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Oral prep flash cards > Passage Planning > Flashcards

Passage Planning Flashcards

1
Q

Why is passage planning required? where can we get guidance

A

Solas Regulation 34 (makes a passage plan mandatory)
refers to IMO Resolution A.893 - Guidelines for Voyage Planning

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2
Q

You have been asked to create a paasage plan from A to B, what will you do?

A

To create a passage plan, I will conduct a risk assessment, that will identify the safest and most economical route from berth to berth, using the APEM method

Taking into account:

C* The Condition of the vessel, its manoueverability and if it is Capable of Carrying out the passage
R* Routing Requirements/ Recommendations
E* the marine environmental protection measures that apply
W* weather, tides and navigational hazards on route
S* Masters orders, SMS, existing routes and on board knowledge
D* the duration and requirements for provisions, fuel, water on route
M* Sufficient Manning and certification on board
C* ports of refuge and Contingencies

*The guidance in IMO resolution A.893

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3
Q

The purpose of passage planning is

A

A risk assesment to develop a comprehensive navigation plan for the safest and most economical route from berth to berth.’

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4
Q

Where does it state a requirement for passage planning?

The voyage plan shall identify a route which?

A

Solas V REGULATION 34

R.1 takes into account any relevant ships’ routeing systems;
S.2 ensures sufficient sea room for the safe passage of the ship throughout the voyage;
H.3 anticipates all known navigational hazards and adverse weather conditions; and
E.4 takes into account the marine environmental protection measures that apply

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5
Q

APEM?

A

Appraisal
Planning
Execution
Monitoring

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6
Q

Factors to consider during appraisal; Navigation

A

Advice in the sailing directions
Anchoring and contigency options
Availabilty and reliabilty of charts
Availabilty and reliabilty of Navigation Aids
Available sea room and traffic density
Pilotage requirements
Draught restrictions, air draught, UKC and squat
Position fixing requiremnets
Reliabilty of propulsion, steering and navigation equipment
Routing and reporting measures
Weather Routing

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7
Q

Factors to consider during appraisal; General operational

A

Berth Requirements
Bridge manning
Mooring and tug ops
Port entry requirements
Security and anti piracy measures

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8
Q

Factors to consider during appraisal; Environmental

A

Emmission control areas
MARPOL special areas
Garbage disposal
Port reception facilities

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9
Q

Factors to consider during appraisal; Contingency

A

Emergency response plans
up to date muster list
Notifications and reporting
Passage plan amendments

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10
Q

Publications to use during appraisal

A

Sailing directions - Pilot books
Ocean passages/Routing guides
Notices to Mariners
Port Guides
List of Lights
List of Radio signals
Tide tables and tidal stream atlases
Load line charts
Maritime security charts

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11
Q

Factors to consider for an appraisal OF paper or electronic charts

A

Appropriate scale - large enough scale for coastal areas?
Accuracy of data - which CATZOC
Notices to mariners
Up to Date? check cumulative list

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12
Q

Planning: Information to show in Route plotting: Ocean Phase

A

Aniticipated waypoint arrival times
Cross track distance
Identification of navigational hazards
Leg distances
Planned track with true course
Safety depths and safety contours

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13
Q

How do we set our cross track distances?

A

As wide as possible, as narrow as necessary

The larger it is, the more larger the area that the Ecdis will scan for hazards and the more space we have to manouever,
But we need to reduce it to not get any alarms

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14
Q

Planning: Information to show in Route plotting: Coastal Phase

A

same as Ocean phase plus:
Clearing bearings/ranges based on charted features
Conspicuous Charted features for postion fixing
No go areas
Routing and reporting requirements
Safe water - allowing for UKC
Tidal height and stream info
Decision points for critical manoeuvres
Contingency plans, including anchorages

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15
Q

Planning: Information to show in Route plotting: Pilotage phase

A

Including Ocean and coastal plus:
Turn radius for each course alteration
Wheel over positions for each course alterations
Commit points

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16
Q

When planning ocean passages, consideration should be given to:

A
  • Ocean routeing charts showing ocean currents, winds, ice limits and load lines
  • Ocean currents and their impact on ship speed and fuel consumption
  • Weather routeing services
  • Weather conditions including anticipated seasonal variations, e.g. heavy weather, tropical storms, ice and reduced visibility
  • The use of gnomonic projection charts for plotting great circle routes, as appropriate
  • Landfall targets need to be identified and the expected radar and visual ranges considered
  • Environmental protection measures and associated requirements that may extend into an ocean route
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17
Q

The following factors should be among those considered when planning a passage through coastal waters:

A

The importance of passing charted and other features at a safe distance
* Advice in the sailing directions
* Available depth of water and tidal information contained in tide tables and tidal stream atlases
* Availability of visual and radar fixing opportunities
* Ship’s routeing and reporting measures, as well as the availability of VTS
* The reliability of the ship’s propulsion and steering system
* In shallow water, allowance should be made for the increased draught and effects on steering caused by ship squat, which amplifies with increased ship
speed.

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18
Q

The passage planning should contain what information to cover a pilotage phase, including when in non-mandatory pilotage waters and no pilot is onboard

A
  • Recommended routes and channel information.
  • Procedures for pilotage including pilot boarding points and means of embarkation:
  • Local conditions, rules and restrictions on navigation; Reporting and
    communications procedures.
  • Details of the prospective berth, tugs and/or anchorages; and
  • Contingency planning for unforeseen issues.
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19
Q

Customizing the chart, What goes on?

A

No GO areas - cross hatched out
parallel index lines/distances
Wheel over points, and bearings/ranges to identify them
Transits
clearing marks (selected marks natural or otherwise, which in transit clear a danger or mark the boundary of a danger
Clearing bearings: the bearings to stay between, of an object, to indicate the boundary of safe water

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20
Q

What factors determine UKC?

A

The policy written in the SMS or standing orders, which may be a fixed amount eg 1m or 10%

RELIABILITY of charted depth data (CATZOC)
squat, increases with speed and shallow water
heeling and pitching in weather
accuracy of actual draft
reliability of echo sounder
vessels manoevrability
ability to fix position
ability to use PI lines

21
Q

Factors to consider for Safe water?

A

Ship conditions such as draft and manoeuvrability
Effects of Ocean stream, tidal and current data
UKC
Distance from shallow water/hazards

22
Q

How often should you fix postion?

A

less than half the time that the ship could run into danger from the previous fix

23
Q

When does execution begin? what do you do 1st

A

When time of arrival/departure can be determined
Brief the bridge team

24
Q

Factors to consider for exection?

A

reliability of the ships navigational equipment
ETAs at critical points for tidal hieght/streams
day/night time passing of danger points
Traffic conditions
Met conditions and weather routing info

25
Q

Advantages of weather routing

A

Increased safety
Better conditions for cargo or passengers
Fuel and time savings
Reduced cost overall

26
Q

Monitoring: how can we fix the ships position?

A

Visual means using terretrial objects
Radar ranges and bearings
Echo sounder and depth contours

27
Q

Monitoring in pilotage water techniques?

A

Bearings of charted objects
heading Transits to follow
beam transits for course alterations
Clearing bearings
radar ranges and bearings
PI lines

28
Q

Good monitoring practice in coastal waters?

A

*Using most suitable large scale charts available
*Position fixed at frequent intervals by the most appropriate means and cross checked
*Positively identify all relevant navigation marks
*Bridge team made aware of all reporting requirements and routing schemes

29
Q

What is the precision of a paper chart in metres? is ECDIS any more accurate?

A

up to 15metres PRECISION for both due to screen resolution
Both have same ACCURACY as based on the same data. Accuracy depends on the CATZOC

