Faculty of Maritime Studies

Department of Nautical science

Voyage Planning
(MSN-340)

Prof. Waheed Sami AbuShanab

Prof. Waheed S. AbuShanab

 Voyage Planning MSN 340

MARKS DISTRIBUTION AND KEY WEEKS

• 10 marks (1stquiz) 5th week

• 20 marks (midterm exam) 8th week
• 10 marks (2nd quiz) 10th week
• 20 marks (2nd midterm) 14th week
• 40 marks (final exam) 17th week
COURSE CONTENTS

• Introduction (Planning Stages)

• Voyage Planning types
• COLREGs and IALA system
• Coastal Passage planning
• Nautical Publications
• Conducting Coastal Passage
• Conducting Oceanic Passage
PASSAGE PLANNING LEGAL PARTS

• IMO Resolution A.893(21)

• Annex 25 of SOLAS V
• Bridge Procedure Guide
• Company SMS and guidelines
 Introduction to Voyage Planning
Why do we need to plan any voyage before executing it?
Understanding of important terms such as No-Go areas, Abort points, Contingency anchorages, Wheel-over
points, Parallel indexing and so on.
Ability to prepare passage plans for the
following situations
• Ocean voyages
• Pilotage areas
• Coastal waters
• Congested waters
• Restricted visibility
 Introduction to Voyage Planning

• Passage plan shall be made from berth to berth acting on the principle of safety-first, while also
considering operating efficiency.
• The Master shall carefully check the Passage Plan, made after receiving the voyage instruction from the
Charterer or the Company.
• The passage plan shall be prepared normally by the Second Officer, signed for approval by master and for
understanding by all officers, before departure.
 Introduction to Voyage Planning
What does voyage planning include?
• 1. Safety of Navigation
• 2. Safety of the ship
• 3. Efficiency of navigation
• 4. Protection of environment
• 5. Reduction of Human Error
• 6. Establishment of proper watchkeeping
• procedures
• 7. Monitoring pilotage transits
• 8. Documentation and record-keeping
 Introduction to Voyage Planning

Voyage Planning stages:

• Appraisal
• Planning
• Executing
• Monitoring
 Appraisal

The appraisal stage consist of gathering and contemplating all information relevant to the voyage by
consulting the following:

• Nautical charts
• Nautical publications
• Performing tasks as:
 Weather forecasting
 Prediction of tides and currents
 Checking of local regulation and warnings
 Appraisal
Most of ship’s Voyages pass through three navigation areas:
 Offshore or ocean navigation,
 Coastal navigation,
 Narrow and confined water navigation.
In preparatory stage we have to take in consideration Internal and external factors that may affect the
There are many points must be considered by the navigator before undertaking a passage planning:
 Selection and assembling of the up-to-date Charts / Publications,
 Having Assembled all the necessary information regarding the passage,
 Study the charts covering the route and the vicinity,
 Study lights likely to be sighted and its limits,
 Pilot book covering the above mentioned.
 The charts must be marked accordingly, e.g. brief description of light structures
 Planning
The process involves projecting various future events including landfalls, narrow passages and changes expected during the
voyage.

The plan should include the following factors:

 The plotting of the intended route on appropriate scale chart.
 The main elements to ensure safety of life at sea, safety and efficiency of navigation and protection of the marine
environment during the voyage by applying:
 Safe speed
 Necessary speed alteration en-rout
 Minimum clearance required under the keel in critical area with restricted water depth.
 Course alteration points
 Planning
before Choosing the ship’s route the officer must be aware of:

• Time of Dep. & Arrival (ETA), Eng. room orders, calling pilot

• Visibility, Safe Speed, Tide, Tidal Stream

• Weather, Ice, Following and opposite currents

• ROR, TSS, Navigational marks, aids to navigation, aids’ Coverage ranges

• Traffic density, Navigational warnings

• VLCC enough room for navigation, Fishing boats area

• Narrow channels and Canals,

 Planning
Before Choosing the ship’s route the officer must be aware of:

• Navigational warnings, operations and exercises,

• Speed restrictions and re-fueling,

• Coast line clearance,

• Territorial and diplomatic clearances,

• Minefields and war areas,

• Way Points, Turning Circle, A/C points Brgs/dist. Abeam if possible

• Draw Tracks on the charts .

