Name of Course : Mate for Vessel more than 3 000 GT Unlimited Voyage
Subject Code : A1MATE
Subject : Coastal Navigation and Passage Planning
Instructional Hours
Lecture : 30 hours
Tutorial : 14 hours
Practical : 00 hours
Self Learning : 16 hours
Total : 60 hours
Entry requirements : Class 3 CoC Deck (Unlimited) or Equivalent
Subject Aims :
To provide with the understanding of navigational principles in coastal and open waters. The
module shall help develop the required competence for safe navigation of vessel in various
situations
Teaching Methods
Instruction shall take place through a combination of lectures, tutorials, practical exercises,
as well as course work / assignments to be completed during the course.
Assessment Methods
Lecturer assessment : 30%
Final semester exam : 70%
Recommended Texts
1. SOLAS , IMO 2020 Ed.
2. Peril at sea and salvage, a guide for masters (2020), OCIMF
3. ECDIS passage planning and watchkeeping (2020), Witherbys
4. Ship inspection report (SIRE) program (2020), OCIMF
5. International Safety Guide for oil tankers and terminals (ISGOTT), 6th. edition
6. Ships’ routeing (2019), IMO
7. IAMSAR manual volume III (2019), IMO
8. Passage Planning Guide – English Channel and Dover Strait (2021) 6th.Edition
by Witherbys
Passage Planning Guide – Panama canal (2020) by Witherbys
9. Passage planning guidelines (2021), Witherbys
10. Admiralty manual of navigation (2019), Nautical Institute
11. Passage planning guide for Malacca strait (2021) by Witherbys
12. STCW (2018), IMO
Coastal Nav A1MATE 2021 09 /Capt.MH Page 1 of 126
13. ISM code (2018), IMO
14. Navigation in shallow waters (2017), Witherbys
15. Tanker Management and self - assessment (TMSA) 2017, OCIMF
16. The Electronic Chart (2017 4th.edition), Hecht, Berking, Butttgenbach, Jonas
& Alexander
17. Bridge Procedures Guide (2016), ICS.
18. Ship navigation (2016), Borje Wallin
19. Ship squat and interaction (re-printed 2015), C.B.Barrass, Witherbys
20. Advanced Navigation (2015), Nadeem Anwar,Witherbys.
21. BRM (2015), Antonio Di Lieto
22. Ship handling (2014), Herve Baudu
23. Bridge Team Management (2004), the Nautical Institute
24. Parallel index techniques in restricted waters by Captain Alain Victor, (2014)
25. Radar and ARPA manual 3rd.edition (2014), Alan Bole, Bill Dineley and Alan Wall
26 The human element – a guide to human behavior in the shipping industry(2010),TSO
27. House,D.J. (2012), Navigation for masters, Witherbys
28. Guidance to masters by GARD (2006)
29. Worked examples in radar plotting (2001), I.W.Bagshaw
30. ICS guide to helicopter / ship operations (2008)
31. Shipboard Bridge Resource Management (2006), Nor’easter
32. Integrated Bridge Systems Vol.1 radar and AIS (2008), Nautical Institute
33. Casualty management guidelines (2012), Nautical Institute
Coastal Nav A1MATE 2021 09 /Capt.MH Page 2 of 126
Table of Specifications Weightage % I Total
KUA
Topics - 33
- 08 25 11
A. Plan a voyage and conduct navigation - 05
(inclusive during helicopter operations) - 06 05 - 06
- - 05 09
B Routeing & reporting - 08
C. Co-ordinate search and rescue operations - 04 02 22
D. Voyage planning principles with respect to - 06
- 03 06 - 100
weather conditions and wave height - - 08 -
E. Radar plots - 06 16
F. Calculation of tidal conditions -
G. Terrestrial observations - 03 03
H. Appropriate nautical publications on tides and -
- 30 70
currents
Total.
Note 1: The letters K, U, A and I in the table of specifications denote the Knowledge,
Note 2: Understanding (Comprehension), Application and Integration (Higher than
Application) levels of Bloom’s taxonomy in the cognitive domain.
In the following detailed syllabus, all objectives should be understood to be
prefixed by the words “At the end of the lecture, the learner should be able
to…”. In the second column, L : T : P : SL denotes the number of
instructional hours devoted to lectures, tutorials , practical and self learning
respectively.
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Main objectives:
1. Apply the principles of voyage planning and navigation for all conditions by
acceptable methods of plotting ocean tracks.
2. Apply routeing in accordance with the general provisions on ship’s routeing.
3. Apply general principles for ship reporting systems.
4. Solve problems in manual radar plotting and rendezvous.
5. Apply general principles for helicopter operations during pilotage.
6. Co-ordinate search and rescue operations.
7. Terrestrial observations, including the ability to use appropriate charts, notices to
mariners and other publications to assess the accuracy of the resulting fix.
8. Voyage planning principles with respect to weather conditions and wave height.
9. Apply the understanding involving tidal calculations.
10. Apply the understanding to gather information pertaining to tides and current via
nautical publications and information which can be obtained via internet and email.
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Navigation
What are the problems? Does it affect your navigation?
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Problem 1 ……………………………………………………………………………………………
Heavy weather is generally defined as extreme wind conditions in combination with heavy
seas. The forming of ice on deck is also referred to as heavy weather although here the
relevant factor is the subzero temperature rather than the wind conditions.
Facts and Findings
In our experience most heavy weather claims relates to:
loss of anchors,
structural damage to forecastle and bow structure,
physical damage to vents and railings,
shifting and damage of cargo,
ingress of water,
stability problems.
Preventive measures
Use weather routing to avoid, as far as possible, bad weather.
Receive weather forecasts at minimum twice a day, preferably from at least two
separate sources.
In bad weather, adjust course and speed to ease the ship's motion.
Always secure anchors properly (lashings, chain stoppers).
Ensure that the hatch covers and seals are in a good and watertight condition.
Stow, lash and separate goods according to ships cargo securing manual.
Secure spare parts to ensure safety during adverse weather conditions
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Problem 2 ……………………………………………………………………………………………
Weakness in bridge organisation is the main reason for grounding. Safe navigation requires
effective command, control, communication and management. Insufficient voyage planning,
overconfidence in pilot and communication problems with pilot can lead to dear occurrences.
Loss of power and/or steering is naturally also a cause of grounding and is covered in the
machinery section.
Facts & Findings
In our experience, most groundings occur due to:
heavy weather conditions, such as strong tides, currents, winds and heavy rains,
dragging of anchor,
evasive actions to avoid collision,
Navigational errors (not plotting position correctly and/or frequently enough).
Preventive measures
The crew must understand the importance of adherence to the bridge management
procedures.
Passage planning should be made with detailed plans marking dangers and safe-
water limits especially in coastal waters, pilotage areas and port approaches. Review
weather, current and tide conditions.
Position must always be verified through proper use of charts, radars and other
position fixing devices as well as cross checking navigational information using
available means. If possible bearings should be taken.
Always keep updated official charts for area of voyage.
Whilst at anchor, keep a 24h bridge watch and monitor the position of the vessel to
detect dragging. Second anchor should be prepared and lowered to sea level for
immediate use in case of emergency.
The master is in command of the ship at all times and may delegate the conduct of
the ship to a pilot if he finds him experienced and competent. The master should not
hesitate to supervise, question or overrule the pilot's decision if any indications of
problems arise.
Master and pilot should agree on a pilotage passage plan and language to be used
between ship, pilot and shore.
The pilot should be presented a completed pilot-card. The vessels manoeuvring
characteristics should also be communicated.
Participation at the Maritime Resource Management (MRM) Course is recommended
in order to foster positive attitudes, favouring good personal communication,
excellence in leadership skills and compliance with operating procedures.
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Problem 3 ……………………………………………………………………………………………
Most collisions occur as a result of an inadequate lookout or unsatisfactory radar watch. The
main cause in several of these events is fatigue. The handing over of watch is also a risk
factor. Close quarter situations often occur due to late, unsatisfactory or improper alterations
of course and speed.
Facts and Findings
Most collisions occur whilst ship is full away on passage and in fair weather and in
calm or slight seas.
Many instances occur where VHF contact was made, but where information was
exchanged with incorrect vessel.
Overtaking in narrow passages and not following rules of separation zones have an
high occurrence rate.
Preventive measures
The crew must understand the importance of adherence to the bridge management
procedures.
A proper lookout must be maintained at all times, along with efficient reporting to
watch keeping officer.
The lookout should not be occupied with activities that may impede the lookout.
Proceed at safe speed and take into consideration visibility, traffic density,
manoeuvrability, weather conditions and limitations of the radar.
Every effort must be made to ascertain if a close quarters situation is developing –
determine by repeated systematic observations any change in radar and compass
bearings in addition to any automatic or manual radar plotting.
Refrain from using VHF to establish passing with another ship, as an agreement
could be made with wrong vessel.
If obliged to give way, take early and substantial action to keep well clear.
Slowing down is often the best way to avoid a close quarters situation.
When officers hand over watch, the relieving officer must be briefed on course,
speed, traffic, weather and dangers to navigation that could be expected.
