THỰC HÀNH LẬP KẾ HOẠCH CHUYẾN ĐI (PASSAGE PLANNING PRACTICE)

3.1 Task 4: Collate Company, Master and Charterer’s Instructions 4 3.3 Task 6: CoIled and Note Cargo Information 4 4.2 Task 7: If the largest-scale charts,.they must be requisitioned 7

First published 2006

ISBN 13: 978 1 85609 323 1

ISBN 10: 1 85609 323 9

British Library Cataloguing in Publication Data

© Witherbys Publishing Ltd and Seamanship International Limited 2006

All rights reserved No part of this publication may be reproduced, stored in a retrieval system, or transmitted in any form or by any means, electronic, mechanical, photocopying, recording or otherwise, without the prior permission of the publishers

Jointly published and printed in 2006 by:

Telephone: +44 (0)1698 464 333 Email info(seamanship.com

Notice of Terms of Use

While The advice given in this book (Passage Planning Practice) has been developed using

the best information currently available, it is intended purely as guidance to be used at the

user’s own risk Neither Witherbys Publishing or Seamanship International accepts any

responsibility for the accuracy of any information or advice given in [he document or any

omission from the document or for any consequence whatsoever resulting directly or

indirectly from compliance with or adoption of guidance contained in the document even if

caused by failure to exercise reasonable care

This publication has been prepared to deal with the subject of Passage Planning This should not however, be taken to mean that this publication deals comprehensively with all the issues thai will need to be addressed or even, where a particular issue is addressed, that, this

publication sets out the only definitive view for all situations

The opinions expressed are those of the authors only and are not necessarily to he taken as

the policies or views of any organisation with which he or they have any connection

Foreword

All ships should prepare a passage plan that

covers the voyage from the departure berth to

the arrival berth It should adhere to national

and international regulations as well as any

Company Standing Orders Where

appropriate, it must also follow navigational

advice and standards within the Company’s

Safety Management System

Ships of a particular company are likely to

adopt a similar format for their passage plans,

although variations caused by cargo type,

vessel type or draught or commercial

agreements are possible

The passage plan described here has not been

prepared to any specific company instructions

The main difference between passage plans is

in the layout In general, company specific

documents, such as pro-formas and

check-lists, are used For this plan, we have provided

a generic layout, which balances the

information on the chart with other related

passage plan documents Remember to use all

relevant passage plan documents in

conjunction with the navigational charts

This book is designed to be read alongside the

first chapter of Passage Planning Principles

(ISBN 1 85609 320 0), where many of the

terms and concepts are described in more

detail

Acknowledgements

This product has been derived in part from material obtained from the UK Hydrographic Office with the permission of the UK

Hydrographic Office, Her Majesty’s Stationery Office

Preface

The two books ‘Passage Planning Principles’

and Passage Planning Practice’, both by

Abdul Khalique and Capt Nadeem Anwar,

together provide a comprehensive, easy to

follow guide and an excellent set of standards

to be worked through

By providing check-lists and a fully worked

example, the authors have created a guide

that builds upon the sound principles of

passage planning, that can be used in a real

life situation, providing a much needed ‘job

based’ training aid

At Northern Marine Management we

recognise the importance of good passage

planning to support the bridge team and

ensure that the ship can be safely navigated

between ports from berth-to-berth We

welcome such books into the industry as a

valuable training aid in ensuring that risks are

considered and adequate measures put in

place to ensure a safe passage

I would encourage all Bridge Officers, experienced or otherwise to consider checking their own passage planning standards against these two works, particularly with reference to the highly important section on Risk Assessment The Witherbys/Seamanship range of books are written in a straightforward and readable style that makes them a must for all nautical libraries This latest is a worthwhile addition

to that range

Terry Luke Chairman, Informal Tanker Operators Safety Forum

May 2006

3.1 Task 4: Collate Company, Master and Charterer’s Instructions 4

3.3 Task 6: CoIled and Note Cargo Information 4

4.2 Task 7: If the largest-scale charts,.they must be requisitioned 7

4.3 Task 8: Identify predicted areas of danger and mark on charts 7

4.4 Task 9: Lay-off the courses, clear of hazards and dangers 9

4.6 Steps to Draw Wheel-Over Bearing by Advance Transfer Method 10

4.7 Use of Large Scale Plans within Small Scale Charts 12

4.10 Use of Admiralty List of Radio Signals 14

4.12 Transferring Position from one Chart to another Chart 16

4.13 Use of Admiralty List of Radio Signals for Information about RACONS 17

4.14 Use of Admiralty List of Radio Signals for information on DGPS Beacons 17

4.15 Task 11: Identify the hazards 18

5.1 Task 12: Allocate Resources for Bridge Team Management 18

Appendix 2: Passage Plan, Bab-el-Mandeb to Jeddah Pilot Station 35 Appendix 3: Passage Plan, Jeddah Pilot Station to Berth 37