• Clear areas, expected objects to be seen, Dang. for Nav.

 Executing
• A number of tasks has to be executed during the course of the voyage

• The captain’s responsibility is to treat the plan as a living document and to review or change it in case of
any special circumstances that should arise.
• Factors which should be taken into account when executing the plan, or deciding on any changes to the
plan include:
• The reliability and the condition of the vessel’s navigational equipment.

• The ETA at critical points for tide heights and flow.

 Executing
• Meteorological conditions
• Daytime VS nighttime passing of danger points.
• Traffic conditions, especially at way points
• In the beginning review:
• Fitness of the equipment
• ETA to Focal and Critical areas / points
• Weather Condition and the parameter readings and tends
• Up to date Navigational warnings
 Executing
• Night and Stand Orders
• Well-organized bridge procedure must involve to detect any error in sufficient time to prevent a grounding
• Check lists Availability and actions to be taken in case of emergency situations Such as:
• Restricted Vis.
• Rudder / Engine Failure
• Bad weather (Shelter and safe heavens)
 Monitoring
Once the voyage has begun the progress of the vessel along the planned rout, the monitoring must be started. This requires the ship’s to

be determined.

 Monitoring of the Voyage in its different stages (since planning and to fasting alongside) considers as a vital and crucial part for the voyage’s safety.
OOW shall call Captain in case of any ship’s position or track suspicion or at any issue that may be considered serious on ship’s safety.

 OOW and the Captain shall do a continues monitoring through:

 Matching the observed Lights and objects on the horizon with the chart

 Random check to observed positions by other methods of fixing,

 Echo-sounder Readings,

 ARAPA screen inspection, Parallel index techniques, Safety zones

 Horizon Regular visual (sight) inspection

 Preparing The Passage Plan
The Master shall have the Officer in charge (2 nd Officer) to control the Charts, Nautical publications, etc.,
appropriately according to Procedures for Control of charts and Nautical Publications and collect information
necessary for the voyage. Preparation of Charts, Nautical publications, etc. Prepare all the necessary Charts
(BERTH TO BERTH) for the intended voyage.

Use charts of an Appropriate Scale

Among charts on the same 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. 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 corrected to the latest available Notice to Mariners, including Navigational Warnings and T & P notices.
 Collecting Information and Data for Passage
Planning
Data of the tide and current, the time of Sunrise and Sunset, and the ships Time Correction schedule. Data from
Routing charts and various nautical publications like Sailing directions, List of Lights, List of Radio Signals, Ocean
passages, Mariners hand book, etc. Navigational Rules and Regulations through the passage. (Traffic scheme,
Signals, method of communications with VTS, etc. Draught and other ship conditions. Sea and Weather forecast.
Navigational Warning. Distance Table. Environmental requirement such as Ballast exchange. This necessary
information and data shall be kept in proper order so that the OOW may check them at any time.
 Confirmation of preparation of Materials
Essential to Complete the Voyage
The Passage plan shall have the description of ROB (Fuel, Lubricating oil and Fresh water) on departure, their
daily consumption and estimated ROB on arrival as evidence to prove that the vessel has confirmed that she is able
to reach the destined port, in addition to carrying out the required procedures stipulated in Procedures for
Preparation for Departure.
Drawing the Passage Plan on the Chart
Necessary information in the Passage Plan shall be shown on the working chart, However, these marking shall not
cause the charts own fundamental information to be obscured. If the information is overcrowded, it shall be cleared
from the course line and shown with reference marks on the chart The general information would include the
Course line and its direction ; Alteration points; Wheel-over points; No-go areas; Abort points; Parallel Indexing;
Clearing line; Reporting points ; Navigational warnings Fishing traffic areas; Reporting Points Contingency
Anchorages Point where it is necessary to change to the next Chart and the Next chart number ; Additional
Information required for Entering / Departure Port and / or Restricted Water Point of Stand By Engine (SBE) Point
for Calling the Master and/or the Chief Engineer. Point of SBE ( Standby Engine) Distance to go to the pilot
station.
 Points To Be Kept In Mind
 Ocean and Open Waters