Follow STCW code requirements on rest periods in order to minimise risk of fatigue.
Master and pilot should agree which language to be used between ship, pilot, tugs
and shore.
Maritime Resource Management training course is recommended to foster positive
attitudes favouring good personal communication, excellence in leadership skills and
compliance with operating procedures.
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Problem 4 ……………………………………………………………………………………………
The consequences of a main engine damage may be severe. Main engine breakdowns are
a potential threat to people, the ship, its equipment and cargo as well as the environment.
Facts and findings
Medium speed engines are over-represented in claims statistics.
New engines also suffer failures due to teething problems.
One third of all engine claims are caused by damage to turbocharger.
Preventive measures
Maintain the engine room crew intact as much as possible. A crew well-trained and
familiar with the engine is a key factor in respect of safety.
Implement a planned maintenance system and ensure that this is continuously kept
up-to-date.
Use only spare parts from reliable suppliers.
Ensure that filters and purifiers for lubricating oil are in sound condition. Take
samples of the lubricating oil. The quality of the oil should be carefully monitored and
tested enabling change of oil before damage occurs.
The above is valid also for fuel oil. Ensure that the oil is in accordance with the
engine manufacturers' specifications.
Monitor engine performance. Ensure that all alarm and shut-down systems are
functioning.
Follow manufacturer's instructions and service letters. Contact the manufacturers
after change of address, change of ship management, etc. to ensure that they have
the correct mailing address.
Secure spare parts to ensure safety during adverse weather conditions.
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Problem 5 ……………………………………………………………………………………………
To start a fire a source of ignition, combustible material and air is needed. In most engine
room fires this translates to a non-insulated hot area, a leakage of oil and the air in the
engine room. In cargo spaces it can translate into a cigarette, cargo and abundant air. The
variations to start a fire are many, but with a fire preventive attitude and training in
accordance to procedures the risk is minimised.
Facts and Findings
In 7 out of 10 cases fires occur when the vessel is on passage at sea.
Only in one tenth of the cases studied, the fire occured during shipyard or drydock
operations.
Most fires start in the engine room and are, in 7 out of 10 cases, caused by fuel oil
leakage or short circuit of electrical equipment.
One third of the fires originate from cargo spaces.
Preventive measures
Machinery spaces
Keep a high general standard of cleanliness in the machinery spaces.
Ascertain that there is no hazardous leakage of oil in the machinery spaces.
All pipes and fittings should be routinely checked.
All repairs that are carried out to oil pipes and fittings should be of a permanent
nature.
All high-pressure fuel oil pipes should be properly shielded.
Ensure that insulation/lagging covers all hot surfaces.
Ensure that all readily combustible materials are stored away only in designated
areas.
Regularly test that the quick-closing valves are functioning.
The fire dampers must be functioning and regularly tested.
Contactors and connections in electrical installations should be regularly checked. All
repairs of electric equipment to be performed or supervised by qualified personnel.
Test that the engine room fire alarm is working properly and be sure that the crew is
well aware of the fire fighting and emergency procedures.
(Source: Engine Room Fire Prevention Checklist)
Cargo holds
Smoking must never be permitted in areas where cargo is handled (hold, open
hatchways, container, container stuffing area etc.).
When carrying cargo with tendency towards self-ignition monitoring of temperatures
should be performed and unnecessary ventilation should be avoided.
Stowing, separation and lashing of dangerous goods must be done according to the
IMDG code.
Securing of cargo on Ro-Ro decks must be arranged so that fire-fighting equipment
is unobstructed during loading, discharging and on sea passage.
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Problem 6 ……………………………………………………………………………………………
Damage caused by vessel coming into direct contact with, for example, a dock, pier, jetty,
buoy or crane, or the damage caused by the vessel's wash. In many instances the loss of
use claim from the harbour is in excess of the repair cost for the actual contact damage.
Shore gantry cranes are built for horisontal loads and will easily be severely damaged by a
vertical impact. Cost of repairs to shore gantry cranes are very high.
Facts and Findings
Contact/FFO damages are, in our exprerience, mostly caused by:
adverse weather conditions during berthing/unberthing,
improper judgement by master or pilot,
improper speed,
insufficient tug assistance and/or machinery failure.
Preventive measures
The crew must understand the importance of adherence to the bridge management
procedures.
Assess the prevailing conditions, berth restrictions and any other limitations before
entering or leaving port.
The master is in command of the ship at all times and may delegate the conduct of
the ship to a pilot if he finds him experienced and competent. The master should not
hesitate to supervise, question or overrule the pilot's decision if any indications of
problems arise.
Master and pilot should agree on a berthing plan, tug assistance and language to be
used between ship, pilot, tugs and shore.
The pilot should be presented a completed pilot-card. The vessels manoeuvring
characteristics should also be communicated.
When entering or leaving berth special attention to shore gantry cranes must be
taken to ensure that they are not hit by for example vessels flare or mast.
Damage to light buoys and other navigational aids must be reported immediately so
that other ships are not put in danger.
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Problem 7 ……………………………………………………………………………………………
The majority of spills occure during operational procedures (loading/discharging tanker cargo
and bunkering) in ports or at terminals. These spills are however often small. Accidents such
as grounding, collision, hull failures and fire/explosions generally cause much larger spills.
Pollution may also occur in connection with pumping of of bilges, discharge of
garbage/sewage and ballast operations.
Facts and Findings
85 % of all tanker spills involve quantities less than 7 tonnes.
The majority of operational spills are small, with some 92% involving quantities of
less than 7 tonnes.
Nearly two-thirds of major incidents are caused by either grounding or collision.
(Source: ITOPF)
A common cause of pollution is ruptured oil pipes in ballast tank.
Preventive measures
All personnel should be trained in the use of the oil-spill response equipment and
have regular drills in implementing emergency clean-up plans.
There should be a system of record keeping of all cargo, bunkering, and tank
cleaning operations.
Bunkering and loading/discharging operations require careful planning and vigilance
during the entire operation:
agree on rate of loading cargo/bunkers,
check ullages during bunkering/loading,
fit scupper plugs,
maintain a deck watch keeper.
There should be procedures for safe transfer of oil onboard the vessel.
Sounding-, vent- and overflow pipes passing through ballast tanks should be
inspected for wasting.
Careful disposal of contaminated ballast water.
Records of Garbage/sewage should be maintained. Instructions of disposal should
be implemented.
The 15ppm bilge water separator and ODM sensors should be checked for
functionality at regular intervals. Under no circumstances should this equipment be
tampered with.
Reduce loading rate well before topping up tanks.
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Problem 8 ……………………………………………………………………………………………
The most common reasons for injury are slips/falls, struck by object and strains. Other
causes of personal injury are fires and explosions, injury by machinery or equipment and
entering enclosed spaces with hazardous atmosphere.
Facts and Findings
Nearly all accidents occur while routine tasks are being performed.
Failure to follow an accepted safe working practice is often the cause of an accident.
Preventive measures
Decks and floors should always be kept clean, tidy and oil free. Clean up spill
immediately.
Make sure that gangways, walkways and all other passages are free of obstructions.
Appropriate personal protective equipment should always be worn according to task
performed.
Steps/handrails must be well marked and in good condition. Openings in decks or
gratings should be clearly marked and effectively fenced off.
Gangways and accommodation ladders must be properly rigged and well maintained.
Sufficient lighting should be provided in dark areas/at night.
Refrain from use of alcohol or drugs.
Do not perform a two-man job by yourself.
There should be procedures on entry to enclosed spaces. The crew must understand
the importance of adherence to these.
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Problem 9 ……………………………………………………………………………………………
The problem of stowaways is not just financial issue. In some cases it is a threat to the ship's
crew, when stowaways get violent or outnumber the crew.
Facts and Findings
The high-risk areas where the stowaways board the ships are currently Western
Europe, Northern and West Africa, and South America.
USA and Canada are target destinations for many stowaways. The costs for
redelivery of stowaways to country of origin are also substantially higher from here.
RoRo vessels are main targets for the stowaways followed by ferries and container
ships.
Stowaways might be assisted by organised syndicates, dock workers, stevedores
and even, on some occasions, by vessels crew.
Stowaways try to hide everywhere; in containers, on trailers, inside funnels and
ventilators and under bagged cargo to mention some places.
Preventive measures
Keep updated on stowaway situation in area of port of call. IMO produces quarterly
reports on stowaway cases.
Do not trust that the port can fulfil its responsibility for adequate safety.
Lock or seal all doors, hatches and means of access to holds or stores, which are not
used during the ships stay in port.
Keep access points to a minimum and keep a full time watch at each one.
Arrange a pass system and tally all visitors.
Use random security patrols to look out for people in unusual areas and to check
locks and seals.
Illuminate deck, access points and along the hull.
Open and inspect open top containers, containers with tampered or no seals and
containers arriving late at terminal.
Perform a systematic and thorough search of the ship prior to sailing. Make entry of
this in log book.
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Problem 10 ……………………………………………………………………………………………
The number of piracy attacks and armed robbery is increasing. These attacks are becoming
more violent and heavier armed which impose a great threat to ship safety. Traumas,
injuries, kidnappings and murders are the main hazards for crew.
