Topic 3: Planning Stage

3.1 Weather Routeing and Ships Routeing

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 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 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 occurs 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.
Ships Routeing

The purpose of ships routeing is to improve 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 obstruction to navigation, limited depths or unfavorable meteorological conditions.

The precise objectives of any routeing system will depend upon the particular hazardous circumstances
which it is 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 organization of safe traffic flow in areas of concentrated offshore exploration or exploitation;
5. the organization of traffic flow in or around areas where navigation by all ships or by certain classes
of ship is dangerous or undesirable;
6. the reduction of risk of grounding to providing special guidance to vessels in areas where water
depths are uncertain or critical;
7. the guidance of traffic clear of fishing grounds or the organization of traffic through fishing grounds
DEFINITIONS

The following terms are used in connection with matters related to ships' routeing:

1. Routeing system
Any system of one or more routes or routeing measures aimed at reducing the risk of casualties;
it includes traffic separation schemes, two-way routes, recommended tracks, areas to be avoided,
inshore traffic zones, roundabouts, precautionary areas and deep
water routes.

2. Traffic separation scheme *

A routeing measure aimed at the separation of opposing streams of traffic by appropriate means and
by the establishment of traffic lanes.

3. Separation zone or line *

A zone or line separating the traffic lanes in which ships are proceeding in opposite or nearly
opposite directions; or separating a traffic lane from the adjacent sea area; or separating traffic
lanes designated for particular classes of ship proceeding in the same direction.

Traffic separation by separation zone and line

In this method, streams of traffic proceeding in opposite or nearly opposite directions are
separated by separation zones (4) or lines (3); the use of zones is to be preferred, but in
narrow passages and restricted waters it may be necessary to use a separation line rather than
a zone so as to allow more navigable space in the traffic lanes. A length of separation line
may also be substituted for a zone in positions where this may encourage and facilitate
correct procedures by crossing traffic. The outside limits (6) of such traffic separation
schemes are the outer boundaries of the traffic lanes. The arrows (1) indicate the established
direction of traffic flow.

4. Traffic lane *
An area within defined limits in which one-way traffic is established. Natural obstacles, including
those forming separation zones, may constitute a boundary •
5. Roundabout
A routeing measure comprising a separation point or circular separation zone and a circular traffic
lane within defined limits. Traffic within the roundabout is separated by moving in a
counterclockwise direction around the separation point or zone.

Separation of traffic at a roundabout

6. Inshore traffic zone *

A routeing measure comprising a designated area between the landward boundary of a traffic
separation scheme and the adjacent coast, to be used in accordance with the provisions of rule lO(d),
as amended, of the International Regulations for Preventing Collisions at Sea
(Collision Regulations), 1972.

7. Two-way route
A route within defined limits inside which two-way traffic is established, aimed at providing safe
passage of ships through waters where navigation is difficult or dangerous •

Two way route (with one way sections)

8. Recommended route
A route of undefined width, for the convenience of ships in transit, which is often marked by centre
line buoys •

Recommended route

9. Recommended track
A route which has been specially examined to ensure so far as possible that it is free of dangers and
along which ships are advised to navigate •

Recommended Tracks

10. Deep water route

A route within defined limits which has been accurately surveyed for clearance of sea bottom and
submerged obstacles as indicated on the chart •

Deep-water route (two-way) One-way deep-water route (within a traffic lane)

11. Precautionary area
A routeing measure comprising an area within defined limits where ships must navigate with
particular caution and within which the direction of traffic flow may be reconnnended •

Example of precautionary area routeing measures

12. Area to be avoided

A routeing measure comprising an area within defined limits in which either navigation is
particularly hazardous or it is exceptionally important to avoid casualties and which should be
avoided by all ships, or certain classes of ship •

Area to be avoided

13. Established direction of traffic flow

A traffic flow pattern indicating the directional movement of traffic as established within a traffic
separation scheme •

Established direction of traffic flow

 14. Recommended direction of traffic flow
A traffic flow pattern indicating a recommended directional movement of traffic where it is
impractical or unnecessary to adopt an established direction of traffic flow.

Recommended directions of traffic flow between two traffic

separation schemes

3.2 Steps in planning a voyage

1. Equipment Inventory

On the basis of the appraisal, a detailed voyage plan is prepared from berth to berth (even when a pilot is
onboard), drawn on chart(s) and written in a bridge notebook

Prior to getting the ship underway, the navigator should inventory all navigational equipment, charts, and
publications.
He should develop a checklist of navigational equipment specific to his vessel and check that all required
equipment is onboard and in operating order. The navigator should have all applicable Sailing Directions,
pilot charts, and navigation charts covering his planned route.

He should also have all charts and Sailing Directions covering ports at which his vessel may call. He should
have all the equipment and publications required to support all appropriate navigational methods. Finally, he
must have all technical documentation required to support the operation of his
electronic navigation suite.

It is important to complete this inventory well before the departure date and obtain all missing items before
sailing

2. Chart Preparation

Just as the navigator must prepare charts for piloting, he must also prepare his small scale charts for an open
ocean transit. The following is the minimum chart preparation required for an open ocean or offshore
coastal transit.

Use a chart with an appropriate scale: Among charts on the same scale, choose which covers the ship's
farthest track, put the charts in the correct order of use, and also number them by serial number. Prepare the
port plans and navigation information charts for the coastal part of the voyage.

Correcting the Chart: Correct all applicable charts through the latest Notice to Mariners, Local Notice to
Mariners, and Broadcast Notice to Mariners. Ensure the chart to be used is the latest announced edition.
Plotting the Track: Mark the track course above the track line with a “C” followed by the course.
Similarly, mark each track leg’s distance under the course line with a “D” followed by the distance in
nautical miles; highlight danger areas like wrecks, shallow water, etc.; identify electronic aids to navigation
that can be used; identify good position-fixing objects, e.g., lights, transit bearings, and radar/visual objects,
where the tide is critical, alternative contingency plans, necessary speed, alterations enroute, e.g., where
there may be limitations because of night passage, tidal restrictions, or allowance for the increase in draft
due to the squat and heel effect when turning.

Calculating Minimum Expected, Danger, and Warning Soundings: Calculating minimum expected,
danger and warning soundings. Determining these soundings is particularly important for ships passing a
shoal close aboard. Set these soundings to warn the conning officer that he is passing close to the shoal.
Mark the minimum expected sounding, the warning sounding, and the danger sounding clearly on the chart
and indicate the section of the track for which they are applicable.

Marking Chart Shift Points: Mark the chart points where the navigator must shift to the next chart, and
note the next chart number

Examining Either Side of Track: Highlight any shoal water or other navigational hazard near the planned
track. This will alert the conning officer as he approaches a possible danger.

3.3 Contingency Plan

Contingency Planning means preparing a documented plan for emergencies and to ensure all on board are
trained and exercised toward its execution. Contingency planning is among the most profoundly important
safety elements of any voyage. It entails devising several alternative routes if, for any reason, the vessel’s
designated route cannot be followed. Perhaps there is a medical emergency aboard, a large disruption at a
destination port, adverse weather along a planned route, or simply a change of plans.

Masters and crews are already accustomed to working out an optimal route based upon the most pressing
criteria, whether these are related to expenditure, time, fuel consumption or a combination of all. These
same factors are applicable when scoping out alternative routes. Shore teams and bridge crews will still
need to consult weather forecasts and determine marine environmental restrictions.
They still need to verify safety depths and assess whether any NavArea warnings, ECA zones, Vessel
Traffic Schemes or no-go areas are likely to affect the passage. An alternative route is of no use if it exposes
the crew, their vessel and the cargo to potential hazards, or if it is so protracted as to render the transit
unprofitable.

Safe anchorages

Other factors to include in contingency planning are appraisals of alternative safe anchorages and waiting
areas in the event of berth or cargo unavailability, weather or paperwork delays or amendments to the
voyage plan.

The prerequisites here are to identify safe anchorages which will take weather conditions, sea state, water
depth and direction of current into consideration; which will also provide an adequate shoreline depth and a
secure holding ground; and which lie within the relevant Port State Authority’s territorial waters. The
combination of these considerations will effectively guarantee that the vessel won’t run aground, create
environmental damage or risk colliding with other ships.

Similarly, contingency plans need to include provisions for emergency anchoring and confirming the
whereabouts of ports of shelter or places of refuge. Planning emergency anchoring procedures is a very
literal definition of preparedness: ensuring that, for example, both anchors are held on the brake, ready to be
deployed simultaneously in tandem with instructions to shut off or reverse the engines, to halt the vessel as
rapidly as possible in serious situations.
Contingency plans also need to be made in case urgent action is required to assist a stricken vessel, all the
while minimizing risk to crew, the environment and other ships. These plans will need to take into account
the fact that access to ports of shelter depends on numerous strict criteria which can vary from vessel to
vessel and area to area, so a familiarity with the relevant provisions of the VTMIS (Vessel Traffic
Monitoring & Information Systems) Directive is strongly recommended.