Y é fn Chief Mates SQA Revision Course Passage (Voyage) Planning Principles of Passage Planning Page 1 Appraisal Page7 Preparation & Documentation Page 23 Execution & Monitoring Page 25 SQA Passage Planning questions Page 27 Recommended reading ‘S| 2020 No. 673 MGN 315 MGN 364 MGN 379 MGN 301 MGN 285 MGN 372 The Merchant Shipping (Safety of Navigation) Regulations 2020 Keeping a safe navigational watch TSS — Rule 10 in Dover Straits Use of Electronic Navigational aids Manoeuvring information on board ships Electronic Charts in RCDS mode Offshore Renewable Energy Installations (ORE!s) (Jan '22)Principles of Passage Planning V, Safety of Navigation, of the An is ions are ii “The Merchant Shipping (Safety of Navigation) Regulations 2002. [Regulation 34 - Sat Summary javigation and avoidance of dangerous situations + 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. 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. * 2. 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 A.893(21) (NSE 1. Reg. 34 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, Page |1(Annex 24 of MCA Guidance on SOLAS The Annex to IMO Resolution A.893(21) (See ANNEX 25), “Guidelines for Voyage Planning’, should be followed on all vessels. The key elements of the Voyage Plan are: Appraising all relevant information Planning the intended voyage Executing the plan taking account of prevailing conditions Monitoring the vessel's progress against the plan continuously 4.) General Investigations show that human error contributes to 80% of navigational accidents and that 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 the following measures to ensure that they appreciate and reduce the risks to which they are exposed: a) ensure that all the vessel's navigation is planned in adequate detail with contingency plans where appropriate; b) ensure that there is a systematic bridge organisation that provides for: i) comprehensive briefing of all concerned with the navigation of the vessel; ii) close and continuous monitoring of the vessel's position ensuring as far as possible that different methods of determining the position are used to check against error in any one system; iii) cross-checking of individual human decisions so that errors can be detected and corrected as early as possible; iv) information available from plots of other traffic is used carefully to ensure against over- confidence, bearing in mind that other vessels may alter course and/or speed ¢) ensure that optimum and systematic use is made of all appropriate information that becomes available to the navigational staff, and d) ensuring that the intentions of a pilot are fully understood and acceptable to the vessel's navigational staff. Page |22.) Responsibility for Voyage planning In most deep-sea vessels the master delegates the initial responsibility for preparing the plan for a voyage to the officer responsible for navigational equipment and publications (hereafter referred to as the navigating officer.) On smaller vessels, including fishing vessels, the master or skipper may have the responsibility of the navigating officer for voyage planning purposes. Prior to departure the navigating officer will prepare the detailed voyage plan from berth to berth in accordance with the Guidelines and to the master's requirements. If the port of destination is not known or is subsequently altered, the navigating officer must extend or amend the original plan as appropriate. 3.) 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 drawn 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. 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. 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, her 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 moment must not be overlooked. Page |3Adqitional information which should be marked on the charts include: + All radar-conspicuous objects and RACONs, which may be used in radar position fixing + Any transit marks, clearing bearings or clearing ranges (radar) which may be used to advantage. It is sometimes possible to use two conspicuous clearing marks where a line drawn through them runs clear of natural dangers with the appropriate margin of safety; if the vessel proceeds on the safe side of this transit she will be clear of the danger. If no clearing marks are available, a line or lines of bearing from a single object may be drawn at a desired safe distance from the danger; provided the vessel remains in the safe segment, it will be clear of the danger. Parallel index lines should also be drawn where appropriate. If an electronic chart system is used to assist voyage planning the plan should also be 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 monitoring. Hazards should be marked on the RCDS as welll as on the paper chart. ‘Systems that use unofficial chart data should not be used for voyage planning or navigation. Depending on circumstances, the main details of the plan should be marked in appropriate and prominent places on the charts to be used during the voyage. They should also be programmed and stored electronically on an ECDIS or RCDS where fitted The main details of the voyage plan should also be recorded in a bridge notebook used specially for this purpose to allow reference to details of the pian at the conning position without the need to consult the chart. Supporting information relative to the voyage, such as times of high and low water, or of sunrise or sunset, should also be recorded in this notebook Itis unlikely that every detail of a voyage will have been anticipated, particularly in pilotage waters, Much of what will have been planned may have to be adjusted or changed after embarking the pilot. This in no way detracts from the real value of the plan, which is to mark out in advance, areas where the vessel must not go and the appropriate precautions which must be taken, and to give initial warning that the vessel is standing into danger. 5.) Execution of the finalised the voyage 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, such as changes in weather, which may require the plan to be reviewed or altered Page | 46.) 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. The performance of navigational equipment should be checked prior to sailing, prior to entering restricted or hazardous waters and at regular and frequent intervals at other times throughout the voyage. Advantage should be taken of all the navigational equipment with which the vessel is fitted for position monitoring, bearing in mind the following points: a.) positions obtained by electronic positioning systems must be checked regularly by visual bearings and transits whenever available; b,) visual fixes should, if possible, be based on at least three position lines; c.) 