Facts and Findings
The main targets for pirates/robbers are the ships safe, crews personal effects and
nautical equipment. In some cases the ship is seized or diverted and the cargo is
discharged.
Attacks occur in South East Asia, Far East, East coast of South America and Africa.
Most attacks occur at night. They occur as much at sea as in port/at anchor.
Preventive measures
Keep updated on the piracy situation of the area of trading.
In piracy infested areas, be vigilant and maintain a 24-hour watch.
Ship security plan should be established, stating crew responses, radio procedures
and reporting procedures.
Set up an emergency area – possibly with separate communications – into which the
crew could retreat if attackers board the ship.
Appoint a security officer and make sure that the crew knows about the plan.
Provide strongest possible lighting, over side, bow and stern area. Be careful not to
interfere with safe navigation rules at steam. Use search light to probe for suspect
crafts using guidance of radar.
Seal off means of access to ship. Access doors, holds and storages should be locked
when not in use.
Keep water hoses ready for use and fire main pressurised.
Delay anchoring by slow steaming or longer routing.
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Bridge resource management (BRM)
• The bridge team must understand their individual and collective responsibilities and
they must be able to communicate clearly and effectively their observations on the
ship’s progress and contribute to any decision made by the team.
• Voyage planning must be from berth to berth. A full appraisal of the traffic density,
navigational hazards and statutory requirements should be conducted for the
route, together with a risk assessment and contingency plan for any unexpected
incidents.
Comprehensive pre-arrival and pre-departure briefings should be conducted to raise the
level of attention in the team and refresh their short term memories for instant recall and
action.
•When a ship requires inbound pilotage it is essential, particularly with respect to any
berthing manoeuvres, that the Pilot is on board early enough to conduct a proper and
thorough Master/Pilot exchange. Bridge teams need to be aware that Pilots in certain ports
tend to want to embark much later and much closer to the intended port than the declared
boarding position on the nautical chart.
•When a pilot is on board, the bridge team must ensure that the pilot’s knowledge and
experience of local conditions is clearly communicated to them and integrated into the bridge
team’s information flow and passage plan.
• Standard procedures should be adopted to ensure that everyone executes orders in the
same agreed way and that there is consistency in approach.
• The bridge team must monitor the voyage and remain alert to everything happening
around them (situational awareness).This should include a comparison of what is actually
happening to what should be happening at any given time or position enroute.
• Assertive error spotting by the team should be encouraged to combat complacency or
distraction.
• Fatigue in crew should be monitored. The bridge team should have adequate rest
periods to avoid any potential failure in planning, communication and situational
awareness which is the result of short and long term tiredness.
• Teamwork is essential to ensure the bridge team is working together towards the
common goal of a safe and successful voyage
Riskwatch
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A Member’s ship recently approached Fukuyama during daylight and,being a
regular caller at the port, a pilot was not employed. The Master held a pilotage
exemption certificate.The Master’s intention was to berth starboard side alongside and as
the ship moved towards the quay a forward line was sent ashore and secured.
The line of the berth runs 210/030 degrees and with a northerly wind gusting at over 40
knots the ship’s stern was being blown away from the berth. The aft mooring gang could not
heave their heaving lines ashore.
As no tugs were in attendance (as they had not been ordered) and the ship was not fitted
with any bow or stern thrusters, the Master was unable to exert any effective control.
Difficulty was experienced in attempting to let go the single mooring line forward and the ship
remained attached, the bow acting as a pivotal point. Consequently the stern quickly spun
through almost 180 degrees. Whilst spinning uncontrollably the stern made contact with a
buoy and several vertical silt protector screens positioned in close proximity to the berth due
to an on-going land reclamation operation.
Two of the screens became fouled on the ship’s propeller and as a result they were
heavily damaged together with associated apparatus including floats, sinkers and
anchor chains. Fortunately no contact was made with the quayside gantry crane during the
incident.
The incident can be attributable to the Master's failure to understand properly
the limitations of his own ship’s capabilities and manoeuvring characteristics in such
weather. Berth-to-berth risks were not properly identified in the passage plan
and the appropriate safeguards were not implemented. Effective execution and
monitoring of the passage plan requires that it should be continually assessed and
updated accordingly for the purpose of ensuring that proper consideration is
given to changing circumstances including the weather.
Although the ship was a regular caller at the port and had berthed without incident
on previous occasions it is important that officers and crew, and particularly bridge
watch keeping officers, do not become complacent in relatively familiar
surroundings. The appropriate state of alertness was not maintained during pilotage
and berthing/un-berthing operations.
It is considered good practice for pre-arrival briefings involving the bridge, engine room and
deck crew to be undertaken both before the end of the sea passage and prior to sailing from
a port or anchorage. Such meetings ordinarily prove to be invaluable in ensuring that various
issues surrounding the pilotage period and the berthing/unberthing are fully discussed and it
is an ideal opportunity for possible concerns to be raised and addressed. Any formal
requirement for such meetings should be incorporated within the ship’s own Safety
Management System (as required by the ISM Code) and Members should routinely check
their ship’s records for compliance.
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Ultimately, the decision not to employ tugs could be described as poor seamanship on the
part of the Master. Good bridge management would have resulted in the
Master receiving input from others (if only via the passage plan) which would perhaps have
raised awareness of the increased wind and provided the opportunity for the Master to
consider employing a pilot and/or tugs.
Coastal Nav A1MATE 2021 09 /Capt.MH Page 17 of 126
Part A
1. www.nautinst.org on mariners’ alerting and reporting scheme (MARS)
2020 01 Distracted OOW goes off track
2020 07 Ships wedged together after collision
2020 08 Grounding was not in the plan
2020 18 Sympony of errors leads
2020 19 Less than adequate BRM allows single point failure
2020 30 Blown onto a lee shore
2020 40 Easy sweet manoeuvre turns sour
2019 01 grounding
2019 02 grounding
2019 06 collided with shore bridge
2019 07 on auto pilot
2019 09 collision
2019 12 BRM
2019 16 hydrodynamics effect
2019 27 anchor
2018 04 touch bottom
2018 05 collision
2018 06 no one saw
2018 07 new channels
201127 allision with wharf during unberthing
201134 miscommunication causes near grounding; is the pilot acts as an adviser to
the master?
201146 master-pilot cooperation
201150 collision during approach to anchorage
201169 unplanned deviation led to grounding
201172 anchor cable ran out due to misleading instruction
201173 grounded when trying to avoid fishing vessel
201001 grounded on spoil ground. What is a spoil ground?
What is the difference between a dumping and spoil ground?
201011 near collision in deep water route. What is a deep water route?
Coastal Nav A1MATE 2021 09 /Capt.MH Page 18 of 126
www.maib.gov.uk Safety Digest 01/21
Case 9 What bulk carrier?
www.maib.gov.uk Safety Digest 01/20
Case 1 Distracted by a mobile phone
Case 5 Unplanned inclination
www.maib.gov.uk Safety Digest 02/19
Case 1 More haste less speed – hit the container crane ashore
www.maib.gov.uk Safety Digest 01/19
Case 1 When your watch is dragging …….
Case 4 Who pulled the plug out?
Case 7 What is that noise?
Case 9 A matter of thrust
www.maib.gov.uk Safety Digest 02/18
Case 1 Listen carefully, I’ll say this only once
www.maib.gov.uk Safety Digest 01/18
Case 14 poorly maintained pilot ladder results in rapid transfer
www.maib.gov.uk Safety Digest 02/17
Case 6 Now you see me ….
Case 9 A close shave
Case 13 Grounding – what grounding?
www.maib.gov.uk Safety Digest 01/17
Case 11 The engine that ran away!
Case 13 When steel meets granite!
www.maib.gov.uk Safety Digest 02/16
Case 4 Hoping for the best
Case 7 Lookout by all available means
www.maib.gov.uk Safety Digest 01/16
Case 1 Turn on time – stay on your line
Case 5 Propelled onto the berth
www.maib.gov.uk Safety Digest 02/15
Case 1 Rule 13 – unlucky for some
Case 9 No pitch = no steering
www.maib.gov.uk Safety Digest 01/15
Case 5 Gone With the Wind
Coastal Nav A1MATE 2021 09 /Capt.MH Page 19 of 126
www.maib.gov.uk Safety Digest 02/14
Case 1 Ship That Went Bump in the Night
Case 2 Lookout! Teamwork is Vital
Case 4 ‘Weather’ or Not to Fit Storm Shutters - Don’t Let it Dampen Your Day
Case 7 Mustn’t Forget
Case 9 Manoeuvring on (or over) the Limit
www.maib.gov.uk Safety Digest 01/14
Case 1 Who is in control?
Case 4 BTM
Case 10 Bridge team communications – or lack of
Read on the lessons learnt.