Appendix 5: Port Entry Information — Jeddah 45 Appendix 6: Ship’s Particulars and Manoeuvring Characteristics 47

About the Authors

Captain Nadeem Anwar

graduated from the Pakistan Marine Academy

in December 1983 and in 1984, went into

shipping as a deck cadet on multipurpose ships

In 1990, he started working on oil tankers and

OBOs In 1994, he returned to Fleetwood and

acquired a Chief Mates Certificate of

Competency He was promoted to Chief Officer

in 1994 and continued to serve on VLCC, OBO,

0/0, Gas and Chemical Tankers He achieved

his Master Certificate of Competency from

MCA UK in early 1998 and went back to sea in

command of VLCCs His time at sea was

mainly spent in deep-sea trade, which gave him

a wide ranging experience of

navigating in different areas of the world

In October 1998, he joined the Fleetwood

Nautical Campus as a lecturer In 2003, he

became its Curriculum Manager In 2005, he

achieved an MSc in Maritime Operations with a

Distinction (through LJMU) and an Advanced

diploma in Insurance (through the Chartered

Insurance Institute)

Captain Anwar has developed training courses

and written a range of training materials He

also provides consultancy services to marine

training providers and shipping companies

Abdul Khalique

MCS, PG Cert (Shipping), MSc (CBIS), HND Nautical Science, BSc (Maritime Studies)

Awarded the President of Pakistan Gold Medal for best cadet during B.Sc Maritime Studies at Pakistan Marine Academy, received the High Achievement Award and the Merchant Navy Association (Tasmania) prize on completion of

2ndmate from the Australian Maritime College

After obtaining an HND in Nautical Science from the Blackpool and Fylde College in 2000,

he earned an M.Sc in Computer Based Information Systems from the University of Sunderland After this, he sailed for a while but the incidents of 9/11/2001 made him pursue a shore based career He moved to New Zealand and studied for the Graduate Certificate in Shipping at the New Zealand Maritime School

In June 2003 Abdul moved to SSNS at the NAFC Marine Centre as an HND Nautical Science course developer He continued in this position until the Centre started training cadets, when he became a lecturer in Nautical studies While in this position, he passed the Institute of Chartered Ship Brokers examination and has recently been elected as a member of the Institute

Passage Planning

1 Voyage Instructions

For the example demonstrated in this book, the

vessel is sailing from Aden and heading towards

the Suez Canal, with charter party instructions

‘M.V One Voyager on voyage 032-2005 WB’ It

is on a westbound pendulum service, from

Japan/Far East to the US East coast, between the

ports of Tokyo, Yokohama, Nagoya, Hong Kong

Singapore, Penang, Jeddah, Genoa, Barcelona,

Philadelphia and New York

Jeddah Call

(Container Terminal Berth No 52/53)

Max draft: Not to exceed 15.0 m

Tugs available: Minimum 2

Side alongside: Any

Shore gantries: Minimum 4

Tidal restrictions:None

Weather restrictions: None

Stay: 6 to 12 hours

Date: 23rd March 2005 (Yemen Local Time 1800

Hrs-Standard Time +0300 UTC)

The Master passes these instructions to the

Navigation Officer and asks to amend the passage

plan so that the vessel will proceed to the Jeddah

Pilot Station and then on to berth No 52/53

2 Confirmation of

Destination

2.1 Task 1: Confirm

Destination

The Navigation Officer confirms the

latitude/longitude of the destination port, the

anchorage berth and the wharf number from

the Master The Navigation Officer should

prepare the passage plan from scratch,

including the passage plan through the Strait of

The Navigation Officer will now establish the

route by reference to ‘Sailing Directions’ Note that in ‘Ocean Passages for the World,’

routes for the Red Sea are not included as they are seen as coastal routes (Para 6.51 Page 66

NP 136) Therefore, use ‘Sailing Directions’ as

The distances are:

• From Strait of Bab-el-Mandeb to the

Jeddah Pilot: 606.5 nautical miles

• From the Jeddah Pilot to the Container

Terminal (Berth No 52 or 53):

