sheet No a 2. Re there any ost putlatonsfemived & ‘alate fx departure and Seatnatin por? a | Yes uve, snect No.) present on beers & carecod "pied? 3 Riathe ttovang punweaons | 3 fs 4. Cha Catalogu (NP 13) 2 Navigational Chis the © lerpost esate avalabie 3 Routoing Chars A Raaly Noses = Manner Boal ‘Summary 0 | Conected w AN Edn. Lalost ANM onboard 8. Ustef Radio Signals "Th Manes nando, "Osean Passes foe word 13, Ships Routing (MO) 14, Load ne chat fi aher. (MSN. NG, tae | 2. Manual or a he ‘navigational equipment ‘rtarstonat Goce Senet 430, Sulde Pert Eny | 4 Aamirlyloter Discs |] | Salina Orta ic Cored AT Tide abies Ean Tidal Sam AS Ef "Listas Ean. Coneesed io AN Edy. Coneciod'e AN Ean. Ean, Sor) Tables bial Chant Coreston Lag Ein (rasa) ao & lAlABuovae sistem [7g SEE (NP735), oe 7. Symbos and -ABbrevetone sacra || ean, taal and Cargo is there any unker port iverson to consider bunkorng? 4 Whathartia ship is toa or In ballast Foe chips ‘manoeuvning cai} ve | 2 Hae a sated en Updeted? (posse, obn copy ancalach wit passage plan) 3. Would he ship have sufiesent UKC? © | Yesio (tes, se 28 Navigation Advanced fr Males and Mestrs Passoge Planing Navigation Advanced fr Malos and Maters Passage Penning die a _ bennconsceed or ntmiem po i manoouvring te provide lee) 2 | YesiNo (If YES, Sheet No. baer gape hapless) o ‘or pilot boat? ‘ : berths bosn considered’? 5° Hans Rol Aousomet ia 5h rea and — 3 ried ul ary Predcee Seer SBentnapeatn te 1 Seneotange? passage for consideration of |x | Vash f YES,Shoet No}: Pian toa Vive ti loving been ee _* favtiom onthe chat a ay open eae | ir Soars a oconendd by a Sonetonerement et : ] beatieratona Sonstenmenaremeris at, |. | Yesnto (YES, Set) 4 etme | | Relteet8 ns mann {| teeters | | ar | a” Vangie of yw oad | Tpay a Pe Bons te an ake 4 oT byMseercempary.. |S | Releeneeto ns cnon Retcoiegen conions | q + ie Whael over pont : ee teeoa | fois orc cpap ganis [-$——— “ive aaa Waar > fred nthe Passage Pian Shoat Teccossmaringsosen |, Seat Cited ond omcioss . il aag pan © ee ote EEE Eee Bera ps booiog 3 Baar i ow aes son trcase of adtret Panay wecterroaens |, secon new ctos . senvco? | vi Speed reccton points Soe 1 Vie teat Navigate [J an VE Noteas o engine rom, —4 ening bom acs | | fact aero 3 Pal ere GRATE Woacieepina Feronel rehearing ta Fas the requitemant or 50 Sequence of cha forthe | COWMLookout doubling Up See eree eet wrathos been condor’ (5 [2 BS sateen ben coir st Gas doe Range (RVG weatherrestricted visibility? ee a Eis & caro a 2 Faea ww slg pme a = 5 {oramherbortng stirs aes 5 | aed on charts eee | tate Sa RE ae mp ee een EL Beare | ceaceon ce auecenere sar Transl ceaing besa” [| manedon dane 5 si Poston rom whorl reve ——.- [iretcLral fn so eraraang wr | | markod on char weuanegs Hemera ! pe inant siaran ae | - 7 FRE mn © | sated on chars Pay manainy ba Pesce sx caw [gta nde Salona euigttn acre [| matted on cara Haste Postion of plat seouled sudchd on 7 ‘boarding/disembarkation ac Specie meteorological Searing Seana Ebmeitnrcedtoany |_| mao on cers | 5 penne Sorog fare ustetnrs, |° | Ratwoncos ‘epee to woeal mes been |g —szae stress vis | | ‘Shatees ant wnch dios 7 Nagata wares, | _Bodvenecrlard gost? | eee ero me a ticeomane” || m 4 | Fs Pessage Planning —Hraaa oFepaia mare ‘environmental preston | conetderaton sali. imum under eal ‘searanen (UKE) Fequled — peradaly shalo waters bb Have the psmary ang Secondary means of positon | 0 xing been agreed ween? || "= Hias the posiongfotng ister been agreed upon | foreachieg? 4. Have moans bach isrtned to vonty datum on . evigetinal char withtne | Baum inthe Ges | feats any Caningoiay plana svelte fhe, foowing? 1 Fallre of elseonie savigai tan overboard ‘marked on chars Recorded in passage plan he | [panronn hes NE ‘Siesta ‘Radar Fares: caine RobberyTarreret Activity | Je Biaese, x Unavaisiliy of Pit? SoniLookousterae | —___sn_ zt aaa aa estat Rival fier an ew fama wiser eae" | cutie se pocelies ‘oODauLoe beet TOR atbat is pasage [| Sonate om paige pln sheet ‘Yee! NO, not relsrence company procedure Have al OOWs seen tindasiood and sgnadtne || Skgnsture on passage plan shect peseage plan? Tas the Master chased ona et - proved the gan? SigRaITS OT PSEEITE TT — ‘Through appraisal, the Master should be satisfied thatthe charts are the largest scele for the passage, are onboard and that all charts and publications are corrected ‘up to date, having taken the navigational warnings into account. Apply all T & P ‘corrections that are in fores. 