1 xwvutsrqponmlkjihgfedcbaZYXWVUTSRQPONMLKJIHGFEDCBA

STUDENT EDITION
 N O T E S T O T H E S T U D E N T E D IT IO N xwvutsrqponmlkjihgfedcbaZYXWVUTSRQPONMLKJIH

This copy of "Passage Planning" has been prepared especially for students attending courses
atAMC.

The student edition contains all of the text of the fully published edition with the exception of
Worked Examples 3 and 4. It does not contain a copy ofthe current spreadsheet software or
the templates.

On request, students may obtain a copy of the software to use with Excel 5.0 in the College
computer laboratory.

The planning templates and the constant radius turn template can be purchased separate to
this document.
T a b le o f C o n te n ts xwvutsrqponmlkjihgfedcbaZYXWVUTSRQPONMLKJIHGFEDCBA

Introduction .

D e s ig n P rin c ip le s ..... edcbaZYXWVUTSRQPONMLKJIHGFEDCBA 2

K e y E le m e n ts .......... 2

Glossary 4

Passage P la n n in g S y m b o ls .................. 6

A p p e n d ix 1 W o r1 < e d E x a m p le s

A p p e n d ix 2 T h e U s e o f C o n s ta n t R a d iu s T u rn s

A p p e n d ix 3 E v a lu a tio n Sheet
 1 ZYXWVUTSRQPONML

P a s s a g e P la n n in g : A S ta n d a rd P ro c e d u re

In tro d u c tio n xwvutsrqponmlkjihgfedcbaZYXWVUTSRQPONMLKJIHGFEDCBA

The value of planning a passage in some detail has long been known to mariners, however
the methods employed to do this have, in the main, been left to the individual navigator. The
accompanying guide is a method of planning passages which has been developed to
facilitate a uniform approach both to the task and to the presentation of the relevant data.
The guide incorporates all the requirements for safe navigation, but is neither cumbersome in
its application, nor in its style of presentation.

The system is suitable for use in offshore, coastal and pilotage navigation modes and thus
satisfies the IMO requirement for 'berth to berth' planning.

Passage planning has been stated to consist of 4 phases i.e.

Appraisal
Planning
Execution
Monitoring

In addition to this, the authors' recognise the additional need to edit and update during the
compilation and execution of the plan, plus the need for an adequate and secure record.
Therefore two further requirements have been added to those above.

Updating
Archiving

The Updating fundion allows continuous revision of the plan during planning and execution of
the voyage. The spreadsheet software provided with this guide facilitates the process by
allowing either change of time or speed and updating the future plan accordingly.

Archiving the plan on completion of the voyage provides the opportunity for review and
constructive criticism with the benefit of hindsight, and recommendations for change in future
voyages made.

The electronic archive remains as a secure future reference for ship's officers or shore based
organisations such as ISM auditors.
 e P . ZYXWVUTSRQPONMLKJIHGFEDCBA
c ip le s xwvutsrqponmlkjihgfedcbaZYXWVUTSRQPONMLKJIHGFEDCBA

The guide has been designed around the following principles:-ZYXWVUTSRQPONMLKJIHGFEDCBA

11 The system is primarily chart oriented, as the chart is the principal tool of the
navigator.

21 The chart notation is supported by a system of Passage Notes which may become
the prime reference document should the chart scale be unsuitable. (See Worked
Example 2)

31 The Passage Notes have been primarily designed as a computer spreadsheet but
may also be used in handwritten form.

41 The system uses a series of successive time related prompts or events to provide a
logical framework for the plan.

51 The system can be used with all common methods of position fixing and is capable of
being transferred to an ECDIS.

K e y E le m e n ts

The four key elements of the system are:

• A strict system of supporting notation (The Passage Notes) referenced both

chronologically and geographically.

• A set of standard symbols for chart notation.

• The use of chart templates to concentrate and highlight notes for easy reference.

• Spreadsheet software which facilitates updating and results in a secure record.

P a s s a g e N o te s

The format of the Passage Notes is to list chronologically a series of E v e n ts during the
voyage with each W a y p o ln t being the primary event to which all others are referred.

