Principles of Passage Planning nted under UK legislation by The Merchant Shipping (Safety of Navigation) Regulations 2002. EEL jummary * Voyage planning is required on all vessels which go to sea. Master to ensure plan is drawn up. * Details of factors to take into account. de 1. Prior to proceeding to sea, the master shall ensure that the intended voyage has been planned using the appropriate nautical charts and nautical publications for the area concerned, taking into account the guidelines and recommendations developed by the Organization. * The voyage plan shall identify a route which: 2.1 takes into account any relevant ships’ routeing systems 2.2 ensures sufficient sea room for the safe passage of the ship throughout the voyage 2.3 anticipates all known navigational hazards and adverse weather conditions; and 2.4 takes into account the marine-environmental protection measures that apply, and avoids, as far as possible, actions and activities which could cause damage to the environment “Refer to the Guidelines for Voyage Planning, adopted by the Organization by Resolution A893(21) / 1. Reg. 24 applies to all ships which proceed to sea. 2. The Regulation requires the voyage to be planned in accordance with the IMO Guidelines for Voyage Planning - Resolution A.893(21) (issued as SN/Circ.92) The Regulation authorises the Master to take voyage planning decisions for safety or environmental reasons. 3. It is important to note that Regulation 34 makes a properly prepared voyage plan mandatory and the plan is liable to be checked during port State control inspections. 4, Small vessels and pleasure craft 5. See also Regulation 34.1 Master's DiscretionInvestigations show that human error contributes to 80% of navigational accidents and thai in many cases essential information that could have prevented the accident was available to but not used by those responsible for the navigation of the vessels concerned. Most accidents happen because of simple mistakes in use of navigational equipment and interpretation of the available information,-rather than because of any deficiency in basic navigational skills or ability to use equipment. Masters, skippers and watchkeepers should therefore adhere to the IMO Guidelines taking he following measures to ensure that they appreciate and reduce the risks to which they are exposed: i) ensure that all the vessel's navigation is planned in adequate detail with contingency ans where appropriate; )) ensure that there is a systematic bridge organisation that provides for: BSS See ee ea, se es ocee Pa as Te pansies aein meaPensibitty for Voyage planning Plan for a voyai a Vessels the master delegates the initial responsibility for preparing the (hereafter referred cone, met responsible for navigational equipment and publications Vessels, the master 97s, tn® Navigating officer.) On smaller vessels, including fishing voyage plannin, ‘er or skipper may have the responsibility of the navigating officer for detailed voya '9 Purposes. Prior to departure the navigating officer will prepare the master's re a Plan from berth to berth in accordance with the Guidelines and to the the naviosr gn ements. If the port of destination is not known or is subsequently altered, igating officer must extend or amend the original plan as appropriate. 5.) Principles of Voyage planning The four stages of Appraisal, Planning, Execution and Monitoring logically follow each other. An appraisal of all information available must be made before detailed plans can be Grawn up and a plan must be in existence before tactics for its execution can be decided upon. Once the plan and the manner in which it is to be executed have been decided, Monitoring must be carried out to ensure that the plan is followed. 5 a “~ 4.) Appraisal is the process of gathering all information relevant to the proposed voyage, including ascertaining risks and assessing its critical areas. The Guidelines list the items that should be taken into account. a An overall assessment of the intended voyage should be made by the master, in consultation with the navigating officer and other deck officers who will be involved, after all relevant information has been gathered. This appraisal will provide the master and his bridge team with a clear and precise indication of all areas of danger, and delineate the areas in which it will be possible to navigate safely taking into account the calculated draught of the vessel and planned under:Keel clearance Bearing in mind the condition. of the vessel equipment and any other circumstances, a balanced judgement of the margins of safety which must be allowed in the various sections of the intended voyage can now be made, agreed and understood by all concerned Once a full appraisal has been carried out the navigating officer carries out the Planning “process, acting on the master’s instructions. The detailed plan should cover the whole voyage, from berth to berth, and include all waters where a pilot will be on board. The plan should be completed and include all the relevant factors listed in the Guidelines. The appropriate charts should be marked clearly showing all areas of danger and the intended track taking into account the margins of allowable error. Where appropriate, due regard should be paid to the need for advanced warning to be given on one chart of the existence of a navigational hazard immediately on transfer to the next. The planned track should be plotted to clear hazards at as safe a distance as circumstances allow. A longer route