28 Nawomton Advanced for Mates anders Paseage Panning “The appraisal process should esti inthe navigation offic and tha Master gaining knowledge of the following (but not limita t): ‘+ The general choice of routes that can be followed ‘© The avalebilly ofthe largest scafe charts and the relevant publications on board, alang with any corrections + The distances between departure and destination pesitions on the various route options The draught at departure and various stages of the passage, taking into account the passage consumption, bunkering options and any transfers of ‘uel and cargo on pessage ‘© Minimum depths on tha various route options ‘©The tidal conditions at citical stages of the various raute options © Proximity to hazards on the various route options ‘© Relabilty of the ship's machinery and equipment ‘+The load line zones to be passed on the vatious route options '* Recommendations in Ocean Passages and Sail 1+ Advice from shore routeing services ‘+ The climatic conditions on various route options ‘+ Past, present and forecast weather ‘+ The routeing schemes expected to be used on various route options ‘+ Type, volume and direction of flow of trafic likely to be encountered ‘+ Times af sunrise, sunset and duration of daylight and darkness ‘© Navigational alds, radio and terrestrial, that will be avaiable for position ‘monitoring ‘+ The ship's manoeuwing characteristics and how she would manoeuvre or ‘name ivaferant areas + Search and Rescue arrangements along the route + Likely ports of refuge, shelter locations or anchorages __.# Considarations for a suitable landfall forthe various route options. + Restrictions created by the nature ofthe cargo or the type of operations ‘Security threats or guidance from flag or coastal states Having studied the relevant sections ofthe applicable publications, anc ell associated material, reports, requirements and wamings, the navigation officer wil provide outline route options bo the Master. Based upon the available information, \while Keeping the safety of vessel, crew, passengers and cargo 2s a pearly, the Master wil select the most aporopriate option. oF Navigation Advanced for Malet ane Masts Pessage Pinning 24.3 Chart 5500 ‘The 5000 series of charts isthe British Admiralty (BA) Series of World Passage Planning Charts. Chart 8500;__ + Is ofertical importance forall vessels transiting the English Channel and using the ports of NW Euro + Contains details to assist with the passage planning and to ensure a safe passage through the Channel. 2 Includes advice on appraisal, planning, execution and monitoring. ‘= Has pllot boarding areas specially marked for deep draught vessels, where the pilot comes aboard by helicopter. 24.3.1 Passage planning for special classes of vessels + Dep draught vessels and vessels bound for Europort are given spectic instructions regarding the routes to be followed by them, reporting points, pilot boarding points and alteration points for joining and leaving the TSS ‘+ For vessels constrained by thelr draught, information is given regarding the need for adequate UKC 24.32 Routsing ‘+ Routes used by ferries and passenger vessels are mated General recommendations 1+ Tha Dover strat is an area of high trafic congestion and the delals of the ‘TSS in use and the Masier's legal obligations under Colegs are discussed In deta ‘Specific reguiauons +The special regulations that apply to the TSS are summarised within the passage plan chert + With regard to the electronic position fixing equipmenttobe fed on board to improve the navigation, recommendations for vessels of aver 300GT are Included + The limits of he chart and the numbers used for he passage are printed on the chart 28 Navigation Avanced for Maine ae Rastars Passage Parsing 2.4.3.3 Radio Reporting System + Allvessels using the English Channel ara required to report at various points to the UK and French maritime authorities while using the TSS off ‘Ouassant, Cape Gris Nez and Dover coast guard ‘+ Guidance regarding special reporting arrangaments and reporting points for vessels carrying ol or dangerous cargo is-givan in detail ‘+ Radio reporting procedures to the port of destination, along with complete Clils of cargo and vessels navigation capabilies, are mentioned ‘+ Tanker checkists and documents ta be produced to authorities are given, 2434 Maritime Radio Service + Details of statins operating in the area, together with thelr times of ‘transmission, lypes of messages (Navigafional warnings, weather ‘messages, siorm warnings) are given, Details of NAVTEX service 2.4.38 Radio Beacon Service, Tidal Information and Services + Offshore tidal data with anilustratfon/oxamples of the use of co-l, co- range lines are explained ‘+ Maximum tidal steam rates in relation to HW Dover are included, 24.36 Pilotage Services + Details of requests for deep sea pilois for respective parts, and the relevant ‘communications required, are available + Rendezvous points for helicopterpilt transfer and procedural action are, provided, 2.1.4_Charts and Associated Publications ~ Reliance ‘The Admiralty (and other establishmants that publish charts and associated publications), ry to maka sure that thelr published information is aceurate, However, itis possible that the information may nal always be compiete, and so the Master ‘decides how much reliance should be placad on a chart or publication. 