The subsequent events between waypoints may be in the form of A le rts or other more
specific notes such as W h e e l O v e r P o in ts etc.

Waypoints are numbered in succession starting with Waypoint 1, while alerts are numbered in
decimals after the Waypoint, e.g.

Waypoint 1
Alert 1.1
Alert 1.2 etc.

Waypoint 2
Alert 2.1
Alert 2.2 etc.

L
 3 xwvutsrqponmlkjihgfedc

Alerts and other notation are also referenced geographically to the Waypoints. Each is
located by measuring along the track in nautical miles from the most convenient Waypoint.
This is noted in the Waypoint Reference column of the Passage Notes and labelled plus or
minus depending whether it is referred to the previous Waypoint (+) or the next Waypoint (-).
This important feature allows precise reconstruction of the charted plan at any future time.

Software containing the Passage Notes format is in the front pocket of the guide, and in
addition, a pro forma is in the rear pocket of this guide, which may be photo copied. The
information required on the Passage Notes form should be considered as a system of
prompts only. It is important to understand that it is not necessary to fully complete the
information boxes in all cases, for instance in the case of a mid-ocean waypoint many of the
boxes may remain blank.

B a .e C rite ria on the chart and heading the Passage Notes is data which is constant, for
the vessel, and for the particular voyage.

1 ZYXWVUTSRQPONMLKJIHGFEDCBA
C h a rt N o ta tio n

A standard set of chart symbols and abbreviations are attached below. An attempt has been
made to distinguish straight lines by their function "parallel index", Ksafenavigation limit- etc.
Wherever possible ambiguity has been reduced to a minimum eg the safe side of clearing
bearings are noted with an arrow and an indication of the safe bearing.

Alert markers use the standard ECDIS symbol.

T e m p la te s

Two tempiates are provided.

The first a B a •• C rite ria T e m p la te which may be placed in a prominent position on the
chart but clear of the intended track. This is a reduced version of the Passage Notes criteria
but can be added to or changed as required.

The second is a W a y p o ln t a n d S y m b o l T e m p la te . This template has a three column

format to allow for time estimations either side of the base ETA. This in effect provides a
means of delineating a tidal window. The symbols correspond to those outlined below and
additionally a number of D ia lo g u e B o x e s which again can be used to concentrate and
highlight information. (See Worked Examples.)

. S p re a d s h e e t S o ftw a re

Release notes for the software version used on the accompanying disk are contained in the
back pocket of the guide.
4 ZYXWVUTSRQPONMLKJIHGFEDCBA

G lo s s a ry xwvutsrqponmlkjihgfedcbaZYXWVUTSRQPONMLKJIHGFEDCBA

ALERT: A mark on the chart alerting the navigator to any

change or required change, safety check etc.

DEPTH: Minimum charted depth within navigable limits

occurring between waypoints.

DIALOGUE BOX: Bordered area on the chart for notes.

DTD: Distance to final waypoint, i.e. berth.

DTW: Distance to next waypoint.

EVENT: A noteworthy occurance listed chronolgically in the

Plan.

GPS DATUM: The Geodetic Datum noted on the chart in use, to be

entered into the GPS receiver.

GPS: Global Positioning System.

LAT: Latitude.

LONG: Longitude.

MAGNETIC COURSE: Course to Make Good allowing for Variation but not
Deviation.

PASSAGE NOTES: A document listing all events in strict order of

progression. (This can either be used as a simple
handwritten document or as a spreadsheet on a
computer.)

PASSAGE PLAN: A systematic means of chart notation and supporting

information to ensure the safe navigation of a vessel
from berth to berth.

PI: Parallel Index.

REFERENCE OBJECT: Any feature such as headland or beacon used as a

reference point for safe navigation.

ROT: Rate of turn.ZYXWVUTSRQPONMLKJIHGFEDCBA

e /m in .)

SHIP INERTIA: Allowance for vessel's inertia going into a turn.

(measured in nautical miles.)