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; e,) 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. Page |57.) Pilotage The Plan covers the voyage from berth to berth and therefore includes the Pilotage stage. The IMO Guidelines do not give specific advice on this important stage therefore the following notes should be taken into consideration when planning and executing the pilotage stages. Pilots make a significant contribution to the safety of navigation in the confined waters and port approaches of which they have up to date knowledge, but it must be stressed that the responsibilities of the vessel's navigational team and the officer of the watch do not transfer to the pilot. After boarding the vessel, in addition to being advised by the master of the manoeuvring characteristics and basic details of the vessel for its present condition, the pilot should be clearly consulted on the voyage plan to be followed. The general aim of the master should be to ensure that the expertise of the pilot is fully supported by the vessel's bridge team. Attention is drawn to the following extract from IMO Resolution 4.285 (VIII): “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. Weather 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 a safely precaution. Safer use of Weather Routeing Services can be achieved by increased dialogue between ship's masters and their weather routeing service providers and through a continuous review of the information that is provided by them. MSCiCire.1033 itemises the 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 Guidelines mariners are also referred to the following publications which contain valuable advice on bridge watchkeeping in general and voyage planning in particular: “Bridge Team Management - A practical guide” published by the Nautical Institute and “Bridge Procedures Guide” published by the International Chamber of Shipping. Page |6IMO Resolution A.893 - ANNEX {Annex 25 of MCA Guidance on SOLAS Regulations) Draft Guidelines For Voyage Planning 1.) Objectives 1.1) The development of a plan for voyage or passage, as well as the close and continuous monitoring of the vessel's progress and position during the execution of such a plan, are of essential importance for safety of life at sea, safety and efficiency of navigation and protection of the marine environment. 1.2) The need for voyage and passage planning applies to all vessels. There are several factors that may impede the safe navigation of all vessels and additional factors that may impede the navigation of large vessels or vessels carrying hazardous cargoes. These factors will need to be taken into account in the preparation of the plan and in the subsequent monitoring of the execution of the plan. 1.3) Voyage and passage planning includes appraisal, i.e. gathering all information relevant to the contemplated voyage or passage; detailed planning of the whole voyage or passage from berth to berth, including those areas necessitating the presence of a pilot; execution of the plan; and the monitoring of the progress of the vessel in the implementation of the plan. These components of voyage/passage planning are analysed below. 2.) Appraisal 2.1) All information relevant to the contemplated voyage or passage should be considered. The following items should be taken into account in voyage and passage planning: 2.1.1) the condition and state of the vessel, its stability, and its equipment; any operational 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; Page |7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 2.1.7.9) any additional items pertinent to the type of the vessel or its cargo, the particular areas the vessel will traverse, and the type of voyage or passage to be undertaken, 2.2) On the basis of the above information, an overall appraisal of the intended voyage or passage should be made. This appraisal should provide a clear indication of all areas of danger; those areas where it will be possible to navigate safely, including any existing routeing or reporting systems and vessel traffic services; and any areas where marine environmental protection considerations apply. Page | 81. The Vessel Condition Vessels are required to be in a fit and efficient condition when they proceed on a voyage. They should be seaworthy and comply with requirements of IMO and the Flag state for the carriage of equipment A vessel should be able to pass dangers at safe distances, provided that her machinery and equipment is reliable and fully operational. If, however, there is any doubt in the navigator’s mind regarding the reliability of machinery and equipment, or if there has been a history of problems with machinery and equipment in the recent past, the navigator would be well advised to keep further off hazards. Manoeuvring characteristics ‘A thorough understanding of the vessels manoeuvring characteristics is essential, the most important characteristics being the stopping distances and turning circles. Stopping distances help to dotermine the rate at which vessel will lose speed and finally come to a stop, from different speed ahead and by different use of astem propulsion. ‘Turning circles at various angles of helm and conditions of loading are helpful in deciding on the wheel over points. They can be helpful in determining where the vessel will be able to manoeuvre on her own in congested waters and where tug assistance will be required 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, docks or harbours. Minimum Depth required and Air draught Most voyages at sea will have to be undertaken through shallow water at some time, UKC should be determined at the planning stage. The factors in deciding this allowance will depend upon: Uncertainties in charted depth. Uncertainties in vessel's draught, especially after a long passage. Squat at a given speed. Risk of negative tidal surges. The vesse''s course relative to prevailing 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 will 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 driling can also reduce under-keel clearance considerably * Possibility of inaccuracies of offshore tidal predictions. Page| 9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 likelihood of new dangers developing in the area and delay in promulgation of information to the mariner. Safe clearance distance The plan should be prepared to maintain