24.44 Factors Affectng Chart Rellabllty ‘Fo-establish reliallty, examine the chart. The mariner checks: Source Data: ‘A chart uses information from many sources, the most Important of whichis the survey. Recent charts vill ether have source data information printed on tham or will Include a source data dagram, 29 Navigation Advanced or Matos and Pessogo Planning Careful examination will show: ‘+ When the survey was done +The method of the survey (by echo sounder, hand lead, side sonar) +The authority conducting the survey (Royal Navy, port authorities, foreign ‘governments, oil companies) 1+ The method of determining positions (for example, DGPS or other, close tolaway from land, the accuracy of survey of positions on land) + The scale of the survey. ‘A major factor that contibutas to the accuracy of a chart is the ability of the hydrographer (o acsimilate/collate all he information. In this respec, Information ‘Technology hes added to the rellabilly to 2 published chart. However, the mariner should note that certain sreas of a chari may not have been covered by any survey. Scale: ‘The scale of the chart is vary Important, Use the largest scale charts as they contain the most-detalled information and are generally corrected first. On smaller scale charts (especialy of ocean areas), the information Is sparse and charted dangers may ba in error with regard to postion, least-depth and extent. ‘The scale ofa chart is normally the same as the scale of the survey, especially with the modern larger-scale charts, Small-scale charts may be published from a larger scale survey, but tis unlikely that an older smal-scsle char will have been ‘pubished fram a larger scale survey. ‘Area Of Usage Ifa particular area of a sea or ocean is not frequently usad for navigation, itis Unlikely that detailed information on it wil be avaiable. Positioning: “Tho datum is relates to 2 particular positioning system ((or example, WGS 84 or Pz 90}. Pastion-txing devices Nave the iacilly 10 relate WIGS O¢ to another datum, but positions may net always agree wilh the cheried positions used by the Hydrographic Office, even ifthe stated horizontal datum was the seme. Graduation On Plans: Some older charts di not have gradaations'on therplans of ports and harbours. On such un-graduated plans, it wil be dificult to determine position with accuracy. However, newer charts have been published with graduations on the plans and older charts are being revised. Distortion of Paper: ‘The paper on which 2 char is printed can become cistorted, athough the resulting errors are unlikely to be significant 30 Navigation Avance for Maes and Masts Poseags Pioning Depth Criteria: Many hydrographic offices use diferent depth criterie for dangerous and non- dangerous wracks. Soundings: ‘The normal method of obtaining soundings of the seabed uses the survaying vessel {o produce a systematic aries of profiles that cover the-entire-area, The Seale of survey shauld allow sufficient plot lines to indicate the configuration of ine sezbad, + Aline, which could be many miles wids on a chart, only represents the ‘arrow width of the beam af the echo sounder. Soundings by lead line only represent an wea of a few centimetres + Older exploratory surveys indicate random soundings where checks were carried out, Changes in Depths: ‘An unstabla seabed may cause a change of soundings. Quality of Bottom: On @ chart, the nature othe bottom shown only represents the upper layer Magnetic Variation: Charts indicate the magnetic variation and yearly change. The aclual change can be very different to the charted change. Corrections: ‘Some charted areas genorate many corrections. Always ask these questions: + Is the chart corected up to date? © Have all the ccrractions been made? 2.2 Planning ‘A plan cannot be made without the requited information being available, The planning stage must necessarily flow the appraisal, This involves laying out tracks, Calculations, insuctione, setup of equipment and programmes and relevant references. A plan may be prepared in a number of formas. Almost all companies lnder the ISM Code have taid down detailed procedures in tha SMS sbout passage planning. 8 key io be combination of tabular, narrative, poting an egal fe format 34 Navigation Advanced for Mates and Masters Passage Pisning 2.2.1 Berth-to-Berth Planning [At all times, the responsibilty for safe navigation ofthe vessel rests with the Mester ‘and OOW. During the planning stag i.possible dangers of rravigation. The passage plan acts as @ benchmark for the bridge team and the ‘Master must ensure that all relevant Information was considered in the preparation of the plan, Then the bridge teary car execute the pessage plan-and monitor the progress of the ship effectively. If there is no plan, execution and monitoring have no ‘comparison paints. “The passage between the pilot ground snd the barth is critical. It may be through congested waters, in clase