NAV 7 – VOYAGE PLANNING

Module: 1

Week: 1

Competence (STCW): Maintain a Safe Navigational Watch

Course Outcome:

1:

KUP:
Learning Objectives: At the end of the lesson, the students shall be able to:
1. Describe the basic routines of weather routeing.
Subject Matter/Topic:

1. Weather Routeing.
Materials/References:

1. Table A-II/1 of the 1978 STCW Code as amended

Function: Navigation at the operational level
2. Table A-II/2 of the 1978 STCW Code as amended
Function: Navigation at the Management Level

3. IMO Model Course 7.01 and 7.03

4. Annex A of CMO No. 20, Series of 2015 (Curriculum Mapping for BSMT)

Procedures:
A. Introduction/Review:

Ship weather routing develops an optimum track for ocean voyages based on forecasts of weather, sea conditions,
and a ship’s individual characteristics for a particular transit. Within specified limits of weather and sea conditions,
the term optimum is used to mean maximum safety and crew comfort, minimum fuel consumption, minimum time
underway, or any desired combination of these factors. The purpose of this chapter is to acquaint the mariner with
the basic philosophy and procedures of ship weather routing as an aid to understanding the routing agency’s
recommendations. The mariner’s first resources for route planning in relation to weather are the Pilot Chart Atlases,
the Sailing Directions (Planning Guides), and other climatological sources such as historical weather data tables.
These publications give climatic data, such as wind speed and direction, wave height frequencies and ice limits, for
the major ocean basins of the world. They may recommend specific routes based on probabilities, but not on
specific conditions. The ship routing agency, acting as an advisory service, attempts to avoid or reduce the effects of
specific adverse weather and sea conditions by issuing initial route recommendations prior to sailing. It recommends
track changes while underway (diversions), and weather advisories to alert the commanding officer or master about
approaching unfavorable weather and sea conditions which cannot be effectively avoided by a diversion. Adverse
weather and sea conditions are defined as those conditions which will cause damage, significant speed reduction, or
time loss. The initial route recommendation is based on a survey of weather and sea forecasts between the point of
departure and the destination. It takes into account the type of vessel, hull type, speed capability, safety
considerations, cargo, and loading conditions. The vessel’s progress is continually monitored, and if adverse weather
and sea conditions are forecast along the vessel’s current track, a recommendation for a diversion or a weather
advisory is transmitted. By this process of initial route selection and continued monitoring of progress for possible
changes in the forecast weather and sea conditions along a route, it is possible to maximize both speed and safety.
In providing for optimum sailing conditions, the advisory service also attempts to reduce transit time by avoiding the
adverse conditions which may be encountered on a shorter route, or if the forecasts permit, diverting to a shorter
track to take advantage of favorable weather and sea conditions. A significant advantage of weather routing accrues
when: (1) the passage is relatively long, about 1,500 miles or more; (2) the waters are navigationally unrestricted, so
that there is a choice of routes; and (3) weather is a factor in determining the route to be followed. Use of this
advisory service in no way relieves the commanding officer or master of responsibility for prudent seamanship and
safe navigation. There is no intent by the routing agency to inhibit the exercise of professional judgment and
prerogatives of commanding officers and masters. The techniques of ship routing and access to the advice are
increasingly less expensive, and are thus being made available to coastal vessels, smaller commercial craft, and even
yachts.

B. Learning Activity:

1. Read the whole text and identify the important word or group of words and answer briefly the following
questions:

a. What was that convention that is purposely design for oil pollution which was organized in 1954?

b. What was that tragic incident that cause marine pollution somewhere in English Channel?

c. What is being entered into force on oct.2, 1983 pertaining to pollution prevention?

C. Discussion/Processing:

Weather routeing
Weather routing is a method within ship routing that is used to avoid rough weather and to find the minimal
fuel, time or cost route between ports. Several methods and different software exit and are available to the ship
owner or vessel. Three different methods are considered to be the main methods in weather routing: The modified
isochrone method, calculus of variation and dynamic programming. Weather routing cannot be used to reduce the
fuel consumption, but it is applicable to ensure safety of cargo and crew.
Weather conditions can also affect a ship's navigation, and in 1983 IMO adopted resolution A.528(13),
Recommendation on Weather Routeing, which recognizes that weather routeing - by which ships are provided with
"optimum routes" to avoid bad weather - can aid safety. It recommends Governments to advise ships flying their
flags of the availability of weather routeing information, particularly that provided by services listed by the World
Meteorological Organization.
ROUTEING CHARTS
Routeing Charts. These charts are essential for use in passage planning for ocean voyages. They include routes
and distances between major ports, ocean currents, ice limits, load lines and wind roses, with expected
meteorological and oceanographic conditions for each month of the year.
A chart is provided for each month of the year for each of the areas. The title of the chart, boundaries and inset plans
indicate the area of coverage. The date of the publication is at the bottom and the last minor correction date and other
information is at the bottom left, outside of the margin. A key of symbols and instructions are provided on the chart.

