Professional Documents
Culture Documents
4.2 Describe that local authorities may require carriage of their own
publications.
4.4 Explain the use of Admiralty sailing directions, List of lights, List of
Radio signals, Mariners Handbook.
Safe Navigation is the prime task of ships deck officer .It is important
to be aware of the hazards, facilities, precautions and methods for a
ships navigation by obtaining information from all relevant
publications. This can be achieved by covering the following areas:
Primary consideration is the route a vessel must take between the departure and
destination .To choose the best route requires the charts on which to lay the track
and monitor progress and provide the information concerning hazards. Therefore
each ship requires a set of nautical charts which covers the entire route from
berth to berth. In addition , publications are needed to provide detailed
information on the pros and cons of each route and the procedures required to
enter a countrys harbours.
A vessel needs information on sea and weather conditions and sufficient
warnings of adverse conditions.
Different ships have different requirements for carriage of publications and every
vessel must have up to-date publications which cover the intended passage.
Often referred to as Pilots, Sailing Directions are designed for use by the
merchant mariner on all classes of ocean-going vessels with essential
information on all aspects of navigation. Sailing Directions are
complementary to ADMIRALTY Standard Nautical Charts and provide
worldwide coverage in 74 volumes.
It is recommended that updates issued in this way are cut out and
pasted into the parent book. Mariners may, however, prefer to keep
updates in a separate file, and annotate the text of the book in the
margin to indicate the existence of an update.
(1) Check that the most recent Edition of the volume is held.
(2) Check that the updates at Part 2 or Part 4 of this volume have been
applied.
(3) Check that all updates published at either Sections IV and VII of
Admiralty Notices to Mariners subsequent to the publication of this
volume have been applied, using the most recent quarterly check-list at
Section IV or VII of the Weekly Edition.
Where it is found that the most up to date information is not held, the
most recent editions of all Admiralty publications can be obtained from
Admiralty Distributors, and back copies of Admiralty Notices to
Mariners can also be downloaded from the UKHO website
This latter method may be more appropriate in some volumes where
significant numbers of updates, sometimes overlapping, may make the
cut-and-paste method unwieldy and confusing
Typical correction to SD BA 27
Paragraph 5.72 1
Replace by:
Each publication also gives the characteristics of lights and fog signals,
together with the equivalent foreign language light descriptions. Tables
can be used to calculate the geographical and luminous ranges of lights.
Details for all lights listed include the international number, location
and/or name, geographical co-ordinates, characteristics and intensity,
elevation in metres, range in sea miles and description of structure.
Describes the Cardinal and Lateral Buoyage system with diagrams and
written explanations of the five types of marks: lateral, cardinal,
isolated danger, safe water and special marks.
Ocean Passages for the World (NP136)
This classic volume on ocean voyage planning has routeing details for
powered and sailing vessels; individual chapters on each of the world's
oceans; advice on winds, weather, climate, seasonal factors, currents,
swell, ice hazards; and the shortest routes between ports and important
positions.
Symbols and Abbreviations Used on ADMIRALTY Charts, Chart
NP5011 (INT 1)
The publication provides graphics showing both the traditional and the simplified
forms of symbols, as well as descriptions of the use of the symbol that can be
understood by the intended users (international seafarers) with reference to the
chart 5011 / INT1 equivalent symbol where applicable.
Guidance on ECDIS procedures, which can be used to assist crews and fleet
managers with ISM code compliance
Make seamless port calls a reality. With over 70 standard headings available,
important port details are provided, including details of documentation required
by the port, berth dimensions and cargoes handled, plus any restrictions the port
might have. Over 20,000 port service providers, together with their contact
details, are also given for quick access to the facilities you need. Plus, when
using our port information guide in conjunction with navigational information,
you will have a clear understanding of the location of the facilities available by
using our port plans, of which over 4,800 are available.
Included within this edition is access to the latest port information updates via
unique port QR codes, which can be scanned using a smartphone or tablet. More
information about the QR system is available .
Nautical Almanac:
A book published annually by the governments of the principal maritime nations
which contains the astronomical data required for navigation by observations of
celestial objects; an abridged version is known as the abridged nautical almanac.
"The purpose of the International Code of Signals is to provide ways and means
of communication in situations related essentially to safety of navigation and
persons, especially when language difficulties arise." It has done this by first
establishing a standardized alphabet (the letters A to Z, and the ten digits), along
with a spoken form of each letter (to avoiding confusing similar sounding letters,
such as 'b', 'p', and 'v'), and associating this alphabet with standardized flags.
One of the elegant aspects of the ICS is that all of the standardized messages
come in nine languages (English, French, Italian, German, Japanese, Spanish,
Norwegian, and, since 1969, Russian and Greek). That the sender and receiver(s)
are using different languages is immaterial; each language has a book with
equivalent messages keyed to the same code. This is also useful in
radiotelephony, or even when ships are within hailing distance, if there is no
common language:
The code also covers procedural aspects (how to initiate a call, the format of a
message, how to format date and time, etc.), how naval ships (which usually use
their own codes) indicate they are using the ICS (by flying the code pennant), use
in radiotelephony (use of the spoken word "Interco"), and various other matters
(such as how an aircraft directs a vessel to another vessel in distress, and how to
order unidentified submarines to surface)
Ship routeing or managing the shipping traffic can be easily called the most important
aspect of entire maritime industry. Managing shipping traffic, especially in regions of
high traffic load or congested areas, ship routeing comes as even more important task.