proximity to hazards and with much reduced UKC, The passage may algo take the vessel close to expensive property, in the form of port facitios and other vessels, Plots are employed for their local knowledge and expertise and may have more information than the bridge team. The pilot arives on board with 2 plan to guide the vessel and outlines the planned the passage to the tberth (or plot station} to the Master. The pilot also advises the Master of the passage that the vessel wil folow as advised. A berth-\o-berth pian provides: + Knowladge of all hazards and actions to be taken during voyage ‘+ Agreement on e common plan for use in plotage waters + Allows pasion of the vessel to ba monitored at all imas + Anawareness ofthe pilo’s intention at all times. ‘+ The pilot's adviee, which can be cross-checked and clarified by the pilot in case of doubt If the pllt is unable to perform his duties (for whatever reason), this plan helps the bidge team fo maintain the vessel in safety untl a replacement pict arrives. 22.2 Passage Plan Format “The end produet sho. few the prefermd format of the company SMS. The best ‘approach is to: ‘© Complete the plan on the largest-scale navigational charts, ‘+ Document the plan in a tabulat format (Table 2.2 is a suggested format) + Provide instructions to the bridge team in a passage plan note book (reler to Table 2.1). Computer-based fles are also useful paises ints ‘Navigatlon Advanced for Mates and Nass ‘Table 2.2 - Recommended Format for Passage Plan Notebook — Waypoint or Log No Roferences. Notas | Instructions ‘Namasinaribers and |» Goasial Features for postion | Speaite nstustons to postions of fing ‘he bridge team about ‘waypoints Navigational Aids ‘conductof pascaga Directions Hazards Weather Currants Tidee/Tidal Sveams Security threats Routing schemes Regulations LogrTrack references ‘There have bean debates conceming the inclusion of too much information on the chart. A navigator usually rellee upon thrae basics: ‘+ Sight and hearing ‘= Instruments ‘+ Navigational charisipians. Itmay be prudent to have the naximum amount of deta on the chert, while leaving ‘enough room for plating fixes. Datalls can be let in the documents or booklets backing up the chart, with charts marked with references to thern, In congested ‘walters, where the navigator doss not have the time to read a file of papers, more Information may be added to the chart. To avoid overcrowding, write the information 1m land or away from the intended course line, with arrows pointing to the track. 38 Neigalon Advanced for Motes and Masts Planning Novigaton Advanced fer Males andNattors Passage Panning Table: = Passage Planning Table Bis oj 2.3 Summary of General Principles ‘The navigation officer must adopt: ‘© @ consistent patlemn for work and then adhvere to throughout the passage plan, Frequent changes in the symbols/iegends or abbreviations used on chatts or passage plan lead to confusion. | = an advance waming system on charts and in passage plan Sheets, for ‘example, Next chart No. Similaily other hazards, such as high trafic density, fishing grounds, crossing traffic, shallow waters, etc. can be indicated well before they are expacted, Al charts should be studied carefully in conjunction with the sailing irsctions, ‘navigational warnings end weather reporis and areas of canger should be identified ‘These predicted areas of danger should be marked as No-go areas. WO. | rain ratia ‘Courses should be plotted on the largest scale cherts clear of pradicied araas of ‘danger allowing fore margin of safety as determined by local, campany ragulations and the Masters instructions. When establishing margins of safety, tne navigation officar must keep contingencies in mind, for example, fallure ofthe vassel's Steering ‘gear or an engine breakdown Pa] nde ‘Whenever alterations of couree are shown on the charts, identify the WO (whee! over positions and rango(s)taaring(s) from clearly identifable, conspicuous shore objects/radar targets. Where visual means of position fixing are available, use of the GPS should be secondary. Remember, the visual or even radar position fixing is from-he-objects you can physically observe, Where possible, try ta use beam bearings for alterations, \When transfacring positions o° courses hetwaen charts, ranges and bearings from ‘eed abjects must be used, Establish ‘Poinis of no relum’, especialy in approaches to narrow passages, night passage or wien passing over river bars wilh critical height of tiée, Thase must be finalised by the Masters’ speafic instructions and preferences with respect to their ‘own vessel handling characteristics. In any circumstances, these points ara the ‘areas beyond which vessel cannot be returned back to sea and must proosed to he next available exit where she can safely berth, anchor or return to sea, Use this guideline fo place marks on charts that will not cause clutter or confusion: + Courses, always TRUE and in