North Atlantic
oceans
North Pacific
oceans

South Atlantic
Ocean South Pacific
Ocean
Indian Ocean

Five areas covering the oceans of the world.

The following data available on a chart:

1. MAJOR SHIPPING ROUTE
Each chart indicates major shipping routes by use of solid lines and the direction in which a route can be followed is
given by arrows. It is important to note that some routes can only be followed in one direction whereas others are two
routes.
A single arrow indicates that the route should be used one way and arrows in both directions indicate that it can be
used in both direction.
A straight line indicates a rhumbline route and a curved line indicates a great circle.
Distance are stated between ports or waypoints. The routes are provided as guidance only and should be used in
conjunction with publication Ocean passages for the world or other related books.

a) One way route b) Two way route

2. LOAD LINE ZONE BOUNDARIES

The boundaries of International load line zones are shown with:
 a) Effective dates
b) Parallel of latitude and meridian values
c) Latitude and longitude values at the change in boundary direction.
Zones are color coded: TROPICAL – Green , SUMMER – Pink , WINTER – Blue

3. OCEAN CURRENTS
Ocean currents are shown as green arrows pointing in the direction of the flow of the current, with the rate given at
the tail of each arrow. Their consistency is indicated as a percentage by the type of line (double, single, pecked or
dotted). >1/2 indicates that the rate is over half a knot but less than 1 knot. <1/2 indicates the rate is less than half a
knot.

4. ICE LIMITS
The limit for pack ice and icebergs is shown with red coloured lines.

5. WIND ROSES
Wind information is in red and is presented in a wind rose format generally at 5 0 of latitude and longitude, with some
more on some coastal regions. The frequency is shown on a scale on the charts, which is 2 inches to 100%. Wind
strength is indicated by length of the arrow. From the arrow head to the circle, the frequency is 5%.
The direction of wind is indicated by the direction of the arrow. Arrows fly with the wind. The thickness and style of the
arrow indicates the force of the wind.
 6. OTHER INFORMATION
a) Date line information is provided on Pacific Ocean charts only.
b) Percentage frequency of wind at beaufort force 7 and higher is enclosed by green contours. Some selected
Tropical storm (TRS) tracks for the month in past years are indicated by red arrows.
c) The frequency of low visibility percentage of less than 5nm in green contours, and the percentage frequency of
fog with visibility of less than 0.5nm in red contours
d) Mean air temperature 0F in green contours and mean air pressure mb in red contours
e) Mean sea temperature 0F in green contours and Dew point temperature 0F in red contours.

CHOICES OF ROUTES
Safety is the most important consideration in routeing. However, in addition to safety, a number of other factors need
to be considered. In particular, there are the economic and commercial constraints. The ship and her cargo are
expensive property and there is a need to avoid a poor insurance claim record and liability.

OPERATOR CONSIDERATION
The company concern can be summarized as:
a) A good weather route can help to avoid wear and tear and ensure the safety of the vessel. This will also
reduce the risk of damage to the ship and her cargo. Maintenance costs and insurance claim will be
minimized.
b) Where engines run at optimum cost effective speed, a route that minimizes fuel consumption is economical.
c) Passenger comfort is important and this is only possible if the route avoids heavy weather
d) A ship can only proceed to ice areas where strength and classification allow it
e) Due to commercial considerations, the owner will generally want to spend the least time on passage, which
requires the ship’s speed on passage to be the maximum. However, berth availability, weather conditions and
fuel consumption may determine a more optimum speed
f) The reputation of owners or operators may be affected if an incident attracts adverse publicity.
VOYAGE PLANNING
A Voyage Plan or Passage Plan is intended to make the Bridge Management Team to be well informed about the
intended voyage of the vessel, including its contingency plans in the event of an emergency. The Voyage Plan is from
berth to berth and must be updated in case there are any changes made from the original plan. The Captain is the
overall responsible for the proper, safe approval of the plan and may delegate a responsible officer who will create it.
Voyage planning is a key element to the Solas regulation on the implementation of ecdis on ships. Deck officers
should abide by the IMO Resolution A.893 (21) regarding the guidelines for voyage planning. This states that a
passage plan should take up-to-date information regarding many issues into account.

Principles of passage planning

There are four main stages in the planning of a safe voyage:
• Appraisal
• Planning
• Execution
• Monitoring

1. APPRAISAL
Before planning can commence, the charts, publications and other information suitable for the voyage will need to be
gathered and studied to ensure they are appropriate. Make sure that only approved official charts and publications are
used.
Appraisal of all information relevant to the voyage, including information from:

Routeing Charts are essential for use in passage planning for ocean voyages. They include routes and distances
between major ports, ocean currents, ice limits, load lines and wind roses, with expected meteorological and
oceanographic conditions for each month of the year.