The International Maritime Organization looks into maintaining all the shipping routes to
keep the traffic smooth and avoid accidents. All the governments adhering to guidelines
of this organization follow a standardized protocol. The key points of ship routeing as
mentioned by IMO are:
Ship routeing is done with prime motive of traffic management. Taking into
account activity over a particular shipping route, appropriate traffic lanes need to
be set to avoid accidents.
All the key elements for ship routeing are well defined. These elements include
traffic lanes, separation zones and roundabouts.
Traffic lanes are provided only for purpose of one way traffic. Such shipping
routes are found mainly in congested regions so as to avoid ships being stuck in
a spot.
Notices to Mariners
Keep informed about safety critical information.
Admiralty Notices to Mariners (NM) are British Crown
Copyright; UKHO
Admiralty Notices to Mariners (NMs)
Admiralty Charts and Publications should be
maintained so that they are fully up-to-date for the
latest safety-critical navigational information. The
Admiralty Notices to Mariners service provides all of
the data you need to maintain our products.
Admiralty NMs contain all the corrections, alterations
and amendments for the UKHO's worldwide series of
Admiralty Charts and Publications. They are published
weekly in several formats but best known as the
weekly booklets, which are despatched directly from
the UKHO.
The publication, NP294, How to Keep your
ADMIRALTY Products up-to-date, should be
consulted for practical guidance on applying Notices
to Mariners
CUMULATIVE LIST OF ADMIRALTY NOTICES TO
MARINERS
Example January 2014
This publication records the date of issue of the
current edition of each navigational chart and of
subsequent relevant Notices to Mariners issued since
Weekly Edition 1 of 2012 dated 5 January 2012.
This list reflects promulgated information up to
Notice to Mariners Weekly Edition 52 of 2013 dated
26 December 2013 (last notice number 5457/13).
Users should keep it updated from the information
given in Sections I and II of the subsequent Weekly
Editions unless NP 133a is in use.
The next list will be published in 6 months time
Chart numbers refer to navigational charts in the
Admiralty series, including adopted Australian, New
Zealand and Japanese charts (indicated by the
prefixes AUS, NZ and JP respectively).
The edition date quoted indicates the month and year
of publication of the current edition; that publication
may have been in the form of a new chart or a new
edition (the relevant date is given in the bottom
outside margin of the chart). A chart carrying an
earlier edition date than that quoted in this list is no
longer valid and should be replaced.
Newly published New Charts and New Editions are not
included in this list until publication is announced in
the Weekly Editions of Admiralty Notices to Mariners.
The Notices to Mariners quoted for each chart are
those which have been issued over the past 2 years.
Figures in bold indicate the week the notice was
issued.
Temporary and preliminary notices are not included.
If no notice has been issued during the past 2 years,
the most recent notice affecting the chart concerned
is quoted.
The annual summary of admiralty notices to mariners, also popularly known by its
publication number NP 247 (1) and (2), is a publication issued by admiralty (UKHO) on
yearly basis. The notices advice mariners on important matters related to ships
navigation, hydro graphic information, aids to navigation, and changes in shipping
channels.
The current edition of Notices to Mariners, superseding and cancelling the previous one,
is divided into two sections. This annual summary is of prime importance to mariners in
keeping navigational chart folio up to date for corrections pertaining to temporary and
preliminary notices for ships navigation and sailing directions. The annual summary
serves as a database with details of history of corrections for all the charts and sailing
directions published by the British Admiralty or UKHO.
The Annual Summary of Admiralty notices to mariners is divided into two parts:
1. NP 247(1)
2. NP 247(2)
Starting with an index which consists of a note displaying that the current annual
summary replaces the previous one, which should be cancelled and destroyed, the first
section deals with annual notices for the current year for e.g. an edition of 2013 of
Annual summary would deal with notices applicable till the end of year 2012
comprehensively.
The publication also includes an exhaustive list of traffic separation schemes and
information related to ship routeing system shown on admiralty charts. It contains port
state notifications issued under the EU Directives and some parts of ship navigation
related regulations issued by the United States. The annex provided with the notice
contains extracts from the US navigation safety rules.
The second important section of the navigation publication contains a numerical index of
temporary and preliminary notices which are in force since the end of the previous year.
The index is preceded by further detailed description of each notice mentioned in it, thus
enabling mariners to check any chart or any T & P correction applicable to the chart
right from its edition date. This information is significant for mariners to keep a track of
any previous notice that has been missed out, cancelled or not in force any further.
Mariners can thus always refer to the Annual Summary and keep their navigational chart
folios up to date.
Often during Oil Major Inspections observations, navigational charts are found marked
with Temporary and Preliminary notices which are no more in force or have been
cancelled or some notices are found missing. Thus while preparing for such inspections,
the ships navigating officer can always refer to Annual Summary of Notice to appraise
the status of corrections before planning passage in order to keep navigational charts up
to date.
4.7 Explain the principles and rules of the International Association of
Lighthouse Authorities (IALA), Maritime
Buoyage System, Systems A and B.
IALA Buoyage System
1.The severest test of buoyage system occurs
when the mariner is confronted unexpectedly at
night or in low visibility by the lights marking
an uncharted danger, such as a recent wreck;
immediately, he must decide which way to go.