minimum distances from the nearest danger. No hard and fast rules can be laid down to maintain such distances, but the navigator should consider the following 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 Prevailing wind ~ force and direction Accuracy of navigational systems to be used Likelihood of restricted visibility Traffic density and sea room required for collision avoidance. The date and reliability of the survey Availabilty of safe water ‘Company regulations and procedures 2. The Cargo Special characteristics which require routeing considerations; = Passengers * Livestock © Ventilation © Lashing maintenance + International & National regulations 3. The Crew ‘Manning levels on the bridge need to be considered during the appraisal and planning stages and should be documented on the plan. The minimum manning level needs to be in line with IMO, Flag state, Port state and company requirements Page | 104. Certificates and documents The vessel must carry up-to-date certificates and documents concerning the vessel, its equipment, crew, passengers or cargo. 5. Charts, NtMs and Navigation Warnings V, Safety of Naviaati International Conventic i LAS V) came ii Regulation 2% lat Charts and Nautical Publications Summary + All nautical charts and publications to be up to date. Nautical charts and nautical publications, such as sailing directions, lists of lights, notices to mariners, tide tables and all other nautical publications necessary for the intended voyage, shall be adequate and up to date. 1. Reg. 27 applies to all ships except for UK-flagged pleasure vessels of less than 150 gt. 2. "Nautical Charts and Publications" are defined in Regulation 2.2. 3. Carriage requirements for Charts and Publications are given in Regulation 19, para. 2.1-4 and 2.1.5 4. MCA guidance on the carriage and use of Nautical Charts and Publications, including publications in digital format, is contained in ANNEX 3 + Guidance on the use of Electronic Charts is contained in ANNEX 14. Annex 3 (MCA Guidance) - Nautical Charts and Publications Charts 4.) The charts or ECDIS referred to in Regulation 19.2.1.4 must be of such a scale and contain sufficient detail as clearly to show- i) all navigational marks which may be used by a ship when navigating the waters which are covered by the chart, ii) all known dangers affecting those waters, and iil) information concerning any ships’ routeing and ship reporting measures applicable to those waters. Alll charts and publications must be of the latest obtainable edition and, be kept up to date from the latest relevant obtainable notices to mariners and radio navigational warnings. Page| 11Accuracy & reliability of Charts and Publications The Admiralty and other authorities who publish charts and associated publications make every effort to ensure that the information is accurate. It is possible that the information may not always be complete. The navigator must always be the final judge of the reliance that he/she places on the chart or publication. Reliability can be established by examining the chart. Navigators should loak for the following SOURCE DATA: A chart is published using information from many sources. The most important source is the survey. Recent charts have source-data information or a source-data diagram printed on them, ‘On careful examination, the mariner can determine ‘+ When the survey was done + What was the method of survey (echo sounder, hand lead, side scan sonar, etc) The authority carrying out the survey (Royal Navy, port authorities, foreign governments, oil ‘companies, etc) * Method of determining positions (DGPS, Trisponder, Hifix, close to or away from 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 contributes to the accuracy of a chart, Information Technolagy 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 in error with regard to position, least depth and extent. The scale of the survey is als portant, The scale of chart is normally the same as the scale of the survey, particularly modern large scale charts. Small scale charts may be published from a large scale survey. It is unlikely that an older chart of smaller scale will be published from a larger scale survey AREA OF USAGE: Ifa particular area of a sea or an ocean is not frequently used for navigation, it is 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. Position fixing devices have the facility to relate WGS 84 to another datum. Navigators should always bear in mind that charted positions may be in error, whatever datum is 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. Modem charts are being published with graduations on the plans. Older charts are being changed. Page | 12DISTORTION OF PAPER. The paper on which chart is printed can get distorted. The dimensions in millimetres inside the border graduations are stated on the chart and can be checked DEPTH CRITERIA: The depth criteria for dangerous and non-dangerous wrecks may vary between authorities. SOUNDINGS: The normal method of obtaining soundings of the seabed is to keep the surveying vessel on lines producing a systematic series of soundings covering the entire area. The scale of survey should be sufficient to allow sufficient lines to be plotted to indicate the configuration of the seabed. Aine, which could be many miles wide on a chart, only represents the narrow width of the beam of the echo sounder. Soundings obtained by lead line only represent an area of a few centimetres ‘Some shallow spots or isolated rocks may be undetected. Modern sounding methods using multi- beam and sidescan have done much to improve charted depth information. Older exploratory surveys indicate random soundings, where checks were carried out. CHANGES IN DEPTHS: An unstable seabed may cause change of soundings. QUALITY OF BOTTOM: The nature of the bottom an a chart is only representative of the upper layer. MAGNETIC VARIATION: Charts indicate the magnetic variation and yearly change. The actual change can be different from the charted change. CORRECTIONS: ‘Some charted areas generate many corrections. Some corrections may not have been promulgated or received. All charts must be corrected up to date before being used. Admiralty Chart Cataloque (NP131 ‘The United Kingdom Hydrographic Office (UKHO) [ www.Ukho.gov.uk] publishes The Catalogue of Admiralty Charts and Other Hydrographic Publications (NP131) annually. It shows the area of coverage of BA charts and other BA publications. Defence Mapping Agency (DMA) (USA) produces a similar document as CATP2V01U. The US version shows the areas of coverage of US