 Enter the planned ship track on a small-scale chart to obtain its approximate distance. The following are the
points to be considered

 Select an optimal ships course. (Great Circle, Composite or Rhumb. Line in the order of preference, subject to
weather conditions

 Use information from Sea and Weather forecast and, in case a Weather Service is adopted, information on
recommendable Ships Routing. Besides above analyzing , the Master shall select the route which is expected
Minimum Fuel Consumption and Minimum Hours Under Way.
 Coastal And Restricted Waters
In the case of coastal and restricted waters navigation, there are certain restrictions on the navigation of ships due to
the available width of channel, water depth, heavy shipping traffic, IMO traffic separation schemes etc. Following
shall be considered:

No-Go Areas

• These are areas where the ship cannot navigate safely due to dangers, shoals etc. These areas must be marked in
pencil in regions close to charted track.

• To minimize the risk of getting stranded keep safe distance as possible from the Cautionary Zone.

• Put down the Distance off Clearly on the chart using Parallel Indexing from the obstacles.
 Coastal And Restricted Waters
Safe Water

Around the No-Go Area, secure Safe Water where the ship can navigate safely by taking Margins of Safety into
consideration. In determining Safe Water consider the following:

Ship conditions such as Draft and Maneuvering Performance, Effects of Ocean stream, Tidal current and Tide,
Under Keel Clearance Distance off from the Shallow waters, Obstacles etc.
 Under Keel Clearance (UKC)
UKC through the voyage, shall be kept in principle, at least 20% of the Ships Draft In Restricted Waters such as Ports, Canals or Fairways, the UKC

maintained must be at least 10% of the ships draft. However the company’s policy on UKC as mentioned in the SMS is to be followed. Depending upon

the circumstances, however, it is necessary to greatly increase these margins. When determining UKC , consider these points:

 - Squat of the ship due to Shallow water effect and the necessity to Reduce Speed to decrease its effect

 - The vessels Heeling (due to Wind or Turning) and Pitching movement

 - Reliability of Charted Depth Data

 - Predicted Tidal Levels

 - Any change in Water Density in passage

 - Reduced depths over Pipelines and other Obstructions

 Course alteration & wheel over positions

Alteration points should be marked off with bearings/ranges of terrestrial targets and/or geographical coordinates.

Wheel over positions shall be marked using ships maneuvering data while navigating in confined waters and large

scale charts. Thumb rule for calculating radius of turn :

Radius = 0.96 x Speed /Rate of turn

Add the inertia factor to this to obtain the wheel over point.
 Parallel indexing

This is useful method of monitoring cross track tendency in any condition of visibility. It is a particularly valuable

tool approaching port and during pilotage when the master is able to continually monitor the vessels position in this

way while the OOW plots the position obtained from other data.
 Abort Point

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 Abort Point is a position to be marked on the

charted course where 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

 - Anchor

Once this point is passed , the ship is committed and must continue on the passage.
 Contingency Anchorage

This shall be marked adjacent to the abort point, so that should the vessel decide to abort the passage, she can

safely anchor. 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.
 Position fixing

The frequency of the position fix, as a maximum, should be such that the ship is kept free from danger between

fixes and if a deviation occurs, avoiding action can be taken to guarantee the safety of the ship. Once the position

fixing interval has been approved in the plan, watchkeepers must diligently plot their positions accordingly.
 Changes or deviation in passage plan

Any changes or deviation made to the plan should be made consistent with this procedure. Bridge team meeting

shall be held & new supplementary passage plan shall be made to cover changes or deviation in route to ensure safe

passage of vessel. Such changes or deviation clearly marked and recorded in Deck Log book..
 Pilotage
The Plan covers the voyage from berth to berth and therefore includes the Pilotage stage. The IMO Guidelines do

not give specific advice on this important stage. Pilots make a significant contribution to the safety of navigation in

the confined waters and port approaches of which they have up to date knowledge, but it must be stressed that the

responsibilities of the vessel's navigational team and the officer of the watch do not transfer to the pilot.