three digit notetion and distance of each leg, DTG to destination, for example, plot Boarding ground ‘+ Margins of safety as required by the Masterleompany ‘+ Position xing frequency for each leg of the passage B é ‘char ‘Non £ £ : 1% 35 Navigation Advanced fr Mates sn Msi Passage Planning = Wheelover (WO) points ‘+ Reporting points. If there are any stations to be called, thelr IDs, VHF channel and the position at which its to be called ‘Pilot boarding/disembariation posivan(s) ‘© Speed reduction points ‘+ Position where notice is given to engine room ‘+ Abort Points / Poinis of no return ‘+ Incication-on the course line where notices are to be given to adaitional ‘waichkespers, helmsmen and lookouts ‘+ Soquence of charts for the passage ‘+ Parallel Index Lines along with PI distances ‘+ Sot and rate of current, height of tida, tidal window for crteal areas ‘+ Areas ot dangar and nag6 areas ‘+ Radar/visually conspicuous objects, For example, paaks of mountains, RACONS, lighthouses ‘+ Next Chart, along with its number and an indication ofthe position from where to move fo the next chart + Transit bearings for quick check of compass error and Clearing bearings, to clear a specific hazard, particularly when making approaches in narrow channels + Waypoint number on each waypoint to refer i to the passage plan sheet and to the GPS and ECDIS (if used) + Position on the chart where its required to switch on certain navigation aids (such as the echo sounder) ‘+ Navigation wamnings, preliminary and temporary chart corrections from notices to mariners ‘Specific métaorological information avallable, ¢.g., dust storms, rasticted Visibility, sea, swell and wind conditions ‘+ Radio frequencies/channels, staion deniers and message types ‘+ Areas requiring specific marine environmental protection considerations ‘+ Minimum UKC, particularly shallow water areas *+ Chart datum is usualy gvan on char. Highlight any chart that has afferent datum to natiy the COWS ‘+ Refarances to contingency plans for alternative actions to maintain the safety of life, environment, vessel and the cargo. Where an approved ECDIS (Electronic Chart Display Information System) is used for passage planning, routes and hazards can be marked on the display itselt, 38 Navigason Advanced for Mates and Masers Passage Planning 2.3.1 Explanation Of Pianning Methods 2.3.44 Wheel-Over (WO) {At the planning stage, the wheel-over point calculations require thase factors: © Loaded condition of ha ship (loaded, ballast or intermediate, This to select the tuming circle diagram / appropriete table) + Change of course in degrees (between one track and the nex!) ‘© Helm angle ta be used (this may vary with the proximly of hazards, The nearer the hazard, the larger the angle, to keep the vessel as close as possible to the planred track or to make a tight turn) ‘© Speed of the ship wiile making the turn ‘= Depth of wator (for the effect of shallow water on the turning circle end the: Increase in draught while turning) used Obiain the advance and transior rom the appropriate tumning circle diagram or the fabulated information. For example, a ship on a course of 270°T has to aller course fo 310°T. Assuming the advance Is 4.7 cables and transfer is 0.9 cables for a 40 alteration based upon 20° hel: ‘© At the way point ‘B’ extend the present course lina 270° 7 ‘+ Atany point °X’ on this lin, draw a perpendicular line XY" towards the alteration, so that XY" = Transfer Figure 2. - Wheelover Point Determination ‘+ ALY, draw a line perallel to BX, 60 that it cuts the next course line S10°T, ‘The point at which the parallel line cus the next course line is ‘D Now if tine was drew at 'D’ which was parallel fo ‘XY’, point ‘C° would be oblained on the extension ofthe present course line ‘= From’C, measure the Advance backwards, ie, in direction 080° T {reciprocal of 270° T} o oblain point‘A’, ‘A’ is the wheelover point, where ‘OR equals Advance 37 on Advanced for Matos nd Mastars Pesage Panning +A setsquare marked with the required transfer can be used to eblain point ‘C’ and 'D’ by simply siding it across the original couree line until the transfer mark colncides with the new course line Figure 2.2- Marking Wheslover with a Set Square ‘A formula can be used to datermine the wheel over distance from the waypoint Distance backwards from WPT (AB) = Advance - (transfer + tan of course alteration?) Please not: ths method based upon te advance and tansfer rth halm snl sed ard des not allow or any stacying heim to counteract te swing ot ah Futter dig he execterand monte, sa sat, cen ort Seaman wind eect onthe shi may cause errs, Cross rack eror woul equ seh of wheel-over point. = er Another method that can be used for planning whael-over Is the constant radius tum, “The aistance travelled by the ship or lime taken by the ship bsfore she Degins to tun the inertia distances (AC). It wil be diferent for different speeds and helm angles ‘sed, During