STOP/FULL ete: Crash stop distance from nominal Full Ahead, Half
Ahead etc.
 5

SQUAT/FULL etc: Reduction in UKC due to speed at nominal Full

Ahead, Half Ahead etc.

TAC DIA: Tactical diameter of vessels turning circle at wheel

full over in deep water.

TEMPLATES: Plastic formats to facilitate notation on the chart.

TRACK/LEG: A Rhumb line drawn between waypoints.

UKC: Under Keel Clearance not accounting for Squat.

WAYPOINT edcbaZYXWVUTSRQPONMLKJIHGFEDCBA
C 'N P): Any event on the planned passage which represents
a major point in the plan. Normally it is a course
change but also can include other major events such
as commencement of pilotage etc.

XTE: Cross track error as entered in the GPS receiver.ZYXWVUTSRQPONMLKJIHG

U N IT S O F M E A S U R E M E N T

DIRECTION: All direction indications in 0 True unless otherwise

stated.

DISTANCE: Distance on the Earth's surface in nautical miles.

LENGTH/HEIGHT/DEPTH: In metres.

SPEED: Speed over the ground in knots.

6 ZYXWVUTSRQPONMLKJIHGFEDCBA

Passage P la n n in g S y m b o ls

Course Une

- - - xwvutsrqponmlkjihgfedcbaZYXWVUTSRQP
Safe Navigation Limit

Parallel Index (Arrows point towards reference objact)

I( .••
I(~-- Clearing Bearing line

Transit Bearing

Parallel Index distance

Stay on the side of the clearing bearing line, shoW'l by

transverse arrow. (As a further safeguard, the sigl in the
bracket indicates whether the bearing of the reference object
wiU be more or less when the ship is on the safe side)

(1.2 Tum Radius

Tum Centre

/
w/o V\hleel Over point

Waypoint (numbered)

Alert mark
(numbered as a decimal - first number, previous waypoint-
second number, sequence number of alert)

Contingency anchorage
 1

Appendix 1.ZYXWVUTSRQPONMLKJIHGFEDCBA

E n tra n c e to P o rt J a c k s o n : W o rk e d E x a m p le

This passage plan illustrates how most of the requirements of the plan can be included on the
chart itself. The Passage Notes are still completed but need only be referred to for Base Criteria
not included in the chart template.

Use is also made of c o n s ta n t ra d iu s tu rn s as a means of accurate course alteration. The

use of ROT meters and ground referenced logs to execute constant radius turns is explained
I briefly in A p p e n d ix 2 .

The section of the plan illustrated shows the approach into Port Jackson immediately after Pilot
boarding.

Notable features of the plan are:

1. Course is 290° monitored by a PI line on Quarantine Head. No te that "dialogue boxes"

are used to append notes to the Alert Point relieving the navigator of the need to
constantly refer to the Passage Notes.

2. The turn into Western Channel has a constant radius of 0.25 n.m. The wheel over point
has been deduced from the tangent points of the turn plus an allowance for the vessel's
inertia. This value (Ship Inertia) is included as part of the Base Criteria at the top left of
the Passage Notes (see Appendix 2 for more details).

3. It should also be noted that the line marking the wheel over point is a PI line parallel
with the new course of 218°T. This technique of using a wheel o ver PI, rather than a
simple mark on the track, ensures the accuracy of the executed turn regardless of any
previous cross track error.

4. The Waypoint Template is used at W/P 13 and shows a variation of ETA 30 minutes
either side of the predicted one of 12.30. In this case the variation in tidal height and
UKC is minimal, but in a situation of rapidly changing tides this information could be
critical. In effect this format allows for a tidal window to be noted for instant reference
purposes.

5. A final equipment check is noted at Alert 13.2. Should any deficiency be noted then
there is a Contingency Anchorage noted to the South of Bradley's Head.