30
Q

What factors should be considered when passage planning on an ecdis

A
  • Availability of and access to the required up-to-date ENCs and RNCs for the intended passage.
  • Identification of areas where ECDIS may need to be in raster chart display system (RCDS) mode and where paper charts might therefore be
    required MGN 285
  • If reusing a previous passage plan, the need to recheck the route to confirm that it remains safe and no changes are necessary
  • An appropriate large scale ENC or RNC should be used when planning a route
  • Making sure that any old or previous routes are removed from the display
  • The need to select chart symbols (pick report) on ENCs to get additional detailed safety and navigational information
  • Applying a maximum acceptable cross track distance (XTD) to each leg of a route. This should comply with any requirements in the SMS and be appropriate for the area
  • Calculating safety depths and safety contours and setting them up in line with the under keel clearance (UKC) requirements in the SMS;
  • Setting estimated time of arrival (ETA) information manually or using route planning tools. If this is set incorrectly, it may affect tidal data and time dependent information for the route
  • Applying current and tidal data, if integrated with ECDIS and up to date, to the route
  • Checking information about the vessel’s characteristics and confirming it as correct.This includes details about draught (including any allowance for squat or additional safety margins, turn radius and vessel dimensions.
31
Q

Before departure, the OOW should?

A

*make sure that the correct safety settings are entered into the ECDIS for the ship’s static and dynamic data.
*Perform the route check function
*Check each item raised by the route check
*Perform a visual inspection of the route at large scale
*Load the correct route to both ECDIS
*Ensure the input from GPS, GYRO, water Log, depth sounder and other sensors are accurate

32
Q

Safety depth calculation?

A

Safety depth= draught+ under keel clearance (UKC) (including squat and a safety margin) - height of tide (HoT)
UKC policy should be in sms or standing orders
Tide would be the lowest for that day

33
Q

Safety Contour?

A

A specific depth contour set by ECDIS. It demarks the boundary
between “safe-water” and shallow water with an extra wide isoline and is used to give an alarm if the ship, within a time specified by the mariner, is going to cross the safety contour.

34
Q

Safety Depth

A

Safety Depth: Value set by the mariner that is used by ECDIS to portray soundings as black if they are equal to or shoaler than the value and gray if they are deeper.

35
Q

How would you calculate your safety contour/depth/

A

Both the same. Draught + squat + UKC (from policy) -HOT (lowest for that day)
Contour will then default to the next deepest available

36
Q

What 3 factors change with CATZOC categories

A

Depth accuracy,
Accuracy of the postion of that sounding
Sea floor coverage

37
Q

What are the CATZOC categories

A

A1
A2
B
C
D
U

38
Q

When monitoring on an ECDIS, what should be considered?

A
  • The capabilities and limitations of ENCs and RNCs
  • The need to select individual chart symbols (pick reports) on ENCs to get more detailed safety and navigational information
  • selecting sufficient layers, detailed but uncluttered display
  • The potential for position errors. Regularly fix position using traditional means
  • Looking ahead or using an offset view can improve situational awareness
  • The display of relative or true vectors and the appropriate interpretation of them
  • The potential for software anomalies
  • The OOW should be aware that the charted detail on some ENCs/RNCs may not be as accurate as the GNSS position of the ship on ECDIS.
  • Over-reliance on ECDIS should be avoided, particularly if it prevents a proper lookout from being maintained.
39
Q

When will UKHO go fully digital

A

2026

40
Q

Where can you find more info on operating ECDIS in rastor chart mode

A

MGN 285

41
Q

A1 accuracy?

A

Full area search
Position +- 5m+5%depth
Depth +- 0.5+1% depth
EG 10m +- 0.6

42
Q

A2 accuracy?

A

Full area search
Position +- 20m
Depth +- 1m + 2% depth
eg 10m +- 1.2

43
Q

B accuracy?

A

Not full search
Position +- 50m
Depth +- 1m + 2% depth
eg 10m +- 1.2

44
Q

C accuracy?

A

Not full search
Position +- 500m
Depth +- 2m + 5% depth
eg 10m +- 2.5m

45
Q

D accuracy?

A

Worse than C

46
Q

U accuracy?

A

Unassesed

47
Q

Give an example and details of a mandatory reporting scheme?

A

Caldovrep - dover straight TSS
Mandatory reporting for vessels over 300GT
and small vessels if NUC or at anchor in the TSS ir ITZ
are RAM
Or have defective Nav aids

48
Q

Give an example of a voluntary ship reporting service

A

AMVER Automated Mutual Assistance Vessel rescue
Operated by the USCG
Used to locate ships near to a distress

Oral prep flash cards (35 decks)

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