the turn as the speed reduces, the helm angle should be adjusted (feduced) to maintain radius, Typ AC ni) ae ‘Sl soe =| ye Lipo shes © resent Goune VOT Lame Sips = om t wot DO=R=Raduseftumin rn | PVE pie orsiscine git Figure 2.3 - Wheelover -Constant Radius Tur Penning Parallel indexing can be used to moniior the ship durlig tre tun (see 6.5.1) AAllemately, VRM set at the required range from a fixed object (clearing range) may aiso be used fo monitor the turn, especially if itis a constant recius turn. The abject, selected In this case should be at the centre of curvature ofthe turn 2.8.4.2 Position Fixing Frequency Decide this frequency for every leg of the passage. These are the main factors affecting the frequency of the fh + Proximity to hazerds hazards are close to the intended passage, pit positions more frequently to take corrective action before the vessel gets too closa, © Speed ‘A faster vessel will cover more distance in a given tims than a slower one, ‘and may get close 0 dangers more raplaly. © Draught ‘Vessels with deeper draught have limited sea-room to manoeuvre. Plot postions more frequently to ensure that the vessel remains win the Iniended channel. © Displacement Larger displacement means more momentum and such vessels wil take {ime to turn oF mangeuvre, = Environmental factors In aroas where extraordinary set, drift or leeway Is being experianced, ‘specially towards a hazaré, the fing frequency should be increased. © Tratle Density ‘© Manosuvring characteristics ‘The fx frequency should be set so thatthe ship is notin danger between fixes and to Quarantee that avoiding action can be leken to maintain the safely ofthe ship in case ‘La deviation There should he enough fime and sea-room from a worst-case postion to sill take avoiding action. Generally, use continuous-monitoring Techniques in hazardous areas where fixing is time-consuming, but do not treat it as an alternative to position fing, | Authors Ni A ule of thumb on coastal passages is that the position fixing frequency should be ‘such as to space positions zbout 5 cm apart. Navigation Advanced for Malas and Masters Passage Pianning 2.3.1.3 Abort and Point of Ne Return ‘An abort is @ position from where the ship may abandon her passage and maintain safety or return, This may be used in a case of: + Change or deviation from the approach line + Machinery, equipment or instrument malfurition or fallare + Instructions by the harbour euthority ~ pilot, tug or berth evalabitty + Change in the elaments of nature —wind, poor visibilly, ete + Blockage of the approach, channel or berth ~ navigationel hazard, other ship or for reasons of securty, ‘The marking of an abort requires careful consideration and there should be suffciant ‘sea room for the ship fo undertake any of these manoeuvres in safaty: + Tum around + Stop in safe waters + Anchor. ‘A passage plan should incorporate a ralurn or manceuvre plan for execution at this postion, should it become necessary. (Once the abort has beon passed, the ship enters the no return part of the passage and remains fully committed. Any problems or changes to circumstances have to be dealt with through the initiation of contingency plans for the pas 40 Navigation Avance for Mates nd Mastars Passage Panning 2.3.4.4 Under Keel Clearence (UKC) Use this formula to calculate the "east-charted depth’ a ship should be able to navigate in safely: UKG+ Draught = Least-charted depth + predicted height of tie ‘When determining UKC, consider: ‘+ Weather conditions and stale of sea, on all legs of passage ‘+The vessel's roling and pitching movement ‘+ Uncertainties in charted depth ‘+ Unceriainios in vessa''s draught, the accuracy of draught measurement, Variation in consumption and resulting errors in draught oF change of tim ‘+ Tidal lavels below expected (negative tidal surges) ‘+ Squat of the ship ata given speed (maximum speed should be sisted) ‘+ Possibie alterations in depth since the last survey ‘+ Areas of mobile botiam ‘+ Offshore areas wih development resuiting n reduced depths (sometimes Up to 2m.) over ppalines and simller underwater objects ‘+ Recommend routes for deep draught vessels “© Inaccuracias in tidal predictions and affhore depths ‘+ Possibility of determining tat haight in all arsas (including offshore) ‘= The fact that high pressure is known to reduce the water level by fow centimetres | Skits ofthe navigator to determine tidal height and refer corectly to the chert datum. 