should always be accepted in preference to a shorter more hazardous route. The Possibility of main engine or steering gear breakdown at a critical joment overlooked 98 moment must not bexed on the charts include used in radar position ich should be mar ig, which may be itional information whi jects and RACON Addi «Ale fixing, adar) which may be used s, clean uous clearing marks sons sometimes possible 1 Or atural dang with the appropriate this transit she will be le, a line or lines of bearing from om the danger, provided ne danger. Parallel index adar-conspicuous OP) Any transit to advantag margin of clear of the danger. le 0 d sa aon ins in the safe segment, it will be cl the vessel remalt lines should also be drawn where appropriate: Jear of tI i id also be if an electronic chart system Is used to assist voyage planning the plan shoul drawn up on the paper charts. Where official (ENC) vector data is available an ECDIS provided with fully compliant ENC data for the vessel’s voyage may be used instead of paper charts. Raster Chart Display Systems (RCDS) using official and up to date Raster charts can be used in conjunction with paper charts to assist voyage planning and route the RCDS as well as on the paper chart. monitoring. Hazards should be marked on Systems that use unofficial chart data should not be used for voyage planning or navigation. .s, the main details of the plan should be marked in appropriate Depending on circumstance: and prominent places on the charts to be used during the voyage. The : y should also be programmed and stored electronically on an ECDIS or RCDS where fitted. The main also be recorded in a bridge notebook used specially 0 details of the voyage plan should this purpose to allow reference to details of the plan at the conning position without the need to consult the chart. Supporting information relative f high and low water, or of sunrise or sunset, should aso ay is i eres , Iti i i re ume iat every pa of a voyage will have been anticipated, particularly in pilotag? eabarktig te plot a ave been planned may have to be adjusted or changed after mao oe is in no way detracts from the real value of the plan, which is to Se areas eas where the vessel must not go and the appropriate precautions n, and to give initial warning that the vessel is standing into dan9° 5.) Executi i cian eee yet toe dnaleed the voyage plan should be carried out taking into account” circumstances which tn a ded The Master should take into account any speci! a to be reviewed or ay rise, such as changes in weather, which may require the P6.) Monitori forin, 7 Process. The cme vessel's progress along the pre-planned track is a continuous the manner inate Of the watch, whenever in any doubt as to the position of the vessel or the voyage is proceeding, should immediately call the master and, if necessay The paris ppropriate action for the safety of the vessel entering restrictee Son avigational equipment should be checked prior to. sailing, prior a azardot Is at other times throughout the voyage ooUS Waters and at regular and frequent interval Advantage should be tal io i Ken of all h which the vessel is fitted T position monitonng all the navigational equipment with whic! bearing in mind the following points: @.) positions obtained b y electronic positioning systems must be checked regularly by visual bearings and tra ee bead insits whenever available; b.) visual fixes should, if possible, be based on at least three position lines; ¢.) transit marks, clearing bearings and clearing ranges (radar) can be of great assistance: d.) it is dangerous to rely solely on the output from a single positioning system; @.) the echo sounder provides a valuable check of depth at the plotted position; f.) buoys should not be used for position fixing but may be used for guidance when shore marks are difficult to distinguish visually; in these circumstances their positions should first be checked by other means; g.) the charted positions of offshore installations should be checked against the most recent navigational notices; h,) the functioning and correct reading of the instruments used should be checked; i.) account must be taken of any system errors and the predicted accuracy of positions displayed by electronic position fixing systems; and j.) the frequency at which the position is to be fixed should be determined for each section of the voyage. Each time the vessel's position is fixed and marked on the chart in use, the estimated position at a convenient interval of time in advance should be projected and plotted. With ECDIS or RCDS care should be taken to ensure that the display shows sufficient “look- ahead” distance and that the next chart can be readily accessed. Radar can be used to advantage in monitoring the position of the vessel by the use of parallel indexing, which is a simple and most effective way of continuously monitoring that a vessel is maintaining its track in restricted coastal waters. Parallel indexing can be used in any situation where a radar-conspicuous navigation mark is available and it is practicable to monitor continuously the vessel's position relative to such an object. It also serves as a valuable check on the vessel's progress when using an electronic chart.ore includes the Pilotage stage t stage therefore the berth and theref executing the his important 7.) Pilotage nen planning and m berth to pecific advice On tl rs the voyage fro" 0 consideration w! ines do not give SI The Plan cove! ould be taken int The IMO Guidel following nates 