After boarding the vessel, in addition to being advised by the master of the maneuvering characteristics and basic

details of the vessel for its present condition, the pilot should be clearly consulted on the voyage plan to be

followed. The general aim of the master should be to ensure that the expertise of the pilot is fully supported by the

vessel's bridge team.

 Attention is drawn to the following extract
from IMO Resolution A.285 (VIII):
“The presence of the pilot on board does not relieve the officer of the watch from his duties and obligation.. He

should co-operate closely with the pilot and maintain an accurate check on the vessel's position and movements. If

he is in any doubt as to the pilot's actions or intentions, he should seek clarification from the pilot and if doubt still

exists he should notify the master immediately and take whatever action is necessary before the master arrives."
 Guidance For The OOW

Is important while navigating ship the officer of the watch understands practical procedures to avoid collision

guided by masters standing orders. These procedures are only indicative, not exhaustive in nature and one must

always be guided by practices of good seamanship.

1. The officer of the watch (OOW) shall comply with masters standing orders (including any supplementary

instructions) to carry out the navigational watch. He must always bear in mind that he is the Master’s representative

and has primary responsibility at all times for the safe navigation of the ship and for fully complying

with the latest COLREGS.

 Guidance For The OOW

2. The OOW shall read the Master’s instructions written in the Master’s Order Book carefully and affix his signature before

taking over the navigational watch.

3. The OOW shall perform his bridge watch duties, and shall not leave the Bridge unless properly relieved by the Master or

another qualified officer.

4. The OOW shall not transfer his duty if he is in doubt whether the relieving officer is physically and mentally capable of

carrying out his duties effectively. Instead, he shall advise the Master.

5. The OOW shall call the Master immediately, if he is in any doubt regarding navigation, or if the vessel falls into any of

the situations specified in the ‘List of conditions to be reported to the Master.’

 Guidance For The OOW

6. The relieving officer shall take over the watch after he has confirmed all items in the "Navigational Watch

Transfer Checklist"

7. The OOW shall maintain a strict and constant look-out primarily by Sight, and use Binoculars, day and night.

8. The OOW shall observe the compass bearing of all approaching targets to determine if risk of collision exists.

9. If the OOW is to be relieved, but is engaged in a maneuver or in a VHF conversation or the like, the relief of the

officer should be deferred until such action is completed.

10. The OOW shall pass other vessels, obstacles, fishing nets, and the like, keeping wide berth as far as practical.
 Required CPAs

i) Passing other ships at a safe distance as per the prevailing circumstance

ii) Overtaking a ship at a safe distance as per the prevailing circumstance

iii) Crossing the course of a ship at a safe distance as per the prevailing circumstances

iv) Avoid Obstacles and fishing nets.

 Guidance For The OOW

11. The OOW shall be well aware of use of the Main Engine in an emergency so that he may use the M/E without

hesitation as required.

12. The OOW shall use sound signals, such as Warning signals, Maneuvering signals, and Fog signals, without

hesitation even at night.

13. The OOW shall take necessary measures when visibility becomes poor according to the ’Procedure for

Navigation under Restricted Visibility Conditions’

 Guidance For The OOW

14. The OOW shall take necessary measures when the vessel navigates congested waters specified in the

’Procedures for Navigation in High Density Traffic (congested waters)

15. In waters where danger to navigation exists in addition to the above items 13 and 14, the OOW shall post a

Helmsman enough in advance, and change to Manual Steering when necessary.

16. The OOW shall always confirm proper steering by the Helmsman or Automatic pilot.
 Guidance For The OOW

17. The OOW shall confirm the vessel position regularly. If the position is made by electronic navigation system, he shall verify the same

by land fix, if available. If a scheduled time for plotting a fix or altering course has arrived, the OOW should first ensure that lookout or

an evasive maneuver is not compromised.

