passage plan - chambers sailing · web viewmaintaining a log entry on the hour every hour,...

Sheffield Sea CadetNavigation

Passage PlanCW08

SESSION PLANSubject Passage Plan

Session plan Ref document.docx

Course CW08 Passage Plan

Group/Award Basic navigation 3rd Class

Aim To ensure cadets have a working knowledge of Weather sources and terminology.

Training format Discussion topics capturing information on flipchart or whiteboard

Practical plotting of waypoints on extract from RYA Chart 3

Duration 35-minutes

References RYA Chart 3

Training aids RYA Chart 3, pencils, rubber, rulers

Notes/Handouts RYA training chart 3 extract (0 - 13) printed in A3

Diversity Ensure visibility of presentation and active engagement in discussions of all cadets. If activity sheet is used, it does not have to be neat – it only needs to be a representation.

Risk None

V00.00 18/02/18 Initial draft

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Passage PlanCW08

SESSION

Welcome 1-minute introduction into session – why do we need a passage plan and what do we need to think about when preparing one.

Activity #1 5-minute discussion on SOLAS V and the need for a passage plan (page 3)

Activity #2 5-minute discussion on what you may need to consider when developing a passage plan (page 4). Capture results.

Example passage plan on page 6, can be used as a handout.

Activity #3 5-minute discussion on the constraints of weather and tide and its impact on a passage plan (page 7).

Capture discussion on a whiteboard.

Activity #4 5-minute discussion on why you inform people ashore of your plans (Page 8)

Activity #5 10-minute Plot waypoints using practical example and quiz (page 9 – 13)

Consolidation 5-minute Using the plan at Activity #5 discuss any concerns or issues e.g. close to shore, depth of water

Feedback

Lessons Learnt

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Passage PlanCW08

SOLASThe International Convention for the Safety of Life at Sea (SOLAS) is an international maritime treaty which sets minimum safety standards in the construction, equipment and operation of merchant ships. Our main focus is on the safe operation.

The current version of SOLAS is the 1974 version, known as SOLAS 1974, which came into force on 25 May 1980.

SOLAS 1974 requires flag states to ensure that ships flagged by them comply with the minimum safety standards in the construction, equipment and operation of merchant ships. T

he treaty includes articles setting out general obligations, etc, followed by an annexe divided into twelve chapters, two new chapters were added in 2016 and 2017. Of these, chapter five (often called 'SOLAS V') is the only one that applies to all vessels on the sea, including private yachts and small craft on local trips as well as to commercial vessels on international passages.

Many countries have turned these international requirements into national laws so that anybody on the sea who is in breach of SOLAS V requirements may find themselves subject to legal proceedings.

Chapter V – Safety of navigation

This chapter requires governments to ensure that all vessels are sufficiently and efficiently manned from a safety point of view. It places requirements on all vessels regarding voyage and passage planning, expecting a careful assessment of any proposed voyages by all who put to sea.

Every mariner must take account of all potential dangers to navigation, weather forecasts, tidal predictions, the competence of the crew, and all other relevant factors.It also adds an obligation for all vessels' masters to offer assistance to those in distress and controls the use of lifesaving signals with specific requirements regarding danger and distress messages. It is different from the other chapters, which apply to certain classes of commercial shipping, in that these requirements apply to all vessels and their crews, including yachts and private craft, on all voyages and trips including local ones

The main aspect of SOLAS V here is the need to complete passage plans.

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Passage PlanCW08

Passage PlanPreparing a passage plan is no more than a formal record (visual) of the voyage you intend to take. Running through the passage is a good way to highlight specific issues, risks or potential areas that require more consideration and/or preparation.

For professional skippers preparing a written passage plan is a legal requirement and under SOLAS V there is now a legal requirement for the occasional sailor going to sea to compile a passage plan.

The plan should detail what would happen on a good day and what action you would take if things go wrong, like the weather changes.

Things we need to consider:

Proposed port of departure Proposed destination port and estimated date and time of arrival

Type of vessel and basic data including size and type, draft length overall (LOA) and seaworthiness.

Check what sail plans are available (e.g. how many reefs do you have? Do you carry a trisail and storm gib? How do you rig the storm sails).

If sailing, sailing downwind can be more direct, sailing upwind takes longer as you need to tack

Check the engine type and fuel capacity, cruising speed under sail and engine, safety equipment and critical spares and tools on board, communications equipment (radio check), battery capacity and water capacity.

Check tides and currents and the weather forecast.

Check the charts and by reference to the information listed above, start to plan your voyage by setting out specific waypoints on the chart. The waypoints should be chosen to keep you away from dangers and also with careful consideration of the wind direction and speed as well as tidal flows.

Once you have an approximate route you can plan how long the passage is likely to take by referring to the likely sea state (from tidal and weather predictions) and cruising speed.