8 pilotage stage’ ; it fety of navigation in the confined waters ang Pi to date knowledge, but it must be stressed that the * sel's navigational team and the officer of the watch do not 1, in addition to being advised by the master of tails of the vessel for its present condition, age plan to be followed. The general aim of Pilots make a Si approaches ots 7 sibilities of the ves transfer to the pilot. After boarding the vesse| haracteristics and basic det the manoeuvring cl should be clearly consulted on the voy bey ad should be to ensure that the expertise of the pilot is fully supported by the vessel's bridge team. In A.285 (Vill): Attention is drawn to the following extract from IMO Resolutio! “Despite the duties and obligations of a pilot, his presence on board does not relieve the officer of the watch from his duties and obligation for the safety of the vessel. He should co-operate closely with the pilot and maintain an accurate check on the vessel's position and movements. If he is in any doubt as to the pilot's actions or intentions, he should seek clarification from the pilot and if doubt still exists he should notify the master immediately and take whatever action is necessary before the master arrives.” 8.) Weather Routeing Services Regulation 34.2.3 specifies “adverse weather conditions” as one of the principal considerations that should be used by masters when formulating the voyage plan. Weatté Routeing Services are available to mariners but they are largely unregulated and in some cases operate as an enhancement for commercial expedience rather than directly as 2 safety precaution. Safer use of Weather Routeing Services can be achieved by increase? dialogue between ship's masters and their weather Touteing service providers and throug? @ continuous review of the information that is provided by them. mscicire.1063 itemises minimum standards that should be adhered to for the provision of Weather Routeing Services. 9.) Small vessels and pleasure craft 10.) Other publications In addition to the IMO Guidelin 3 ies mariners are also referre ublicalio which contain valuable advice on bridge watchkeeping in general and voyaoe pianaind Particular: Bridge Team Management - A practical guide” published by the Nautical Institute and ‘Bridge Procedures Guide” Published by the International Chamber of ShippingSOLAS ANNEX 25 RESOLUTION A,893(21) adopted on 25 November 1999 Ga eeaD ada . 2.) Appraisal 2.1) all ) All information relevant to the contemplated voyage or passage should be consi panera The following items should be taken into account in voyage and passage 2.1.1) the condition and state of the vessel, its stability, and its equipment; any se srational limitations; its permissible draught at sea in fairways and in ports; its manoeuvring data, including any restrictions; 2.1.2) any special characteristics of the cargo (especially if hazardous), and its distribution, stowage and securing on board the vessel; 2.1.3) the provision of a competent and well-rested crew to undertake the voyage or passage; 2.1.4) requirements for up-to-date certificates and documents concerning the vessel, its equipment, crew, passengers or cargo; 2.1.5) appropriate scale, accurate and up-to-date charts to be used for the intended voyage or passage, as well as any relevant permanent or temporary notices to mariners and existing radio navigational warnings; 2.1.6) accurate and up-to-date sailing directions, lists of lights and lists of radio aids to navigation; and 2.1.7) any relevant up-to-date additional information, including: 2.1.7.1) mariners’ routeing guides and passage planning charts, published by competent authorities; 2.1.7.2) current and tidal atlases and tide tables; 2.1.7.3) climatological, hydrographical, and oceanographic data as well as other appropriate meteorological information; 2.1.7.4) availability of services for weather routeing (such as that contained in Volume D of the World Meteorological Organization's Publication No. 9); 2.1.7.5) existing ships’ routeing and reporting systems, vessel traffic services, and marine environmental protection measures; 2.1.7.6) volume of traffic likely to be encountered throughout the voyage or passage; 2.1.7.7) if a pilot is to be used, information relating to pilotage and embarkation and disembarkation including the exchange of information between master and pilot; 2.1.7.8) available port information, including information pertaining to the availability of shore-based emergency response arrangements and equipment; andor its he type of the vessel ent to the tYPS oo the type Of Voyagg it il yer tint additional items P the 1788 esi 7 particular “eas the vessel Will fa assage to be undertaken. ; i overall appraisal of the intended voyg taal sho ar indication of all area: e above inform id provide a cle basis of thi | fe t 2.2) On the basis OU Nade. This appraisal should PT te safely, including any or passage shou Ms Jill be possible to navig reas where it wil -affic services; and any areas where and vessel tr of danger; those a! fl rting systems ing By econsiderations apply- 0 existing routeing or rep’ ; farine environmental protection consi ssage- lanning should be bert, The MCA has stipulated that passag pial ining shoule to-berth and not simply between pilot stations. State reasons for this recommendation. for tl the pilot station, the vessel is transiting an area of (On departure from the berth to departure at raffic ¢ y, ver lly sensitive/dangerous anc very high traffic density, very low under keel clearances, environmental expensive installations etc. The manoeuvring area available to the vessel is severely restrained or restricted due to limited width available for navigation, presence of other vessels, no go areas etc. Due to the above mentioned reasons the vessel passage plan has to extend from berth to bert ad inst just between the pilot stations as the passage from and to the pilot station and berth is" Even though the pilot brings with him his experi i ‘perience and his own passage plan it is essen the ship's officers hai Passage pian ts ies ve complete knowledge of the vessel.s Passage from the pilot to berth 27°" Eto vals partons are be ° ; This plan ean pons Be monte veal with the pilot.s plan and a final plan can be “ a the See upon the pis St but the whole bridge team, thus ae othe i pacman ent of pilot incapacitation, the master has immediate command of @"? navigation, Safety oflfe and catty ays a very vital role in enhancing the satel)The shortest route eee ewer rere er eerses APP} RAISAL FACTORS FOR CONSIDERATION t iS not always Feolien by various routes Reconun, and ‘consumption of bunkers dations from Ocean Passages of the World Proximity to n avigational h: Prevailing weather von hazards, Such as ice, offshore activity and hostile activity Climatic conditions ‘avourable or Type orcaine adverse currents vice and cea recommendations by routeing services Company preferences Time available Position fixing reliability Damage likely to be sustained Maintenance work planned during the voyage Comfort of crew and passengers Points where stores and bunkers are to be replenished Amount of traffic likely to be encountered Draught at various stages of the voyage the quickest. The choice of route depends upon The choice between great circle, rhumb line and recommended indirect route is a consideration mainly for an ocean passage. Recommended indirect routes are based on the evaluation of several factors. The most significant of these factors are the sea condition, winds and currents likely to be encountered, and how the ship will react to these factors. Some of the significant routes are listed below: Climatic route in Arctic and Antarctic regions and other high latitudes Least time routes Least time and least damage routes Least damage routes for vessels carrying deck cargo, heavy lit or engaged in towing Constant speed route, which may be a requirement of the charter party Ice free routes for vessels without ice class A1, or with insufficient ice strengthening ‘Ail weather routes for passenger or ro-ro vessels Deepwater routes for vessels with excessive draughts for the areas to be navigated ‘Avoidance of piracy areas and war zones ‘The route chosen must take into account the power of the vessel, Ocean Passages of the World divide vessels into two classes Full powered Able to maintain a sea-going speed of 15 knots or more. Low powered Having a sea-going speed of less than 15 knots.NT OF ed on a voyage. The, ey proceed on y x eonaition wher ne Flag state for the carriage c men EQuI ina fit and efficient Vessels are required to saan with require should be seaworthy am a . vided that her machinery and at safe distances. Pr ler machinery an bara be ae 1 rata if, however, there 5 any gout in pen siglo 5 i ns Serie uremia aa aomen it Pouabe nel aoe ee ery machinery and equipment I nazards. MANOEUVRING DATA AND INTERACTION EFFECTS anoeuvring characteristics is essential, the most ing of the vessels m: 5 A eerent characteristics eing the stopping distances and turning circles Stopping Gistances hep to determine the rate at which vessel will lose speed and finally come to a stop, ifferent specs ahead and by different use of astem propulsion. ‘Tuming circles et various angles of helm and conditions of loading are helpful in deciding on the whee! over points. They can be helpful in determining where the vessel will be able to manoeuyre on her own in congested waters and where tug assistance will be required. CONDITION Al Interaction effects, especially squat, will be useful in determining the reduction in under kee! clearance and change of trim at various speeds. Similarly interaction effects can assist in determining how close a vessel can get to banks or underwater obstructions, before experiencing the adverse effects. Bank effect can be used to advantage while turning in narrow channels, docis or harbours. IMPORTANCE OF BRIDGE TEAMWORK PROCEDURES Manning levels on the bridge need to considered durit i ic luring the appraisal and planning stages and should be documented on the plan. The minimum ‘manning level needs to be in line with IMO, Fé? ‘State, Port state and company requirements. ARRIVAL / DEPARTURE COMMUNICATIONS Port auth seer Geeralysvescel end ew may need tobe informed abou 2 her agent. Sometimes the eect with the port authority before arrival or departure lessages have to i rene ner artes 28 well. To simplify things, it is advantageous °° ! lessages will have to be tr pe ransmitted t " , IP feporting Schemes, and Possibly other aurenaerers, a aACCURACY aNp py o The Admi iralty and effor other be conmesnsure that he iaranontes who publish charts and associated publications mane every ete M18 accurate is possible thatthe information may Nh aay The navigator F Must alway Publication, 'YS be the final judge of the reliance that he/she places on the chart or Reliability can be established by examining the chart. Navigators should ook fr the following SOURCE DATA & chart is publish ed Recent charts neve o2ing information from many sources. The most