2. The fact that the existing systems of
buoyage are not always sufficiently understood
was illustrated by a disaster in the Dover Strait
in 1971. Although marked under the existing
system, the wreckage of the Texaco Caribbean
was struck by the Brandenburg, which sank. A
few weeks later the wreckage, despite being
marked by a wreck-marking vessel and many
buoys, was struck by the Niki, which also sank.
On sighting a navigational mark, every
mariner's reaction should be instinctive,
positive and correct.
In 1976, there were more than 30 different
systems in use world-wide.
The International Technical Committee of the
International Association of Lighthouse
Authorities (IALA) examined the problems of
Uniform Maritime Buoyage System and
promulgated two sets of Rules namely Region
'A' the Combined Cardinal and Lateral System
(Red to Port) and Region 'B' Lateral System only
(Red to Starboard).
At the IALA conference convened at Tokyo in
1980, it was agreed to harmonise Systems 'A'
and 'B' into a single IALA Maritime Buoyage
System.
Subsequently an agreement on the IALA
Maritime Buoyage System came into force in
April, 1982 when 28 Maritime countries of
Region 'A', including India, have signed the
agreement.
The Rules for Region 'A' have been agreed to by
the International Maritime Organisation (IMO).
They are particularly suitable for use in Europe,
Africa, India, Australia and some Asian waters.
With-in both regions, use was made of the full
range of cardinal and other marks established
for Region 'A'.Some minor features, appropriate
in both regions, added to the existing system,
the most significant being the provision of a
modified lateral mark for indicating the
preferred route where a channel divides. These
changes and additions unlikely to give rise
significant alteration in the areas where IALA
Buoyage system had already been
implemented.
In the IALA System the regional (of the systems
A and B) principle of painting of the lateral
signs was maintained. The countries that
accepted the red colour for the left hand lateral
signs have been included in the region A. The
countries that use the green colour for the left
hand lateral signs were included in the region
B. In both the regions, the fairway direction is
the one leading from the sea (when a different
manner is used than an adequate notice is
provided). Following the division into the IALA
System regions, marine maps contain
respective notice, i.e. the "IALA System Region
A" or the "IALA System Region B".
The IALA System has five types of signs that are
used in various associations.
The signs have specific identification elements
that make them easily recognizable to the
sailors.
The lateral signs in the Regions A and B are
different, but the other four signs are common
for these both regions.
The lateral buoys and marks are placed
according to the direction accepted for marking
of the right and left side of the fairway.
In the Region A, during the day and night, the
green colour is used to mark the right side of
the fairway, and the red colour - to mark the
left side.
Description of Lateral Marks used in Region A.
Lateral marks are generally used for well-
defined channels; they indicate the port and
starboard hand sides of the route to be
followed, and are used in conjunction with a
conventional direction of buoyage.
This direction is defined in one of two ways:
1. Local direction of buoyage is the
direction taken by the mariner when
approaching a harbour, river estuary,
2. or other waterway from seaward.
2. General direction of buoyage is determined
by the buoyage authorities, following a
clockwise direction around continental
land-masses, given in sailing directions, and, if
necessary, indicated on charts by a large open
arrow symbol.
In some places, particularly straits open at both
ends, the local direction of buoyage may be
overridden by the general direction.
Port Hand Marks
Colour :Red
Shape (Buoys) :Cylindrical (can) pillar or spar
Top-mark (if any) :Single red cylinder (can)
Light (when fitted)
Colour :Red
Rhythm :Any, other than that for Mid-channel
Starboard Hand Marks
Colour :Green
Shape (Buoys) :Conical, pillar or spar
Topmark (if any) :Single green cone, point
upward
Light (when fitted)
Colour :Green
Rhythm :Any, other than that for Mid channel
In the Region B the colours are reversed, ie the
red colour is used for the right side, and the
green colour - for the left side.
Description of Lateral Marks Used in Region B.
Port Hand Marks
Colour :Green
Shape (Buoys) :Cylindrical (can) pillar or spar
Topmark (if any) :Single green cylinder (can)
Light (when fitted)
Colour :Green
Rhythm :Any, other than that for mid-channel
mark
Starboard Hand Marks
Colour :Red
Shape (Buoys) :Conical, pillar or spar
Topmark (if any) :Single red cone, point upward
Light (when fitted)
Colour :Red
Rhythm :Any, other than that for mid-channel
mark
When the path is divided on a fairway, then the
direction of the main path is shown with a
modified lateral buoy in order to indicate the
direction of this main path.
Modified Lateral Buoys and Marks for the
Region A.
At the point where the channel divides, when
proceeding in the ''Conventional Direction of
Buoyage'', a preferred channel may be
indicated by a modified Port or Starboard
lateral mark as follows:
Preferred Channel to Starboard:
Colour :Red with one broad green horizontal
band
Shape (Buoys) :Cylindrical (can), pillar or spar
Topmark (if any) :Single red cylinder (can)
Light (when fitted)
Colour :Red
Rhythm :Composite group flashing (2+1)
Preferred Channel to Port:
Colour :Green with one broad red horizontal
band
Shape (Buoys) :Conical, pillar or spar
Topmark (if any) :Single green cone, point
upward
Light (when fitted)
Colour :Green
Rhythm : Composite group flashing (2+1)
They indicate that water is navigable around the mark and they do not show any
hazards. They can be used to mark, eg a fairway axis or as approach signs ,used as a
centre line, mid-channel, or landfall buoy.
