INFINITY MARINER: Ocean Voyage Planning PHASE 1 COSTAL NAVIGATION

Ocean voyage

Passage Planning in Ocean Waters

When planning ocean passages, the following should be consulted:

Small scale ocean planning and routeing charts providing information on ocean currents, winds, ice limits etc.;
Gnomonic projection ocean charts for plotting great circle routes, when appropriate;
The load line zone chart to ensure that the Load Line (LL) Rules are complied with;
Charts showing any relevant ships' routeing schemes.

Anticipated meteorological conditions may have an impact on the ocean route that is selected. For example:

Favorable ocean currents may offer improved overall passage speeds offsetting any extra distance travelled;
Ice or poor visibility may limit northerly or southerly advance in high latitudes;
Requirements for ballast water exchange may cause the route selected to be amended in view of forecast or anticipated conditions;
The presence of seasonal tropical storm activity may call for certain waters to be avoided and an allowance made for searoom.

Details of weather routeing services for ships are contained in lists of radio signals and in Volume D of the World Meteorological Organization (WMO) Publication. Long-range weather warnings are broadcast on the SafetyNET Service along with NAVAREA navigational warnings as part of the World-Wide Navigational Warning Service (WWNWS).

Landfall targets need to be considered and identified as to their likely radar and visual ranges and, in respect of lights, their rising and dipping ranges and the arcs/colors of sectored lights.

Navigation in ocean waters

Is keeping a look-out being given due priority?
Are NAVAREA, HYDROLANT and HYDROPAC navigational warning broadcasts and other long-range weather reports being monitored closely?
Are changes in the local weather being monitored and is the barometer observed regularly?
Is participation in area reporting systems (e.g. AMVER) recommended?
Is the ship’s position being fixed at regular intervals?
Are celestial navigational techniques being practiced?
Are gyro/magnetic compass errors and radar performance being checked regularly?
Have radar techniques been practiced (in clear visibility)?
Have preparations been made for landfall?
Have measures been taken to protect the environment from pollution by the ship and to comply with applicable solution regulations?

You must take the quiz only after you study the eBook contents in this chapter, including watching the videos. The self-assessment quizzes are drawn from the complete chapter. Please take this as often as you wish. Please make sure that you return here after you have finished reviewing this topic.

Ocean Passages for the world

This book is useful for planning/arranging of ocean passages. This book contains the information and notes for the following:

Winds
Weather
Climate
Seasonal factors
Currents
Swell
Ice hazards

Ocean passage world also provides information about passage affecting factors, directions for the routes and the factors that affect the routes.

In general passages are based on ships of moderate drafts.

The two type of power driven vessels are:

High powered vessels (more than 15 knots)
Low powered vessels (Less than 15 knots)

Chapter 1:

This gives details about the arrangement and planning of routes. This chapter also contains the following:

Coverage of pilot books
Admiralty List of Lights and Fog Signals (ALLFS)
Meteorological and oceanographically details
Passage planning

Chapters 2-7:

These chapters explain the weather conditions and suggested passages for high powered vessels.

Chapters 8-10:

These chapters provide information of passages suggested for low powered vessels and damaged vessels.

Use

Navigating officer/operator of the ship should refer to this book (guide) before planning an ocean passage. The navigating officers should create a passage plan for a journey much before, so that they can be familiar with the general information of the book.

Updating

This book is updated in section no: IV of the AWNM. The procedure to keep the corrections record is same as that of pilot books. Supplements are provided, if necessary and important. If there is a need, new editions can be published.

Sailing Directions

Admiralty Sailing Directions

What these are

Admiralty Sailing Directions, also called “British Admiralty Pilot Books” abbreviated to “Pilot Books,” are published by the United Kingdom Hydrographic Office (UKHO).

In 2004, there were 72 volumes covering all navigable areas in the world. The number increases as more and more areas are covered. Each volume covers a different geographic area and is given a distinctive number and name.

For example:

No: 33 – Philippine Islands Pilot,
No: 21 – Bay of Bengal Pilot.