18. The OOW shall compare the indication of the Gyro compass with that of Magnetic compasses on setting or alteration of course and

after that, check once every hour at least.

19. The OOW shall measure Errors of the Gyro and Magnetic compasses at every watch, and log the same including the reason if unable

to check error.

20. The OOW shall check the repeaters of the Gyro compass (including output to RADAR/ARPA, ECDIS, Course recorder, AIS, etc.) to

confirm if they are synchronized with the master compass.

 Guidance For The OOW

21. The OOW shall observe the operational conditions of the Nautical Instruments and Steering gear

22. The OOW shall regularly confirm RPM of the main engine and presence / absence of alarm generation, and if any

abnormality is discovered, it shall be reported to the Engineer on Duty or the Chief Engineer.

23. The Echo sounder recorder should be switched on prior to each approach to shallow water, to port entry and prior

to departure, and remain in operation while in shallow waters. As a guideline, the OOW shall use the Echosounder

frequently to measure the depth when less than 50 meters and continuously where expected UKC is less than 5 meters.

He shall compare the UKC with figures calculated from chart depths and advise any abnormality.
 Guidance For The OOW

24. The OOW shall confirm Navigation Lights and other Regulation Lights, Shape signals, and Whistles are

operating properly.

25. The OOW shall confirm carrying out onboard patrol .

26. In addition to the above, the OOW shall comply with the items that require attention for safety of navigation

and prevention of environmental pollution.

 Guidance For The OOW

27. For detailed guidance for Navigational duties, reference shall be made to the publications “Bridge Procedures

Guide” and “Bridge Team Management”.

28. All instruments’ recording paper must be annotated before port arrival /departure and at noon daily, and

confirmation done of correct synchronization. Navigational warnings and weather messages must be read and

signed by the OOW, and brought to the notice of the Master.

 Guidance For The OOW

29. During pilotage, the OOW shall continue monitoring the vessel’s position, keep lookout, in the same way as if

no Pilot is on board and advise Master of any abnormality.

30. The OOW shall enter in the Bell book, the time of Handing over the “con” of vessel to Master and the time of

taking over “con” from him.

 Guidelines For Transit Through Congested
Waters / Restricted Visibility Areas
Restricted visibility conditions mean those in which the visibility is Three Nautical Miles or less, or is not more

than that designated separately by the Master. Conduct of vessel’s navigation in restricted visibility is covered in

COLREG Rule 19.

 Action of the OOW in restricted visibility
conditions
The officer of the watch shall take the following actions under restricted visibility conditions or if such conditions are

expected:

• Inform Master, report existing conditions

• Intensify watch of surrounding conditions, e.g. by posting additional lookout(s)

• Comply with latest International Regulations for Preventing Collision at Sea

• Inform engine room and sound appropriate fog signals.

• Take other necessary action mentioned in the “Navigation in Restricted Visibility Checklist"
 Master's action under restricted visibility
conditions
When receiving the report from OOW, that restricted visibility conditions are present or expected, the Master shall

confirm the navigation situation and if necessary, shall take the command of the ship. Master shall take appropriate

measures as needed such as posting additional Lookout(s), Reduction to safe speed etc.
 Congested water

An area of water where due to presence of many vessels in the vicinity, a repeated risk of collision exists and it may

be difficult for own vessel to maintain her course. An area of water where the situation repeatedly arises in which a

vessel is likely to collide with another vessel and an action to avoid a collision is limited by the existence of a third

vessel or fixed structure, or where such situation is expected to arise.

 Action of officer of the watch in congested
waters
The OOW must always be aware of the possibility of navigation in congested waters, and if the vessel is expected

to navigate such areas, he must take the following action: Early evacuation from the congested area, if possible.

Arrangement of Lookout(s). Report to the Master. Test of manual steering or changeover to manual steering.

Contact with Engineers, if necessary. Reduction to a safe speed, if required. Running in Parallel of Power units of

Steering gears.
 Action of the masters in congested waters

The Master, when the vessel is in congested waters or upon receiving the report from the OOW above, must

confirm the situation and increase officers or ratings for lookout as required. He shall take over the command of the

vessel.
 Congested waters

The following areas are suggested to be considered as Congested Waters:

a) The Japan Coast

b) Taiwan Strait

c) Singapore Straits and Malacca Straits

d) Strait of Bab-El-Mandeb

e) Gulf of Suez

f) Gibraltar Strait
 Congested waters

g) The English Channel and Dover Strait

i) Maas Approach

k) Areas of Heavy Fishing Traffic and any other area where heavy traffic is encountered
 Guidelines For Transit Through Confined
Waters / Heavy Weather
Navigation in heavy weather is defined as conditions with winds of Beaufort Scale 7 or more and a Significant

Wave Height of 4 meters or more.

The officer of the watch (OOW) shall collect necessary weather information and navigational warnings and report

same to the Master. During navigation in heavy weather, if there occur any sudden changes in climatic conditions

the OOW shall report to the Master immediately.

 The master's action

The Master shall, if possible, select a reasonable route that allows the vessel to avoid navigation in heavy weather

or keep a safe distance from the storm center. The Master must regulate speed and/or alter course in heavy weather,

as required by good seamanship, in order to avoid the possibility of damage to ship and cargo, also to avoid

needless expenditure of fuel.

Reduction of a few revolutions will make a considerable difference to the motion of the ship, but very little

difference in voyage time. When he judges that the vessel will be in heavy weather, the Master shall take necessary

countermeasures mentioned in the ‘Navigation in Heavy Weather checklist’.

 Inspection before entering and after leaving
heavy weather
The Master shall inspect the vessel and cargo during navigation in (if practicable) and just after heavy weather

conditions and advise Company if any damage has occurred. Any possible (even if temporary) repairs by ship staff

either to the Hull, Fittings or to the Cargo (Containers) must be attempted by ship staff as soon as weather abates.
 Confined Water

Confined waters means an area of the sea where the Width of the Safely Navigable Waterway is not more than

about 2 miles, such as a Strait, considering the Draft of the vessel and Water Depth. Ships navigation in confined

water involve many complexities and careful consideration will need to be made for safe passage through an area

of confined water
 Passage Planning in Confined Waters

For navigation in confined waters, the Master shall consider the following matters in planning a passage:

1. Presence / Absence of special navigational rules and items to report.

2. Information from the sailing directions, coast pilot, and so on.

3. The draft of the vessel and the navigable sea area.

4. The effect of squat and the need to keep sufficient under keel clearance.

5. Expected tides and tidal currents.

6. Weather conditions and countermeasures against restricted visibility.

 Passage Planning in Confined Waters

7. Use of navigation aids to maintain Continuous monitoring of vessels position, such as setting of Parallel Index

line or ARPA

8. Passing time of danger points (Day / Night)

9. The traffic density including the presence of fishing and the countermeasures

10. The vessel's maneuvering ability

11. Any required adjustment of the vsl's speed.

 Navigation in Confined Waters

 The Master shall assume con of the vessel on the Bridge.

 The Master shall increase officer(s) and/or lookout(s) as required

 The Check list for "Navigation in Confined Waters Checklist should be recorded.
ROR, IALA and Time zones
 COLREGs

Part A: General Rules

Rule 1 – Applications (these rules shall be applied to all vessels)

Rule 2 – Responsibility (Nothing of these rules shall exonerate any vessel)

Rule 3 – General Definitions (Vessel, Power driven vessel, seaplane, and ETC)

Part B: Steering and Sailing rules

Section I - Conduct of Vessels in Any Condition of Visibility

Rule 4 – Applications (Rules in this Section apply to any condition of visibility)

 COLREGs
Rule 5 – Look-out (Every vessel shall at all times maintain a proper look-out by sight and hearing as well as by all available means

appropriate in the prevailing circumstances and conditions so as to make a full appraisal of the situation and of the risk of collision)

Rule 6 – Safe Speed (Every vessel shall at all times proceed at a safe speed so that she can take proper and effective action to avoid

collision and be stopped within a distance appropriate to the prevailing circumstances and conditions)

