NORTHERN PHILIPPINES COLLEGE FOR MARITIME, SCIENCE AND TECHNOLOGY, INC.

Lingsat, City of San Fernando, La Union, Philippines

Tel. Nos. (072) 242 5676-77; 607 4722
Fax No. (072) 242 5676
Email: [email protected]

NAV.2 MODULE NO.4

Subject : Terrestrial and Coastal Navigation 2 (Nav.2)

STCW reference : A-II/1.F1.C1.KUP2
A-II/1.F1.C1.KUP3
Course Outcome : CO4. Create a passage plan for a short voyage taking into consideration the information
from nautical charts and publications
Learning Outcome : LO16.1 Describe the proper conduct of voyage planning
LO16.2 Determine the nautical charts and publications to be used for the intended voyage
LO15.3 Create a voyage plan taking into account the information from the nautical charts
and publications using rhumblines
Time Frame : Week/s 14 – 18

Lesson 1: Voyage Planning

I. Introduction:
The safe navigation of a vessel has always been the responsibility of the Master. However, it is customary for the
master to delegate navigational duties to his officers. The principle of voyage planning generally falls into the duties of
the navigation officer weather in the ocean passage or in the coastal passage.

This lesson covers the basic concepts in terrestrial and coastal navigation. The lesson will partly tackle some
basic terms on terrestrial and coastal navigation, types of navigation, phases of navigation and plotting instruments to
be use.

At the end of the discussion, the students are expected to:

1. Describe the proper conduct of voyage planning
2. Determine the nautical charts and publications to be used for the intended voyage
3. Create a voyage plan taking into account the information from the nautical charts and publications using
rhumblines

II. Instructions:
1. The lesson is covering the basic concepts on terrestrial and coastal navigation which requires a lot of reading and
familiarization of the different terms used, therefore, the students are strongly advised to read and comprehend
each term diligently.
2. Active participation in the discussion is strongly advise to have an interactive discussion in the classroom.
3. Submit your requirements on time.
4. Always follow instructions and accomplish all task and assessments to be given by the instructor.
5. Proper decorum to be observe at all times
6. Feel free to ask questions regarding the lesson to your instructor

III. Lesson Proper:

A. Presentation:
What are your ideas about the picture?
 NORTHERN PHILIPPINES COLLEGE FOR MARITIME, SCIENCE AND TECHNOLOGY, INC.
Lingsat, City of San Fernando, La Union, Philippines
Tel. Nos. (072) 242 5676-77; 607 4722
Fax No. (072) 242 5676
Email: [email protected]

B. Discussion:

Principle of Voyage Planning

The standard of passage planning is not new but the procedures have become more formalized over
recent years and generally conform to principles set out by Chapter VIII/2 of the STCW Convention.

The principle of voyage planning covers four essential areas of activity required to achieve a safe
passage between ports, namely:

 Appraisal
 Planning
 Execution
 Monitoring

The above areas are more applicable to ocean passage but it can be used as a reference for those
navigating in coastal voyage.

Appraisal

This is the area which is carried out by the navigation officer to gather all relevant information that is
relevant to the voyage plan. Many navigators, in order to avoid oversight, often employ a “Checklist” for appraisal.

Main Points for Master’s Appraisal - When considering a voyage plan for approval by the master, take note of
the following areas of concern:

1. That the largest scale charts have been employed

2. That all charts used are corrected up to date
3. Ensure that all navigational warnings have been received and where applicable applied to the plan
4. Ensure the relevant publications are on board and correct for the forthcoming voyage
5. Estimated drafts are correct for different stages of the passage and that adequate under keel clearance is
available throughout the passage
6. That the chosen route has taken account of the climatological information for the areas associated weather
patterns
7. Consider the route for traffic flow and the volume of traffic which can expect to be encountered
8. Ensure adequate coverage of position fixing methods including the range and viable use of radio aids.
9. Take note of all pilotage positions or positions of high interest with regard to potential marine hazards.
10. Compare and recommend route with sailing directions and route advised by Ocean Passages for the World
11. Assess with care all landfall positions for shallows, currents and other possible dangers.
12. Compare the qualities and capabilities of the vessel to ensure that maneuvering characteristics, bunker
capacity, and speed capability will allow safe completion of the voyage
13. That loadline regulations are not infringed

Planning

This is the area of actually constructing the “plan”. The construction must include “pilotage water” and
cover the total period, from berth to berth. One of the main functions of the plan is to highlight where the ship
should not go and in the construction, this objective should not be lost by the navigation officer. The charts should
be of the largest scale available and should show the following:

1. The intended tracks, with margins for error. Tracks should be clear of hazards and laid off at a safe distance
and advance warning of all dangers should be readily visible to another wathckeeper. When charting the
intended track for the vessel, due regard should be made to the possibility of engine failure to steering gear
malfunction.
2. Radar conspicuous targets such as Remarks or Racons, or buoys carrying radar reflectors, which could be
gainfully employed in position fixing, should be well indicated.
3. Maximum use of “transit marks” and clearing bearings should be included in the plan. Where radar is
employed, clearing ranges may be used to distinct advantage.
4. Key elements of the plan must take into account the following:
a. A safe speed throughout the passage, bearing in mind the ships draft and the possibility of “squat” and
reduction in UKC.
b. Critical areas where minimum UKC can be maintained taking into account the state of tide.
c. The alteration points, where because of the ship’s turning circle, a wheel over position must be planned to
be appropriate to the ship’s speed and to any tidal effects present.
 NORTHERN PHILIPPINES COLLEGE FOR MARITIME, SCIENCE AND TECHNOLOGY, INC.
Lingsat, City of San Fernando, La Union, Philippines
Tel. Nos. (072) 242 5676-77; 607 4722
Fax No. (072) 242 5676
Email: [email protected]

d. The reliability and the necessity for accurate position fixing methods, both of a primary and secondary
nature.
e. Planned contingency action in the event of deviation from the plan becoming necessary.