4 nautical miles

Based on the distance, calculate the Expected

Time of Arrival (ETA) and notify the Master

Also inform the Chief Engineer about the sea

passage and the steaming time to the harbour

ETAs:

Total Distance 606.5 miles

Steaming Time © 25.0 knots

The Navigation Officer collects the

instructions from the company, the charterer

and the Master with respect to the intended

passage and notes them for the required route

Information from Publications, Notices, Radio bulletins, Colleagues and Old

Passage Plans

This includes information from radio bulletins, colleagues, previous Passage Plans, previous Ship Visit reports and publications such as

Guide to Port Entry

3.3 Task 6: Collect and

Note Cargo Information, Draught

of Vessel and Manoeuvring Data

Once the basic data has been collected, obtain information about the cargo and the ship and keep it for reference The

Navigation Officer will ask the Chief Officer for arrival/departure draughts, air draughts and any special requirements with respect

to the cargo This information is also relevant:

Draught = 14m Cargo = Containers (No reefer/ Dangerous Cargo)

Manoeuvring Data - Given in Appendix 6

Once the Navigation Officer has the basic information about the vessel and the passage for the intended voyage, he can consider

Once the publications listed in the checklist have been consulted, the Master and

Navigation Officer will make an overall assessment of the intended course

4 Planning

The navigation charts are the most

Important part of a ship’s navigational

resources The Navigation Officer selects Ihe

most appropriate charts from the Catalogue of

Admiralty Charts and other Hydrographic

Catalogue’,

4.1 Procedure for Chart

Slection

Use the Admiralty Chart Catalogue Part 2 —

identify the section of the chart catalogue and the page number from which chart numbers will be identified and selected In this case, Page H2 of the Admiralty Chart Catalogue (inset of Figure 1) is the correct selection Note this in the Passage Planning note book

Figure 1 — Copy from Catalogue of Admiralty Charts (NP 131) Part H2 — Red Sea

Figure 2 — Copy from Catalogue of Admiralty Charts (NP 131) Part 2— H2 — Red Sea

(Southern Part Inset)

In addition, use The World General Charts

the overall area and use ‘The World Index of

charts (1: 3,500,000) In this case, Chart 4071

and 4704 would be the correct choice

The required charts are shown In Figure 1

For accuracy, the Navigation Officer uses a

2B pencil to draw an approximate route line

on page H2 of the ‘Admiralty Chart

6, 157, 158, 2577, 2599 2658, 2659

Figure 2 is the inset B’ referred to in Figure 1 Draw an approximate route on the inset, using the following charts:

143, 453, 1925, 2588, 3661 Once all the required charts have been selected, the Navigation Officer can now use

the on board copies and add any required corrections

4.2 Task 7: If the largest-

scale charts for the

voyage (or part of the

voyage) are not

onboard, they must be

requisitioned

If the required editions of any charts are not on

board, they must be requisitioned urgently

Use the British Admiralty’s website at the URL

http://catalogue.ukho.gov.uk/ to Find the

charts required for an area On this website,

users can search for the required charts by:

• That charts are given for the entire area

- For example, the Admiralty Folio 32 -

RED SEA andARABIAN SEA’gives 60

charts for all the ports in the area, whereas

the actual number of charts required may be

considerably fewer

4.3 Task 8: Identify redicted

areas of danger and mark

on charts

To define the dangers, establish the Underkeel

Clearance (UKC) for various stages of the

passage Remember squat To provide a margin

of safety, the value used should be the greater

• 0.3 metres for every 5 knots

of ships forward speed 1.50 m For a maximum speed of 25 knots, use a squat value of 6,25 m as ‘worst-case Squat has its maximum effect in depths of 21 m or less (draught of 14 m x 1.5 = 21 m) Make dditional allowances for prevailing weather and other factors In this case, a UKC of 7m has been used for legs where the ship would be at full speed, that is, safe in a depth of water of 21m From the courses on smaller scale charts and with extra information from publications such

as ‘Sailing Directions’,’ IMO Routeing Guide’, and ‘Ocean Passages for the World’, the

Navigation Officer can identify navigational hazards, no-go areas, conspicuous shore objects and other factors that may affect the passage Mark items like these on the charts:

• Conspicuous Points: used for visual or radar position fixing (see Figure 3 —

• Way Point Number (WPT) with Distance to

Go (DTG) DO NOT write Latitude and Longitude (see Figure 3 — WPT 2)