The safe water marks appearance is completely different from any one of the buoys
that indicates the hazard. They may have a shape of a sphere, a column or a pole, with a
red sphere as a top-mark. These are the only marks painted in vertical stripes (red and
white).
When the light is installed, then its colour is white and its rhythm may be iso-phase,
occulting, long flash or the Morse Code letter "A".
Special Buoys and Marks. Special Buoys and Marks do not represent navigational
aids.
A special mark may be used to indicate a special area or feature which is apparent by
referring to a chart, sailing directions, or notices to mariners. Uses include:
Another function of a special mark is to define a channel within a channel. For example,
a channel for deep draft vessels in a wide estuary, where the limits of the channel for
normal navigation are marked by red and green lateral buoys, may have its boundaries
or centre line marked by yellow buoys of the appropriate lateral shape.
These special marks are painted yellow and have a top-mark in the shape
The light (if installed) is also yellow. As in poor visibility it is possible to mistake the
yellow colour for the white, the yellow lights of the special marks cannot have the
rhythm adopted for marks with the white light.
The shape of the special marks cannot be confused with the shape of navigational
marks, i.e. if special marks have been used to mark,
eg the left side of the fairway, then they must have a cylindrical and not conical shape.
New Danger.
Attention is being drawn to the fact that a "new danger" that has not yet been
announced in nautical documents may be indicated with a duplicating mark being
identical (in all details) with the principal mark. The duplicating mark should stay until
the news about the new danger has been adequately announced. The "new danger"
mark should be equipped with a Racon sending out the letter "D" in the Morse Code
The emergency wreck-marking buoy is designed to provide high visual and radio aid to
navigation recognition. It should be placed as close to the wreck as possible, or in a
pattern around the wreck, and within any other marks that may be subsequently
deployed.
(a) The wreck is well known and has been promulgated in nautical publications;
(b) The wreck has been fully surveyed and exact details such as position and least depth
above the wreck are known; and
(c) A permanent form of marking of the wreck has been carried out.
(b) Coloured in equal number and dimensions of blue and yellow vertical
stripes(minimum of 4 stripes and maximum of 8 stripes).
(c) Fitted with an alternating blue* and yellow flashing light with a nominal range of 4
nautical miles (authorities may wish to alter the range depending on local conditions)
where the blue and yellow 1 second flashes are alternated with an interval of 0.5
seconds.
(d) If multiple buoys are deployed then the lights should be synchronized
including the symbols and abbreviation used for charting the buoys under the system, is
given in
Quick light
A quick light, abbreviated "Q", is a special case of a
flashing light with a large frequency (more than 30 or
50per minute). If the sequence of flashes is
interrupted by regularly repeated eclipses of constant
and long duration, the light is denoted "interrupted
quick", abbreviated "I.Q".
Group notation similar to flashing and occulting lights
is also sometimes[1] used (e.g. Q.(9)).
Another distinction sometimes[1] made is between
quick (more than 50 and less than 80 flashes per
minute), very quick (more than 80 and less than 160
flashes per minutes, abbreviated "V.Q") and ultra
quick (no less than 160 flashes per minute,
abbreviate "U.Q"). This can be combined with
notations for interruptions, e.g. I.U.Q. for interrupted
ultra quick, or grouping, e.g. V.Q.(9) for a very quick
group of nine flashes. Quick characteristics can also
be followed by other characteristics, e.g. V.Q.(6)+L.Fl.
for a very quick group of six flashes, followed by a
long flash.
Morse code
A Morse code light is light in which appearances of
light of two clearly different durations (dots and
dashes) are grouped to represent a character or
characters in the Morse Code. For example, "Mo. (A)"
is a light in which in each period light is shown for a
short period (dot) followed by a long period (dash),
the Morse Code for "A".
Fixed and flashing
A fixed and flashing light, abbreviated "F. Fl", is a
light in which a fixed low intensity light is combined
with a flashing high intensity light.
Alternating
An alternating light, abbreviate "Al", is a light which
shows alternating colors. For example "Al WGB" show
white, green and blue lights alternatively.
Geographic range
The distance at which a certain light, as that of a
lighthouse, is visible to the eye at a given elevation,
assuming that the weather is clear and that the light
is sufficiently powerful to be visible from any point at
which it appears above the horizon.
Luminous range
The distance at which a certain light, as that of a
lighthouse, is visible in clear weather, disregarding
interference from obstructions and from the
curvature of the earth and depending on the power of
the light.
CLEARING BEARINGS:
Clearing bearings, also known as danger bearings,
are an excellent method during coastal navigation to
monitor the vessels position against dangers.
It is very simple and provides the navigator with a
quick visual reference of the ships position in relation to
shoals, isolated dangers or wrecks for instance.
Clearing bearings are determined and prepared whilst
planning your voyage.
Step1
In figure 1, the voyage plan has a planned course of 000T
with a intended SOA (Speed of Advance) of 15 knots.
To port of the track line are several dangers close to the land,
and a light on a peninsular.
Step2
A line, with the dangers on the port side, and shallow water
on the
starboard side, is drawn towards the light.
The bearing shown is 325, and it is marked NMT which
means
Not More Than. This is the clearing bearing.