Coastal Nav A1MATE 2021 09 /Capt.MH Page 20 of 126
2. Does an offshore support vessel (OSV) require a passage plan to shift berth?
MAIB 02/2009 Case 1 No room for mistakes
MAIB August 15/2011Platform supply vessel (PSV) Skandi Foula contact with OMS
Resolution in Aberdeen
(– on shifting berth)
OSV Far Swan collision with barge in Western Australia
Noumea in New Caledonia to Pohang,Korea
Distance 4 225 nm in 11 days
Neither the 3rd. Officer nor the master realized that from 1800 hours fix, the track will
pass over Tench Island in the South Pacific. Planning of the passage was done on
ECS and paper charts. Master was due to signed-off in Korea.
Beluga Revolution grounded at 2210 hours in a westward setting south equatorial
current and tropical showers, which blurred the radar image.
Departed on 26 April at 1800 hours
On 30 April 2010 from 2100 – 2200 hours, Master took over the watch from OOW
2200 hours, plotted the vessel’s GPS position on the navigational chart!
At the time of grounding gyro was 330°T and the track was 322°T
Sichem Osprey 10 Feb 2010
At 3.55 am, the first officer arrived on the bridge to take the watch over from the
2nd.officer and went to the starboard radar display as usual.
At 3.56 am (10.56 am at the UTC radar display clock), he saw a plotted radar echo at
11.05 miles (target TT1013). The 2nd officer told him it was presumably a cloud.
Then the 1st Officer sat on a stool in the starboard fore corner of the bridge to smoke
a cigarette and to drink a first coffee. Radar and ECDIS starboard displays were out
of his field of view.
Oliva 16 March 2011
……. Just after 0400, the second mate noticed a large defined echo on the
radar screen, about five nautical miles and passing clear down on the vessel’s port
bow. The second mate assumed that it was either rain clouds or an iceberg; he
thought that the vessel was within the limits of icebergs according to the routing chart
he has seen. At 0410, the second mate made another call to the chief mate as he
had not arrived on the bridge. The chief mate arrived on the bridge at 0420.
Bulk carrier Common Spirit struck the berth whilst alongside on 29 July 2012
Seagate & Timor Stream collision (March 2012) off Dominican Republic but assisted
by the USCG. The master replaced the watch-keeper and was busy sending
messages. On the other vessel, Chief Officer wrongly assessed crossing as
overtaking situation. VDR not saved!
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You may also like to browse through the following publications:
- Passage planning practice (2006), Witherbys
- Passage planning principles (2006), Witherbys
3. www.iumi.com on the latest marine statistics by International Insurance of Marine
Insurance
Collision/contact and grounding contribute about 24% each for all serious and total
loss cases between 2006 and 2010.What percentage does machinery contribute?
What are the principles of BRM?
www.standard-club.com
Standard Safety – Navigation September 2009.What are the 10 issues raised?
Standard Safety Anchoring October 2008.What are the 7 examples given?
Refer also to MN 12/2008 by AMSA when selecting anchoring site
– anchoring off Australian ports
www.standard-club.com A master’s guide on berthing 2nd. edition
p 3 check on the golden rules of berthing
p13 on the approach speed and control while slowing
Focus only on passage planning.
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“Poor standard of teamwork” – read Attilio Ievoli: second officer was reluctant to
question the master’s authority p24
No pre-sailing briefing was conducted
A parallel indexing technique was not in use
The responsibility for position fixing was not defined and the method of position fixing
was inadequate
Contrast of cultures was significant?
The vessel’s mobile phone was in use on the bridge before the accident
Contrary to company instructions, echo sounder alarm was set to zero, and the echo
sounder trace was not functioning
The vessel did not report the grounding to the coastguard
Going against the company SMS!. www.maib.gov.uk Attilio Ievolli
Passing arrangements at chocked point – collision between Tor Dania and Amenity
What was the plan? Were they following the agreed plan?
Read Norvantes grounding at Karumba port. www.atsb.gov.au
2nd. Officer was not confidence with pilot navigation but did not raise his doubt.
Earlier he raised his concern about the ship’s position and was taken lightly by the
pilot.
Anatoki collision- human factors and Bridge Resource Management (BRM)
www.taic.org
www.atsb.gov.au Van Gogh – a shared plan not followed
pilot suspected bridge team countermanded his orders
www.maib.gov.uk Sichem Melbourne contact with mooring structures
www.atsb.gov.au Dampier Spirit – Vessel was moored to CALM buoy off FPSO
during cyclone season. Vessel was experiencing
25 knots winds with 2.5 m waves. No night
orders were written by the master.
www.bsu-bund.de M.V Gabriel – officer fell asleep in the last 30 minutes prior
grounding
Aurora (about 140m length) steered by auto-pilot during overtaking
manoeuvre (vessel of about the same size) by the pilot in fog
patches and passing 2 on-coming exceptionally large container
vessels. Due to restricted visibility, both vessels were assisted by
shore-based radar pilotage. Log book and bridge bell book
contained no entries from the time leaving the lock up to the
collision. No night orders were written.
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www.dma.dk Gotland Carolina/Conti Harmony collision - in fair weather, broad
daylight and with a good visibility. Both OOWs were busy with non-
navigational work and did not maintain proper lookout.
4. Are we allowed to use illegal copies of ECS? How about using personal hand-held
GPS for navigation? Check www.maib.uk Lerrix grounded in Oct 2005
Do you allow the pilot to use Pilot Portable Unit (PPU) on your vessel?
How was it possible for Pride of Canterbury to run aground on a charted wreck?
The electronic chart system (ECS) was not approved!
Except the master, officers had not undergone any generic training in the use of
ECDIS. The master went for the manufacturer’s own in-house training
No doubt that ECDIS is an invaluable asset to both passage planning and monitoring
of the passage itself. Navigators must be aware of the need to properly utilize the
functions contain within it.
It is a system designed to assist OOW to make informed decisions and is not a
substitute for good seamanship.
www.britanniapandi.com Britannia Risk Watch volume 16 July 2009
ECDIS is merely an aid to navigation and should never be used as a substitute for
good seamanship.
What does it means by type-approved ECDIS operating with up-to-date electronic
navigation chart (ENC) and with appropriate back-up?
What are the characteristics of ENC?
What happened on CFL performer? The safety contour alarm was set at 30 m but
the alarm did not sound because …………
Watch vector is an important feature within ECDIS and if it has not been activated
then many of the associated electronic chart alarms will not be active.
The use of inappropriate scale had mislead the officer on the vessel’s ukc.
How about LT Cortesia which was aground off Varne on 02 January 2008?
Ro-ro passenger vessel Dieppe ran aground off the approaches to Newhaven while
using ECS. However the echo sounder was not being use. Previously Sardinia Vera
ran aground at the same location.
http://www.nautinst.org/en/forums/ecdis/index.cfm
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CSL Thames aground on 6 August 2011 while navigating with ECDIS.
…… ran aground after the third officer had altered the vessel’s course to
starboard of the planned track to avoid another vessel. He did not notice that
the alteration would take CSL Thames into shallow water, and the audio alarm
on the electronic chart display and information system (ECDIS) that should
have alerted him to the impending danger was inoperative. Further, the
master’s and other watchkeepers’ knowledge of the vessel’s ECDIS was
insufficient and therefore no-one within the bridge team questioned the absence
of the ECDIS audio alarm, or recognized that the system’s safety contour setting
was inappropriate for the planned voyage.
Disasters at sea (Titanic to Exxon Valdez) by Capt. Richard A.Cahill 1992
P 213 on Exxon Valdez
5. www.maib.gov.uk Alam Pintar alleged tempering with VDR
www.atsb.gov.au Astor data was not saved in VDR
www.dma.dk Karin Schepers
Repeated unanswered called by VTS and pilot. Once aground pilot boarded the
ship and noticed the chief officer was fast asleep.
No entries made on the rest hours since last few days.
www.bsu-bund.de M.V Frisia Rotterdam & M.V. Cleantec collision
No VDR information is available from both vessels
Fatal accident involving Ocean Jasper in Oct 2007.She left the scene without
providing assistance. Master aged 57 and had command experience since 1992.
Voyage Data Recorder
In addition to bridge audio, a voyage data recorder (VDR) is capable of recording
such items as time, vessel heading and speed, gyrocompass, alarms, very high
frequency (VHF)radiotelephone communications, radar, the echo-sounder, wind
speed and direction, and rudder/engine orders and responses.
When the TSB attempted to download the BBC Steinhoeft’s VDR data following the
occurrence, the VDR was found to have ceased functioning the day before the
occurrence on 30 March 2011 at approximately 1600 Coordinated Universal Time
(UTC). Consequently, no data from the time of the occurrence were available to the
investigators when the remote storage module was analyzed at the TSB laboratory.
On 1 April 2011, a manufacturer representative checked the VDR and found that the
data process unit (DPU) fan was operational but that the filter was clogged.
Furthermore, the data management module (DMM) had shut down, its fan was not
operational, and the battery was completely discharged.
The VDR manufacturer’s installation and maintenance manual indicates that it is
essential that proper airflow be maintained within the DPU through the fan system.
To ensure this, the fan filter needs to be cleaned every 3 months. Crew members
were not able to provide a copy of this manual at the time of the attempted data
retrieval.