• Highlight ‘Notes’ for the attention of the Watchkeeping Officers

• Calculate tidal streams, enter them on the chart Highlight tidal diamonds (if they apply) and draw an arrow in the ‘set’

direction (see Figure 3 - tidal diamond A)

Figure 3— Copy from BA Chart 452 — Steps to draw Wheel-Over Bearing

• mark predicted areas of danger or ‘no

go’ areas (see Figure 6 - area around

“Farasan Bank”)

• mark areas where depth is critical and the

echo sounder is required (see Figure 6)

The Navigation Officer uses the bridge

notebook to record items marked on the charts,

reference(s) to publications and other important

items Information is noted under these

headings:

• Coastal Features for Position Fixing, for

example: conspicuous objects, lights,

RACONS and the nature of the coastline

• Directions, for passage through the

identified leg of the passage

• hazards, as identified from ‘Admiralty

Sailing Directions’

a weather, information obtained from

Admiralty Safling Directions

• Tides/tidal streams/currents, as

calculated or obtained from Tide Tables,

Tidal Stream Atlases

• Additional Information, for example:

piracy/armed robbery, with reference to

Admiralty Sailing Directions or to the

Admiralty List of Radio Signals (ALRS)

• IMO Routeing Guide If there is a Traffic

Separation Scheme (TSS) in the area, use

this publication to obtain information and

include it in the bridge notebook

courses, clear of

hazards and dangers

The Navigation Officer must lay the charts in

sequence and mark the sequence number on the

back of the charts so that they stay in the correct

order Place the sequence number on the back

of the chart between the ‘(Folio No…

Consecutive No….and the Chart title Use a 2B

pencil so that it can be erased when the voyage

is over

The Navigation Officer will by now have

selected the route, marked the predicted areas of

dangers and calculated the tidal streams The

next step is to lay-off the courses clear of all the

dangers

Complete these tasks:

• Adopt a pattern for marking on charts For examples of the legends to be used for Chartwork, refer to Appendix 7

• lay-off courses that are clear of dangers, as recommended by Sailing Directions

Complete the Passage Planning Note Book’ and fill in the ‘Plan Sheet’ Remember that courses are laid down from berth-to-berth

• Once the courses are laid down, mark:

- Course (always true with ‘T’ on chart) and distance with each leg

- waypoint number(s) (WPT) along with DTG to destination - for example, pilot station Use this to refer to the passage plan sheet, GPS and ECDIS (if used)

- Wheel over points

- Wheel over points, ranges and bearings of landmarks used

- CIR for parallel indexing

- Clearing bearings/lines, to clear a specific hazard, particularly when making

approaches in narrow channels

- Cross track errors/margins ot safety

- Pilot boarding/disembarkation position(s)

- Speed reduction points

- Abort points / points of no return

- The sequence of charts for the passage

- the set and rate of current, height of tide

- the next chart and its number

- transit bearings, [or quick check of compass error

- the position on the chart where it will be necessary to switch on certain navigations aids, such as the echo sounder

- navigational warnings and preliminary and temporary chart corrections, as taken from notices to mariners

- specific meteorological information available, for example, dust storms, restricted visibility, sea, swell and wind conditions

- areas where specilic marine environmental protection

considerations apply

- chart datum is usually given on the chart

The standard used by GPS systems is

WGS 84 But if any chart has a different

datum, highlight this to make the OOWs

aware of it

- minimum UKC required, particularly in

shallow water areas

- references to contingency plans for

alternative actions to maintain the safety of

life, environment, vessel and the cargo

1 From the manoeuvring data of the ship

obtain advance and transfer as shown in the

table at 4.5 (Note the method for

calculation of WO is shown in the inset

of the diagram)

2 Using Figure 3, extend the present course

line (300T) beyond the alter course

waypoint (WPT2)

3 Mark the intersection of the new course

(334’) and present course (300’) as point ‘B’

4 From any point on present course (300’),

draw a perpendicular, that is, at 90 to the

present course line (Use parallel rulers or

set squares.)