Step3
RADAR INTERPRETATION
In its position finding or navigational application,
radar may serve the navigator as a very valuable tool
if its characteristics and limitations are understood.
While determining position through observation of
the range and bearing of a charted, isolated, and well
defined object having good reflecting properties is
relatively simple, this task still requires that the
navigator have an understanding of the
characteristics and limitations of his radar. The more
general task of using radar in observing a shoreline
where the radar targets are not so obvious or well
defined requires considerable expertise which may be
gained only through an adequate understanding of
the characteristics and limitations of the radar being
used. An associated problem is the fact that certain
features on the shore will not return echoes, even if
they have good reflecting properties, simply because
they are blocked from the radar beam by other
physical features or obstructions. This factor in turn
causes the chart-like image painted on the scope to
differ from the chart of the area.
If the navigator is to be able to interpret the chart-
like presentation on his radarscope, he must have at
least an elementary understanding of the
characteristics of radar propagation, the
characteristics of his radar set, the reflecting
properties of different types of radar targets, and the
ability to analyze his chart to make an estimate of
just which charted features are most likely to reflect
the transmitted pulses or to be blocked from the
radar beam.
LAND TARGETS
On relative and true motion displays, landmasses are
readily recognizable because of the generally steady
brilliance of the relatively large areas painted on the
PPI. Also land should be at positions expected from
knowledge of the ships navigational position. On
relative motion displays, landmasses move in
directions and at rates opposite and equal to the
actual motion of the observers ship. Individual pips
do not move relative to one another. On true motion
displays, landmasses do not move on the PPI if there
is accurate compensation for set and drift. Without
such compensation, i.e., when the true motion display
is sea-stabilized, only slight movements of
landmasses may be detected on the PPI While
landmasses are readily recognizable, the primary
problem is the identification of specific features so
that such features can be used for fixing the position
of the observers ship
The following hints may be used as an aid in
identification:
(a) Sand spits and smooth, clear beaches
normally do not appear on the PPI at ranges
beyond 1 or 2 miles because these targets have
almost no area that can reflect energy back to the
radar. Ranges determined from these targets are
not reliable
Side-lobe Effects
Side-lobe effects are readily recognized in that they
produce a
series of echoes on each side of the main lobe echo at
the same
range as the latter. Semi-circles or even complete
circles may
be produced. Because of the low energy of the side-
lobes,
these effects will normally occur only at the shorter
ranges.
The effects may be minimized or eliminated through
use of the
gain and anticlutter controls. Slotted wave guide
antennas have
largely eliminated the side-lobe problem .
Multiple Echoes
Multiple echoes may occur when a strong echo is
received from another ship at close range. A second
or third or more echoes may be observed on the
radarscope at double, triple, or other multiples of the
actual range of the radar contact.
Blind and Shadow Sectors
Stacks, masts, samson posts, and other structures
may cause a reduction in the intensity of the radar
beam beyond these obstructions, especially if they
are close to the radar antenna.
If the angle at the antenna subtended by the
obstruction is more than a few degrees, the reduction
of the intensity of the radar beam beyond the
obstruction may be such that a blind sector is
produced. With lesser reduction in the intensity of the
beam beyond the obstructions, shadow sectors, as
illustrated in figure 4.11, can be produced. Within
these shadow sectors, small targets at close range
may not be detected while larger targets at much
greater ranges may be detected .
Spoking
Spoking appears on the PPI as a number of spokes or
radial lines. Spoking is easily distinguished from
interference effects because the lines are straight on
all range-scale settings and are lines rather than a
series of dots. The spokes may appear all around the
PPI, or they may be confined to a sector.
The appearance of spoking is indicative of need for
equipment maintenance.
Sectoring
The PPI display may appear as alternately normal and
dark
sectors. This phenomenon is usually due to the
automatic
frequency control being out of adjustment.
Serrated Range Rings
The appearance of serrated range rings is indicative
of need for
equipment maintenance.
PPI Display Distortion
After the radar set has been turned on, the display
may not spread immediately to the whole of the PPI
because of static electricity inside the CRT. Usually,
this static electricity effect, which produces a
distorted PPI display, lasts no longer than a few
minutes.
Overhead Cable Effect
The echo from an overhead power cable appears on
the PPI as a single echo always at right angles to the
line of the cable. If this phenomenon is not
recognized, the echo can be wrongly identified as the
echo from a ship on a steady bearing. Avoiding action
results in the echo remaining on a constant bearing
and moving to the same side of the channel as the
ship altering course. This phenomenon is particularly
apparent for the power cable spanning the Straits of
Messina.
PLANNING
Objectives
marine environment.
The need for voyage and passage planning applies to all vessels.
There are several factors that may impede the safe navigation of all
appraisal,
Appraisal
voyage or passage;
Planning
plan.
Execution
routeing information;
Monitoring
indicated on charts.
indicated.
be encountered.
Parallel indexing (not from floating objects unless they have been
first
continually monitor the vessels position in this way while the OOW
plots
Chart changes
Prepare all the necessary Charts (BERTH TO BERTH) for the intended
scale, choose the suitable one which covers the Ships Farthest Track.