You now have an approximate passage and likely time it will take to complete. Work back down the route referring checking tides / weather forecast so you don’t arrive somewhere at the wrong time.

If things go wrong along the way you should have made alternate plans for ports of refuge. These ports should be noted in your plan and ideally you will have a choice of ports that are accessible in the prevailing conditions and hopefully at most states of tide. Remember, strong onshore winds can quickly make a port entrance hazardous, so think about alternatives when planning your passage.

Make sure you have pilotage plans for each port entry and you’ve noted particular rules for entry and communication. Check the Almanac before you leave - that way you won’t be surprised when the port you’ve been beating to in that unforeseen gale is closed!

Last, but certainly by no means least, you should take a good look at your crew.

Fully victualled for the journey.

Safety briefing - make sure your crew know their way around the boat (i.e. fuel shut off valves, gas isolators, battery isolators, sea cocks, etc) and that they know what to do in the case of an emergency (e.g. practice a man overboard drill).

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Passage PlanCW08

Why do we keep a Log?Under Regulation V/28 of the International Convention for the Safety of Life as Sea (SOLAS) 1974 all vessels are required to keep a navigational log by law. British registered vessels must comply with this regulation as defined by the Maritime and Coastguard Agency.

Keeping a log is, therefore, not only a sensible thing to do, it is also a legal requirement.A log may be kept on paper or electronically. If on paper it should be kept in a book with numbered pages so that pages cannot be removed. If errors are made they must be crossed out, not erased. Furthermore, a log should be kept when alongside and also when underway or at anchor.

The primary reason for maintaining a ship’s log is for navigation and safe passage. The log is a legal document that is used to record fixes, courses steered, weather forecasts, wind speed and direction, periodic readings of the ship’s heading and speed and it’s barometer. In addition, the log should record watch changes, numbers of persons on board, changes and sail plan, regular maintenance checks whilst on passage and a record of battery voltage, engine running hours and water and diesel consumed.

Nowadays, many skippers will use the log to record when they deliver a safety brief to their crew and also include all or part of their passage plan in the first entry. This may all seem overkill, but as the person legally responsible for your vessel and crew maintaining an efficient log acts as an excellent memory jogger and records what you did and when, in the unfortunate event that an incident occurs.

Maintaining a defects book, a maintenance schedule and a medical log is usual on larger yachts and commercial sail training vessels, especially when on passage.

However, the main reason we keep a log is for the purposes of navigation. In today’s world of chartplotters and GPS transponders, the log can sometimes be neglected. But it shouldn’t be. If you were to lose power or GPS signal, how will you navigate? You need a starting point and if the last position entry in your log was 10 hours ago, you have a problem! Maintaining a log entry on the hour every hour, including a time, log mileage reading, heading, wind speed and direction, sea state, cloud cover, barometric reading, sail plan and a position fix will mean that even if you lose all navigation equipment, a compass, or even your watch and the position of the sun on the horizon, will enable you to set a decent course for safety from a known starting point.

An added benefit of the hourly watch is that it offers one lucky crew mate brief respite and a place to shelter during a wet night watch and whilst down there, he may as well get the kettle on.

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Passage PlanCW08

Example Passage Plan

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Passage PlanCW08

Constraints of weather and tideUse a white board and map the constraints imposed by weather and tide:

Weather:

Sailing direction (downwind or upwind)

Blow of course

Safety (general)

Equipment

Tide:

Sufficient water (depth)

Lock and gates open closed

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Passage PlanCW08

Why inform people ashore?Use a white board and map the reasons why you would tell someone ashore you travel details:

Raise emergency services if don’t arrive as planned (or no communications)

Keep duplicate plan so they can inform rescue services as necessary

Electronic equipment and water sometimes do not work together – electronic equipment can go wrong or run out of power.

If the boat stops working, equipment stops working or goes down the people not on the boat can raise the alarm – providing they are aware of deadlines and expectations.

Technology improves which can reduce human error – especially through cloud technology for example leaving electronic signature and data ashore whilst afloat and unless you switch-off the ashore data automated signals are sent, for example RYA SafeTrx

Alternative: see additional information SafeTrx

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Passage PlanCW08

WaypointA waypoint is an intermediate point or place on a route or line of travel, a stopping point or point at which course is changed, It most often refers to coordinates which specify ones position on the globe at the end of each "leg"

Expressed as latitude and longitude.

Using RYA Chart 3, what is at each of these locations:

Using RYA Chart number 3, what is at?