5 On the perpendicular line, draw a line

(shown in green in diagram) parallel to present course (300) at a distance equal to transfer (1.3 cables) from the present course (300)

6 The point where this parallel line (green)

intersects the new course (334’) is point

C

7 Draw a line from point C to the extension of

the present course line (300) The point where this line intersects the extension of the present course is D The distance CD is equal to transfer and lineCD is perpendicular

to present course (300)

course line (300’), draw a line equal to advance (6.7 cables) as shown in diagram (blue) This point is called W and is the wheel over point for alteration of course to

334

9 Determine bearing of the light house (Balfe

Point Light) and write on chart to use for corn mencement of course alteration

Note: This WO point (W) is only valid if the vessel does not have cross track error The vessel will follow curved path WC (in red) as shown in diagram

Use this formula to determine the distance backwards from the waypoint for marking the wheel-over point:

In the example above, for a course alteration of 34° with advance and transfer of 6.7 and 1 3 respectively:

Distance backwards from WPT 2 = 6.7 - (1.3 ÷

(Knots)

Advance Transfer

(Cables)

Figure 4 — BA Chart 453 — Example of Tidal Stream Calculation and Marking on Chart

Figure 5— Copy from BA Chart 453 — Use of Plan

While laying down the course, as directed by

the circumstances and the information given

in the Admiralty or other publications, the

Navigation Officer can add notes in the bridge

note book under the column ‘General Notes

(Own Notes for Navigation of Vessel)’ for

execution and monitoring of the passage plan

This makes sure that the Watchkeeping

Officers have clear and precise instructions on

how to conduct the passage

4.7 Use of Large Scale Plans within Small Scale Charts

Charts like those in Figure 6 show a large area of sea, but they often have a larger scale plan inset to show details of the coastal features Make a note on the chart

at the points where you intend to use the inset (see Figure 5 and 6)

Figure 6 – Copy from BA chart 143

Figure 7a – ALL Vol E – Page No 305

4.8 Task 10: Mark all

Identified Hazards and

any Additional

Information on Chart

without any

information overload

For accurate bridge team management, and

for timely advice from port control and the

pilot station, keep the passage information

organised and readily available Highlight

these items:

• Reporting points If there are stations

to be called or report ETAs to be sent,

note the location, IDs and VHF

channels in the passage plan sheet/note

book and on the chart

• the position where the engine room is

given one hour’s notice to place the

engines on stand-by for manoeuvring

• on the course line, show where notices

should be given to additional

watchkeepers, helmsmen and lookouts

• on the chart, indicate where piracy

watches must be kept, the pilot ladder

is to be rigged and anchors and

mooring lines kept ready

4.9 Use of the ‘Admiralty

List of Lights’

While planning the passage, the Navigation

Officer must check the current status of the

lights/light houses and provide additional

information for use during the monitoring

stage If the lights are to be used, identify

them correctly During daylight when the light

is not visible (or when a light is malfunctioning), Watchkeeping Officers must use the details of the lighthouse structure, height, colour and material to Identify it

See Figure 7a for an example for the Jebel at Tair light From the Admiralty List of Lights

(ALL), the Navigation Officer selects the light number and writes it on the chart (as shown in Figure 5) Use this ni.Jmber to find the

lighthouse details in the relevant publication Information obtained from ALL is shown in Figure 7a

This information can be used with the Luminous Range Diagram (see Page iii of ALL Vol E), to find the approximate range at which a light may be sighted in the prevailing visibility As an example (see the graph at Figure 7b), the nominal range of light at Jebel

at Tair (given in the ALL description and/or

on navigational chart) is 17 n miles lithe visibility is 5 n miles, then the range at which this light will be visible is 10.5 n miles

4.10 Use of ‘Admiralty List of

Figure 7b — ALL Vol E — Page No iii — Use of Luminous Range Diagram

Use this (ormula to find the range at which

an object can be detected on radar

R=2.23 ( h+ H)

where:

R = Radar Horizon in nautical miles

h = height of radar antenna in metres

H = height of target in meters

For this example, the object chosen is Pile

Island (see Figure 4), charted height 87m,

height of antenna 44.3m (height from keel to

radar scanner less draught of ship, see

Appendix 6) Using these values in the above

Check the radar log to see the range at which

an island or land appeared on radar during the previous voyage This is particularly important for landfall planning

4.12 Transferring Position

From One Chart to

Another Chart

When transferring positions from one chart to

another, it is possible for the new position to

appear in a slightly different location

(reference to the course line) than shown in

the previous chart

Note: wherever possible, transfer positions as

a range and bearing from a prominent

headland rather than from a latitude/longitude

position

Two simple methods for plotting the course

accurately on different charts are provided

below:

4.12.1 Range and Bearing

Method

Transferring position by range and bearing is

a well-tested method where the

Navigation Officer can use these steps:

• Instead of measuring latitude and

longitude from one chart and carrying

them onto the next, plot the position on

one chart and then measure the range and

bearing of the plotted position from a lixed

object

• on the next chart, plot the range and

bearing from the same fixed object to

obtain the position without discrepancy

The above method is shown in Figure 8, transferring a position from chart 157 to chart