important source is the survey +¢-data information i On careh examination, the marines cor eats mation oF a source-data diagram printed on them. On careful . meer the survey was done ba bet) ind be pete Of survey (echo sounder, hand lead, side scan sonar, etc) ing out the su 1 N io oS vey (Royal Navy, port authorities, foreign governments, oil Method of determinin 19 positions (DGPS, Trisponder, Hifix, close to or away fram land, the accuracy of survey of positions on land, etc) * Scale of the survey. ‘The navigator may notice that there are areas of a chart that are not covered by any survey. The ability of the hydrographer to assimilate and collate all the information is another factor which nents to the accuracy of a chart. Information Technology has gone a long way in resolving this problem. SCALE: The scale of the chart is very important. The largest scale charts should always be used. They contain the most detailed information and are generally corrected first. On smaller scale charts, Specially of ocean areas, the information is often sparse, and various charted dangers may be 9 error with regard to position, least depth and extent. The scale of the survey is also important. “The scale of chart is normally the same as the scale of the survey, particularly modern large scale anes, Small seale charts may be published from a large scale survey. It's unlikely that an older Chart of smaller scale will be published from a larger scale survey AREA OF USAGE: if a particular area of a sea or an ocean is not frequently used for navigation, its unlikely that detailed information will be available on the chart of that area POSITIONING: ‘The datum is related to a particular positioning system such as WGS 84 or PZ 90. Positon fixing devices have the facility to relate WGS 84 to another datum. Navigators should always bear in mind that charted posttions may be in error, whatever datum 1s being used to fix the ship's position GRADUATION ON PLANS Some older charts do not have any graduations on the plans of ports and harbours, It will be difficult to determine position accurately on such un-graduated plans Modern charts are being published with graduations on the plans. Older charts are being changed,The dim in millimetres inside the eae rinted can getaistorted. The dimensions Fhe paper on whch chart is pied C20 901 be check border graduations are stated on etween authorities. : bee ks may vary b DEPTH CRITERY. angerous and non-dangerous We" ep the surveying vessel on lines The scale of Survey Should be he seabed. eabed is to ke entire area Ne tne configuration of SOUNDINGS: The normal meth producing a system: sufficient to allow suf indings of the S coverin Fonte to indicate the y represents the narrow width ofthe beam g .od of obtaining Sou atic series of soundi fficient lines to be plotted to i i hart, ont ‘Aline, which could be many miles wide on 2 Char sents tne nas aw cenimenee : fained by lead line only repr’ ; eee eee eretee merece racks ey be undetected. Modern sounding methods using mui, beam and sidescan have done much to improve charted depth information. random soundings, where checks were carried out. Older exploratory surveys indicate CHANGES IN DEPTHS: ; {An unstable seabed may cause change of soundings. QUALITY OF BOTTOM: ‘he nature of the bottom on a chart is only representative of the upper layer. MAGNETIC VARIATION: Charis indicate the magnetic variation and yearly change. The actual change can be different fron the charted change CORRECTIONS: Some charted areas generate many corrections. Some corrections may not have been promulgst# or received. All charts must be corrected up to date before being used._/ 'E DISTANCE ne plan should be prepared to maintain minimum distal inces from the nearest danger. No hard= fast rules can be laid dow istance: i" 9 folowing. in be laid down to maintain such distances, but the Navigator should consider the Dimensions of the vessel Manoeuvring characteristics of the vessel Transit time and height of tide at this time Tidal streams ~ direction and rate Draught of ship relative to water depth Prevalng wind ~ force and direction racy of navigational s\ LitatRood of resulted vis aaa raffic density a The date an eatity ote survey. union avoisance Availability of safe water ‘Company regulations and procedures ? page!UND! RKEEL CLEARANCE aw AIR DRAUGHT Most voya be determmedarn atau to be undertaken through shallow water at some time. UKC should © Uncertaintion area aige. The factors in deciding this allowance will depend upon + Uncertaintis ; i Squat ata gence i draught, especially after a long passage. * Risk of negative tidal surges * The vessels course relative to prevaling weather. This will have to be considered Separately for each leg of the passage. The vessel's movement in heavy weather, Pitching, heaving and rolling of the vessel wil Significantly reduce under-keel clearance. Possible alterations in depth since last chart survey. Areas of mobile bottom such as sand waves. Areas of volcanic activity. Areas of offshore exploration. Pipelines on the seabed can reduce under-keel clearance by 2 metres. Slant drilling can also reduce under-keel clearance considerably. Possibility of inaccuracies of offshore tidal predictions Non-availability of tidal predictions in certain areas, especially in offshore regions. The extent of survey in determining deepwater routes.