46 21 .22N 006 14 .60W Light house

46 26 .10N 006 15 .40W Rock

46 23 .40N 006 23 .4W Racon

46 28 .50N 006 14 .80W Wreck

46 21 .40N 006 17 .20W Port can

Plot the following route (use extracts)

45 37 .80N 006 10 .00W45 37 .80N 006 20 .00W45 40 .40N 006 10 .00N45 44 .00N 006 10 .00N

Unfortunately, you will aground on the final leg

See Additional Information for copy of chart question sheet

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Passage PlanCW08

Part A Questions (what is at)? Latitude 45 degrees, longitude 006 degrees

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[Grab your reader’s


Passage PlanCW08

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Passage PlanCW08

` Latitude 45 degrees, longitude 006 degrees

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Passage PlanCW08

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Passage PlanCW08

Answer Sheet: Longitude and Latitude (continued)

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Passage PlanCW08

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Passage PlanCW08

ADDITIONAL INFORMATION - SOLAS CHAPTERS AND SCOPE Chapter I – General Provisions

Surveying the various types of ships and certifying that they meet the requirements of the convention

Chapter II-1 – Construction

Subdivision and stability, machinery and electrical installations

Chapter II-2 – Fire protection

fire detection and fire extinction

Chapter III – Life-saving appliances and arrangements

Life-saving appliances and arrangements, including requirements for life boats, rescue boats and life jackets according to type of ship

Chapter IV – Radiocommunications

The Global Maritime Distress Safety System (GMDSS) requires passenger and cargo ships on international voyages to carry radio equipment, including satellite Emergency Position Indicating Radio Beacons (EPIRBs) and Search and Rescue Transponders (SARTs).

Chapter V – Safety of navigation

This chapter requires governments to ensure that all vessels are sufficiently and efficiently manned from a safety point of view. It places requirements on all vessels regarding voyage and passage planning, expecting a careful assessment of any proposed voyages by all who put to sea.

Every mariner must take account of all potential dangers to navigation, weather forecasts, tidal predictions, the competence of the crew, and all other relevant factors.It also adds an obligation for all vessels' masters to offer assistance to those in distress and controls the use of lifesaving signals with specific requirements regarding danger and distress messages. It is different from the other chapters, which apply to certain classes of commercial shipping, in that these requirements apply to all vessels and their crews, including yachts and private craft, on all voyages and trips including local ones

Chapter VI – Carriage of Cargoes

Requirements for the stowage and securing of all types of cargo and cargo containers except liquids and gases in bulk

Chapter VII – Carriage of dangerous goods

Requires the carriage of all kinds of dangerous goods to be in compliance with the International Bulk Chemical Code (IBC Code), and the International Maritime Dangerous Goods Code (IMDG Code).

Chapter VIII – Nuclear ships

Nuclear powered ships are required, particularly concerning radiation hazards, to conform to the Code of Safety for Nuclear Merchant Ships

Chapter IX – Management for the Safe Operation of Ships

Requires every shipowner and any person or company that has assumed responsibility for a ship to comply with the International Safety Management Code (ISM).

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Passage PlanCW08

Chapter X – Safety measures for high-speed craft

Makes mandatory the International Code of Safety for High-speed craft (HSC Code).

Chapter XI – Special measures

Chapter XI-1 – Special measures to enhance maritime safety

Chapter XI-2 – Special measures to enhance maritime security

Chapter XII – Additional safety measures for bulk carriers

Specific structural requirements for bulk carriers over 150 metres in length

Chapter XIII - Verification of compliance

Makes mandatory from 1 January 2016 the IMO Member State Audit Scheme

Chapter XIV - Safety measures for ships operating in polar waters

The chapter makes mandatory, from 1 January 2017, the Introduction and part I-A of the International Code for Ships Operating in Polar Waters (the Polar Code).

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Passage PlanCW08

DAY SKIPPER PASSAGE PLANNINGBoatIs the boat suitable for the passage

Crew Plan passages within competence of the crew

Plan for possibility of bad weather.

Be aware of any time constraints.

WeatherBuild up picture in advance.

Forecasts.

Wind strength and direction.

Sea state.

Update en route.

RouteCharts required and changeover points

Tracks, Distances, times, hazards, depths – update en route.

Clearing lines.

Separation schemes.

Waypoints – entered and checked

Ports of refuge.

Light list

TidesWhen are they favourable.

Where and when are the gates.

Limits on entry and exits to ports.

Arrival times.

PilotagePort of departure

Port of arrival

Important marks and lights

Constraints en route

VHF Channels

Food requirementsPre-prepared meals Drinks and snacks

WatchesAwareness of fatigue

Requirement for watches.

Watch keeping duties

SafetyCrew briefing – safety and passage plan

For the boat – Flares, Fire extinguishers in date.

Engine checked, spares, oil, fuel, batteries

SuppliesFood and Water

Fuel (inc outboard)

Gas

Spare batteries

HealthCrew - known conditions eg diabetes.