charts and other publications. Notices to Mariners The UKHO and DMA publish notices to mariners in weekly editions, enabling mariners to keep their chart outfits up to date. Digital versions of Notices to Mariners are also available for correcting digital charts (ECDIS, ENC, and ARCS) and digital publications. Annual Summary of Admiralty Noti to Mariners Published by the UKHO, it contains information relevant to British shipping and UK legislation affecting shipping. Page | 13Promulgation of weather and navigational information and warnings There are two established ways of promulgating this information to the navigator. These are ‘Admiralty Notices to Mariners and Radio Navigational Warnings (RNG). The Intemational Hydrographic Service (IHO) and the International Maritime Organisation (IMO) have jointly established a World-wide Navigational Warning Service (WWNWS). Radio navigational warnings are very important, because they provide the mariner with the latest information immediately. ‘There are three main types of radio navigational warnings: NAVAREA Warnings These are promulgated by the WWNWS. The world is divided into 16 NAVAREAS, identified by Roman numerals. Individual areas are under the authority of an area coordinator, who receives information from the National Coordinators of individual countries, that want to promulgate information of navigational significance. The messages are in English. NAVAREA warnings are issued when immediate notification of new dangers and changes in navigational aids is required Coastal Warnings ‘These are issued by the National Coordinator of the county of origin and supply information that is of importance in a limited region. The messages are in English, but may also be in the local language. These warnings often supplement the information in NAVAREA warnings Local Warnings These warnings are usually issued by Port, Pilotage or Coastguard authorities. The information contained in these wamings is not normally required by ocean-going vessels. Details of all Radio Navigational Warning systems are contained in the relevant Admiralty List of Radio Signals. Information can also be obtained from the Annual Summary of Admiralty Notices to Mariners. Serial numbers of all NAVAREA | warnings and those issued during the week are reprinted in Section Ill of the Admiralty Weekly Notices to Mariners. It also lists additional NAVAREA messages received, The US also issues long-range warnings in the form of HYDROLANTs and HYDROPACSs. Information concerning current wamings can be obtained from US Weekly Notices to Mariners Information is also contained in Section III of Admiralty Weekly Notices to Mariners. NAVTEX NAVTEX is a radio Telex broadcasting service, which has been developed by IMO to form an international marine safety information service for use in certain NAVAREAS. Itis an integral element of GMDSS and is also a component of WWNWS. The service broadcasts navigational wamings, meteorological information, initial distress messages and other information of significance to the mariner. The transmissions are limited by range of the signal The promulgation of weather reports and forecasts is carried out in a similar manner to navigational warnings. The world is divided into regions and coast radio stations provide meteorological information to mariners in their area of coverage and responsibility. For identification purposes and convenience, the areas are further subdivided into small regions. The weather reports are divided into three categories, © Ocean * Coastal * Local Page | 14‘Ocean weather reports cover offshore and ocean areas and are transmitted by designated stations at routine times. Coastal weather reports are also transmitted by designated stalions and cover areas on the coast. Local warnings are issued by Port, VTS or Coastguard authorities. NAVTEX is commonly used by ships to receive meteorological information, up to 250 miles from the transmitting 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 form. 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 warning within NAVTEX * VITAL — for immediate transmission (but avoiding interference to ongoing transmission) «IMPORTANT - for transmission at the next available period when no transmissions are being 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 of an international direct — printing satellite service. The information distributed includes Nav Wamings (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, Page| 156. Sailing directions, List of lights and List of Radio aids to navigation Annex 3 (MCA Guidance) - Nautical Charts and Publications Publicati 5.) The following publications are considered to satisfy the requirements of Regulation 192.14 International Code of Signals (IMO) TAMSAR Manual Vol.IIT Mariners’ Handbook (UKHO) Merchant Shipping Notices, Marine Guidance Notes and Marine Information Notes (MCA) Notices to Mariners (UKHO) Notices to Mariners ~ Annual Summary (UKHO) Lists of Radio Signals (UKHO) Lists of Lights (UKHO) Sailing Directions (UKHO) Nautical Almanac Navigational Tables Tide Tables Tidal Stream Atlases Operating and Maintenance Instructions for Navigational Aids Carried by the Ship Sailing Directions (Pilot Books) ‘Admiralty Sailing Directions, or "Pilot Books" as they are commonly known, are published by the UKHO, and provide worldwide coverage. Sailing directions are published by the DMA in the series ‘SDPUB 121-200. Some of these provide information similar to Ocean Passages for the World and are referred to as Planning Guides. Other publications contain information similar to Pilot Books and are referred to as Enroute. List of Lights and Fog Signals These are published by UKHO to provide worldwide coverage. On 1 May 2001, UKHO launched a digital version of the List of Lights and Fog Signals. The digital version will be corrected using diskettes, issued weekly. Eventually corrections will be provided through email and INMARSAT. The US Coast Guard (USCG) publishes seven volumes of Light Lists and Fog Signals, covering the US coast and Great Lakes. The DMA published Light Lists cover the rest of the world Page | 16Admiralty List Radio Signals The UKHO publishes these, giving details of: Coast radio stations INMARSAT GMDsS SAR Ship reporting systems Radio navigational aids Radar beacons Time signals Electronic position-fixing systems Radio weather servioes Navigational warnings Meteorological observation stations Port operations and pilotage services Vessel traffic and information services. Routeing Charts and Pilot Charts Routeing Charts give