2348 Squat AA ship experiences different effects in shallow water, often knawn as shallow water effect, The speed in shallow water leads to 2 lowering of the water level around net hull ang may cause @ change of trim. This is called squat and itis quite difficult to quantify. It 18 expected to otcur when the depth is less than 1.5 the dreught AA ship's manoeuvring data provides information on squat values, During passage planning, the UKC should take squat into account a Navigation Aevances for Mates and Masters ‘The allowance for squat shouid ie the greater of thase values ~— 23.4.8 Landfall Consider these factors wien planning for landfal: Passage Planing Value of squat irom the ship's mancouvring data ‘Speed? (in knots) + 100 in metros 10% of the draught 0.3 metres for every 5 knots ofthe ship's forward speed Use the largest-scale charts At landfall points, there should be clear waler all round and in the vicinity of the line of approach Avoid areas of poor visibility if fal is to be made on a lighthouse “When-making tandfall on a light, raising distances should be determined for : the various conditions of visibility you may encountar \Whare ground Is open to weather, low clouds may form, Avoid approaching {and or islands from windware Use caution in areas subject to strong tidal streams. Points of landfall and approaches should provide more than one method of ‘monitoring your position, visual, radar and electronic aids to navigation, 4 including the echo sounder Avoid low-ying islands as they mey not be visible at a reasonable distance, ‘even during clear daylight ‘Avpid straight coastlines. instead, go for areas with prominent headlands or coastal features ‘Avoid lee shores with strong onshore winds ‘Avoid (or consider carefully) areas of high trafic density ‘Avoid the use of floating aids (even LANBY's with RACON), unloss absolutely necessary. If you have to use them, confirm thelt position by other means Celestial observation can be used for checking landfall approaches Determine conditions, contingency plans and abort positions. When a landfall position hes been chosen, assess its adequacy for daylight, darkness and reduced visibly a2 Navgaion Advancod for Matos andastors Pacsage Panning 23.1.7 Changing Charts Use the range and bearing from a common fixed point to transfer position from, fone chart to the next, aa [As an allemative, use the latitude on a common meridian to transfer the course from ‘one chart to the next. Use meridional parts (MP) of the falitude sthe camman meridian, For a cium fine, the tangent value of course is always the seme: long is abtained between the initial longitude 'A’ and the common meridian between two charts ‘C pap2 MP2 longitan course MP1 3-OMP2 Figure 2.5 - Plotting 2 Course Using DMP ‘his mathod can be used for laying courses on the charis in general. Between two waypoins, the course may nct be an exact degre of the trus direction from 000° to 360°. If any fraction is involved, using the above method simplifies tha platting 23.4.8 Traffic Separation And Routsing Schemes, ‘This is an extract from the IMO Routelng Gulde for Ships. The purpose of ships" routeing is fo improve the safety of navigation in converging areas and in areas where the density of traf is great or where freedom of ‘movement of shioping is inktited by restricted sea room, te existence of obstructions to navigation, limited deaths or unfavourable meteorological conaltions. ‘The precise objectives of any rouleing scheme will depend upon the particular hazardous circumstances which itis inlended to alleviate, bul may include some or all ofthe following 43 Navigation Advanced fr Males and Maoists “Thi Separation GF opposng Steams OF Fale So a fo FSdUEe the incidence of heac-on encounters + The reduction of dangers of colsion between crossing Wale and shipping In establishad trafic-lanes ‘© The simplification ofthe pattems of traffic flow ‘+ The organisation of safe trate Rew in areas ‘exploration oF exploitation ‘+The organisation of traffic lows in or around areas where navigation by all ships or by certain classes of ship is dangerous or undesirable ‘+ Organisation of safe traffic flow in or around or at safe distance from environmentally sensitive area(s) + Ths reduction of risk of grounding to providing special guidance to vessels in areas where water depths are uncertain or erillcal * To.route trafic clear of fishing grounds or the organisation of traffic through fishing grounds converging areas ‘Coniventratad offsho‘e 2.3.4.8 Traffic Separation Scheme (TSS) Apply the provisions of Rule 10 when navigating in (or in vicinity of a TSS. Figure 2.6 ilustrates the preferred tracks that ships should follow for their intended passages. Where the presence of navigational hazards does not allow full ‘compliance, the preferred tracks may be adjusted. When navigating within the TSS, ay particular altention to colsion-avoidance manoouvres. Nate that a vessel must ‘Comply with Rule 10 and all other callision avoldance rules simultaneously Exercise care in precautionary areas and at roundabouts, where tratfe could bs converging and exiting in cifferent directions. Comly with thess rules: + yourvesearis rer uenge TSS, ava I by a wise THE + Avessel using a TSS should procead in the anpropriate trafic lane in the general direction of trafic fow for that fane, This means that the track of the vessel should be parallel or nearly