6. The next turn around Bradley's Head is a similar constant radius turn as before and the
previous comments apply.
~ ..-edcbaZYXWVUTSRQPONMLKJIHGFEDCBA
--
IShiP: . Iron Gippsland ZYXWVUTSRQPONMLKJIHGFEDCBA
I IFrom: seallTo: Sydney Hbr.1 [voyage/ File No. 231page I
IDate: 7/01/91 I ITac.Dia. 0.33 Stop/Full
1.2 Sea Full I 78 I 15.1 Min UKC ' 1.2
r 0.2 Hbr Full I 52 I 10.2 SquaVFull
To I IShip Inertia StoplHalf 0 .8

Date: 7/01/91 SquaVHalf 0.46

Half~
-
Start Time 12:10 Slow 32 6.3 c A u s tra lia n M a ritim e C O I/IIC I/J

D Slow I 22 I 4.5
Format for "Next Chart' Alerts: ChartZYXWVUTSRQPONMLKJIHGFEDCBA
N o .1 GPS Datum

True PI or Bearing Port Stbd

D a te !
Event Waypoint Reference Lat Long M;gnetic II Speed ISeVRatel DTW OTD Draft ITide HtJ Depth I UKC Track
Time Course ourse Reference Obiect Limit Limit X li

7/12:10 WP12 Pilot Station PONMLKJIHGFEDCBA

3 3 ° 5 0 .0 ' S 1 5 1 ° 1 8 .4 0 ' E 290 278 1/ 6 I I 2 6.6 12.1 1.1 33 Quarantine Head 0 .2 8 0.1

.- .. - ---. --. ·_--·--- .. 1·_· - .. ---- - ..- - .

Alert 12.31 INew Chart AUS 201/Aus Geo Datum(66)

Alert 12.4 -1.1 Engine HALF AHEAD

_ _. .• ._ ..•_ . _ .. _ ._•. _••..• .._ _ ·._ ··o ~ ._
_ _ _ _. ._ _ 1 .- - - - - 1_
. _ · _ ·.·. ··· •_ _· · · · _
- .1
- - - - .- . .-•- -- .. - - - ~ - - - - .-
-- -- - . •- - . • .-. . •
- . - ~-. - _ -.
.0 •• _ •••• _ •• _ ••• __ • •••• _ ' __ '0 _ ••• , _ ._ ._ • .• • • • • • • • __ • •••••••••. •••

Alert 12.5 -0.65 Bradley's Head light in transit with inside South Head
---- ..--, ---. -------------- ..•.------ -.------.- - - --- --.-.-.- - -.- - -" - -.-.---.-".-_.".- --,,_ - - - - - - - -- .. - - 1- · -··_·_-_ - ..· "-,-,-,,,1
Alert 12.61 -0.26 IWHEEL OVER Constant Radius Turn 0.25 (Pion track) Middle head 0.46
I I
218°

~~-1-2:-3-0~--+------~---~----~--~--~1 8 2.6 ~ ..~ M~~He~ o.~

-.-- ---- 1 ---- - ..-- ·1--- - -.----- ---- -- .. -·-1·----- - -- ..- - -- ----.--- - - -- - - - ..- - - ..- - - -- - - --.- -- - --.-- -.-- .--.- --- -- -- --.- - ..-- -- - --'-- - - - -- - -- - -. - - ._ - .- .. __ . - - •. - _. - - 1..- .. _-- - ----- -.- - .. - 1 . - .- - - - - - 1 __ - __ - - 1 • ._ _ - - - - '

Alert 13.1 0 .8 Change PI reference Bradley's Head Brng. 1 279 0

.....-_ .._·_ _·1 ..·-- .. - · 1..-· -.- - - + - -.." ---- - - " - " - " -.-.- ---- -- - -- -.--.-..- - -- -'-'--"'--"'-'-
.- - - -. ... .- - --"..- -. 1 - - - - - " - .......•....... - ...........•.......... - .....•.... - - .

Alert 13.2 -0.5 Final equipment check NOTE: Contingency anchorage on chart 33° 51.68'S 151° 15.02'E(No more than 4 shackles)
-- - ..- ..- ..,_ ·_ _·_ _.._ ··--_..· · ·_ ·_ _·_ --1 --· - -_ .- .._ . __• __- .•"•.•• _..__._._·•·_ _·"·_·.··e_· __ . • •••• _ .•e _• . _ _ e ••••• _ ••••••••••••••• ,• • • • • • • _ • __ • • • .• • • • • • • • • • • • • • • • • • • .._..••..•.••.•
_. _ .•. ._ .•.•••••• 1 __ .•._. .,.1 _••.__•..••..•..• 1-.• _ .••• _.•.