information on each month of the year regarding distances, expected seasonal winds (direction/force) and possible directions of trades and TRS's. Information is given on air pressure, ait/sea temperatures, ocean currents and ice limits, there is also information on the loadline boundaries and dates involved. Routeing charts are published by the UKHO as Chart numbers 5124-8. Similar meteorological charts are published by the DMA and are known as Pilot Charts. Routeing chart 5500 is an example of a critical routeing chart for planning a passage it contains information on planning a passage for special classes of vessels including deep draught vessels. Routeing Guides (Chart 5500 and series) — English Channel/Southern North Sea / Singapore/Gulf of Suez These charts contain the general recommendations for passage planning in the area. They provide the mariner with specific regulations concerning certain types of vessels. Special routeing advice is included for deep draught vessels and vessels carrying hazardous cargoes. Vessels carrying hazardous liquid cargoes in bulk are also advised to follow particular routes. Details of navigational warnings, traffic surveillance, radio reporting points and NAVTEX are also provided. Section of co-tidal and co-range charts are provided for offshore regions covered by the chart. The charts provide details of the TSS, pilot boarding and communications with pilot stations. The topic areas covered by these charts are as follows: How to plan your passage using this guide Routeing — general Rules and Recommendations Routeing — special Rules and Recommendations Passage Planning - special classes of vessels Oil and dangerous cargoes Radio reporting systems applying to through traffic Reporting by radio to a port of destination in the area Maritime radio services Radiobeacon services 10. Tidal information and services 11. Pilot services CONOARONS Page | 17Ship's Routeing (IMO Routei fe) This book is published by the IMO. It contains information on all routeing, traffic separation schemes, deepwater routes and areas to be avoided that have been adopted by the IMO. Similar information is also shown on charts and is contained in the sailing directions. Load Line Chart They show the limits of the international load line zones the dates of seasonal zones must be checked carefully and strictly adhered to when planning a passage. Load line zones are shown in “Ocean Passages for the World" and on BA Chart D6083. Ocean Passages for the World (NP136) The UKHO publishes this. It contains information on planning ocean passages, oceanography and currents. It shows recommended routes between principal ports of the world. Power driven vessels are divided into two categories Full powered ‘Able to maintain sea-going speed above 15 knots Low powered Having a sea-going speed below 15 knots Current and ti tide tables Tide Tables The UKHO publishes four volumes of Admiralty Tide Tables covering the world. The four volumes are published annually. The UKHO offers ‘TOTAL TIDE”, a digital (CD) version of Tide Tables ‘capable of providing tidal information using computers. The US National Ocean Service also publishes worldwide tables. Tidal Stream Atlases Co- tidal and oo-range charts are published for waters where tidal conditions are particularly significant to safety of navigation. They are published by the UKHO and mainly cover the waters of North West Europe. “Total Tide” provides tidal stream information worldwide. Many port authorities such as Milford Haven publish their own tidal stream atlases. The US National Ocean Service publishes tidal current tables, covering the Atlantic Coast of North America and the Pacific Coast of North America and Asia. Current Charts Include (a) Vector mean current chart:- indicate the general circulation and drif. (b) Predominant current chart: used to indicate currents on ocean routeing charts. (c) Current rose chart for passage planning purposes these are used to determine the variation of currents in a given locality. 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; Page | 18TRAFFIC SEPARATION AND ROUTEING SCHEMES Following is an extract from the IMO Routeing Guide for Ships. The purpose of ships’ routeing is to improve the safety of navigation in converging areas and in areas where the density of traffic is great or where freedom of movement of shipping is inhibited by restricted sea room, the existence of obstructions to navigation, limited depths or unfavourable meteorological conditions. The precise objectives of any routeing scheme will depend upon the particular hazardous circumstances which its intended to alleviate, but may include some or all of the following: 1, The separation of opposing streams of traffic so as to reduce the incidence of head-on encounters. 2. The reduction of dangers of collision between crossing traffic and shipping in established traffic lanes, 3. The simplification of the patterns of traffic flow in converging areas. 4. The organisation of safe traffic flow in areas of concentrated offshore exploration or exploitation. 5. The organisation of traffic flows in or around areas where navigation by all ships or by certain classes of ship is dangerous or undesirable. 6. Organisation of safe traffic flow in or around or at safe distance from environmentally sensitive area(s) 7. The reduction of risk of grounding to providing special guidance to vessels in areas where water depths are uncertain or critical. 8. The guidance of traffic clear of fishing grounds or the organisation of traffic through fishing grounds. Reference should be made to Navigational Charts, Pilot Books, IMO Routeing Guide, MGNs and Rule 10 of Collision Regulations. Some schemes are not IMO adopted and local regulations apply. In such cases a clear understanding of local regulations is essential, Additional routeing measures are in the form of deepwater routes. Vessels satisfying the criteria for their use should follow the deep water route. Other vessels should avoid the deep water channel by a reasonable margin. ADOPTED AND NON-ADOPTED ROUTEING SCHEMES ADOPTED SCHEMES: + These are routeing schemes adopted by IMO. ‘+ Are intended for use by all vessels, by day, by night, in all weather, in ice free waters or under light Ice conditions where no extraordinary manoeuvres or assistance by ice-breakers is. required, * Allrouteing systems adopted by IMO are in accordance with Rule 10 of Colregs. NON-ADOPTED SCHEMES: * These are routeing schemes estat not adopted by the IMO. + The rules and regulations are laid out by these authorities and may not conform to Rule 10 always and they may modify Rule 10 as well as other rules of the Colregs. ished by national governments or local authorities and are Page | 19FIVE PRECISE OBJECTIVES OF THE IMO ROUTEING. 