• Ocean Passages of the world - Information of ocean routes applicable to power and sailing vessels with
distances between ports and important positions. Details of weather, currents and ice hazards, route
diagrams and effects of climate, wave heights and load line zones.
• Admiralty Total Tide - gives comprehensive tidal prediction program provides fast, accurate tidal height and
tidal stream predictions.
 • Sailing Directions - include detailed coastal
and port approach information, using the largest scale
chart of the area. Publications contains information about
the coastal weather, currents, ice, dangers, features,
ports, and key to the charts available for the area.

• Pilot Charts - depict averages in prevailing winds and currents, air and sea temperatures, wave
heights, ice limits, visibility, barometric pressure, and weather conditions at different times of the year.
• List of lights is a publication describing lighthouses and other aids to maritime navigation. Most such
lists are published by national hydrographic offices.

Ship’s Routeing Guide provides information on

traffic separation schemes, other routeing
measures adopted by IMO to improve safety at sea
include two-way routes, recommended tracks,
deep water, precautionary areas and areas to be
avoided etc.

• International Convention on Loadlines

The regulations take into account the potential

hazards present in different zones and different
seasons.  It was based on the principle of reserve
buoyancy, although it was recognized then that the
freeboard should also ensure adequate stability
and avoid excessive stress on the ship's hull as a
result of overloading.
 • Guide to Port Entry

The most accurate and comprehensive port

information resource, Guide to Port Entry, assists
you in planning port calls to over 9,700 global
commercial ports and terminals.

• Meteorological information - Weather

routing has been in existence for many
years with sailors learning how to take
advantage of the seasons and the currents
to devise the best route.

• Notices to Mariners

A notice to mariners of important matters affecting

navigational safety, including new hydrographic
information, changes and aids to navigation, and other
important data.

• Navigational Warnings - are issued regularly

and contain information about persons in
distress, or objects and events that pose an
immediate hazard to navigation. The four types
of Navigational Warnings - NAVAREA IV,
HYDROLANT, NAVAREA XII, and
HYDROPAC - are categorized by their
location.

2. Planning

The voyage plan should incorporate the following details:

 • Safe speed having regard to the maneuvering characteristics of the ship and, in ships restricted by
draft, due allowance for reduction of draft due to squat and heel effect when turning.
• Course alteration points with wheel over positions - where appropriate, on
• Planned track to make good, showing the true course of each leg.
• large scale charts taking into account the ships turning radius at the planned
• Maximum allowed off track margins for each leg with suitable parallel index lines and navigational
reference mark.
• Port of departure
• Estimated Draft On Departure - this part must always be completed prior to departure
• Port of destination
• If the port of destination is known, the general details must be completed.
• Times of high and low water may be entered later when a more accurate time of arrival is available
• Charts and publications to be used during the voyage
• The numbers of all charts to be used during the voyage shall be entered, followed by NZ for New
Zealand, Aus for Australia, etc.
• Navigational information between waypoints to be completed only when there is significant
information between waypoints. If the additional information permits, more waypoints may be entered
on one page (e.g. Ocean Passages, Great Circle, etc.).
• Ship reporting requirements Vessel Traffic Services and other reporting areas
• Ensures that charts, ECDIS, course cards and other voyage plan documentation are prepared.
• All officers involved in navigating the vessel, including deck cadets, are to study the plan prior to
departure, and sign acknowledgement and understanding

Decide upon the key elements of the plan, these should include but not be limited to:

• Ensures that adequate fuel, water and provision are available.

• Speed alterations necessary to achieve desired ETA’s en-route, e.g. where there may be limitations
on night passages, tidal restrictions etc.
• Areas of extensive tidal effects
• The planned track should be plotted to clear hazards at as safe a distance as circumstances allow. A
greater distance should always be accepted in preference to a shorter, more hazardous route.
• Air draft clearance required, as appropriate
• Minimum clearance required under the keel in critical areas
• Points where accuracy of position fixing is critical and the primary and secondary methods by which
such positions must be obtained for maximum reliability
• Vessel’s condition, trim and handling characteristics
• Contingency arrangements i.e. alternative routes, emergency anchoring etc. in the event of an
emergency

3.Execution

Execution of the plan should be carried out taking into account the factors listed in the Guidelines. The Master
should take into account any special circumstances which may arise, which may require the plan to be reviewed or
altered and ensures that proper log and voyage records are maintained in accordance with maritime shipping acts
and other laws and regulations.
4.Monitoring

• Monitoring of the vessel’s progress along the pre-planned track is a continuous process. The officer of the
watch, whenever in any doubt as to the position of the vessel or the manner in which the voyage is
proceeding, should immediately call the master and, if necessary, take appropriate action for the safety of the
vessel.

Advantage should be taken of all the navigational equipment with which the vessel is fitted for position monitoring,
bearing in mind the following points:

• positions obtained by electronic positioning systems must be checked regularly by visual bearings
and transits whenever available;
• 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;
• 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;
• 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;
•  the charted positions of offshore installations should be checked against the most recent navigational
notices;
• the functioning and correct reading of the instruments used should be checked;
• account must be taken of any system errors and the predicted accuracy of positions displayed by
electronic position fixing systems; and
• the frequency at which the position is to be fixed should be determined for each section of the
voyage.