Passage planning Flashcards
What are the four stages of a achieving a safe passage plan
APEM
Appraisal
Planning
Execution
Monitoring
Appraisal Stage
Gathering of all the relative information and assesing relevant information required for the intended passage. Everything to create a risk assessment from Berth to berth.
- Navigation
- General - Operational
- Environmental
- Contingency
Planning Stage
Developing and approving a passage plan based on the outcome of the appraisal of all relavant information. This a sort risk assessment from a passage from berth to berth.
Execution
Briefing the bridge team on the passage plan. Navigating the ship in accordance with the passage plan.
Monitoring
Checking progress of the ship against the passage plan
Publications for Passage planning
- Charts
- Sailing directions (pilot book)
- Port guides
- MSN, MGN, MINS
- Ocean passage/routeing charts and guides
- Maritime security charts
- Tide tables and tidal stream atlase
- Notices to Mariners (weekly, cummilitive annual)
- Almanac
- Navigation tables
- NP100
- International cod of signals
- Navtex nav area information and warnings
ALRS volumes
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1. Maritime Radio Stations
2. Radio Aids to Navigation,
3. Maritime Safety Information Services
4. Meteorological Observation Stations
5. Global Maritime Distress and Safety System
6. Pilot Services, Vessel Traffic Services, and Port Operations
Factors for UKC
- Source data
- Accuracy of the echo sounder
- Nature of the bottom
- Manoeuvrability of the vessel
- Ability to use PI lines
- Pipe lines and other obstructions in the area
- Squat of the vessel
How often should you fix your postion
The frequency of the position fix, as a maximum, should be such that the ship is kept free from danger between fixes and if a deviation occurs, avoiding action can be taken to guarantee the safety of the ship.
The frequency of fixing should depend on the distance from navigational hazards and the time the ship would take to run into danger before the next fix.
This depends mainly on the ships speed.
Executing the Passage Plan consideration
Having finalised the voyage or passage plan, as soon as time of departure and estimated time of arrival can be determined with reasonable accuracy. The voyage or
passage should be executed.
Consider
* The reliability and condition of the vessel’s navigational equipment
* Estimated times of arrival at critical points for tide heights and flow
* Daytime versus night-time passing of danger points, and any effect this may
have on position fixing accuracy
* Traffic conditions, especially at navigational focal points
* Meteorological conditions, (particularly in areas known to be affected by
frequent periods of low visibility) as well as weather routeing information
Weather routeing
Weather routeing allows the Master and the bridge team to follow a passage plan that avoids the worst weather in the interest of safety and fuel consumption efficiency.
Weather routeing predicts the movement of weather systems associated with poor conditions and rough seas. The most favourable route is then planned, taking these systems into consideration.
The main benefits of weather routeing are:
* Increased safety:
* Better conditions for cargo or passengers;
* Fuel and time savings;
* Reduced costs overall.
Passage plan briefing
A briefing should be held to make sure that all bridge team members understand their
role in executing the passage plan. The briefing should address the factors identified
in checklist
Before sailing, all of the bridge team should be appropriately briefed and should confirm their understanding of the passage plan.
Amendments to routes
Planning should be updated if the intended route is amended to reflect changing circumstances and conditions before or during a passage.
Monitoring the passage plan
Compliance with the passage plan should be closely monitored by the OOW:
- To check that the ship’s position is maintained within an authorised cross track
error, including following alterations of course to avoid a collision or waypoints - By fixing the ship’s position at a frequency based on existing conditions and
the proximity of navigational hazards - By cross-checking the ship’s position using all appropriate means, including:
- By visual and/or radar fixing techniques using ranges and bearing of charted
objects - By echo sounder to monitor charted depths and contours
- By monitoring the integrity of information displayed on navigational
equipment
Monitoring should be undertaken using appropriately prepared electronic or paper
charts.
Monitoring techniques
The following visual techniques should be used when monitoring the passage in
coastal and pilotage waters or the safety of the ship at anchor:
- Bearings of charted objects to fix the position
- Heading transits, which can provide a leading line along which a ship can
safely steer - Beam transits, which can provide an additional check when altering course
- Clearing bearings, which can be used to check that a ship remains in a safe
area - When charted features visible by radar appear on the display, radar can be
used for monitoring. The following techniques should be used for passage in
coastal and pilotage waters, particularly in conditions of restricted visibility or
at night: - Parallel indexing recommended to ensure the ship’s track is maintained
- Radar bearings and Radar ranges.
Factors to consider when passage planning on an ECDIS
**MGN 285 **
Safety Depth
Safety Contour
CATZOC Category of Zone of Confidence
Route Checking
Monitoring on an ECDIS
When planning a passage on ECDIS, the OOW should
- Be aware that the charted objects on an ENC are not more accurate or precisely plotted than charted objects on the corresponding RNC or paper chart
- Make sure that there is enough of a safety margin between charted hazards and the ship’s intended route to allow for the accuracy and precision of charts.
When using ECDIS for passage planning, the following factors should be considered:
- Availability of and access to the required up-to-date ENCs and RNCs for the intended
passage. - This should include 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
Calculate your safety depth on ECDIS
Draught + under keel clearance (including squat and safety margin) - Height of tide
What is the Safety Contour
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.
What is the Safety Contour
A specific depth contour set by ECDIS. It demarks the boundary between “safe-water” and shallow water with an extra wide isoline
It is used to give an alarm if the ship, within a time specified by the mariner, is going to cross the safety contour.
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.
Six ALRS volumes
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Volume 1 (NP281): Maritime Radio Stations
Includes details on global maritime communications, satellite communication services, coastguard communications, and more.
- Volume 2 (NP282): Radio Aids to Navigation, Differential GPS (DGPS), Legal Time, Radio Time Signals, and Electronic Position Fixing System
Covers VHF radio direction-finding stations, radar beacons, AIS aids to navigation, and more.
- Volume 3 (NP283): Maritime Safety Information Services
Provides information on maritime weather services, radio weather and navigational warnings, NAVTEX, and more.
- Volume 4 (NP284): Meteorological Observation Stations
Lists all meteorological observation stations worldwide.
- Volume 5 (NP285): Global Maritime Distress and Safety System (GMDSS)
Details worldwide communication requirements for distress, search and rescue, and more.
- Volume 6 (NP286): Pilot Services, Vessel Traffic Services, and Port Operations
Includes detailed information on pilot services, vessel traffic services, and port operations.
Great Circle route, Gnomonic
u Great Circle Sailing:
Path: The shortest distance between two points on the surface of a sphere. It appears as a curve on a Mercator chart.
Usage: Typically used for long ocean passages to save fuel and time.
Complexity: Requires frequent course adjustments due to the curved path.
Rhumb line sailing?
Rhumb Line Sailing:
A straight line on a Merchat chart which are the most commonly used.
Commonly used for shorter distances or when simplicity is required. Easier to navigate because the course remains constant.
What is squat
Squat is a hydrodynamic phenomenon that occurs when a ship moves through shallow water.
As the ship’s hull displaces water, the water pressure beneath the hull decreases, causing the ship to sink lower in the water, reducing its under-keel clearance.
This effect is more pronounced at higher speeds and in confined waters, such as narrow channels or rivers.