1. Separation of opposing streams of traffic to reduce head-on incidents. 2. Reduce danger of collision between crossing traffic in established shipping lanes. 3. Simplify pattern of flow in converging areas. 4. Organise safe traffic in areas of offshore exploration, 5. Organise of traffic flow around areas where navigation by all ships or classes of ships is dangerous and undesirable 6. Organisation of traffic low in or clear of environmentally sensitive areas. 7. Reduce risk of grounding where depths are critical. 8. Guidance of traffic clear of fishing grounds or through fishing grounds. WHERE INFORMATION ON A TSS CAN BE OBTAINED. 4, IMO Ship's Routeing Guide 2. Annual Notice to Mariners 3. Weekly edition of Admiralty Notices to Mariners 4. Navigational charts for the concerned area 5, Salling Directions 6. Rule 10 of Colregs. 7. ALRS Volume 6 Page | 20LANDFALL POSITION This is a critical phase of navigation involving the changeover from ocean navigation to coastal navigation methods. Points/Factors to consider when making a landfall 1. Aplace where the ship's position can be fixed accurately by using all available means of position fixing (in particular by means of visual bearings), by making use of long range lights if approaching at night 2, Anagreed procedure on use of Primary and Secondary position fixing methods is in place rior to making a landfall approach 3. Check the availability of updated navigational charts and relevant publications. Consult relevant sailing directions/pilot books. Ensure that the largest scale chart of the area is available. 4, Proximity of navigational hazards. All navigational wamings should be available prior to making a landfall approach. All No Go Areas are marked on the chart 5. Available navigational aids onboard and their accuracy is understood. Equipment errors are regularly checked and the information is available to the bridge team. 6. Anearty detection of land on radar. Availability of Radar conspicuous objects for position fixing and monitoring the progress of the vessel by use of parallel indexing technique. 7. The use of a traffic separation schemes if appropriate. 8 Approach must be well clear off any off-lying 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 availability of co-tidal charts, 9. Take into account the quality of DR position prior to landfall. (The time when last Celestial observation was made etc). 10. Avvessel fitted with operational GPS onboard will have better quality of position fixing in ‘comparison to another vessel which is without GPS. 11, Visibility existing and predicted. Weather forecast is available. 12. Choice of time for making the landfall approach. (daytime/night time approach) 13, Current / tidal streams and their estimated directions and strengths. 14, Traffic density on focal points. Traffic likely to be encountered-flow, type and volume. 15, Experience and Composition of bridge watch team. 16. Status of engine room on landfall approach (manned/unmanned). 17. _ Ensure Contingency plan is in existence prior to landfall in case circumstances occur which may require deviation from the intended track. Choice of safe anchorage area, 18. ENSURE COMPLIANCE WITH THE MASTER'S STANDING ORDERS. Page | 21SUITABLE ANCHORAGES Various factors influence the choice of an area for anchorage. For routine anchoring, when the vessel is required to wait outside or inside the harbour area, the port authority usually defines the anchorage area. Port, pilotage or VTS authorities may advise the ship to proceed to a particular anchorage or position for anchoring. Some ports have clearly charted anchorages for use by vessels. For commercial reasons, a vessel may be required to anchor within the commercial limits of the port There may be circumstances when the vessel will have to anchor without appropriate instructions or in cases of emergency. Careful appraisal of the navigational chart, Pilot Books and current and 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 must be given to good or bad holding grounds. Depth of water Length of time the vessel intends to stay at anchor. Sea room available allowing vessel to swing. Underwater obstructions, 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 Availabilty of shelter from weather or currentitidal stream. Availability of landmarks or lights abeam for taking anchor bearings. Preference should be given to transit marks abeam. Draught of the vessel. Windage area of the vesse'’s hull, superstructure and cargo. Type and holding power of vesse'’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 prevalent. Anchorages can be identified in general during the planning stage. Conditions at the time of anchoring have to be taken into account on arrival Page | 22Preparation & Documentation ANNEX - RESOLUTION A.! 21 Guidelines For Voyage Planning 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, e.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 turing; 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; Page | 233.2.2.5) course alteration points, taking into account the vessel's turning 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 3.2.2.9) contingency plans for alternative action to place the vessel in deep water or proceed to a port of refuge or safe anchorage in the event of any emergency necessitating abandonment of the plan, taking into account existing shore-based emergency response arrangements and equipment and the nature of the cargo and of the emergency itself. 3.3) The details of the voyage or passage plan should be clearly marked and recorded, as 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 by the ships’ master prior to the commencement of the voyage or passage. Page | 24Execution & Monitoring ANNEX _- RESOLUTION A.893(21) adopted on 25 November 1999 Guidelines For Voyage Planning 4.) Execution 4.1) Having finalized 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 in accordance with the plan or any changes made thereto. 4.2) Factors which should be taken into account when executing the plan, or deciding on any departure therefrom include: 4.2.1) the reliability and condition of the vessel's navigational equipment; 4.2.2) estimated times of arrival at critical points for tide heights and flow; 4.2.3) meteorological conditions, (particularly in areas known to be affected by frequent periods of low visibility) as well as weather routeing information; 4.2.4) daytime versus night-time passing of danger points, and any effect this may have on position fixing accuracy; and 4.2.5) traffic conditions, especially at navigational focal points. 