158 on chart 157, the position is plotted by latitude and longitude 1W 52.O’N, 039 51 0E, but when the same position is plotted on chart 158 with latitude and longitude and compared with the range and bearing of Mubarak Reef (a fixed object), the two positions vary When navigating a ship, the main objective is to keep a safe distance away from shore objects, the range and bearing method is preferred

4.12.2 DMP Method

The second method for transferring position lines is based upon Meridional Parts An example is shown for the course between WPT 7 and WPT 8 below:

Step 1: accurately calculate the course between the two positions:

WPT 7 : Latitude 180 52.0’N

MP 1145.4646 Longitude 0390 51.0”E WPT 8

Latitude 210 15.0’N

MP 296.7979 Longitude 0380 50.0’E D’Lat 143’N DMP 151.3333 D’Long 61 ‘W

DMP

Long D'

Course

Figure 8 — BA Chart 158 — Transferring Position to Next Cha

0333

Step 2: once the course is calculated, find a

suitable longitude crossed by the course, that

is, if the course 338.04643530 T is drawn from

WPT 7 Find a suitable longitude (for

example 390 20’E) that is common on both

charts for which a latitude is to be calculated

For this longitude, calculate the latitude by the

DMP method as given below:

338

31'

=

=

=

Tan course

(Note: The latitude of Intermediate WPT will

be north of WP17 therefore D’Lat will be

north and MP for intermediate WPT will be

found by adding MP for WPT7 and calculated

MP 1145.4646 Long 0390 51.0’ E Intermadiate WPT

Lat 20 0 04.8’ N

Long 0390 51.0’ E DMP 76.9071 D’long 31’W This intermediate WP1 can now be plotted on both charts (157 and 158) without any

potential plotting errors

Radio Signals for Information About RACONS

Refer to Figure 9 on using ALRS Volume 2 to obtain additional information for RACON Shi’b Qaham’

Radio Signals for Information on DGPS Beacons

Refer to page 176 of ALRS Volume 2:

Jizan:

lat 16° 53.1 N 042°32.15E frequency 324 kHz

ID No 962 Range 250 nm

S hi’h Qaain Lt Racon 21027’.19N 390 06’.66E 75960

Hazards and Carry out

Risk Assessment for each

Hazard

Note that in the risk assessment given here,

the risk level has been estimated with

indicated control measures in place If the

control measures are not implemented, the

risk assessment would not be valid and the

risk level will increase In reassessment of

risk, the likelihood of harm has been given a

scale of 6 and it has been assumed that one

radar is operational on parallel indexing

throughout the passage

It is suggested that a risk assessment be

carried out and the resultant rating and action

noted in the planning sheet and the assessment

number entered in the passage plan check-list

for future reference It is important to note

that some companies provide generic risk

assessments for most general hazards Even in

those cases, it is necessary to re-assess risks

on a case-by- case basis and to ensure that

control measures are in place

5 Execution

Once the plan has been finalised, discussed and approved by the Master and conveyed to the other Watchkeeping Officers (who must all sign to confirm their understanding), the next stage is to establish the available resources and determine the best way to use them Time of departure must be known so that an accurate ETA can be calculated If the departure is delayed by a serious length of Lime, you may have to amend the initial passage plan

In our example, the time of departure is known, so you must consider these elements for the for the execution stage:

• Tides and tidal streams daylight-v-night passages

• traffic concentrations

• rest hours of the watchkeeping personnel

• bridge control and steering gear testing before departure and after a sea passage

5.1 Task 12: Allocate Resources for Bridge Team Management

If these factors listed above could affect the planned passage, allocate the bridge resources according to circumstance For example, you will need to maintain a piracy watch for a passage through the strait of

Passage Planning Risk Assessment

Risk Assessment Number PPRA32WBO5 For Passage from .Bab-el-Mandeb

to Jeddah

On Voyage from .Singapore

to Jeddah Date ……….23.03.2005 Assessed by: ……… AK

Hazard: Failure of GPS when passing at close proximity to Balfe Point Light in the Strait ol

• Do not use GPS as the primary source of position fixing

• Ship’s auto pilot not on track control’

• Both radars switched on —one used solely for position fixing

• Parallel Indexing in use with reference to Balfe Poinl

• Calculate set and rate and apply as required

• Position fixing interval to reduce to 10 minutes

• Engines on Stand-by for immediate manoeuvring

Re-assessment of Risks with Control Measures: