BPG 6TH ED. - CH.3 Passage Planning.pdf

Chapter 3: Passage planning 3 Passage planning 3.1 Principles 41 The purpose of passage planning is to develop a comprehensive navigation plan for the safe conduct of the ship from berth to berth.5 The plan for the intended passage should identify a route that: • Recognises hazards, and assess...

Chapter 3: Passage planning 3 Passage planning 3.1 Principles 41 The purpose of passage planning is to develop a comprehensive navigation plan for the safe conduct of the ship from berth to berth.5 The plan for the intended passage should identify a route that: • Recognises hazards, and assesses associated risks and decision points; • Ensures that sufficient sea room and depth of water is available; • Includes appropriate position fixing opportunities. and intervals; • Complies with relevant reporting requirements and routeing measures for ships; • Considers anticipated traffic and weather conditions; • Takes into account any cargo care sensitivities; and • Complies with all applicable environmental protection measures. The four stages to achieving a safe passage plan are shown in figure 3.1. Appraisal Planning Collect ing and assessing all relevant information required for the intended passage. Developing and approving a passage plan based on the outcome of the appraisal of all relevant information. + Monitoring Execution Checking progress of the ship against the passage plan. Briefing the bridge team on the passage plan. Navigating the ship in accordance with the passage plan. Figure 3.1: Four stages to achieving a safe passage plan ..... 5 IMO Resolution A.893(21) Guidelines for Voyage Planning. Note that in this ICS Bridge Procedures Guide the term passage planning means t he same as voyage planning. - 42 Bridge Procedures Guide, Sixth Edition 3.2 Responsibility for passage planning It is the responsibility of the Master to ensure that the passage plan provides the basis of safe navigation for the intended passage. This responsibility stands regardless of who prepares the plan. The Master shou ld check and approve the passage plan before departure. 3.2.1 Company involvement The SMS should include guidance for passage planning. If the company provides a standard passage plan for a voyage, this should be reviewed on board before departure and adjusted as appropriate for the particular voyage. 3.2.2 Passage planning constraints A comprehensive passage plan should be prepared and approved before departure. However, it might be impractical to include all details at that stage, particularly those relating to arrival. The plan should be finalised as soon as practicable, and the bridge team should be briefed on it at a suitable time. 3.3 Appraisal The appraisal consists of gathering all information relevant to the proposed passage and reviewing it. The appraisal process allows risks to be identified and assessed to make sure that the proposed passage plan is safe. Some factors that should be considered during the appraisal of a passage plan are shown in figure 3.2. Up-to-date official charts and nautical publications (electronic or paper) should be used with other relevant information to make a full assessment of the intended passage. This should include consultation with the chief engineer to ensure that enough appropriate fuel, water and lubricants are available, considering in particular environmental protection requirements, expected weather conditions and safety margins required by the company. A passage plan appraisal checklist is included in this Guide as checklist C2.9. Chapter 3: Passage planning 43 Navigation • Advice in the sailing directions • Pilotage requirements • Anchoring and contingency options • Draught restrictions including air draught, under • Availability and adequacy of charts and reliability ofhydrographic data • Position fixing requirements Availability and reliability of navigation aids keel clearance (UKC) requirements and squat , Available sea room and traffic density • Reliability of propulsion and steering systems and defects affecting the control or navigation of the ship • Communications including Global Maritime Distress and Safety System (GMDSS) and • Routeing and reporting measures Maritime safety information (MSI) • Route selection and waypoints • Weather routeing • Proximity to navigational hazards General/Operational Berth requirements • Bridge manning Bunker calculations • Helicopter operati ons • Mooring and tug operations • Port entry requirements • Cargo considerations • Security and anti-piracy measures • Commercial and charter considerations • Strength and stability Environmental • Ballast water management Contingency • Emergency response plans • Emission Cont rol Areas (ECA) • Notifications and reporting • MARPOL Special Areas • Passage plan amendments • National or regional requirements • Particularly Sensitive Sea Areas (PSSA) • Garbage disposal Port reception facilities Figure 3 .2: Factors to consider during an appraisal of the passage plan 3.3.1 Official charts Only up-to-date official nautical charts should be used for passage appraisal and planning. Any other charts and publications needed for