Of what use Pilot Books are

Pilot Books provide complete information on navigational hazards, buoyage systems, pilotage, local regulations, general notes on countries, port facilities, seasonal currents, ice and climatic conditions.

Before planning a passage, and also while on passage, you have to consult Pilot Books, other navigational publications, and navigational charts of the areas concerned.

How Pilot Books are kept up to date

Weekly editions of Admiralty Notices to Mariners (abbreviated to AWNM) explained later, gives corrections, if any, of immediate importance for each volume in Section IV.

The Admiralty recommends that you cut out the correction from the AWNM and paste it in the relevant page of the Pilot Book. It is then called a paste up. The reference number of the notice should be entered near the paste up. The pasting is usually done such that it does NOT obscure the original words of the book. One end of paste up is stuck on the margin of the page so that it is like a flap (see accompanying diagram). The superseded lines of the original text are scored out in pencil and the reference number of the correction stated next to it.

Some mariners prefer to make pencil marks on the affected parts of the pilot book and then file the corrections in a separate file.

Minor corrections can be written in by hand but notation of the AWNM number must be entered in the margin alongside. You have to maintain a record (as shown in the accompanying diagram), of each correction made, on the inside cover of the Pilot Book for verification by various authorities.

When a large number of corrections are necessary, the Admiralty publishes supplements which are small booklets. Each supplement cancels the previous one. For example, when supplement no: 2 is received, supplement no: 1 is to be discarded after writing “Obsolete” on its cover.

NP 44

RECORD OF AMENDMENTS

The table below is to record Section IV Notices to Mariners amendments affecting this volume.

Sub-paragraph numbers in the margin of the body of the book are to assist the user when making amendments to this volume

Weekly Notices to Mariners (Section IV)

2009	2010	2011
Wk05/09 Page 189	Wk25/10 Page 264	Wk03/11 Page 124
Wk27/09 Page 223	Wk27/10 Page 69
Wk31/09 Page 298

New editions are published when necessary and intimation is given through the AWNM.

Use of the Pilot Books

Pilot books provide detailed information on the following:

Navigational hazards
Approach hazards
Buoyage systems
Pilotage
Local regulations
Common notes on countries
Port facilities
Seasonal currents
Ice and weather conditions

It is necessary to notice the information in pilot books before planning a passage and while on passage. We can also refer to other navigational publications and navigational charts.

Essential for use in passage planning for ocean voyages, Routeing Charts include routes and distances between major ports, ocean currents, ice limits, load lines and wind roses. They also contain expected meteorological and oceanographic conditions for each month of the year.

Following pre-determined routes was a practice as early as 1898 when shipping companies started operating passenger ships across the North Atlantic. The SOLAS convention later on made provisions for such routeing practice.

Passage planning is necessary to support the bridge team and ensure that the ship can be navigated safely between ports from berth-to-berth through risk assessment of hazards and waypoint selection. The passage plan should cover ocean, coastal and pilotage waters.

Ship reporting has been introduced by a number of coastal states so that they can keep track, via radio, radar or transponder, of ships passing through their coastal waters. Ship reporting systems are therefore used to gather or exchange information about ships, such as their position, course, speed

and cargo. In addition to monitoring passing traffic, the information may be used for purposes of search and rescue and prevention of marine pollution.

Ship Reporting Systems

The Ship Reporting System contributes to the safety of those vessels participating as well as those not participating. It gives an overview of the maritime traffic in a given sea area. This information makes the following possible with ease:

Make available information on navigational hazards
Better assistance in terms of medical advice
Directing the closest vessel to a scene of distress
Defining an area of search in SAR operations.

The participation by the ships can be either voluntary or obligatory depending on the requirements of the state. The reports are made in prescribed format at regular intervals as agreed.

The means of communication available as part of GMDSS is used to transmit and receive such messages. The reports are normally sent to coast radio stations and then they are forwarded to the concerned head office.

The reports received by the head office are compiled and the movement of ship is followed. The time interval between subsequent reports is monitored and if a report is not received as expected, a procedure to trace the vessel and begin search is initiated even if a distress alert was not received.