paraliel to the sides of the lane +The vessel should try to joltor aaverat tis terInATOr OIA Of His TSS. ut when joining or leaving from the side, it should do so at as small an angle as possible to the general direction of traffic flow. a Navigation Advanced for Mates and Masters Poasoge Penning 7a 1 Trohie Tk aieusg ai hdoeesra ae strech ‘res 6 ate mg TSS Siegen ‘Yea Tae pingn Some ek etn ie [reznm ocr tne theppaig scosr Boost sang {ek aan te Eeasemon Figure 2.6 Tracks for Navigation Through a TSS + Ife vessel has t cross a TSS, it should cross at ight angles to the general direction of trafic ow for that lane. If possible, tye full ane should be crossed in one go. in cases where one lane is erassad to join the next, ‘course shoul be altered within the separation zona. When proceeding in 3 lane, itis poor practice to make @ 80° turn within that lane fo cross, party cross or join another lane ‘+ The penalty for yessels in UK waters not complying with 2 TSS is, £250,000 GBP ($90,000 US) Figure 27 -Crossing a TSS 45 Mavigaton Advanced for Males and Masters Passage Planning ‘+ Avvessel should keep clear of separation lines or zones. Unless the ship is joining or leaving from the sides, tis rule suggests that the course should be plotted clear of the sides,. At the pessage planning staga, navigators should pay:particularationtion towards-positioning the ship's track on the appropriate side of the TSS to avoid disrupting other trafic ‘+ Atthe termination points.of the Janes. SbipE-BHOUIA navigate with caution ' Ships should avoid anchoring within a separation schome or in areas near the termination of the TSS ‘© Additional routsing measures are In the form of deepwater routes, Vessels salsiying the citeria for thelr use should folow the deep water ‘oule. Other vessels should avoid the deep waler channel by a reasonable margin. 2.3.1.40 Adopted and Non-Adopted Routsing Schemes ‘Some schemes are not IMO adopted and only local regulations apply. i such ‘cese8 a clear understanding of the local regulations is essential, Adopted Schemes: + These are routaing schemes adopted by IMO © Provisions of Rule 10 of COLREGS apply fully They are intended for use by all vessels, by day, by night, in all weathers, In ice-free weters or under light ica consitions where no extraordinary manoeuvres o° assistance by ice-breakers Is required ‘Non-Adopted Scheme: + These are rouieing schemes established by national governments or local authorities and have not been adopted by the (MO + The mules and regulations are laid out by these authorities and may not ‘conform to Rule 10,-Modifications of 2ule-10, a6-wellas-othertules.of the COLREGS may be applied by the local administration and it is ‘important that they arefully understood. 23441 Anchor Plan Peto eee eee Er Various factors influance the choice of an area for anchorage. For routine ‘ancharing, when the vessal is required to wel outside or inside the harbour area, the port authority usually defines the anchorage area. Por, pilotage or VTS ‘authorities may advise the ship to proceed to 8 particular anchorage or postion for anchoring. Some ports have clearly charted anchorages for use by vessels. For ‘commercial reasons, a vessel may be required fa anchor within the commercial linvits of the port 48 Navigation Advancod for sand Masters Passape Planniog ‘There may be circumstarces when the vessel will have [o anchor either without ‘appropriate instructions or in cases of emergency. Careful appraisal of the ‘navigational char, Pilot Books and current and forecasted weather conditions wi tenable the Master to choose a safe area for anchoring, The choice of anchoring position depends upon the folowing factors: Size of the vessel inctuding wincage ares of the vassals hull, superstructure and cargo ‘+ Depth of waterfor maximum anchoring depth as wall as for draught ane UK ‘+ Holding grounc, which depends upon the nature of seabed ‘© Type of anchor and its holding power ‘© Strongth of wind, current or tidal stream Length of time the vessel intends to stay at anchor ‘= Sea room availabe for swinging ‘© Draught and windage ares ‘= Proximity to dangers, submerged or on the surface Underwater obstructions ‘+ Proximity io routes taken by passing or harbour tate. + Forecast and actual weather conditions. + Availabilty of shelter = Commercial limits of the port + Availabilty of position monitoring landmarks (Iransi/anchor bearings) ructions from the port authority, agent or owmere/charterers + Security, as piracy is common in some sreas + _Health, a8 vessels should stand off ports where malaria Is prevalent + Onatival at the anchorage area! © Distance from other vessels already at anchor ©. Distance from the ine aster of vessels already al anchor ‘The plan shouig include 3 marking of the anchoring postion, eny wheelover besrings, slesring bearing, lat-go bearing end distanoas to go. You can also add

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