Put the charts into the correct order of use and also number them on
reverse in serial order of use. Prepare the Port Plans and Navigation
Information Charts for the coastal part of the voyage (the adjacent
sea
area).All nautical Charts & Publications for the voyage should be fully
discouraged)
Where the waters are affected by large tidal variation, adequate UKC
tide has achieved a given height and vessel would need to wait for
the
suitable time to Cross the Bar.
Anchor clearance
Even if a Passage Plan has been well planned and conducted, there
may be some cases in restricted waters when the Passage Plan will
have to be abandoned due to change in circumstances (like
equipment failure, port instructions etc)
the ship may abandon her passage and be able to return (or hold
position safely).
Take care when marking an abort. At the abort position, there should
be sufficient sea room for the ship to undertake any of the following
maneuvers in safety: :
Turn around ,Stop in safe waters or Anchor
Once this point is passed , the ship is committed and must continue
on the passage. Contingency Planning by the Master shall be done in
advance which may include Alternative routes, Safe anchorages,
Waiting areas, Emergency berth etc., after passing the Abort Point.
Plotted tracks
Other Information:
points, Pilot boarding area, Tug engagement, Heavy traffic area and
Chart changes;
Anchor clearance;
Contingency plans;
Abort positions;
Weather routeing:
Historical Perspective
The advent of extended range forecasting and the
development of selective climatology, along with
powerful computer modeling techniques, have
made ship routing systems possible. The ability to
effectively advise ships to take advantage of
favorable weather was hampered previously by
forecast limitations and the lack of an effective
communications system.
Development work in the area of data accumulation
and climatology has a long history. Benjamin
Franklin, as deputy postmaster general of the
British Colonies in North America, produced a chart
of the Gulf Stream from information supplied by
masters of New-England whaling ships. This first
mapping of the Gulf Stream helped improve the
mail packet service between the British Colonies
and England. In some passages the sailing time was
reduced by as much as 14 days over routes
previously sailed.
In the mid-19th century, Matthew Fontaine Maury
compiled large amounts of atmospheric and
oceanographic data from ships log books. For the
first time, a climatology of ocean weather and
currents of the world was available to the mariner.
This information was used by Maury to develop
seasonally recommended routes for sailing ships
and earlysteam powered vessels in the latter half of
the 19th century. In many cases, Maurys charts
were proved correct by the savings in transit
time.Average transit time on the New York to
California via Cape Horn route was reduced from
183 days to 139 days with the use of his
recommended seasonal routes.
In the 1950s the concept of ship weather routing
was put into operationby several private
meteorological groups and by the U.S. Navy. By
applying the available surface and upper air
forecasts to transoceanic shipping, it was possible
to effectively avoid much heavy weather while
generally sailing shorter routes than previously.
The development of computers, the internet and
communications technology has made weather
routing available to nearly everyone afloat.
Some people are weather wise, but most are
otherwise Benjamin Franklin
Introduction
Weather is inevitably the first thing that
defense lawyers look for in litigations
involving loss or damage to ships or cargo at
sea. After all, its easy to blame the weather.
Act of God, peril of the sea and rogue
waves of unprecedented magnitude suddenly
coming from nowhere are often invoked
when placing blame for damages at sea.
It is astounding that modern advances in
weather forecasting and satellite
communications provide unprecedented
amounts of weather information to ship
masters, yet ships and seafarers lives
continue to be lost at an appalling rate, and
hundreds of containers are washed overboard
every year due to heavy weather.
So the question we should be asking is, why
have the advances in computer technology,
marine weather forecasting, ship design and
satellite communications failed to reduce
significantly the danger of heavy weather
damage at sea?
With all these high-technology resources
available to us, cannot we find a better way to
protect the lives of ships, cargoes and
seafarers from the ravages of heavy weather?
Or shall we just continue to plod along in the
traditional way, accepting the weather as one
of the unavoidable risks of doing business
and letting the lawyers and insurance
companies sort it all out after the disaster
occurs.
All Weather Routing Services Are Not Equal
More than 50% of weather routing services
are ordered by charterers to monitor their
chartered vessel for speed claims. As a result,
there are a few good enough weather
routing companies with minimal technology to
perform post voyage analysis. Accuracy of the
wind and wave forecasts is not a top concern.
The criteria for routing and speed claims are
still based on Beaufort Wind Force Scale
invented in the 1800s, regardless of the size
of the ship and loading condition reacting to
varying forecast wave height period and
direction.
Traditional shore-based weather routing
services operate on the principle of storm
avoidance. The so-called route analyst
typically plans a route using a set of generic
speed reduction curves to predict ship
position to avoid storms as depicted by the
lows on surface pressure charts. After trying
out several candidate routes, the
recommended route, is sent in a brief
email/telex to the ship requesting the service
and updates when workload permits or
requested again by the ship.
Modern good Ship weather routing develops
an optimum track for ocean voyages based on
forecasts of weather, sea conditions, and a
ships 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.
Principle of Weather Routeing
Introduction
Ship weather routing helps to develop the
most efficient track for ocean voyages based
on forecasts of:
Weather, Sea conditions, and The ships
individual characteristics for a particular
transit.
Within specified limits of weather and sea
conditions, the most efficient is used to mean:
Maximum safety and Crew comfort,
Minimum fuel consumption, Minimum time
underway, or Any of one of the above or a
mixture of the above factors.
The mariners first resources for route
planning in relation to weather are the
routeing charts and the sailing directions.