Rule 7 – Risk of Collision (Every vessel shall use all available means appropriate to the prevailing circumstances and conditions to

determine if risk of collision exists. If there is any doubt such risk shall be deemed to exist)

Rule 8 – Action to Avoid Collision (Any action taken to avoid collision shall be taken in accordance with the Rules of this Part and shall,

if the circumstances of the case admit, be positive, made in ample time and with due regard to the observance of good seamanship)
 COLREGs
Rule 9 – Narrow Channels (A vessel proceeding along the course of a narrow channel or fairway shall keep as near to the outer limit of the channel

or fairway which lies on her starboard side as is safe and practicable)

Rule 10 – Traffic Separation Schemes (A vessel proceeding along the course of a narrow channel or fairway shall keep as near to the outer limit of

the channel or fairway which lies on her starboard side as is safe and practicable)
 COLREGs
Part B: Steering and Sailing rules

Section II -- Conduct of Vessels in Sight of One Another

Rule 11 – Rules in this section apply to vessels in sight of one another.

Rule 12 – Sailing Vessel.

Rule 13 – Overtaking) (any vessel overtaking any other shall keep out of the way of the vessel being overtaken)

Rule 14 – Head-on Situation (When two power-driven vessels are meeting on reciprocal or nearly reciprocal courses so as to involve risk of collision each shall alter her course to

starboard so that each shall pass on the port side of the other)

Rule 15 – Crossing Situation (When two power-driven vessels are crossing so as to involve risk of collision, the vessel which has the other on her own starboard side shall keep out of the

way and shall, if the circumstances of the case admit, avoid crossing ahead of the other vessel)

Rule 16 – Action by Give-Way Vessel (Every vessel which is directed to keep out of the way of another vessel shall, so far as possible, take early and substantial action to keep well clear)

Rule 17 – Action by Stand-On Vessel (Where one of two vessels is to keep out of the way the other shall keep her course and speed)
 IALA
Who is IALA?
Established in 1957, IALA (International Association of Marine Aids and Lighthouse Authorities) is a non-profit international
technical association.

Region A Region B
 IALA
Regions

To minimize the number of changes to existing systems and to meet conflicting requirements IALA decided

to create a system divided into two regions. The region followed is dependent on geographical location:

Region A: Europe, Australia, New Zealand, Africa, the Gulf and some Asian countries

Region B: North, Central & South America, Japan, North & South Korea and the Philippines
 IALA
Types of marks:

The different types of marks used in the pilotage of vessels at sea are easily distinguished by their shape, color, top

mark by day and the color and rhythm of the light by night. The five types of marks are:

• Lateral Mark

• Cardinal Mark

• Isolated Danger Mark

• Safe Water Mark

• Special Mark
 IALA
Lateral marks define a channel and indicate the port and starboard sides of the navigation route to be followed into a waterway such

as a harbor, river or estuary from seaward. The vessel should keep port marks to its left and keep starboard marks to its right. If

lateral marks are unable to be represented by a can or cone shaped buoy, they should carry the appropriate top mark.
Lateral Mark Region A
Lateral Mark Region B
 Cardinal Mark
A cardinal mark is used to signify a danger and show where the safest water can be found. Cardinal marks indicate the direction of
safety as a compass direction relative to the mark. A cardinal mark is named after the quadrant in which it is placed. Due to the
unique way cardinal marks use the points of a compass to signal safety it makes them meaningful regardless of the direction of the
approaching vessel.
Cardinal Mark
 Isolated Danger Mark

A cardinal mark is used to signify a danger and show where the safest water can be found. Cardinal marks indicate the direction of
safety as a compass direction relative to the mark. A cardinal mark is named after the quadrant in which it is placed. Due to the unique
way cardinal marks use the points of a compass to signal safety it makes them meaningful regardless of the direction of the
approaching vessel.
 Safe Water Mark

Safe water marks indicate there is navigable water all around the mark including the end of a channel or mid channel, however, this
mark does not mark a danger. They are the only mark to have vertical stripes.
 Special Mark

Special marks do not usually assist navigation but are used to indicate a feature such as recreation zones, speed limits, mooring areas
or cable and pipe lines including outfall sewerage pipes.
.
IALA
 Time Zone
Since the earth is rotating around its axis once every 24 hrs., there are 24 time zones with 1 hour difference between each time zone.
Since the earth rotates 360 degrees in 24 hrs., the earth completes a rotation of 15 degrees per hour. (360/24=15)
Therefore, each time zone is 15 degree.