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Safety: People AshoreCW06, B

V00.00, 25/10/16

Additional Infomration - RYA SafeTrx App Technology is improving and the RYA SafeTrx app monitors your boat journeys and alerts designated emergency contacts should you fail to return on time – this is entered beforehand

Using iPhone and Android smartphone technology this tracking and alert system is easily accessible and ideal for those who don't usually register sail plans or carry navigational aids and distress alerting equipment on board (for use in UK territorial waters).

Directly from your smartphone you can enter your journey details and set off knowing that should you not return by the time given, a nominated emergency contact will be alerted and advised to initiate appropriate action.

When an emergency contact calls HM Coastguard about an overdue trip, they will have access to your location and SafeTrx Trip data through a secure SafeTrx server. Since the RYA SafeTrx App periodically sends your location data back to the RYA servers, the Coastguard's response team can get help directly to you, and quickly.

RYA SafeTrx is an accessible tool that leisure craft users can use when going to sea. It does not replace GMDSS, EPIRB, PLB or AIS. It is especially useful for those who use smaller boats such as RIBs, open powerboats and dinghies or who do not use tracking and alerting devices on their boats.

Within the RYA SafeTrx mobile app, you can: change your personal contact Information

Manage your vessel details

Set up personalised vessel Sail Plan checklists

Set up and edit your emergency contacts

View and delete your journey history

View Terms and Conditions, Privacy and Disclaimer policies

What happens if I fail to close my Trip Plan within the logged ETA? If the trip plan is not closed, then an automatic escalation process is triggered starting with a reminder and ending with an SMS message sent to the nominated emergency contacts. The full escalation process is as follows:

Escalation level 1

15 minutes before the ETA is due to expire, you will receive a notification advising you to extend or end your trip plan.

Escalation level 2

Failure to close the trip when the trip ETA expires sends another reminder alert that the trip is now overdue and it must be either closed or extended.

Escalation level 3

15 minutes after the ETA has expired you will receive a warning notification that a SMS will be sent to your emergency contact in 15 minutes should the trip remain overdue.

Escalation level 4

30 minutes after the ETA has expired and if the trip has not been ended or extended, a SMS is sent to your emergency contact. If your emergency contact is unable to contact you, they are then advised to contact HM Coastguard.

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Safety: People AshoreCW06, B

V00.00, 25/10/16How does the app handle loss of cell coverage?Where the RYA SafeTrx app experiences loss of cell coverage, it stores the trip location points on the Smartphone. Once a signal becomes available again, it sends the backlog of stored trip information to the server and resumes posting trip information in real time.

When does RYA SafeTrx send my position information to the server?Sail Plan Mode: RYA SafeTrx sends location information to the RYA SafeTrx server at regular intervals. When your Smartphone battery power is >30% then the application will send, a location report every 1 kilometre or every 5 minutes if you are stationary.

When the battery level reaches 30% RYA SafeTrx changes the location reporting frequency from 1 kilometre to 2 kilometres to save power.

When the battery level reaches 10% RYA SafeTrx will display a notification and will stop transmitting location updates. Location reporting will recommence when the Smartphone starts charging and the battery level exceeds 10%. When the battery level increases to between 11% and 30%, location reporting is resumed at the 2-kilometre interval. When the battery level increases to over 30%, RYA SafeTrx increases the location reporting to every 1 kilometre.

How does the Coastguard access the RYA SafeTrx system?HM Coastguard will be able to monitor trip plans which have been notified to them by the emergency contact on the RYA SafeTrx Monitoring Console.

How do I make an emergency call from the app?An emergency call to 999 can be made from any screen in the RYA SafeTrx app. To initiate the call, you can either press the call icons on the home screen, menu or trip progress screen or hold your finger down anywhere on the screen for 3 seconds. This will present the Emergency Call screen. You will then need to press the red button labelled “Emergency” to initiate a call to 999. This will automatically dial 999.

What happens when an Emergency or Assistance call is initiated?Once an emergency call is initiated and the user has an internet data connection, the app will send a location update to the RYA SafeTrx Monitoring Console.

Who does an emergency call dial when initiated?When the Emergency call options are pressed on the SafeTrx mobile app, the app will determine the boater’s current location using location services on the device and will call a pre-defined number accordingly.

If the boater’s location is in the UK, the Emergency Call dials the emergency services number, 999.

If the boater’s location is in Ireland, the Emergency Call dials the emergency services number, 112.

If, for whatever reason, the location cannot be determined or the boater is outside of the UK and Ireland, it defaults to the UK emergency services number, 999.

How does the SafeTrx app determine what nearby information to display?

The SafeTrx app displays location-based information in the following way:

VHF Channels – displays VHF channel information within a 10 NM radius of your location or the nearest two VHF channels.

Lifeboat Stations – displays lifeboat information within a 25 NM radius of your location or the nearest two lifeboat stations.

Port Information – displays port information within a 10 NM radius of your location or the nearest two ports.

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passage plan - chambers sailing · web viewmaintaining a log entry on the hour every hour,...

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