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Monarch of the seas grounding on Proselyte reef, Netherlands Antilles
15 December 1998, resulting in major damage, no loss of life and minor pollution.
Master had 24 years sea experience + 2 years 8 months as master and had been
onboard for 8 months.
6. Riskwatch Feb 2012 MSC Prestige & Samco Europe
Can we navigate in restricted visibility with defective radar?
Read the collision between Nordsee and Poole Scene
The master had sailed since 1963 and took command since 1983. Sailed as the
master on Nordsee in the last 15 years. Whilst the skipper on Poole Scene had 20
years experience. or
Stena Nautica collision www.havkom.se where the ARPA was non-functional for
the previous 10 days on the other vessel.
Traffic was periodically fairly heavy and several avoidance manoeuvres were
executed. Later, traffic thinned out with few fishing boats in the vicinity.
The second mate was used to close situations – owing to often heavy traffic. He
considered himself to have the situation completely under control and was all time
prepared to take various steps
After the collision, OS asked about the watertight doors but nobody answered.
Read on the chaos during evacuation. The Marine Evacuation System(MES) slide
twisted and the platform turned up-side down.
It took 20 minutes to evacuate all 94 passengers and 20 crew. 11 crew remained on
board.
Rescue of persons – from MRCC logbook?
Costa Concordia official report by Ministry of Infrastructures & Transport (MIT)
Discuss on the evacuation process
At 0140, the master was in his cabin and heard a loud thud on the hull. Officer told
him, it could be the wave. Later, he said it was an unlit floating object. How is this
possible with a proper radar watch? Read Skania incident www.bsu-bund.de
SY Deern collided with unknown vessel that fled from the scene. It involved one
fatality.
Tinto www.havkom.se Collision due to improper radar look-out
Visit www.chirp.co.uk/main/Maritime.htm
MFB 12 p 2 on radar and parallel indexing
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www.maib.gov.uk collision between M.V Scot Explorer and F.V. Dorthe Dalsoe
What are the lessons learnt?
23 January 2003 M.V Ville D’Orion at 0445 SMT(Pusan bound for LA USA) in open
sea 225nm NNW of Hawaii, visibility 0.5nm, suspected that they had rammed
something in the rain. Speed about 9 – 9.4 knots course 140°. Wind SW 6 – 7 Bf
Guard zone alarm was switched off because it gave off acoustic and optical alarm as
soon as rain cloud or a high wave came into range
Radar ranges used were 3 to 6nm
Course recorder malfunctions. ECS data was not secured either.
Calls on vhf channels were unanswered
11 January 2014 Rickmers Dubai collided with un-lit barge being towed. At 0154
hours whilst in the SW lane of TSS off Dover. No look-out, rely solely on AIS
information. Vessel did not take note of the safety broadcasts at 0140 hours. Master
was not informed of the collision. C/O relief the watch at 0300 hours. During C/O
watch at 0356 hours, vessel was instructed to leave the TSS, anchor and wait for
further instructions.
7. A product tanker Qian Chi exploded while at Brisbane anchorage in Jan 2011.
Request for helicopter assistance (for 3 crew members) was denied by VTS.
At this time, Brisbane and the surrounding area was receiving heavy rainfall and
consequent flooding.
Ship’s crew should remain vigilant to safety even when conducting repeated or
seemingly simple tasks. Personnel need to consult equipment documentation and
pay increased care and attention when undertaking unfamiliar tasks. To support that
process, equipment documentation needs to be comprehensive and accurate.
Ship’s crew should also understand the importance of providing immediate and
appropriate first aid to injured persons, especially burn victims. Burn injuries should
always be immediately cooled, under clean, cold running water, for at least
10 minutes.
After the explosion, electrician, engine cadet and third engineer went to the political
officer’s cabin to seek medical attention.
8. Iron Spencer www.atsb.gov.au
A shipmaster had difficulty in maintaining the ship position while picking-up pilot by
helicopter.
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9. The Electronic Chart (4th. Edition 2017), Hecht, Berking, Butttgenbach, Jonas &
Marcus Woster
pp 184 – 189 the burden of paper chart
pp 193 – 203 safety issues: benefits and risks
Safety at Sea International (SASI) August 2010
p 10 on obstacles to ECDIS adoption
- Junior crew members tend to meddle with system settings
- If you make one wrong setting, you get lots of permanent false alarms
- System is useless without familiarization training
- Many versions of ECDIS which makes it difficult and costly to train crew
- The cost of ECDIS and training is huge
10. Bridge Team Management (2004), Nautical Institute
pp 76 – 78 definitions on ECDIS or
Passage planning principles (2006), Witherbys
pp 13 ~ 18 passages planning with ECDIS or
From paper charts to ECDIS – a practical voyage plan by the Nautical Institute
p 5 on the identified positive aspects of ECDIS
p15 system management
p17 zone of confidence (ZOC)
Refer to www.ukpandi.com
ECDIS; navigational and claim issues
Bulletin 753 - 04/11 - Reporting of ECDIS anomalies - Worldwide
Part 1;introduction on ECDIS mandatory requirements
Part 2;a key to safe operation
Part 3;legal implications
Refer to www.standard-club.com ECDIS- understanding the future of navigation
MSN28/2008 on ECDIS
MIN 405 Training for ECDIS as Primary Means of Navigation
MN15/2010 by AMSA
MSC 232(82) in 2006 ADOPTION OF THE REVISED PERFORMANCE
STANDARDS FOR ELECTRONIC CHART DISPLAY AND INFORMATION
SYSTEMS (ECDIS)
A.817 (19) for ECDIS installed before 01 January 2009
No doubt that ECDIS is an invaluable asset to both passage planning and monitoring
of the passage itself. Navigators must be aware of the need to properly utilize the
functions contain within it.
It is a system designed to assist OOW to make informed decisions and is not a
substitute for good seamanship.
www.britanniapandi.com Britannia Risk Watch volume 16 July 2009
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In your spare time you are encourage to surf the following web pages to gather information
about the lessons learnt or advice from the articles. It will not be tested during examination
however it will help you to have a better understanding with regards to current issues
affecting safety of navigation. These references provide a convenient starting point for
personal commitment for the maintenance of professional standard required for a
shipmaster.
11. www.mcga.gov.uk/c4mca/285.pdf
Electronic charts – the use of risk assessment methodology when operating ECDIS
in the raster chart display system (RCDS) mode
www.simsl.com on Sea Venture newsletters www.ifsma.org on newsletters
www.britanniapandi.com on Risk Watch newsletters
www.swedishclub.com on Swedish Club letters
Loss prevention – collisions and groundings 2011: what are the main areas of
concern?
Triton 01/2011 pp 22-23 six steps towards improved safety
www.londonpandi.com on Stop Loss bulletins
www.skuld.com on Beacon
issue 191 2008 on Dangerous minds – rogue behaviour
www.nepia.com on Signals newsletters
www.gard.no sharing knowledge & preventing loss
www.standard-club.com on Standard Safety bulletins
Your controllable pitch propeller (CPP) breakdown during critical stage of the
passage: do you know its default position?
Focus only on passage planning.
Coastal Nav A1MATE 2021 09 /Capt.MH Page 29 of 126
Part B
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Q1. Notes on radar p16 Q5 (use 12’ scale)
Course 103º T at 10 knots
Time (hrs) Bearing (T) Range (nm)
1630 228.5º 6.5’
1636 228º
1642 227º 5.75’
5.0’
Is there any risk of collision?
Initial target course/speed =?
Initial CPA = ?
Initial target course/speed =082ºT X 16.0 kn
Initial CPA = 0.6 nm
At 1652 hrs the target alters course to port by 20º (062ºT) find the new CPA and TCPA
(1.4’ 1711 hrs)
P15 Q4
Q2. Course 182º T at 16 knots
Time (hrs) Bearing (R) Range (nm)
14.0’
2040 348º
11.3’
2046 349º 8.6’
2052 350º
At 2055 hrs the target alters course to starboard by 35º, find the new CPA and TCPA
New CPA is 1.2’ and TCPA is 2111 hours
P17 Q8 (Use 6’ range scale)
Q3. Course 060º T at 6 knots
Time (hrs) Bearing (T) Range (nm)
0340 341º 6.0’
0346
0352 341° 5.1’
341º 4.2’
Find
i. the CPA and TCPA
ii. the course and speed of the target
iii. the new CPA and TCPA if at 0400 hours the target reduces speed to 6 knots
iv. the CPA and TCPA if at 0416 hours the target resumes her original speed
Answer
i. CPA 0.0 mile (collision), TCPA 0420 hours
ii. Target course 124°T, speed 10 knots
iii. New CPA 1.15 miles and TCPA 0427hours
iv. CPA 0.65 miles and TCPA 0426 hours
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Q4. The following observations were made by own vessel steering 060T at 10 knots
Time (hrs) True Bearing (T) Range (nm)
1500 114.5 11.2
1512 113.5 9.2
1524 112.5 7.2
1536 110 5.3
At 1536 hours own vessel altered course 50°to starboard, the vessel being steadied on this
course at 1542 hours.