Learning Objectives:
 Apply correct procedures to determine zone time for specific locations.
 Apply correct procedures to determine zone time at another location if zone time is known at a given location.
 Apply correct procedures to convert longitude or arc units into equivalent time units.
 Time Terminology
• Estimated Time of Arrival (ETA): the time and date of arrival that must be achieved. Usually specified by higher authority.
• Estimated Time of Departure (ETD): a computed estimate of the time and date of departure that will allow the ship to arrive on time.

Greenwich Mean Time (GMT)

• The mean sun completes once circuit around the earth every 24 hours, or 15 degrees of longitude each hour.
• Each 15 degrees of arc is a time zone.
• GMT refers to the time based upon the position of the mean sun relative to the prime (Greenwich) meridian.
• Referred to as “zulu” time, because the time zone is designated by “Z.”
• Centered on the Prime Meridian.
• Extends 7.5o east and 7.5o west of the Prime Meridian.
• Each additional time zone (as we move east or west) has a boundary every 15 degrees past 7.5o; so the zones are centered on 15o
E/W, 30o E/W, etc. from the prime meridian
 Time Zone
• The next time zone west of the Greenwich time zone extends from 007.5o W to 022.5o W longitude (that is, for another 15o; and it is
centered on 15o W. )
• Time zones continue in this fashion, east and west, all the way around the world until we reach the 180th meridian

The International Date Line

• As a result, the 24th time zone is split in half by the International Date Line, with each zone on either side of the 180th meridian being
only 7.5o wide.
• The zone on the western side (towards the U.S.; “+12Y”) keeps time 12 hours behind Greenwich Mean Time.
• The zone on the eastern side (towards Asia; “-12M”) keeps time 12 hours ahead of Greenwich Mean Time.
• The result is a difference of 24 hours in time as we cross the 180th meridian, which is called the International Date Line for just this
reason.
• To remember what day it is on each side of the line, the phrase “San Francisco to Manila, Sunday to Monday” is used
Time Zone
 Determining the Time Zone
• To determine the time zone, simply divide the longitude of a location by 15.
• Then round to the nearest whole number.
• For eastern longitudes, place a negative sign (-) in front of the number; for western longitudes, place a positive sign (+) in front of the
number.
• Add on the correct letter to the number.

Example:
The longitude of Norfolk, Virginia is 076o 18.0’ W. What time zone is this?
Answer:
076o 18.0’ =076.3o
076.3/15 = 5.09 = 5
Since longitude is west, time zone is +5.
If the local time in Norfolk 1700, then the time in Greenwich is 1700 + 5 = 2200
 Time Zone
• For the navigator at sea, time zones are always determined in this matter.
• In reality, time zone boundaries on land are often drawn along convenient political boundaries.
• A good example of this is the International Date Line

Daylight Savings Time

• Used by some countries, including the U.S.

• Used to shift daylight hours to a more convenient time during the summer (sun goes down later in the evening as a result)
• To do this, locations keep the time of the next zone east of the actual zone in which they are located.
 Time Conversions
• During voyage planning, all times are normally expressed in terms of GMT to avoid confusion.
• As necessary, times are converted to the local time zone for ease of use.
• The formula for all conversions is:
zone time + zone description = GMT

Example :
It’s 0800 (local zone time) in Naples, Italy. What is this time, expressed as GMT?
Answer:
Longitude of Naples is 14o 16’ E, so the time zone is -1A.
GMT= LT + LM = 0800 - 1 hour = 0700 Z