4,3) It is important for the master to consider whether any particular circumstance, such as the forecast of restricted visibility in an area where position fixing by visual means at a critical point is an essential feature of the voyage or passage plan, introduces an unacceptable hazard to the safe conduct of the passage; and thus whether that section of the passage should be attempted under the conditions prevailing or likely to prevail. The master should also consider at which specific points of the voyage or passage there may be a need to utilize additional deck or engine room personnel. 5.) Monitoring 5.1) The plan should be available at all times on the bridge to allow officers of the navigational watch immediate access and reference to the details of the plan. 5.2) The progress of the vessel in accordance with the voyage and passage plan should be closely and continuously monitored. Any changes made to the plan should be made consistent with these Guidelines and clearly marked and recorded. Page | 25Contingency Plans RESOLUTION A.893(21) Guidelines For Voyage Planning SOLAS ANNEX 25, 3.2.2.9) contingency plans for alternative action to place the vessel in deep water or proceed to a port of refuge or safe anchorage in the event of any emergency necessitating abandonment of the plan, taking into account existing shore-based ‘emergency response arrangements and equipment and the nature of the cargo and of the emergency itself. Gyro Inform master and ETO © Inform engine room * Engage hand steering and steer by magnetic compass * Establish rota for hand steering © Obtain compass error once a watch and after every course alteration Page | 26SQA Passage Planning Past questions Regulations Dec 2020 Q1 Regs Source of regulations re passage planning Master's obligations Requirements in ISM re voyage planning Appraisal July 2013 Q3 Appraisal State the purpose of Appraisal. Outline what the Appraisal process should provide to the Master and Bridge Team. Nov 2005 Q1a_ Factors for appraisal Nav & Environmental factors for set route. March 2007 Q1 Hazards Outline § factors considered for proposed passage. July 2007 Q1 Factors Outline 5 factors considered when planning an ocean passage March 2009 Q3_ Appraisal - Routeing charts Describe how information on a routeing chart can be used in appraisal. Nov 2009 @1 Ocean Outline main factors to be appraised for set route. Dec 2016 Q5 Appraisal State the purpose of Appraisal What is provides the Bridge Team with. Publications used in the Appraisal process. March 2017 Q2 Oil & Gas development area How obtain lates info re rigs Safety zone distance Master's instructions when planning and navigating through areas. Page | 27Routes July 2008 Q1 Routes Reason for multiple routes. Likely weather to be encountered. March 2012 Q3 _—_Routeing selection Why are there multiple routes around Suqutra With ref. to Data sheet describe the main navigational factors to consider re rounding Raas Caseyr Why is restricted visibility often encountered around Suqutra? July 2015 Q1 = Routes Outline factors to be considered when planning EAST to WEST ocean passages. July 2017 Qi Routes Why multiple routes Durban to Hobart Nov 2017 Q1 Routes Reasons for different listed routes. March 2018 Q1 Routes Reasons for different routes Karachi and Durban. March 2019 Qi —- Routes. Reasons for different routes East and West July 2019 Q1 Routes Reasons for different routes in each direction Sailings Nov 2013. Q1_— Sailings Compare and contrast the use of GC and RIL sailing. Oct 2020 Q1_ Sailings GC or RIL sailing — which is most appropriate. Page | 28Hazards July 2006 Q2 Ocean hazards Identify 4 potential hazards during appraisal of the route. Nov 2006 @2 Hazards Describe Nav & Met hazards on proposed route. March 2007 Q4_—_Hazards/Problems Outline 3 Nav problems at High lats if GPS fails. Outline 2 met. Hazards that may be encountered at high latitudes. Nov 2007 Q1 Hazards Describe the hazards encountered on selected route. Nov 2008 Q2 Hazards Outline 6 hazards which may be encountered on set route at any time of year. March 2010 Q5 Hazards Outline the main nav. Hazards on set route. July 2015 Q4 Hazards Outline precautions by Master when passing remote island chains. Dec 2015 Q2 Hazards Discuss Met & Nav hazards which may be encountered March 2017 Q2 Oil & Gas development area Explain hazards re submarine pipelines and cables when anchoring, Oct 2017 Q5 Ice Source and type of info available re ice. Mandatory reporting July 2018 Q5 Grand Banks ID all hazards transiting Grand Banks in Jan July 2018 Q2_ Ice Source and type of info available re ice. Mandatory reporting Page | 29Routeing Schemes March 2007 Q5_ TSS Outline IMO objectives of IMO approved TSSs. March 2012 Q2_—_ Routeing Schemes Outline 6 objectives of IMO Ships Routeing - appropriate to an area such as Red Sea. State 3 sources of information on TSSs in the Red Sea. Under what circumstances may which ships use an inshore traffic zone? July 2012 Q2 Routeing Schemes Outline 5 objectives of IMO Ships Routeing applicable to the Dover Straits. March 2014 Q5 = Routeing Schemes Outline stated criteria used in deciding whether or not to adopt or amend a TSS. March 2015 Q2 Ships Routeing Symbol identification and reasons Objectives of IMO Routeing Schemes Oct 2018 Q4 = Routeing Schemes: Contents of IMO routeing Guide. Explain the purpose. State objectives. Difference between Adopted and Un-adopted. Publications with info. Oct 2020 Q3 —-Routeing Schemes. 7 objectives. Page | 30Routeing Charts July 2005 2 Routeing Chart Information provided Use of info in Passage planning 3 nav. considerations when appraising set passage. Nov 2007 Q3_—Routeing & Planning charts Compare & contrast the different charts & how they might be used by the navigator. July 2008 Q4 = Planning charts Outline main categories of information found. March 2009 Q3___ Routeing charts Outline information from a wind rose State other information on a routeing chart Describe how information on a routeing chart can be used in appraisal December 2012 Q4 _ Routeing charts Outline information found on such charts for EACH of the following: Ocean wind patterns / Ocean currents / TRS July 2013 Q3 — Routeing charts State 4 types of information from Routeing Charts that may be used during the appraisal. Explain how the information (from above) would influence the selection of a route in the planning stage. November 2013 Q2 _ Routeing charts Explain the presentation of current information displayed on Adm. Rtg. Charts, March 2017 Q5_—_Routeing charts State 14 types on info. July 2019 Q5_— Routeing charts Outline wind and current info Dec 2020 Q1 —Routeing charts How are they used to appraise a passage. Page | 31Co-Range Co-Tide / Tides Nov 2007 Q3 Co-Range Co-Tide How a Master might use when planning through shallow water. July 2008 Q4 Co-Range Co-Tide Use by Deep Draught in Dover Straits. Nov 2010 Q5_ Tide State, giving reasons, how much reliance should be placed on tidal data. Nov 2018 Q5 Co-Range Co-Tide Explain how can be used by deep draft vessels transiting shallow areas offshore. Publications July 2008 @Q4 Pubs for Appraisal State, with reasons 4 pubs which should be consulted when appraising. March 2010 Q1 Nav. warnings Nav Warnings — Describe context and content of each WNIM, Navarea wx., Coastal wx. March 2010 Q1 Carriage requirements State pubs required to be carried. March 2010 @2 — Gnomonic & Mercator charts Explain use of Gnomonie with Mercator chart when planning a GC passage. Nov 2013 Q4 Carriage requirements & Appraisal List 14 publications a vessel is required to carry as detailed in the Mariners Handbook NP 100. Describe the contents of these publications which would be of benefit in appraising the routes in Qt March 2014 Q3__ Tide Stream Atlas Explain the purpose and procedure to use a Tidal Stream Atlas. Dec 2015 Q3 Chart accuracy etc. State various chart datums Presentation of survey data on paper and ENC: Page | 32March 2016 Q5 Electronic Charts State the meaning of various technical acronyms. ECDIS & ENC - information storage, display and precautions when selecting data to be displayed Key points of MGN 285 Nov 2018 Q5 Chart 5500 & Appraisal pubs Outline 6 categories of info. 4 other pubs to be consulted when appraising such a passage. Dec 2020 Q2 Tide streams Compare and contrast info on Chart and Atlas March 2021 Q2 Port information State the means by which the Master can obtain current port information. List 10 topics that the UKHO consider interesting regarding port information. Landfall July 2010 Q3_—_Landfall List factors when planning a landfall position July 2012 Q5 Landfall Outline 10 factors to be taken into account when planning a landfall after a long ocean passage. July 2018 Q5 Landfall List 12 factors Aug 2020 Q4 Landfall Outline considerations when planning landfall Page | 33Anchorage July 2012. Q5 Anchorage Outline 6 navigational factors which should be considered by the Master when selecting a suitable anchorage July 2010 Q3 Anchorage Discuss 6 factors when choosing a safe anchorage. July 2018 Q5 Anchorage Discuss 6 factors when choosing a safe anchorage. COLREGS March 2014 Q4 COLREGS State why a vessel should proceed at a safe speed State the factors which should be taken into account by all vessels. March 2015 Q2 R10 TSS Discuss fully the proposed routes though Gibraltar Straits March 2017 Q3__R6 Safe speed Additional factors by vessels with operational radar. Oct 2020 Q3 R10TSS Practical implications when passage planning Execution & Monitoring Nov 2005 Q5 Outline difficulties maintaining nav accuracy transiting Maldives, May to Sept. Why GPS would be an advantage. Precautions using Pl. July 2009 Q4 Position Fixing Availability, accuracy & source of errors in the following: Celnav, GNSS & Radar. Page | 34March 2011 Q2 Position fixing reliability Discuss the reliability of long-range radar position (low island), Celnav MPP and GNSS fix. Nov 2014 @3 WWNWS Function of the different radio nav. Warnings. 5 categories of information re principle shipping routes March 2015 Q2 Reporting Systems GIBREP — Explain the purpose & name two other reporting systems March 2015 Q5 PI Lines Complete a plot of PI lines Describe precautions to be observed prior to using Pls. March 2015 Q5 Coastal Nav. State 5 precautions that OOW should consider for this part of the passage. July 2015 Q4 Position fixing methods Discuss the availability, accuracy and errors of GNSS, Celnav and Radar. Dec 2015 @2 PlLines Describe precautions to be considered prior to using PI Lines during transit of archipelago. Feb 2018 Q5__ Position fixing methods Discuss the availability, accuracy and errors of GNSS, Celnav and Radar. March 2018 Q5 WWNWS Principles & purpose of. Master's obligation Explain each of the 3 area warnings. Outline: Intern. safetyNET service and Navtex. July 2020 Q4 Reporting systems Purpose and function of Channel NIS (CNIS) 3 topics of warnings CALDOVREP statutory reported info Sources of info on CALDOVREP. Page | 35Aug 2020 Q4 Pllines Determining appropriate reference point Precautions and checks Dec 2020 Q1 Ex &Mon Purpose of Execution and monitoring Equipment March 2006 Q3_— Equipment Availability & likely accuracy - Ocean passage in High latitudes in summer Loran C & Ceinav Main features of an Electronic Chart MCA guidance re use of RASTER charts. March 2011 Q3. MGN 379 ENA MCA guidance re: Precautions using PI Misaligned heading marker Alarms on ECDIS July 2014 Q3 Equipment List 15 items of navigational equipment that must be carried for the voyage in Q1 (Coastal & Ocean) Nov 2014 Q3_Navtex Function and purpose of Navtex receiver Navtex message groups March 2015 Q3_ MGN 379 ENA Summarise key points of MGN 379: Use of ENA AIS — Main features and dangers of using for collision avoidance July 2016 Q5 Heading input List 5 pieces of ENA affected. Effect on Radar. Bridge procedure to be followed Page | 36Dec 2016 3 Super refraction Explain it and effect on Radar waves. Why exercise caution when position fixing under this condition. July 2017 @Q4 —MGN 379 ENA Precautions using PI's. Misaligned heading marker ‘Summarise key points of MGN Oct 2018 @5 ECDIS & ENC modes of operation Name Modes of operation. Operational limitations with RNCs. Difference between contours. Oct 2019 Q5 ECDIS & ENC survey data Explain presentation of survey data. Oct 2019 @5 Echo sounder Difference between actual and indicated depths. Celnav Nov 2006 Q4 = Celnav Availability & use of celnav obs to verify position. Factors considered when selecting stars. Nov 2008 Q2 Celnav Star azimuth & Amplitude — outline 2 factors when deciding which is likely to be more accurate, July 2009 Q2~ Celnav Identify, with reasons, which 5 stars are most suitable. Comment on the reliability of MPP & GPS position July 2010 Q2 Celnav State, with reasons, which stars are most suitable. March 2018 Q1 Selection criteria Discuss criteria for star selection Page | 37