“ High or low pressure can cause a difference of few centimetres. Human error in calculating the tidal heights and times from published data The likelinood of new dangers developing in the area and delay in promulgation of information to the mariner. eee eee POSITION FIXING METHODS The passage plan shall clearly identify which methods of position fixing are primary and which are secondary. These shall be clearly understood by all concerned in order to make position fixing a smooth operation. When the vessel is well away from land, GPS can be used as the primary method of fixing positions, and LORAN C can be used as a secondary method. In such conditions. celestial observations can also be used as secondary or back up fixes. When the vessel approaches the coast, radar fixes will be used as back up to confirm GPS fixes, and LORAN C will become less important. As the ship approaches the coast, visual fixes become primary and GPS and radar fixes become secondary. In congested waters, GPS fixes may be inappropriate and position fixing will depend upon radar and visual methods. It has always been accepted that visual methods of fixing position are more reliable and accurate Lighthouses can be seen at reasonable ranges at night and at some distance during the day, provided the visibility is good. At night, the characteristics of the light are important for identification purposes. The plan should allow the vessel to pass a safe distance off the lighthouse for safety, yet close enough for the light to be seen in order to make use of it during monitoring In all cases use the secondary position fixing system to check the primary,CAL_FACT! CURREN’ TIDAL_INFORMATION, CLIMAT! ROUTEING Meteorological conditions play @ considered carefully. It may be a route recommended by these services or the roule Celt ‘and currents or tidal streams may be longer in distan’ shorter in time and less damaging to the vessel. favourabl ‘Ocean currents can be used to advantage. Where of, attempts should be made to avoid currents with eer a ship a better overall speed and may offset the disadvan aa argument can be used in favour of avoiding adverse currer Weather conditions are important. A vessel in tropical storm areas 10 ine seam) season needs adequate sea room. Vessels operating in high latitudes must consi PROMULGATION OF WEATHER AND NAVIGATIONAL INFORMATION There are two established ways of promulgating this information to the navigator. These are Admiral Notices to Mariners and Radio Navigational Wamings (RNG). The International Hydrographic Service (HO) and the Intemational Maritime Organisation (IMO) have jointly established a World-wide Navigational Warning Service (WWNWS). Radio navigational warnings are very important, because he, provide the mariner with the latest information immediately. ‘There are three main types of radio navigational warnings: NAVAREA Warnings a ‘These are promulgated by the WWNWS. The world is divided into46 NAVAREAs, identified by Roman numerals. Individual areas are under the authority of an area coordinator, who receives information fron the National Coordinators of individual countries, that want to promulgate information of navigational significance. ur messages are in py Wayans warnings are issued when immediate nolificati” Coastal Warnings These are issued by the National Coordinator of the count i i J ty of origin and supply information that is o qroatianos in a limited region. The messages are in English, but may also be in ths local languod? ¢ wamings often supplement the information in NAVAREA warnings. id need to be ssion of the voyage an cacao ite determined after c: han other routes, but may well prove le currents cannot be taken advantage fects. Favourable currents give the king a longer route. A similar — Warnings fhese warnings are usually issued by y Port, Pilotage or C, contened nese wamingsis nat nomallyrequted by oxeat git ae nee formation Details of. Data o at Rac Navigational Waning ystoms are contained in the relevant Admiralty List of 82? Se tfamatn canals ve wm the Annual Summary of Admiralty Notices to Na", warnings pain ofthe Adaty Weekly Notices lo Marines. alos neg etn the weok are reprinted in Sei . so lists additional NAVAREA messages rece" he US also issues long-ra '9-fange warnings in the fori tio" ‘concerning cu mm of HYDROLAS Informatio” wat eet wamings can be obtained trom US Weekly N rte end — on 1 8° Of Admally Woekly Noveos to hdoen Nowees fo Mariners, Infor NAVTEX 19 Service, whi ‘ ven has been developed by IMO to for 3g a areful consideration Of weathy,Meteorolo, gical in| he transmiss formation, initial distress sio , ONS are limited by range of scone and other information of significance to the mariner. The promulgation of weather reports and : Iga Warnings. The world is divi ded into regior 98. The is to mariners ers in their area of F688 are further subdivided inte ea forecasts is carried out in a similar manner to navigational ns and coast radio stations provide meteorological information into a 2hd responsibility. For identification purposes and convenience, the all regions. The weather reports are divided into three categories: * Ocean * Coastal * Local Ocean weather rey routine times, Coastal weather ret Li Ports cover offshore and ocean areas and are transmitted by designated stations at Ports are also transmitted by designated stations and cover areas on the coast. ‘Ocal warnings are issued by Port, VTS or Coastguard authorities. peal te common used by ships to receive meteorological information, up to 250 miles from the 1g station. Additionally, INMARSAT is used to obtain meteorological information when in ocean area, outside the range