Find the new CPA range and time
New CPA is 2.7 miles and TCPA is 1554 hours
Q5. Course 310º T at 15 knots
Observed the echoes of a light-vessel
Time (hrs) Bearing (R) Range (nm)
0900 346º 10.0’
0906 340º 8.6’
0912 7.4’
332º
1. Find set and rate of the tide (Use head-up display mode)
2. You require to keep the light-vessel 2 nm to your port side:
- CTS if action is taken at 0912 hrs
- CTS if action is taken at 0924 hrs
(set 032°T at 5 knots, CTS 278°T & 260°T)
set 082°R CTS 328°R Initial CMG and SMG of own vessel (329°T x 17’)
Q6. Own ship steaming 010°T at 12 knots, the following observations of target were made:
Time (hrs) Bearing (T) Range (nm)
0700 084° 5.5’
0703 084° 4.85’
0706 084°
4.25’
At 0710 hours, master of own ship ordered a course alteration to 050°T. If the turning
time i.e. performance delay is known to be 3 minutes,
Find the new CPA and its TCPA. (0.9’ 0722 hrs)
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Q7. While on a course of 040°T at 6 knots, a target was observed on the radar screen as
follows:
Time (hours) Bearing (T) Range (nm)
1600 060° 7.0
1606 060° 6.0
1612 059.5° 5.0
At 1615 hours, own ship’s engine was stopped. If a ‘head reach’ of 0.6’ is expected in
15 minutes, predict the new CPA.
(1.8 nm) ……..use 6’ range scale
Q8. The followings were observed by own vessel on 000°T x 20 knots:
0700 hours 069°T x 6.8’
0706 hours 069°T x 5.4’
0712 hours 069°T x 4.0’
Use true motion display and find the target course, speed, CPA & TCPA
What is the situation, crossing or overtaking?
319°T 19.5 kn nil 0730 hours
Aspect R70°
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Rendezvous
Q1. Your ship receives a message from ship “ A “ that she requires assistance. She gives
her position and states that she will remain on course 090°T at 6 knots. The plot shows
her to bear 030°T from your ship’s position and 200 nm off. Your maximum speed is
20 knots. Find the followings:
a ) Course to reach “ A “ in minimum time
b ) Time taken to rendezvous
c ) Distance steamed to reach “ A “
d ) Time to pick-up “ A “ on radar at a range of 20 nm.
Q2. You have established contact with vessel “ A “ that requires medical assistance.
She bears 210°T ,125 nm off and is steering 255°T at 15 knots. It is agreed
that a rendezvous should take place during daylight in 10 - hour time that
“ A “ will maintain her course but at reduced speed. Own vessel speed is 18 knots.
Find :
a ) Speed reduction required by “ A “
b ) Course to steer to assist “ A “at agreed time
Q1.
Own ship course to steer = WO = 045.5°T
Rate of approach = OA = 16.2 knots
Time taken to rendezvous = 200 / 16.2
(with the vessel) = 12H20.4M
Distance to steam = Time to rendezvous x speed
= 12H20.4M x 20
= 246.7 nm
Distance to steam before pick-up by radar @20’
= 200 – 20
= 180 nm
time taken when vessel ‘ A ‘ will be picked-up@20’ range on radar
= 180 / 16.2
= 11H 07M
Q2. Speed reduction = 8.8 kn
W’O’ = 226°T
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Search patterns
Q1
The search datum is 9 nm west of an island
Visibility is 5 nm and the search object is a 15-person life-raft
N’ly wind
Using expanding square search pattern, plot the P.I of the island to facilitate the
search
Q2
Man-overboard (Use 3’ range scale)
The search radius is 2 nm
E’ly wind
Using sector search (VS) pattern, plot the P.I for the datum (buoy)
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ANNEX 25 - Guidelines For Voyage Planning - IMO Resolution A.893(21)
CONTENTS
Resolution text
Annex- Draft guidelines for Voyage Planning
1. Objectives
2. Appraisal
3. Planning
4. Execution
5. Monitoring
RESOLUTION A.893(21) adopted on 25 November 1999
Guidelines For Voyage Planning
THE ASSEMBLY,
RECALLING Article 15(j) of the Convention on the International Maritime Organization
concerning the functions of the Assembly in relation to regulations and guidelines
concerning maritime safety and the prevention and control of marine pollution from ships,
RECALLING ALSO section A-VIII/2, Part 2 (Voyage planning) of the Seafarers' Training,
Certification and Watchkeeping Code,
RECALLING FURTHER the essential requirements contained in the International
Convention on Standards of Training, Certification and Watchkeeping for Seafarers and
the International Convention for the Safety of Life at Sea concerning voyage planning,
including those relating to officers and crew, shipborne equipment, and safety
management systems,
RECOGNIZING the essential importance for safety of life at sea, safety of navigation and
protection of the marine environment of a well planned voyage, and therefore the need to
update the 1978 Guidance on voyage planning issued as SN/Circ.92,
NOTING the request of the Assembly in resolution A.790(19) that the Maritime Safety
Committee consider the issue of voyage planning in conjunction with its review of the
Code for the Safe Carriage of Irradiated Nuclear Fuel, Plutonium and High-Level
Radioactive Wastes in Flasks on Board Ships (INF Code), and the Committee's decision
that consideration of the issue of voyage planning should not be restricted to vessels
carrying materials subject to the INF Code but should apply to all ships engaged on
international voyages,
HAVING CONSIDERED the recommendation made by the Sub-Committee on Safety of
Navigation at its forty-fifth session:
1.) ADOPTS the Guidelines for voyage planning set out in the Annex to the present
resolution;
2.) INVITES Governments to bring the annexed Guidelines to the attention of masters of
Coastal Nav A1MATE 2021 09 /Capt.MH Page 36 of 126
vessels flying their countries' flag, shipowners, ship operators, shipping companies,
maritime pilots, training institutions and all other parties concerned, for information and
action as appropriate;
3.) REQUESTS the Maritime Safety Committee to keep the said Guidelines under review
and to amend them as appropriate.
Return to Reg. 34
ANNEX
Draft Guidelines For Voyage Planning
1.) Objectives
1.1) The development of a plan for voyage or passage, as well as the close and
continuous monitoring of the vessel's progress and position during the execution of such
a plan, are of essential importance for safety of life at sea, safety and efficiency of
navigation and protection of the marine environment.
1.2) The need for voyage and passage planning applies to all vessels. There are several
factors that may impede the safe navigation of all vessels and additional factors that may
impede the navigation of large vessels or vessels carrying hazardous cargoes. These
factors will need to be taken into account in the preparation of the plan and in the
subsequent monitoring of the execution of the plan.
1.3) Voyage and passage planning includes appraisal, i.e. gathering all information
relevant to the contemplated voyage or passage; detailed planning of the whole voyage
or passage from berth to berth, including those areas necessitating the presence of a
pilot; execution of the plan; and the monitoring of the progress of the vessel in the
implementation of the plan. These components of voyage/passage planning are analysed
below.
Return to Reg. 34
2.) Appraisal
2.1) All information relevant to the contemplated voyage or passage should be
considered. The following items should be taken into account in voyage and passage
planning:
2.1.1) the condition and state of the vessel, its stability, and its
equipment; any operational limitations; its permissible draught at sea in
fairways and in ports; its manoeuvring data, including any restrictions;
2.1.2) any special characteristics of the cargo (especially if hazardous),
and its distribution, stowage and securing on board the vessel;
2.1.3) the provision of a competent and well-rested crew to undertake the
voyage or passage;
2.1.4) requirements for up-to-date certificates and documents concerning
Coastal Nav A1MATE 2021 09 /Capt.MH Page 37 of 126
the vessel, its equipment, crew, passengers or cargo;
2.1.5) appropriate scale, accurate and up-to-date charts to be used for the
intended voyage or passage, as well as any relevant permanent or
temporary notices to mariners and existing radio navigational warnings;
2.1.6) accurate and up-to-date sailing directions, lists of lights and lists of
radio aids to navigation; and
2.1.7) any relevant up-to-date additional information, including:
2.1.7.1) mariners' routeing guides and passage planning charts,
published by competent authorities;
2.1.7.2) current and tidal atlases and tide tables;
2.1.7.3) climatological, hydrographical, and oceanographic data as
well as other appropriate meteorological information;
2.1.7.4) availability of services for weather routeing (such as that
contained in Volume D of the World Meteorological Organization's
Publication No. 9);
2.1.7.5) existing ships' routeing and reporting systems, vessel
traffic services, and marine environmental protection measures;
2.1.7.6) volume of traffic likely to be encountered throughout the
voyage or passage;
2.1.7.7) if a pilot is to be used, information relating to pilotage and
embarkation and disembarkation including the exchange of
information between master and pilot;
2.1.7.8) available port information, including information pertaining
to the availability of shore-based emergency response arrangements
and equipment; and
2.1.7.9) any additional items pertinent to the type of the vessel or
its cargo, the particular areas the vessel will traverse, and the type
of voyage or passage to be undertaken.
2.2) On the basis of the above information, an overall appraisal of the intended voyage
or passage should be made. This appraisal should provide a clear indication of all areas of
danger; those areas where it will be possible to navigate safely, including any existing
routeing or reporting systems and vessel traffic services; and any areas where marine
environmental protection considerations apply.