These publications give climatic data, such as
wave height frequencies and ice limits, for the
major ocean seas of the world.
They recommend specific routes based on
probabilities, but not on specific conditions.
A ship routing agency, acting in 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
Recommendations for track changes while
underway (diversions), and Weather
advisories to alert the master about
approaching unfavorable weather and sea
conditions which cannot be effectively
avoided by a diversion.
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 hull
type, speed capability, cargo, and loading
conditions. The ships progress is continually
monitored, and, if adverse weather and sea
conditions are forecast along the ships
current track, a recommendation for a
diversion or weather advisory is transmitted
to the ship.
By this process of initial route selection and
continued monitoring of the ships progress
for possible changes in the forecast weather
and sea conditions along a route, it is possible
to maximize the ships speed and safety.
The greatest potential advantage for this ship
weather routing exists 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 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 masters.
Why & How of Weather Routeing
The advent of extended range forecasting and
the development of selective climatology,
along with powerful computer modeling
techniques, have made ship routing systems
possible.
The short-range dynamic forecasts of 3 to 5
days are derived from meteorological
equations.
These forecasts are computed twice daily
from a data base of northern hemisphere
surface and upper air observations, and
include surface pressure, upper air constant
pressure heights, and the spectral wave
values.
A significant increase in data input,
particularly from satellite information over
ocean areas, can extend the time period for
which these forecasts are useful For extended
range forecasting, generally 3 to 14 days, a
computer searches a library of historical
northern hemisphere surface pressure and
500 millibar analyses for an analogous
weather pattern.
This is an attempt at selective climatology by
matching the current weather pattern with
past weather patterns and providing a logical
sequence of events forecast for the 10 to 14
day period following the dynamic forecast.
It is performed for both the Atlantic and
Pacific oceans using climatological data for
the entire period of data stored in the
computer.
For longer ocean transits, monthly values of
wind, seas, fog, and ocean currents are used
to further extend the time range.
Automation has enabled ship routing agencies
to develop realistic minimum time tracks.
Computation of minimum time tracks makes
use of:
1. A navigation system to compute route
distance, time en-route, estimated times of
arrival (ETAs), and to provide 6 hourly DR
synoptic positions for the range of the
dynamic forecasts for the ships current track.
2. A surveillance system to survey wind, seas,
fog, and ocean currents obtained from the
dynamic and climatological fields.
3. An environmental constraint system
imposed as part of the route selection and
surveillance process. They are determined by
the ships loading, speed capability, and
vulnerability.
The constraint system is an important part of
the route selection process and acts as a
warning system when the weather and sea
forecast along the present track exceeds
predetermined limits.
1. Ship speed characteristics used to
approximate ships speed of advance
towards the destination while transiting the
forecast sea states.
and error basis gaining knowledge with experience. In practice, it is impossible to calculate the
effect of wind alone on the ships course and speed. It is usually a combination of both wind and
4.23 Find the course and distance made good with a tidal stream or
current.
4.24 Find the course to steer allowing for tidal stream or current.
Track Made good, the course the tide will take you.
From the chart, the spring rate is 2.0kn and the neap 1.0kn.
As a range of 3.6m this tide in not a spring or neap tide, to answer this we need to use the computation
of rates diagram, which is found on page 26 of the Training Almanac. These are normally found in
Admiralty tidal atlases as well as Reed's Almanac.
Mark with a cross the neap and spring tidal rates on the dotted lines which denote the ranges for those
tides at that port. Note that the figures along the top and bottom are in tenths of a knot.
On the left side, find the range of the tide in question, and draw a line to the right, until it crosses the
sloping line.
From the point where the two lines cross, draw a line up or down to find the rate of the tide for that
range.
You could probably have guessed at this figure because the range of the tide was midway between the
spring and neap ranges, therefore the rate would also be half way between the spring and neap rates, it
is not always that simple.
4.25 Find the set rate of tidal stream or current from charts or
tables:
Since Tidal streams are horizontal movements of water in response to tide-raising
forces, they can be predicted for any period in future. Tidal streams which are
semi-diurnal in character may be predicted by reference to a suitable standard port
and are displayed in tables printed on the published chart. Since there is no
necessity for daily predicted tidal streams to be published these tables show
the rate and direction of the predicted tidal stream of springs and neaps by
reference to the time of high w ater at a suitable standard port. The area of
prediction is indicated on the chart by means of a symbol with an alphabet
which can be referred to in the table.
All the admiralty charts and publications are required to be maintained so that they are fully up
- to-date for the latest safety-critical navigational information. The admiralty notices
to mariners contain all the corrections, alterations and amendments for the UKHO's
(United Kingdom Hydrographic Office) worldwide series of admiralty charts and
publications. These notices are published by way of weekly notices, cumulative notices and
annual summary of notices to mariners for issue to ships. Notices, and the weekly editions
containing such notices, are each numbered consecutively, commencing at the beginning of
each year.
Weekly editions
Pens with different sizes of nib such as 0.15mm and 0.25mm; 0.15mm nib used
to insert information and a 0.25mm nib to delete
2B Pencils - Used for entering T & P notices on charts and making entries in Chart
Template with various sizes of holes should be used for drawing radar stations,
294 provides the procedure for updating admiralty charts. Symbols and abbreviations
used on admiralty charts are mentioned in Chart BA 5011 which shall be consulted while
correcting the chart.