Alert 13.3 0.22 WHEEL OVER Constant Radius Turn 0.25

_.. _ ··__··---.--1 __..__ _

---_ _ _ _ -_ .._ .-1 - .._ _ _._ --- - ..- - - - -.-.-..- - - --- -- - ..- ..-.--- -.-.-..--.-- - -.---..--.- -- ..--- - - - - - -..-.-- ..- ..--- .

7/12:49 Bradley's Head I I 8 I 1 D~ Fort Denison 0.08

..- ..- -- ..1-- - ",1--"" -- ..·----- ..1 .....•...• · ...•.... - .•..... -- ..•.... _ - - .....•....•.• - .• - •..•..•....• • -.... • •.. --.. .•.• • .. - .••. - •.. --- .•.......•.......• 1..·_·-- .......•.... ·_ .. _ .. _- -.- - .. + - -- ,.- _ ..- .-..- -..-..

---·----- ..-1·- ....·- ....-· ...·• - .... 1 _ _ ..· - ..- - - ._.- - - - - - - - .- - _ .. - - . . - - _ .. -... 1 · .. · • ..·_· .. _ ..·_ .._ - - ......•....... - .._ ....• _ .. - ......•.
 -+ZYXWVUTSRQPONMLKJIHGFEDCBA
• '4 1 1 .
3 0 , • •1

Ylt;
J ;U "~ IJ o e
J V O f '! + L F l1 0 . rJ 14 ~ L G Y f
17 c: ...!..:!:... ~ r
,\1 L IC rI-I (IV

K'- - -
7 ·e ;
._- -
,,9 .0 r - t edcbaZYXWVUTSRQPONMLKJIHGFEDCBA
!
rlL " »rr
1 ;1 1 T 'I- I
r:

-T xwvutsrqponmlkjihgfedcbaZYXWVUTSRQPONMLKJIHGFEDCBA
~;r L - /f--C - 13, s ov r» H 9_ I.J /fL .r

/'''( j- - V A y P - lI N T . ...4
..-

::I-~;~;
'1 1 _ _ 1 ) ..4 -
.1
q '.
I.

r-

It ii,

~~-
20,
-E...
o 5 ~"

22

..........

"

.." ,' 18,

~ ....
't,..~ .'''.~ ,')c ,;:, '"
....< !6 ,
24

. (,
.....
~ /'t'I'
. .; .. . .' s
.... \
'5 8
","-...

~
'- "
~
22 25

(?~
-$-(" ~
c--, ~
..
0>
0>
-;.
/:;.
~
.:.-:.~
- 0 .0

------------1_:.1 -
NZ - - 2S

/"""'<. "'''1.'. . 33

i· ."
;: 29
51 -.:,
~~
13,
, '.""" HR
10,
~
4- I
I

\ I h e :" .:# ----'--

' . \ \ 'M.
u0=
o .u U 'U ""u u .
~=
• 1,'" so-

.'~ ~ < ~
-=0
<I II, %%- W O R K ED EX A M PLE N o. I
Entrance to Port Jackson
.::-£>
-::
:::-"
, --20

) 1~
~ y '"
. 116) .... '8 ~ 25' © Commonwealth of Australia ::::::
8,
. "::X :; ." ~/
AUS 201 Published 2nd August
3J '! 33

(.
,:- /' l%
7.,
" C,j, ".- ..
} -/ 1972.
'-...2'0
'0-:",,// , •..••.
:::-!)!
.... ,....
}/ "-",,
 · ... '1 .

21

27 W ORKED EXAM PLE N xwvutsr

Entrance to Port JaCkS;~ I

© Commonwealth of Aus
AUS 201 Published 2nd
1972.

')}
25

.><
\
... 16, ZYXWVUTSRQPONMLKJIHGFEDCBA
Z4

51'

..J~.." ."

?\ .. 13
1
..<"{

. ,2"9 D
2'
T

~ - - - - - - - - - - - PONMLKJIHGFEDCBA

16, ZYXWVUTSRQPONMLKJIHGFEDCBA
20,

19,

M an 0 f 8 r
6.PoInr Plp.(
.,w r:.~.2l1

Naval Waters

15.
17

I
15
• •• ~ ..••. .v -: 2s
12,
i····*···· .,
.-l·,\;;; ..· r) - .
I
I
Anchorage ~ '~ rf
'2,
 1 ZYXWVUTSRQPONML
A p p e n d ix 2 .

T h e U s e O f C o n s ta n t R a d iu s T u rn s

Using a Constant Radius Turn is the only consistently accurate method of planning and
executing a precise turning path and cannot be achieved unless the vessel is fitted with a
good Rate of Turn(ROT) Meter and a Doppler or similar ground referenced speed log.

The calculation of the turn is based on the formula:-

R a te o f T u rn C O /m in=) v -
r

Where v = speed over the ground of the vessel(Knots)

= the turn radius(n.m.)
redcbaZYXWVUTSRQPONMLKJIHGFEDCBA

It follows from the above that for a constant radius of one mile the ROT will be equal to the
speed at any point during the turn. For a radius of 1/2 mile the relationship will be the ROT
equal to twice the speed.

P la n n in g a C o n s ta n t R a d iu s T u rn

U s in g th e T u rn E s tim a to r:

The Estimator will show at a glance whether a given radius of turn will be effective in giving a
good clearance from all obstructions and dangers during the turn. It will also help ZYXWVUTSRQPONMLKJIHGFEDCBA
in locating
the centre of the turn.

The Turn Estimator is in two parts, (1) on the right, a graph of 0.25, 0.5, 1.0, and 1.5 nautical
miie radii against chart scales 1:7,500 to 1:100,000 and (2) on the left, a series ofPONMLKJIHGFEDCBA
9 0 ° curves.
The most common larger chart scales are noted.

If the scale of your chart is not one of the common scales, use the graph to find the correct
radii. This can be found by first obtaining the reciprocal of the scale required(1/Scale) and
marking where this cuts the various radius curves on the graph. The horizontal co-ordinate
will connect to the lefthand 9 0 ° curves and can be drawn in with a grease pencil. in a similar
manner, if a radius is required other than the four on the graph it can be found by interpolation
and marked on the 9 0 ° curves as above.

1. Choose a suitable turn radius. Unless the constraints of a channel dictate

otherwise, try to use the 0.5 mile radius for the appropriate chart scale.

2. Place the Turn Estimator on the chart using the horizontal lines on the graph to line
up with the old course. Slide the Turn Estimator along the old course line until the
chosen curve rests against the new course line. Another more accurate method is
to line up either edge of the 9 0 ° curves with the d 1 point and adjust so the curve fits
against the new course. See below for an explanation of d1.

3. Prick through the hole at the centre of the curves and mark the tum centre on the
chart.

4. Take a compass and draw the line of turn joining the old and new courses.

P le a s e n o te th a t It Is e x tre m e ly Im p o rta n t n o w to d o u b le c h e c k
th a t th e re q u ire d tu rn ra d iu s a g re e s w ith th e s c a le p rin te d o n th e
c h a rt a n d to c h e c k th a t th e lin e o f tu rn m a in ta in s a good
c le a ra n c e fro m a n y o b s tru c tio n s . If th e re Is In s u ffic ie n t
c le a ra n c e . a g re a te r o r le .s e r ra d iu s w ill b e re q u ire d .

C a lc u la tio n O f W h e e l-O v e r P o in t

An accurate 'Wheel-over Point' CNoP)depends on two, possibly three, elements which we will
refer to as d1, d2 and d3.
2 xwvutsrqponmlkjihgfedcbaZYXWVUTSRQPONMLKJIHGF

'---..,------+ d1
r Allowance for inertia
da
Allowance for tide

WaP d3

Allowance for Turn - d1

Table 1 below gives the value of d1 based on the formula given above for
alterations of course from 20 to 170
0 0

Allowance for InerU a-d 2

This will be different for every ship and will also differ with the loaded condition and
in shallow water. It can be found by turning the vessel and measuring the turning
circle as illustrated below.

AdLBI Trad<

Marker

d z measured parallel to old course

Turn the vessel on, say, a constant 0.5 mile radius and plot the turn. It is important
to accurately plot the WoP. On the chart, draw the theoretical 0.5 mile turn and
note the cross track error on the new course. This should be measured in a
direction parallel to the old course to obtain the distance ez.

Allowance for Tide - d3

 3 xwvutsrqponmlkjihgfed
An allowance must be made for any set of the tide across the turn. This will make
the wheel over point earlier or later depending on whether the tide is likely increase
or decrease the turning circle.ZYXWVUTSRQPONMLKJIHGFEDCBA

NB A m o r e c o m p r e h e n s iv e e x p la n a tio n o f c o n s ta n t r a d iu s tu r n s w ith a d d itio n a l ta b le s to

c a lc u la te a llo w a n c e s fo r tid e a r e c o n ta in e d in " C a lc u la tin g a n d A c h ie v in g A c c u r a te
T u r n s u s in g th e T u m E s tim a to r " - R o g e r S y m s , A u s tr a lia n M a r itim e C o lle g e .
4

TABLE 1

ALLOWANCE FOR TURN - d1xwvutsrqponmlkjihgfedcbaZYXWVUTSRQPONMLKJIHGFEDCBA

(n. miles)

hO . 25 0 .5 1 1 .5 hO . 25 0 .5 1 1 .5

0 .2 6 100 0
0 .3 0 0 .6 0 1 .1 9 1 .7 9
20 0
0 .0 4 0 .0 9 0 .1 8
0 .2 2 0 .3 3 105 0
0 .3 3 0 .6 5 1 .3 0 1 .9 5
25 0
0 .0 6 0 .1 1
0 .2 7 0 .4 0 110 0
0 .3 6 0 .7 1 1 .4 3 2 .1 4
30 0
0 .0 7 0 .1 3
0 .3 2 0 .4 7 115 0
0 .3 9 0 .7 8 1 .5 7 2 .3 5
35 0
0 .0 8 0 .1 6
0 .3 6 0 .5 5 120 0
0 .4 3 0 .8 7 1 .7 3 2 .6 0
40 0
0 .0 9 0 .1 8
0 .4 1 0 .6 2 125 0
0 .4 8 0 .9 6 1 .9 2 2 .8 8
45 0
0 .1 0 0 .2 1
0 .2 3 0 .4 7 0 .7 0 130 0
0 .5 4 1 .0 7 2 .1 4 3 .2 2
50 0
0 .1 2
0 .5 2 0 .7 8 135 0
0 .6 0 1 .2 1 2 .4 1 3 .6 2
55 0
0 .1 3 0 .2 6
0 .5 8 0 .8 7 140 0
0 .6 9 1 .3 7 2 .7 5 4 .1 2
60 0
0 .1 4 0 .2 9
0 .6 4 0 .9 6 145 0
0 .7 9 1 .5 9 3 .1 7 4 .7 6
65 0
0 .1 6 0 .3 2
0 .7 0 1 .0 5 150 0
0 .9 3 1 .8 7 3 .7 3 5 .6 0
70 0
0 .1 8 0 .3 5
0 .7 7 1 .1 5 155 0
1 .1 3 2 .2 6 4 .5 1 6 .7 7
75 0
0 .1 9 0 .3 8
0 .4 2 0 .8 4 1 .2 6 160 0
1 .4 2 2 .8 4 5 .6 7 8 .5 1
80 0
0 .2 1
0 .4 6 0 .9 2 1 .3 7 165 0
1 .9 0 3 .8 0 7 .6 0 1 1 .3 9
85 0
0 .2 3
0 .5 0 1 .0 0 1 .5 0 170 0
2 .8 6 5 .7 2 1 1 .4 3 1 7 .1 5
90 0
0 .2 5
 1 ZYXWVUTSRQPONML

A p p e n d ix 3

PASSAGE P L A N N IN G G U ID E E V A L U A T IO N SHEET

Please tear off completed evaluation sheet and mail or fax to:
Mr Bruce Goodchild, Faculty of Maritime Transport and Engineering,
Australian Maritime College.
Instructions
Please circle ONE only number for each response.