Return to Reg. 34
3.) Planning
3.1) On the basis of the fullest possible appraisal, a detailed voyage or passage plan
should be prepared which should cover the entire voyage or passage from berth to berth,
Coastal Nav A1MATE 2021 09 /Capt.MH Page 38 of 126
including those areas where the services of a pilot will be used.
3.2) The detailed voyage or passage plan should include the following factors:
3.2.1) the plotting of the intended route or track of the voyage or passage on
appropriate scale charts: the true direction of the planned route or track should be
indicated, as well as all areas of danger, existing ships' routeing and reporting systems,
vessel traffic services, and any areas where marine environmental protection
considerations apply;
3.2.2) the main elements to ensure safety of life at sea, safety and efficiency of
navigation, and protection of the marine environment during the intended voyage or
passage; such elements should include, but not be limited to:
3.2.2.1) safe speed, having regard to the proximity of navigational hazards along the
intended route or track, the manoeuvring characteristics of the vessel and its draught in
relation to the available water depth;
3.2.2.2) necessary speed alterations en route, e.g., where there may be limitations
because of night passage, tidal restrictions, or allowance for the increase of draught due
to squat and heel effect when turning;
3.2.2.3) minimum clearance required under the keel in critical areas with restricted
water depth;
3.2.2.4) positions where a change in machinery status is required;
3.2.2.5) course alteration points, taking into account the vessel's turning circle at the
planned speed and any expected effect of tidal streams and currents;
3.2.2.6) the method and frequency of position fixing, including primary and secondary
options, and the indication of areas where accuracy of position fixing is critical and where
maximum reliability must be obtained;
3.2.2.7) use of ships' routeing and reporting systems and vessel traffic services;
3.2.2.8) considerations relating to the protection of the marine environment; and
3.2.2.9) contingency plans for alternative action to place the vessel in deep water or
proceed to a port of refuge or safe anchorage in the event of any emergency
necessitating abandonment of the plan, taking into account existing shore-based
emergency response arrangements and equipment and the nature of the cargo and of the
emergency itself.
3.3) The details of the voyage or passage plan should be clearly marked and recorded, as
appropriate, on charts and in a voyage plan notebook or computer disk.
3.4) Each voyage or passage plan as well as the details of the plan, should be approved
by the ships' master prior to the commencement of the voyage or passage.
Return to Reg. 34
Coastal Nav A1MATE 2021 09 /Capt.MH Page 39 of 126
4.) Execution
4.1) Having finalized the voyage or passage plan, as soon as time of departure and
estimated time of arrival can be determined with reasonable accuracy, the voyage or
passage should be executed in accordance with the plan or any changes made thereto.
4.2) Factors which should be taken into account when executing the plan, or deciding on
any departure therefrom include:
4.2.1) the reliability and condition of the vessel's navigational equipment;
4.2.2) estimated times of arrival at critical points for tide heights and flow;
4.2.3) meteorological conditions, (particularly in areas known to be affected by frequent
periods of low visibility) as well as weather routeing information;
4.2.4) daytime versus night-time passing of danger points, and any effect this may have
on position fixing accuracy; and
4.2.5) traffic conditions, especially at navigational focal points.
4.3) It is important for the master to consider whether any particular circumstance, such
as the forecast of restricted visibility in an area where position fixing by visual means at a
critical point is an essential feature of the voyage or passage plan, introduces an
unacceptable hazard to the safe conduct of the passage; and thus whether that section of
the passage should be attempted under the conditions prevailing or likely to prevail. The
master should also consider at which specific points of the voyage or passage there may
be a need to utilize additional deck or engine room personnel.
Return to Reg. 34
5.) Monitoring
5.1) The plan should be available at all times on the bridge to allow officers of the
navigational watch immediate access and reference to the details of the plan.
5.2) The progress of the vessel in accordance with the voyage and passage plan should
be closely and continuously monitored. Any changes made to the plan should be made
consistent with these Guidelines and clearly marked and recorded.
Go to ANNEX 24 – MCA Guidance Notes for Voyage Planning
ANNEX 25 - Guidelines For Voyage Planning - IMO Resolution A.893(21)
CONTENTS
Resolution text
Annex- Draft guidelines for Voyage Planning
1. Objectives Page 40 of 126
2. Appraisal
3. Planning
4. Execution
Coastal Nav A1MATE 2021 09 /Capt.MH
5. Monitoring
RETURN TO REG. 34
RESOLUTION A.893(21) adopted on 25 November 1999
Guidelines For Voyage Planning
THE ASSEMBLY,
RECALLING Article 15(j) of the Convention on the International Maritime Organization
concerning the functions of the Assembly in relation to regulations and guidelines
concerning maritime safety and the prevention and control of marine pollution from ships,
RECALLING ALSO section A-VIII/2, Part 2 (Voyage planning) of the Seafarers' Training,
Certification and Watchkeeping Code,
RECALLING FURTHER the essential requirements contained in the International
Convention on Standards of Training, Certification and Watchkeeping for Seafarers and
the International Convention for the Safety of Life at Sea concerning voyage planning,
including those relating to officers and crew, shipborne equipment, and safety
management systems,
RECOGNIZING the essential importance for safety of life at sea, safety of navigation and
protection of the marine environment of a well planned voyage, and therefore the need to
update the 1978 Guidance on voyage planning issued as SN/Circ.92,
NOTING the request of the Assembly in resolution A.790(19) that the Maritime Safety
Committee consider the issue of voyage planning in conjunction with its review of the
Code for the Safe Carriage of Irradiated Nuclear Fuel, Plutonium and High-Level
Radioactive Wastes in Flasks on Board Ships (INF Code), and the Committee's decision
that consideration of the issue of voyage planning should not be restricted to vessels
carrying materials subject to the INF Code but should apply to all ships engaged on
international voyages,
HAVING CONSIDERED the recommendation made by the Sub-Committee on Safety of
Navigation at its forty-fifth session:
1.) ADOPTS the Guidelines for voyage planning set out in the Annex to the present
resolution;
2.) INVITES Governments to bring the annexed Guidelines to the attention of masters of
vessels flying their countries' flag, shipowners, ship operators, shipping companies,
maritime pilots, training institutions and all other parties concerned, for information and
action as appropriate;
3.) REQUESTS the Maritime Safety Committee to keep the said Guidelines under review
and to amend them as appropriate.
Return to Reg. 34
Coastal Nav A1MATE 2021 09 /Capt.MH Page 41 of 126
ANNEX
Draft Guidelines For Voyage Planning
1.) Objectives
1.1) The development of a plan for voyage or passage, as well as the close
and continuous monitoring of the vessel's progress and position during the
execution of such a plan, are of essential importance for safety of life at
sea, safety and efficiency of navigation and protection of the marine
environment.
1.2) The need for voyage and passage planning applies to all vessels.
There are several factors that may impede the safe navigation of all vessels
and additional factors that may impede the navigation of large vessels or
vessels carrying hazardous cargoes. These factors will need to be taken
into account in the preparation of the plan and in the subsequent
monitoring of the execution of the plan.
1.3) Voyage and passage planning includes appraisal, i.e. gathering all
information relevant to the contemplated voyage or passage; detailed
planning of the whole voyage or passage from berth to berth, including
those areas necessitating the presence of a pilot; execution of the plan;
and the monitoring of the progress of the vessel in the implementation of
the plan. These components of voyage/passage planning are analysed
below.
Return to Reg. 34
2.) Appraisal
2.1) All information relevant to the contemplated voyage or passage
should be considered. The following items should be taken into account in
voyage and passage planning:
2.1.1) the condition and state of the vessel, its stability, and its
equipment; any operational limitations; its permissible draught at
sea in fairways and in ports; its manoeuvring data, including any
restrictions;
2.1.2) any special characteristics of the cargo (especially if
hazardous), and its distribution, stowage and securing on board the
vessel;
2.1.3) the provision of a competent and well-rested crew to
undertake the voyage or passage;
2.1.4) requirements for up-to-date certificates and documents
concerning the vessel, its equipment, crew, passengers or cargo;
2.1.5) appropriate scale, accurate and up-to-date charts to be used
for the intended voyage or passage, as well as any relevant
Coastal Nav A1MATE 2021 09 /Capt.MH Page 42 of 126
permanent or temporary notices to mariners and existing radio
navigational warnings;
2.1.6) accurate and up-to-date sailing directions, lists of lights and
lists of radio aids to navigation; and
2.1.7) any relevant up-to-date additional information, including:
2.1.7.1) mariners' routeing guides and passage planning
charts, published by competent authorities;
2.1.7.2) current and tidal atlases and tide tables;
2.1.7.3) climatological, hydrographical, and oceanographic
data as well as other appropriate meteorological information;
2.1.7.4) availability of services for weather routeing (such as
that contained in Volume D of the World Meteorological
Organization's Publication No. 9);
2.1.7.5) existing ships' routeing and reporting systems,
vessel traffic services, and marine environmental protection
measures;
2.1.7.6) volume of traffic likely to be encountered
throughout the voyage or passage;
2.1.7.7) if a pilot is to be used, information relating to
pilotage and embarkation and disembarkation including the
exchange of information between master and pilot;
2.1.7.8) available port information, including information
pertaining to the availability of shore-based emergency
response arrangements and equipment; and
2.1.7.9) any additional items pertinent to the type of the
vessel or its cargo, the particular areas the vessel will
traverse, and the type of voyage or passage to be
undertaken.