From the time a chart is published, it is kept updated in accordance with admiralty
notices to mariners. It is kept updated for all information essential to navigation by
notices to mariners until it is either withdrawn or replaced by a new edition or new chart.
While the chart is held with the supplier they usually undertake to keep the chart updated
until supplied on board.
Charts are maintained on board in a folio system. A folio clubs together the charts of a
given geographical location. The recommended numbers for the folios are also provided
in the admiralty chart catalogue. Some vessels may prefer to keep charts arranged in a
numerical order.
backside of the chart showing the Folio Number for the chart, Date of receipt of chart
details regarding the correction are made with pencil and updated regularly.
An entry for the chart is then made in the NP 133A mentioning the chart number and
edition. NP133A has sheets providing a numerical index of charts. Next to the chart
number, the column indicates the folio number in which the chart is held. This is followed
by space for logging numbers of Notices to Mariners affecting it. The chart edition
number for the chart carried on board is mentioned in the space followed by the year of
correction and correction number. The entries in NP133A are made by pencil. NP 133A
also serves as an inventory of the valid charts on board.
Upon receipt of a weekly edition of notices to mariners, the following procedures are
followed. Weekly notices are dated for the Thursday appropriate to the week that the
printed version is dispatched from the UKHO.
Section I of weekly notices to mariners contains list of admiralty charts affected. It further
contains list of admiralty charts and publications newly published and av ailable, list
of new editions of admiralty charts and publications, list of admiralty charts to be
published in the following weeks and list of admiralty charts and publications
permanently withdrawn. Seeing these lists the inventory of charts held on board is
checked. The new charts, new editions and replacements for charts
withdrawn are ordered. The charts withdrawn are Charts should always be corrected
using notices of the same
prominently marked Cancelled. The cancelled hydrography department
charts are removed from the folios and stored thatpublished the chart.
separately with a separate inventory. The
replacements for the charts withdrawn shall be
With reference to above lists, charts held on board are checked in NP133A. For the
charts affected by any of the notices mentioned in the above lists, the numbers of the
Notices affecting them are recorded against the charts number in NP133A. As and when
the given chart is corrected, the correction number is struck off by pencil. The updates to
charts are categorized as permanent corrections and temporary and preliminary (T&P)
notices. The charts withdrawn/ cancelled are removed from the list by erasing all details
from NP133A. Record for the same is updated in the inventory of cancelled charts
maintained separately.
Permanent corrections to charts are provided in the following format. Each notice carries
the following information as shown in the picture below.
For correcting the chart affected by the Geographical positions refer to the
notice, the notice and NP 133A is taken horizontal datum of the current edition of
out. The date of last correction as each affected chart which is stated in the
recorded on the left hand bottom of the notice alongside the appropriate chart
chart is checked against the previous number. Hence Datum shift is NOT to be
update number mentioned in the notice. If applied to positions for correcting charts.
the chart is corrected for the previous
notice the current correction is then done and the number then recorded on the chart.
The entry for the notice number in NP 133A is struck off with pencil. In case the chart is
found not corrected for last correction, the last correction notice shall be taken out. The
process is continued till the last notice is tracked which is recorded on the chart.
Cumulative List of Admiralty Notices to Mariners (NP234 A/B) provides a quick reference
for the same. However, cumulative list is published every six months, with Part A in
January and Part B in July. The publication lists the corrections for the chart since the
last edition going up to last 2 years. Once the chart is corrected, it is updated on the note
on the reverse side of the chart stating Corrected up to notice no. .. of Year .
When several charts are affected by one notice, the largest scale chart should be
updated first to appreciate the details of the update.
It is a good practice to refer to the latest cumulative summary while correcting any chart
to check the record of corrections on the chart.
Having made the correction on the chart, it shall be cross checked for correctness.
All positions must be exact, depths and symbols must be clear, legends and descriptions
must be readable.
Small arrows may be used to indicate positions in cases where sufficient space is
not available at the site of updating.
Block corrections require the blocks to be cut and pasted on to the chart. These are
printed in colour only on one side of the sheet.
paper.
No update, except those given in Section II
permanent correction of admiralty notices to
mariners, weekly editions, is made to any chart in
ink.
directly onto a chart as many of the symbols are printer's symbols used to instruct the
printer or the chart plate maker. The instructions regarding use of chart correction
tracings are as follows:
Correcting charts for temporary and Care shall be taken not to erase
preliminary notices valid T&P notices from the chart
while making a new passage plan.
area affecting navigation such as offshore exploration, naval exercises etc. These are
temporary in nature. Preliminary notices are regarding the operations that may have
started in the area such as making of a new berth, a new dredged navigation channel
etc. Such notices are printed in Section II of weekly notice to mariners after the
permanent corrections. The suffix (T) or (P) indicate temporary of preliminary nature.
Entries are made in NP133A for T&P notices. These corrections are made on the charts
using pencil and the number recorded on the left hand bottom of the chart. Usually the
affected voyage charts only are corrected for such notices. These notices are kept filed in
a separate folder for quick reference. Temporary and Preliminary Notices should be
rubbed out as soon as the Notice is received canceling them
The list of T&P notices in force is also published in the Annual Summary of notices to Mariners
(NP247). T&P notices are printed on one side of the paper in order that they may be cut up and filed.
To assist in filing, the year is indicated after the notice number