of NAVTEX. The weather facsimile receiver is for receiving weather information in map forrn. Conventional radio transmissions are also broadcast. Information may be obtained from the relevant Admiralty List of Radio Signals and the accompanying diagram booklets Vessels encountering TRS, ice, storm force winds and subfreezing air temperatures in association with gale force winds make obligatory reports to the nearest coast radio station and ships in the vicinity. Such information should warn the mariner of meteorological dangers in the immediate vicinity. Messages are prioritised to dictate the timing of the first transmission of a new warming within NAVTEX VITAL — for immediate transmission (but avoiding interference to ongoing transmission) IMPORTANT - for transmission at the next available period when no transmissions are beir made ROUTINE- at the next schedule transmission period SafetyNET SafetyNET is a service of the INMARSAT - C _EGC system. The SafetyNET service is designated by the IMO under GMDSS through which ships receive MSI (Maritime Safety Information). It made use 0 ‘an international direct — printing satellite service. The information distributed includes Nav Warnings (Navigational Warnings) Met Warnings (Meteorological Information/Forecasts) SAR alerts (search and rescue alerts/ distress) Other safety messages ‘The above are promulgated by shore organisations and distributed through area broadcasts.¥r reporting scl ose im the Im are the Aut AMVER is and provides of 24 hours oF IK and FF he itomatet operated by the worldwide cove ‘more participate on the cana remes are designed iediate 1 Mutual CHI of the stations. yan administration. vicinity or close | Assistance Vessel US Coast Guard for erage. Vessels of 100 a voluntary basis. The purpose of AMVER is to: AMVER centres are based in th automatically at these centres. required particulars for vessels requiring assistance Minimise the time between casualty and initiation of SAR. Make best use of resources, having regard to * Vessel availability Medical facilities oard resources Vessel details Potential of early arrival on scene © Onby 48 hours overdue. LOAD LINE AND FUEL Itmay be necessar ry to keep the enabling her to make use ofthe SAR operations. AMVER It may be possible to pi le to ad line constraints, pooh UP bunkers en route, Ports en r ou ‘ sont fea, water ge cy the vessel to make use of lo not need > 10 leave port with their fresh water tanks full, The - Quantity of water i 1S able to "Stipulated Party, ts, ut time will be lost, This is sul in the tanks can be controlled into vl the desired load line zon unkers and fresh water 7 ion and pro piercesie safet or mation St ‘ample the Channel “Another sim rend! and operated t toa distress i Rescue Syst yr the benefit of all vessels irrespective of Nationaii “1000 gross tons or over that are engaged on voyay. ie US cities of New York ani The data is confidential an id, with dit vw Orovide assist service ilar service 0 maximise t! incident. Two of the tem (AMVER) and AUSREP. rent objectives. IN Some a, Mefance to vessels Paticipay"S in the English Channel operaj,! is in the River St. Lawrence he co-ordination of merchant most Popular Servicey Maximise efficiency in co-ordinating assistance in case of SAR incidents. Have a knowledge of the route being followed and the position of assisting vessels =, id San Francisco. Data is processed id no details are disclosed except the usually initiates enquiries once a vessel's reports In this way, until the veg le. It must at all times vessel in a certain 2 Next load line zone o"® Until she has the necessary freeboard "the cargo can be maximised within Ibject to the availability of adequate bunker" them. Vessels with operational an sf Ssel has consumed sufficient bunke"® ne be stressed that the vessel must oe at sea in accordance with the cha"—TANDEALL POSITION This is a critical hase avigation methoga ©" "2vigation involving the changeover from ocean navigation to coastal Poi ‘oints/Factors to consider when making a landfall 1 10. 1 12. 13, 14. 15, 16. 1%, 18. Sl 7 positon were the ship's position can be fixed accurately by using all available means of ition fixing (in particular by meal Tons Tapproscang, (nPaticuar by means of visual Beanngs), by making use of long range lig (An agreed pro ( procedure on use of Primary and Secondary position fixing methods is in place Prior to making a landfall approach. me ° Check the availability of updated navigational charts and relevant publications. Consult felevant sailing diections/piot books, Ensue tat the largest Scale chart of tne areas ilable. Proximity of navigational hazards. All navigational warnings should be available prior to ‘making a landfall approach. All No Go Areas are marked on the chart. Available navigational aids onboard and their accuracy is understood. Equipment errors are regularly checked and the information is available to the bridge team. ‘An early detection of land on radar. Availability of Radar conspicuous | 0 jects for position fixing and monitoring the progress of the vessel by use of parallel ind ing technique. The use of a traffic separation schemes if appropriate.” (Approach must be well clear off any off-iying dangers such as shoals and wrecks etc. Echo sounder is operational and an account must be taken for the instrument errors and draft of ship for under keel clearance. Check the availabilty of co-tidal charts. _Take into account the quality of DR position prior to landfall (The time when last Celestial observation was made etc). ‘vessel fitted with operational GPS onboard wil | have better quality of position fixing in ‘comparison to another vessel which is without aaa = ice Visibility existing and predicted. Weather forecast is available. Choice of time for making the landfall approach. (daytime/night time approach) Current / tidal streams and their estimated directions and strengths. ‘Traffic density on focal points. Traffic likely to be encountered-flow, type and volume. Xperience and Composition of bridge watch team. i, Status of engine room on landfall approach (manned/unmanned). Ansu i in See Plan is in existence prior to landfall in case circumstances occur which ‘viation from the intended track. Choice of safe anchorage area.” ENSURE COMPLIANCE WITH THE MASTER'S STANDING ORDERS. * eee 6.006 Prue OFA SUITABLE ANCHORAGES e. For routine anchoring, whe, Various factors influence the choice of an area for anchorage” orf authority usual det _ te Vessel is required to wait outside or inside the harbour area, 9 ‘ anchorage area. Port, ilotage ‘or VTS authorities may advise ie SO eae ta Eartous anchorage or position for anchoring, Some ports have clearly charac Sit eee ss b vessels. For commercial reasons, a vessel may be required fo ane meri of the port. There may be circumstances when the vessel will have to anchor rot Beais ona inst utt, in cases of emergency. Careful appraisal of the navigational chart, Plot Boe Se Murent in. forecasted weather conditions will enable the master to choose a safe area for anchoring. The factors to consider are: © Type of holding ground. This depends upon the nature of seabed Consideration ms. given to good or bad holding grounds. ie lo oot # Depth of water/72 (3 dhe! Soe" * Length of time the vessel intends to stay at anchor. Sea room available allowing vessel to swing. © Underwater obstructions. (wrer's rpe fea la) «Proximity of dangers, submerged or on the surface. * Proximity to routes taken by passing traffic. * Forecast and actual weather conditions. ‘© Strength of current or tidal stream. / «Availability of shelter from weather or currenttidal'stream. « Availability of landmarks or lights abeam for taking anchor bearings. Preference sho _given to transit marks abeam. '* Draught of the vessel * Windage area of the vessel's hull, superstructure and cargo. * Type and holding power of vessel's anchor. ) « Distance from other vessels already at anchor, * Distance from the line astern of vessels already at anchor. * Security. Piracy is common in some areas. * Health. Vessels should stand off ports where malaria is prevalenty Anchorages can be identified in general during t it ime ©" anchoring have to be taken into account on Sonat Planning stage. Conditions atthe ie .Preparation & Documentation SOLAS ANNEX 25 - RESOLUTION A.893(21) jidelins anni 3.) Planning 3-1) On the basis of the fullest possible appraisal, a detailed voyage or passage plan should be prepared which should cover the entire voyage or passage from berth to berth, including those areas where the services of a pilot will be used. 3.2) The detailed voyage or passage plan should include the following factors: 3.2.1) the plotting of the intended route or track of the voyage or passage on appropriate Scale charts: the true direction of the planned route or track should be indicated, as well as all areas of danger, existing ships’ routeing and reporting systems, vessel traffic services, and any areas where marine environmental protection considerations apply; 3.2.2) the main elements to ensure safety of life at sea, safety and efficiency of navigation, and protection of the marine environment during the intended voyage or passage; such elements should include, but not be limited to: 3.2.2.1) safe speed, having regard to the proximity of navigational hazards along the intended route or track, the manoeuvring characteristics of the vessel and its draught in relation to the available water depth; 3.2.2.2) necessary speed alterations en route, ¢.g., where there may be limitations because of night passage, tidal restrictions, or allowance for the increase of draught due to squat and heel effect when turning; 3.2.2.3) minimum clearance required under the keel in critical areas with restricted water depth; 3.2.2.4) positions where a change in machinery status is required; 3.2.2.5) course alteration points, taking into account the vessel's tuming circle at the planned speed and any expected effect of tidal streams and currents; 3.2.2.6) the method and frequency of position fixing, including primary and secondary ‘options, and the indication of areas where accuracy of position fixing is critical and where maximum reliability must be obtained; 3.2.2.7) use of ships’ routeing and reporting systems and vessel traffic services; 3.2.2.8) considerations relating to the protection of the marine environment; and 3.2.2.8) contingency plans for altemative action to place the vessel in deep water or roceed { (rh © @ Port of refuge or safe anchorage in the event of any emergency necessitating Dana 100abandonment of the Plan, taking into account existing shore-based emergency Fesponge arrangements and equipment and the nature of the cargo and of the emergency itsei 3.3) The details of the voyage or Passage plan should be clearly marked and recorded, =. appropriate, on charts and in a voyage plan notebook or computer disk. 3.4) Each voyage or passage plan as well as the details of the plan, should be approved: the ships’ master prior to the commencement of the voyage or passage.