Strongly Agree Disagree Strongly

Agree Disagree edcbaZYXWVUTSRQPON

1. The guide is easy to use. 4 3 2

COMMENT

-----------------------------------------------------
2. The worked examples are clear 4 3 2
and useful.
COMMENT

3. The software is easy to use. 4 3 2

COMMENT

4. The symbols used in the guide are

suitable and sufficient. 4 3 2
COMMENT

--------------
5. The guide is a useful 1001for 4 3 2
passage planning.
COMMENT

6. The amount of information to be 4 3 2

recorded by the Passage Notes,
is just right.
COMMENT

7. The type of information to be recorded 4 3 2

by the Passage Notes, is just right.
COMMENT

8. The guide has made passage planning 4 3 2

easier and more relevant to the ship's
staff.
COMMENT

DO YOU WISH TO MAKE ANY OTHER GENERAL COMMENT? Please add pages if necessary.

Please indicate your present occupation

 .S c a le ." .1 .0 0 0 ., xwvutsrqponmlkjihgfedcbaZYXWVUTSRQPONMLKJIHGFEDCBA
10 '.PONMLKJIHGFEDCBA
rs
· ..... 11111 01 I ~ UElt~
(")

· .....
»
.. . ~
.' . »
Z
· .....

· .....
-I
· .... C
XI
Z

· ....

)(

-8
o 0:
!..n . .'"
:.
:V t
:1 :1
1 0 0 --- :1 :1
7 5 --- - :1 I. .:1 . 1 .
o
.:1. ... : .. :. J ... ; ..... : ..... :
so ·~ 1•••
1
: ....• : •..•. ~ ••... :1 ••••.
:1 •••••.. 0JlE fL eow r UUl
3 7 .5 - - - :1 R A D IU S 0 .2 5 0 .5 1 1 .S
:1 ALTER
:1 CO 01 0 1 0 1 0 1
20 0 .0 4 0 .0 9 0 .1 8 0 .2 6
:1 I 26 0 .0 6 0 .1 1 0 .2 2 0 .3 3
U1
:1 1 30 0 .0 7 0 .1 3 0 .2 7 0 .4 0
:1 1 35 0 .0 8 0 .1 6 0 .3 2 0 .4 7
:1 . I. . . 40 0 .0 9 O .le 0 .3 6 0 .5 6
. : I' ... ':' . i ..':.....~....':'.....
45 0 .1 0 0 .2 1 0 .4 1 0 .8 2
: 1 50 0 .1 2 0 .2 3 0 .4 7 0 .7 0
: 1 55 0 .1 3 0 .2 6 0 .5 2 0 .7 8
. I'
.
......... .,. .-
. . .
60
66
0 .1 4
0 .1 6
0 .2 9 0 .5 8 0 .8 7
0 .3 2 0 .6 4 0 .9 6
:1 70 0 .1 8 0 .3 5 0 .7 0 1 .0 5
:1 75 0 .1 9 0 .3 8 0 .7 7 1 .1 5
:1 80 021 0 .4 2 0 .8 4 1 .2 6
:1 . 85 023 0 .4 8 0 .9 2 1 .3 7
. -: : t ..•. : : ! 80 0 .2 5 0 .5 0 1 .0 0 1 .5 0
:1
:1
~ :.....
be 01 •••• 8ft * O v er P eIM w ill
tor Inertia
:1 0 2 . In tM tid a l
.
.. , '0 '····
.
'0 '····
.
# ••••
.
'0 '····
.
....
···
:1 . .
.:i ...':'....':'....:....':'....~
. . 8 IU !d M r D 3 w ill

. . . . . . . . .
---~--~---~--~---~--~--p--~---~---~--.---.
. . .
:
.
:
.
.............................. :
.
..
.
~
. .
.
:~
. N VI
VI