2.2) On the basis of the above information, an overall appraisal of the
intended voyage or passage should be made. This appraisal should provide
a clear indication of all areas of danger; those areas where it will be
possible to navigate safely, including any existing routeing or reporting
systems and vessel traffic services; and any areas where marine
environmental protection considerations apply.
Return to Reg. 34
3.) Planning
3.1) On the basis of the fullest possible appraisal, a detailed voyage or
passage plan should be prepared which should cover the entire voyage or
Coastal Nav A1MATE 2021 09 /Capt.MH Page 43 of 126
passage from berth to berth, including those areas where the services of a
pilot will be used.
3.2) The detailed voyage or passage plan should include the following
factors:
3.2.1) the plotting of the intended route or track of the
voyage or passage on appropriate scale charts: the true
direction of the planned route or track should be indicated, as
well as all areas of danger, existing ships' routeing and
reporting systems, vessel traffic services, and any areas
where marine environmental protection considerations apply;
3.2.2) the main elements to ensure safety of life at sea,
safety and efficiency of navigation, and protection of the
marine environment during the intended voyage or passage;
such elements should include, but not be limited to:
3.2.2.1) safe speed, having regard to the
proximity of navigational hazards along the
intended route or track, the manoeuvring
characteristics of the vessel and its draught in
relation to the available water depth;
3.2.2.2) necessary speed alterations en route,
e.g., where there may be limitations because
of night passage, tidal restrictions, or
allowance for the increase of draught due to
squat and heel effect when turning;
3.2.2.3) minimum clearance required under
the keel in critical areas with restricted water
depth;
3.2.2.4) positions where a change in
machinery status is required;
3.2.2.5) course alteration points, taking into
account the vessel's turning circle at the
planned speed and any expected effect of tidal
streams and currents;
3.2.2.6) the method and frequency of position
fixing, including primary and secondary
options, and the indication of areas where
accuracy of position fixing is critical and where
maximum reliability must be obtained;
3.2.2.7) use of ships' routeing and reporting
systems and vessel traffic services;
3.2.2.8) considerations relating to the
protection of the marine environment; and
Coastal Nav A1MATE 2021 09 /Capt.MH Page 44 of 126
3.2.2.9) contingency plans for alternative
action to place the vessel in deep water or
proceed to a port of refuge or safe anchorage
in the event of any emergency necessitating
abandonment of the plan, taking into account
existing shore-based emergency response
arrangements and equipment and the nature
of the cargo and of the emergency itself.
3.3) The details of the voyage or passage plan should be clearly marked
and recorded, as appropriate, on charts and in a voyage plan notebook or
computer disk.
3.4) Each voyage or passage plan as well as the details of the plan, should
be approved by the ships' master prior to the commencement of the
voyage or passage.
Return to Reg. 34
4.) Execution
4.1) Having finalized the voyage or passage plan, as soon as time of
departure and estimated time of arrival can be determined with reasonable
accuracy, the voyage or passage should be executed in accordance with the
plan or any changes made thereto.
4.2) Factors which should be taken into account when executing the plan,
or deciding on any departure therefrom include:
4.2.1) the reliability and condition of the vessel's
navigational equipment;
4.2.2) estimated times of arrival at critical points for tide
heights and flow;
4.2.3) meteorological conditions, (particularly in areas
known to be affected by frequent periods of low visibility) as
well as weather routeing information;
4.2.4) daytime versus night-time passing of danger points,
and any effect this may have on position fixing accuracy; and
4.2.5) traffic conditions, especially at navigational focal
points.
4.3) It is important for the master to consider whether any particular
circumstance, such as the forecast of restricted visibility in an area where
position fixing by visual means at a critical point is an essential feature of
the voyage or passage plan, introduces an unacceptable hazard to the safe
conduct of the passage; and thus whether that section of the passage
should be attempted under the conditions prevailing or likely to prevail. The
master should also consider at which specific points of the voyage or
passage there may be a need to utilize additional deck or engine room
Coastal Nav A1MATE 2021 09 /Capt.MH Page 45 of 126
personnel.
Return to Reg. 34
5.) Monitoring
5.1) The plan should be available at all times on the bridge to allow officers
of the navigational watch immediate access and reference to the details of
the plan.
5.2) The progress of the vessel in accordance with the voyage and passage
plan should be closely and continuously monitored. Any changes made to
the plan should be made consistent with these Guidelines and clearly
marked and recorded.
Go to ANNEX 24 – MCA Guidance Notes for Voyage Planning
Coastal Nav A1MATE 2021 09 /Capt.MH Page 46 of 126
Q1. List the sources regarding the Rules for vessels navigating through Straits of Malacca
and Singapore.
•
•
•
Q2. List of publications to be placed on board ships flying the Malaysian flag is as per ………
Q3. Choose the correct statements only;
i) Malaysia Marine Department, accept the use of Electronic Charts & Display
Information Systems (ECDIS) on Malaysia Flag ships including high speed craft
(HSC) as meeting the nautical charts and nautical publications carriage requirements
stipulated in Regulation V/19.2.1.4 and V/27 of SOLAS 74 as amended.
ii) ECDIS must be type approved in accordance with the requirements of the IMO
Resolution A.817(19), “Performance Standards for ECDIS” and must be operated
with up-to-date official Electronic Nautical Charts (ENCs)
iii) Ships sailing in waters not covered by ENCs must be provided with an appropriate
up-to date folio of paper nautical charts
iv) For back up purposes, the ship must be provided either with a secondary type
approved ECDIS in accordance with the requirements of the MSC Resolution 64(67),
“Back-up arrangements for ECDIS” or with a full folio of up-to-date nautical paper
charts for the intended voyage
v) Passage is innocent so long as it is not prejudicial to the peace, good order or
security of the coastal State. Such passage shall take place in conformity with this
Convention and with other rules of international law.
vi) The coastal State may adopt laws and regulations, in conformity with the provisions
of this Convention and other rules of international law, relating to innocent passage
through the territorial sea, in respect of the safety of navigation and the regulation of
maritime traffic.
vii) The coastal State may, where necessary having regard to the safety of navigation,
require foreign ships exercising the right of innocent passage through its territorial
sea to use such sea lanes and traffic separation schemes as it may designate or
prescribe for the regulation of the passage of ships.
Coastal Nav A1MATE 2021 09 /Capt.MH Page 47 of 126
viii) The coastal State shall not hamper the innocent passage of foreign ships through the
territorial sea except in accordance with this Convention.
ix) The coastal State shall give appropriate publicity to any danger to navigation, of
which it has knowledge, within its territorial sea.
x) The contiguous zone may not extend beyond 24 nautical miles from the baselines
from which the breadth of the territorial sea is measured.
xi) Every State has the right to establish the breadth of its territorial sea up to a limit not
exceeding 12 nautical miles, measured from baselines determined in accordance
with this Convention.
xii) Mariners are therefore reminded not to anchor in all areas in the TSS of the Straits of
Malacca and Singapore (Rule 10 (g) of the COLREGs also refers); as well as
between the landward limits of the TSS and approaches to the ports. Vessels
entering port are to anchor in the anchorages designated.
xiii) The Merchant Shipping (Medical Examination) Rules 1999 and The Merchant
Shipping (Training and Certification) Rules 1999 requires every master of a ship to
keep a copy onboard.
xiv)Any Malaysian ship which is detained under the Port State Control inspection regime
due to serious non-compliance is subject to cancellation of the Certificate of Registry
by the Registrar General of Malaysian Ships.
xv) Section 249R(1) of the Merchant Shipping Ordinance 1952, requires that the
company (CSO), master of a ship (SSO),Maritime Transport Security Officer
(MTSO), operator of designated marine facility (MFSO) shall report immediately in
accordance with the prescribed procedures to the Designated Authority (MMCC)
upon an explosion that is not the result of an accident
xvi)MARINE ENVIRONMENTAL HIGH RISK AREAS (MEHRAs) are areas off
Malaysian waters identified by MARDEP for pollution prevention.
Coastal Nav A1MATE 2021 09 /Capt.MH Page 48 of 126
Malaysian Maritime Academy
A1MATE
Q1. The main causes of collisions and groundings are:
……………………………………………………………………………………………………………
……………………………………………………………………………………………………………
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Q2. In order to minimize the risks of collisions and groundings i.e. ensuring safety of
navigation,
I will ………………………………………………………………………………………………
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Coastal Nav A1MATE 2021 09 /Capt.MH Page 49 of 126
Based on my experience, the greatest challenge in maritime domain is ……………………
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……………………………………………………………………………………………………………
Coastal Nav A1MATE 2021 09 /Capt.MH Page 50 of 126
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