Execution

This is the formulation of the tactics which are intended to carry the plan through consideration should
therefore be given to the following specific topics:

1. The reliability of ship equipment, specifically the navigation equipment, its condition and limitations together
with its degree of accuracy.
2. The projection of ETA’s towards critical points to allow a more detailed assessment of tide heights and flow;
UKC being main consideration for the plans execution.
3. Meteorological conditions will continue changing while the vessel is on passage. In order to maintain optimum
passage time, heavy seas and areas of reduced visibility need to be avoided, if at all possible. At certain
seasons, specific areas are prone to fog or bad weather conditions. If transit of these areas can be avoided or
coordinated to coincide with daylight or similar time. The overall safety aspects of the voyage plan can be
raised.
4. Daytime or nighttime passage, especially when negotiating dangers or narrows, can often be achieved at a
favorable time by early realization and making an appropriate speed adjustment can of course be an increase
in speed as well as decrease in speed.

Monitoring

This is the operation in which the master monitors or follow up the progress of the vessel and visual
confirmation that the plan is being drawn to a conclusion.

The monitoring of the vessel’s movements must therefore be close and continuous. If, and when
problems are foreseen the master of the vessel should be informed to allow flexibility in the plan to accommodate
possible deviations safely. Monitoring of shipboard equipment is common to monitor the safe movement of the
vessel and therefore, to ensure continuity of safe navigational practice, recommended checks on navigation
equipment should be made at the following times:

1. Prior to sailing and departure from berth

2. Prior to entering known hazardous areas or areas of specific dangers
3. At regular and frequent intervals during passage time
4. When the equipment sounds off alarm (malfunction, off course, etc.)

Position Fixing

All the navigational equipment of a vessel is at the disposal of watchkeepers and should be used to
maximum advantage whenever possible. However, the principles of efficient watchkeeping should not be lost in
the hi-tech world of satellite systems. Visual bearing is still considered the most accurate and reliable means of
fixing the ships position provided fixes are based on three position line. Bear in mind that the use of decca
navigator, radar, omega, loran or other instrument systems are reliable to instrument error or operator error. This
is not to say that they should not be used. On the contrary, instruments may be the only methods of position fixing
available as with a vessel in poor visibility.

Navigator should use alternate position fixing methods to avoid a possible continuous operator’s error.
Full use should also be made of the echo sounder when practical to provide corresponding data checks on
obtained fixes.

The frequency of fixing the vessel’s position will depend on the geography and the circumstances
prevailing. Obviously, certain areas of navigation for the vessel will require more position checks than others and
the frequency of charting fixes will be dictated by the prevailing condition.

Buoys should not be used for fixing the vessels position but may be useful as checks when fixed objects
are not available. Transits and clearing bearings can also be gainfully employed in providing margins of safety for
the vessel.

To complete the principle of voyage planning, monitoring is the essential action which illustrates the safe
progress of the vessel. Regular alternative position fixing methods must be the order of the day. Once completed,
the plan is for use by the “bridge team” and to this end, it should be presented as a complete product to the
master by the navigation officer.
 NORTHERN PHILIPPINES COLLEGE FOR MARITIME, SCIENCE AND TECHNOLOGY, INC.
Lingsat, City of San Fernando, La Union, Philippines
Tel. Nos. (072) 242 5676-77; 607 4722
Fax No. (072) 242 5676
Email: [email protected]

The practical construction of a passage plan becomes a personal composition of the navigator. However,
there are recommended checklist and methods which could be used and any method employed should
incorporate the four essential areas mentioned earlier.

Many navigators employ the following approaches to ensure that the four areas of voyage planning are
comprehensively covered.

1. The Tabular Presentation – the use of table related directly to the voyage plan can be ideal check for the
navigator. it can provide a running update on the distance and subsequently deliver a continually revised
ETA. The basic table entries would be comparable with the charted legs of the voyage plan and this in itself
ensures an additional check against the measured distance.

Table presentation can be as detailed as the conditions of the voyage dictate but should include the following
example entries:

a. All “alter course” positions with the specified courses and distances between them. Courses being in
degree ‘’True”.
b. Distance “to go” and the respective steaming time for each leg of the voyage is useful in providing an
update to the ETA as the passage proceeds.

2. Voyage Plan – Chart – Check List – the completed chart, which illustrates the proposed route, is the most
central and the most essential visual presentation of the voyage plan. It is required to carry all items that could
affect the safe navigation of the vessel, without obscuring the relevant details. The plan should reflect
continuity which will allow all watch officers to take over the navigational duties, and to this end, will be
required to indicate the following items:

a. course tracks and distances with respective margins of safety

b. radar conspicuous targets which should be prominent
c. projected ETA at altered course positions
d. tidal streams with indicated maximum/minimum rates and directions
e. visible landmarks, transits or clearing bearings
f. VHF calling/communication points
g. Where expected use of echo sounder would be anticipated
h. Next chart indication to allow positional transfer
i. Crossing traffic or known areas of heavy traffic density
j. Traffic separation schemes and relevant references
k. Those positions on route where extra personnel may be required
l. Station call points for advising the Master, engine room, pilot station, etc.
m. Position where anchors should be prepared
n. Advance warning of potential hazards or dangers.
o. Rising/dipping ranges of lights that would aid position
p. Those positions where manual steering must be engaged
q. Navigational warnings whish might be currently effecting charts
r. Navigational radio aids and their accuracy within charted area
s. Highlighted NO GO AREAS