the intended passage should be identified, ordered and received before departure. In the case of electronic charts, sufficient permits/licences for the charts required for the intended route should be available before departure, or else the process for receiving them during the passage (dynamic licensing) should be clearly understood. Factors that should be considered when appraising paper and electronic charts during passage planning are shown in figure 3.3 overleaf. - ii 44 Bridge Procedures Guide, Sixth Edition Appropriateness of scale Accuracy of chart data For coastal and pilotage planning and for Paper chart and RNC source data diagrams plotting each course alteration point, large scale allow the reliability of chart depth information charts should be used. to be assessed. For ocean passage planning and open water The Category Zone of Confidence (CATZOC) legs, the largest scale charts that are appropriate allows the accuracy and rel iability of ENC data should be used. to be assessed. Further details ofCATZOC symbols and their meanings can be found in relevant hydrographic office publications e.g.: UKHO NP 5012. Notices to Mariners Notices to Mariners should be consulted (see Section 3.3.2). Some hydrographic offices Additional information to that found on charts may be contained In also issue Temporary & Preliminary (T&P) Notices sailing directions to Mariners for their electronic charts as well as and should be consulted. paper charts. Figure 3.3: Factors to consider during an appraisal ofpaper and electronic charts Electronic navigational charts (ENC), raster navigational charts (RNC) and paper charts are usually based on the same hydrographic survey data. This means that an ENC is not more accurate than an RNC or paper chart covering the same area. Because of ECDIS screen resolution, its precision of charted objects may not be much different from that of paper charts (which has precision up to 15 metres). When planning a passage on ECDIS, the OOW should: • Be aware that the charted objects on an ENC are not more accurate or precisely plotted than charted objects on the corresponding RNC or paper chart; and • Make sure that there is enough of a safety margin between charted hazards and the ship's intended route to allow for the accuracy and precision of charts. 3.3.2 Official nautical publications and other information A full appraisal of the passage plan should include a review and consideration of other information that supplements navigational charts, including the sources of information shown in figure 3.4. Chapter 3: Passage planning Sailing directions Provide essential information on all aspects of 45 Oc:ean passage/routeinc charts and guides navigation including hazards, buoyage, weather patterns, pilotage details, regulations., port facilities Provide information on established ocean routes and general prevailing wind conditions and guides on port entry. and ocean currents. Port guides Notices to Mariners Provide port approach details and berth information that include information based on Provide essentiial corrections and amendments the experience of seafarer s. to official nautical charts and publications. May also be used by port authorities and harbour masters to provide specific local safety information to ships. Lists of radio signals Provide information on maritime radio communications, particularly vessel reporting and Lists of llghts Provide information on all lights of navigational significance. Tide tables and tidal stream atlases VTS, GMDSS and information on availability ofMSI. Provide detailed information on tidal conditions in coastal areas, port approaches and harbours. Load lino charts Maritime security charts Provide informati on on zones and seasonal periods Provide security advice and information about for consideration when determining compliance with l oad line requirements. reporting schemes in designated areas. Figure 3.4: Additional information to review and consider during an appraisal ofthe passage plan 3.4 Planning Following the appraisal of all charts, nautical publications and other information, a detailed passage plan should be prepared. This should cover the entire passage from berth to berth, including pilotage areas. Planning for any section of a route should be undertaken using either electronic charts only or paper charts only rather than a mixture of chart types, unless the route includes areas where electronic charts are not available. - ii 46 Bridge Procedures Guide, Sixth Edition The choice of method will depend on whether the sh ip is certificated for full navigation by electronic means (paperless navigation). Whether planning with paper charts or with ECDIS, the plotting of the route should follow established procedures that include the details shown in figure 3.5, where appropriate. Pilotage phase Anticipated waypoint arrival times Cross track distance (XTD)* Ocean phase Identification of navigational hazards Leg distances Planned track with true course Safety depths and safety contours Clearing bearings/ranges based on charted features Coastal phase Conspicuous charted features for position fixing • No-go areas Routeing and reporting requirements Safe water (allowing for height of tide, UKC and squat) Tidal height and stream information • Decision points for critical manoeuvres • Contingency plans, including anchorages • Turn radius for each course alteration • Wheel over posit ions for each course alteration • Commit point • To su pport route scanni ng on ECOi$, an XTO should be set up for all elements of the passage, including ocean passage elements. XTO information may not be required for plotting ocean routes on paper charts. Figure 3.5: Information to show in route plotting Chapter 3: Passage planning 3.4.1 47 Passage planning in ocean waters When planning ocean passages, consideration shou Id be given to: • Ocean routeing charts showing ocean currents, winds, ice limits and load lines; • Load line charts showing zones and seasonal periods to assist in compliance with the IMO International Convention on Load Lines; • Weather routeing services (see section 3.4.7); and • The use ofgnomonic projection charts for plotting great circle routes, as appropriate. The following considerations may influence the selection of an ocean route: • Ocean currents and their impact on ship speed and fuel consumption; • Weather conditions including anticipated seasonal variations, e.g. heavy weather, tropical storms, ice and reduced visibility; and • Environmental protection measures and associated requirements that may extend into an ocean route (see section 4.21). Landfall targets need to be identified and the expected radar and visual ranges considered. For lights, this will include rising and dip ping ranges and the arc/colours of sector lights. 3.4.2 Passage planning in coastal waters Margins of safety in coastal or restricted waters are likely to be less than for ocean passages because of the available depth of water, proximity of land, coastal infrastructure, increased traffic density and other navigational hazards. The following factors should be among those considered when planning a passage through coastal waters: • T he importance ,of passing charted and other features at a safe d istance; • Advice in the sailling directions; • Available depth of water and tidal information contained in tide tables and tidal stream atlases; • Availability of visual and radar fixi ng opportunities; • Ship's routeing and reporting measures, as well as the availability of VTS; • The reliability of t he ship's propulsion and steering system; and • Environmental protection measures and associated requirements, including fuel changeover procedures (see section 4.21). In shallow water, allowance should be made for the increased draught and effects on steering caused by ship squat, which amplifies with increased ship speed. ..... - 48 Bridge Procedures Guide, Sixth Edition 3.4.3 Passage planning in pilotage waters The passage planning for navigation in pilotage waters should contain more information to cover a pilotage phase, including when: • The ship is navigating in a non-mandatory pilotage area and no pilot has been embarked; • The ship is in pilotage waters and a pilot is embarked; or • The ship is in pilotage waters and pilotage is being conducted by a ship's officer holding an appropriate and valid PEC. The additional information that may be required to plan a pilotage phase, reflecting the fact that the ship is close to navigational hazards and needs to comply with local requirements, may include: • Recommended routes and channel information; • Procedures for pilotage including pilot boarding points and means of embarkation; • Local conditions, rules and restrictions on navigation; • Reporting and communications procedures; • Details of the prospective berth, tugs and/or anchorages; and • Contingency planning for unforeseen issues. For more detailed guidance on pilotage, see chapter 6. 3.4 .4 Passage planning using ECDIS Depending on the ship's certification, ECDIS may be the primary tool for passage planning on board. Effective use of route planning tools, voyage notes and action points contribute to a comprehensive passage plan. When using ECDIS for passage planning, the following factors should be considered: • Availability of and access to the required up-to-date ENCs and RNCs for the intended passage. This should include identification of areas where ECDIS may need to be in raster chart display system (RODS) mode and where paper charts might therefore be required; • If reusing a previous passage plan, the need to recheck the route to confirm that it remains safe and no changes are necessary; • An appropriate large scale ENC or RNC should be used when planning a route; • Making sure that any old or previous routes are removed from the display; • T he need to select chart symbols (pick report) on ENCs to get additional detailed safety and navigational information; • Applying a maximum acceptable cross track distance (XT O) to each leg of a route. This should comply with any requirements in the SMS and be appropriate for the area; • Calculating safety depths and safety contours and setting them up in line with the under keel clearance (UKC) requirements in the SMS; • Setting estimated time of arrival (ETA) information manually or using route planning tools. If this is set incorrectly, it may affect tidal data and time dependent information for the route; Chapter 3: Passage planning 49 • Applying current and tidal data, if integrated with ECDIS and up to date, to the route; and • Checking information about the vessel's characteristics and confirming it as correct. This includes details about draught (including any allowance for squat or additional safety margins), turn radius and vessel dimensions. The passage plan should be saved, backed up and locked to prevent unauthorised editing. ECDIS safety settings Before departure, the OOW should make sure that the correct safety settings are entered into the ECDIS for the ship's static and dynamic data. Contour lines The ECDIS uses contours to display depths of water on the screen. A contour is a line separating areas of minimum depths. For example, a 10-metre contour line separates waters with depths below and above 10 metres on either side. Contours are available in 5m intervals (5, 10, 15, 20 metres) . --- ....,_ I 16m Saftitvdes)ltl raom --- roo m ..,...,_ Con10l.ll'labell Chart zero r,o., Safety depth ..,... - I Grey-white White Figure 3.6: How contour lines indicate navigable waters Shallow contour The shallow contour value is needed to inform the ECDIS of the lowest depth of water that the ship can sail in. This is the value of water depth below which the ship will run aground. The shallow contour value must be equal to or more than the lowest draught of the ship. If the ship has a draught of8m, the ECDIS will round up to the highest closest contour, i.e. 10m. Safety contour The safety contour displays the difference between unsafe water areas, isolated dangers and the triggering of anti-grounding alarms. The safety contour is an outline that marks the division between safe and unsafe waters. ..-- 50 Bridge Procedures Guide, Sixth Edition i Shallow contour __..,. .. Figure 3.7: Contours on an ECDJS display The blue colour in a traditional paper chart does not give a clear picture of water under the keel, as this depends on the ship's draught. With ECDIS, the officer can set the safety parameters according to the ship's own information. The safety contour should be calculated before departure and entered into the ECDIS. The OOW should consider: • The ship' sailing draught and trim; • Expected squat or allowance for squat; • UKC as per the company SMS; and • Expected height of tide. Chapter 3: Passage planning 51 If the ship crosses a safety contour, an alarm will be raised (audible and visual). The ECDIS system has a tool to prewarn the OOW of the anticipated crossing of a safety contour within a specified time, as set by the user. Based on the value of the safety contour set, the ECDIS displays the isolated danger symbol for underwater features and obstructions that may pose a danger to navigation. Safety depth By setting a safety depth, spot soundings are highlighted in grey (deep waters) or black (shallow waters) when compared with the safety depth value entered by the OOW. This outlines potentially safe and unsafe areas. The safety depth differs from the safety contour as it will not trigger an alarm or indicate a different contour on the screen, but it will show isolated soundings outside the depths of the contour. Deep contour The deep contour can be used in different ways, depending on the ship's draught and the depths in the navigation area. It represents the area where the ship will encounter shallow water effects. For example, for a ship with a 10m draught this may be set to 30m. 3.4.5 Category zone of confidence (CATZOC} In calculating the sh ip's safety depth it is also important to consider the category zone of confidence (CATZOC) values of the chart in use. The CATZOC value highlights the accuracy of data presented on charts. With six categories, it informs the user about how far they can rely on the chart when p lanning a passage or conducting navigation. Each ZOC value is described in figure 3.8. - 52 Bridge Procedures Guide, Sixth Edition zoo A1 A2 B C D u I Position accuracy I Depth accuracy ±5m + 5% depth =0.50+1%d Depth (m) Accuracy (m) 10 30 100 1,000 ±0.6 ±0.8 ±1.5 ±10.5 ±20m =1.00 +2%d Depth (m) Accuracy (m) 10 30 100 1,000 ±1.2 ±1.6 ±3.0 ±21.0 ±50m =1.00 +2%d Depth (m} Accuracy (m) 10 30 100 1,000 ±1.2 ±1.6 ±3.0 ±21.0 ±500m Worse than ZOC C =2.00+5%d Depth(m) Accuracy (m) 10 30 100 1,000 ±2.5 ±3.5 ±7.0 ±52.0 Worse than ZOC C Unassessed - the quality of the bathymetric data has yet to be assessed Figure 3.8: CATZOC values (Source: UK Hydrographic Office) Chapter 3: Passage planning 53 When calculating the contours, the officer designated for passage planning should address several factors, including: • Ship sailing draught; • Anticipated squat (due to depth of water and ship speed); • Company required UKC; • Height of tide; and • CATZOC of sailing area. As an example, with the following values: • Ship sailing draught of10.0m; • Anticipated squat of 0.7m at 10 knots; • Height of tide 1.0m; • Company required UKC of10% of draught continuously; and • CATZOCareaAl Safety contour= (10.0m draught+ 0.7m squat+ 1m UKC) - (Consideration of height of tide) Safety contour= 11.7m In this example, the height of tide is not subtracted from the total, as an extra level of precaution. This would also allow the ship to sail in the specific area regardless of height of tide. But if the ship sails in an area with a CATZOC value D, the quality and accuracy of the depths on the chart will be lower. The safety contour previously set to 11.7m for the CATZOC A1 area should then be increased to address this. Companies should set out their minimum UKC and procedures for operating within different values ofCATZOC in the SMS. 3.4.6 Finalising the passage plan To avoid losing critical information, the passage plan should not be over detailed and it should be available in a format that can be easily understood by the bridge team. When the officer planning the passage has completed the berth to berth passage plan, it should be checked and approved by the Master. These checks should include a careful inspection of navigational charts to make sure that the route is appropriate and safe. When checking a route on ECDIS, it should be visually inspected at optimum scale (1:1) for the ENC or RNC in use. When a route is plotted on an ENC, the ECDIS route scanning function should be used as well as a visual inspection. For the route scanning function to be effective, the ECDIS should be correctly set up with safety depths and contours reflecting UKC requirements. ..-- 54 Bridge Procedures Guide, Sixth Edition When the route scanning function is used, the officer should check each item that may be raised by the scan. If necessary, the officer should amend the route as required. A detailed review of the passage plan route should always be carried out in conjunction with an automated route scan when using EODIS. 3.4.7 Weather routeing Weather routeing allows the Master and the bridge team to follow a passage plan that avoids the worst weather in the interest of safety and fuel consumption efficiency. Weather routeing predicts the movement of weather systems associated with poor conditions and rough seas. The most favourable route is then planned, taking these systems into consideration. The main benefits of weather routeing are: • Increased safety; • Better conditions for cargo or passengers; • Fuel and time savings; and • Reduced costs overall. Weather routeing is an aid to navigation and the Master should always consider routeing information as well as applying good seamanship. The safety of the ship, its crew and its cargo or its passengers should always have priority over the ETA. The bridge team should be familiar with dedicated software for weather routeing on board, if available. Figure 3.9: Example weather route Chapter 3: Passage planning 3.4.8 55 Passage plan briefing A briefing should be held to make sure that all bridge team members understand their role in executing the passage plan. The briefing should address the factors identified in checklist C2.9. Before sailing, all of the bridge team should be appropriately briefed and should confirm their understanding of the passage plan. 3.4.9 Amendments to routes Planning should be updated if the intended route is amended to reflect changing circumstances and conditions before or during a passage (see also section 4.15.4). It is important to run a full route check on the ECDIS after amending the route. 3.4.10 Transferring positions When transferring route and hazard information between paper charts, electronic charts and/or different Global Navigation Satellite Systems (GNSS), it is crucial to apply appropriate corrections as the geodetic datum used by different hydrographic offices, on different types of charts and equipment, may vary (see section 5.9). Corrections may be needed when: • Transferring positions between different GNSS systems; • Transferring positions between GNSS systems and paper charts or RNCs; and • Transferring positions between paper charts or RNCs and ENCs. 3.4.11 Maritime safety information (MSI) Weather information (including gale warnings), NAVAREA warnings and coastal navigational warnings are broadcast by radiotelephony from coast radio stations and by NAVTEX. Long range weather warnings are broadcast via satellite communications systems, such as SafetyNET, along with NAVAREA navigational warnings as part of the World-Wide Navigational Warning Service (WWNWS). Details of weather routeing services for ships and information for shipping such as limits of meteorological areas (METAREAs) are contained in lists of radio signals and in Volume D of the World Meteorological Organization (WMO) Publication No.9. 3.4.12 Planning an anchorage Some of the factors to consider when planning to anchor are: • The purpose of anchoring and its anticipated duration; • Availability of appropriate space at the anchorage; • Position fixing opportunities; • Weather conditions and available shelter; • Tidal height and stream for the duration of the anchorage; ..-- 56 Bridge Procedures Guide, Sixth Edition • Prevailing weather conditions and ant icipated forecast; • Sea room and proximity of navigational hazards, including traffic; • Depth of water and windlass capacity; • Nature of seabed, depth and holding characteristics; • Scope of anchor cable required/available and anticipated swinging circle; • Port requirements; • Security measures required by the Ship Security Plan (SSP) 6 and the latest industry best practices and guidance on responses to piracy and armed robbery at sea; • Requirements for machinery availability; • Availability of required services; and • Watchkeeping arrangements to make sure that a proper look-out is kept. See also checklist 02.12. 6 For more guidance on SSPs. see the ICS Maritime Security: A Comprehensive Guida for Shipowners, Seafarers and Administrations. Chapter 3: Passage planning 3.4.13 57 Ships• routeing Routeing measures for ships are designed for different purposes, as illustrated in figure 3.10. • To reduce the risks of collision between ships in high traffic areas and grounding To manage shipping in environmentally sensitive sea areas Adopted at the IMO for international measures. Application can be based on ship type or certain cargoes IMO routeing schemes are shown on charts with a note on provisions as to their use Non-IMO routeing schemes may also exist and should be followed as best practice Figure 3.10: Purpose ofrouteing schemes Ships' routeing measures can be adopted internationally by IMO. ..-- 58 Bridge Procedures Guide, Sixth Edition Measures are recommended or mandatory for all ships or for certain types of ship, or for ships carrying certain cargoes. Mandatory ships' routeing measures should always be used unless the ship has compelling safety reasons for not following them. Non-IMO adopted routeing measures may also exist and should be followed as best practice. 3.4.14 Ship reporting systems Ship reporting systems allow coastal States to monitor ships navigating through their waters and are intended to contribute to the safety of life at sea, the efficiency of navigation and the prevention of pollution. Routinely, ship reporting systems require information on the position, course, speed, persons on board, cargo and the ship's destination. In certain areas, information on defects affecting ship navigation equipment, propulsion or steering may also be requested by coastal authorities. Where a ship reporting system has been adopted by IMO, the Master should comply with its requirements. Reporting may be required on entry and exit from an area covered by the system or when there has been a material change in the ship's condition. Masters may expect IMO adopted reporting systems to supply information that will assist the ship, if requested. Ship reporting requirements will be referred to on charts with a note of any relevant provisions for their use, including details of their mandatory/recommended status. More details will be found in lists of radio signals. Reporting areas may be difficult to identify on ECDIS, and p ick reports may need to be used. It may be useful to add a waypoint note for reporting, including the channel. Automated ship reporting and monitoring The Automatic Identification System (AIS) provides traffic reporting systems with the ability to monitor ships in real time. This has reduced the need for reports from vessels in certain areas, but Masters should continue to make reports as required by individual reporting systems. Masters should make sure that the static, passage and dynamic data programmed into AIS equipment is accurate, to avoid the transmission of false data to reporting systems and other vessels. This data should be entered before departure and updated as the passage progresses. 3.4.15 Vessel traffic services (VTS) Vessel traffic services (VTS) monitor ship compliance with local regulations and optimise traffic management. VTS operate in: • Areas where the volume of traffic and risk to navigation and the environment is high; • In approaches to ports; and • Other areas of confined water. Chapter 3: Passage planning 59 VTS reporting requirements are often marked on charts, with more details given in sailing directions and in lists of radio signals. The passage plan should include references to the specific radio frequencies that the ship should monitor to communicate with VTS. Masters should expect VTS to be able to provide: • An information service (IS) which may include reports on the position, identity and intentions of other traffic, waterway conditions, weather, hazards or any other factors that may influence the ship's passage; • A navigational assistance service (NAS) in difficult navigational or weather conditions or when a ship is suffering defects or deficiencies. The Master may request this service from the VTS; and • A traffic organisation service (TOS) to set up and manage the priority of vessel movements, allocation of space, mandatory movement reporting, route information and speed limits or other appropriate measures. 3.5 Executing and monitoring the passage plan The ship's passage should be continuously monitored to ensure that it is being carried out in line with the plan as checked and approved by the Master and as briefed to the bridge team. More guidance on executing and monitoring the passage plan by the OOW can be found in chapter 4. -