The search area will be very large if the interval between reports is long. Therefore it is justified to reduce the time interval between two reports and to make the system more efficient.

The International Convention on Safety of Life At Sea (SOLAS) stipulates the provisions regarding obligatory reporting systems. The International Maritime Organisation (IMO) holds the authority to issue instructions and define conditions and rules for regulating the Ship Reporting System.

The obligatory Ship Reporting System in compliance with the provisions of SOLAS may refer to all or some types of ships not including military, subsidiary merchant vessels or non-commercial vessels commissioned by governments.

The Master of a ship is obligated to send reports as follows:

Sailing Plan
Position Report
Deviation Report
Final Report

In addition to the above, the Master of a ship is expected to send the following reports if he becomes aware of pollution or possible contamination of the sea:

Dangerous goods
Harmful substances
Marine pollutant

SOLAS Regulation on Ship Reporting Systems

SOLAS Ch V Regulation 11 – Ship Reporting Systems

Ship reporting systems contribute to safety of life at sea, safety and efficiency of navigation and/or protection of the marine environment. A ship reporting system, when adopted and implemented in accordance with the guidelines and criteria developed by the Organization pursuant to this regulation, shall be used by all ships, or certain categories of ships or ships carrying certain cargoes in accordance with the provisions of each system so adopted.
The Organization is recognized as the only international body for developing guidelines, criteria and regulations on an international level for ship reporting systems. Contracting Government shall refer proposals for the adoption of ship reporting systems to the Organization. The Organization will collate and disseminate to Contracting Governments all relevant information with regard to any adopted ship reporting system.
The initiation of action for establishing a ship reporting system is the responsibility of the Government or Governments concerned. In developing such systems provision of the guidelines and criteria developed by the Organization shall be taken into account.
Ship reporting systems not submitted to the Organization for adoption do not necessarily need to comply with this regulation. However, Governments implementing such systems are encouraged to follow, wherever possible, the guidelines and criteria developed by the Organization. Contracting Governments may submit such systems to the Organization for recognition.
Where two or more Governments have a common interest in a particular area, they should formulate proposals for a co-ordinated ship reporting system on the basis of agreement between them. Before proceeding with a proposal for adoption of a ship reporting system, the Organization shall disseminate details of the proposal to those Governments which have a common interest in the area covered by the proposed system. Where a co-ordinated ship reporting system is adopted and established, it shall have uniform procedures and operations.
After adoption of a ship reporting system in accordance with this regulation, the Government or Governments concerned shall take all measures necessary for the promulgation of any information needed for the efficient and effective use of the system. Any adopted ship reporting system shall have the capability of interaction and the ability to assist ships with information when necessary. Such systems shall be operated in accordance with the guidelines and criteria developed by the Organization pursuant to this regulation.
The Master of a ship shall comply with the requirements of adopted ship reporting systems and report to the appropriate authority all information required in accordance with the provisions of each such system.
All adopted ship reporting systems and actions taken to enforce compliance with those systems shall be consistent with international law, including the relevant provisions of the United Nations Convention on the Law of the Sea.
Nothing in this regulation or its associated guidelines and criteria shall prejudice the rights and duties of Governments under international law or the legal regimes of straits used for international navigation and archipelagic sea lanes.
The participation of ships in accordance with the provisions of adopted ship reporting systems shall be free of charge to the ships concerned.
The Organization shall ensure that adopted ship reporting systems are reviewed under the guidelines and criteria developed by the Organization.

Ship reporting procedures

At certain locations specified by coastal states, ships have to report their identities and other particulars by radio. The VHF channel/Radio frequency to be used is specified and other particulars may include: Name, port of registry, call sign, UN number, MMSI number, type of ship, nature and quantity of cargo carried, previous port of call, destination, etc. It may be argued that AIS (Automatic Identification System) may suffice but - all vessels need not have AIS; it may be switched off; data in it may not have been updated, full details are not available, etc!!!

The initial reason for reporting was SAFETY. In case any vessel is in distress, the local Search and Rescue Coordinating Centre would have a SURPIC (Surface Picture) of all vessels in the vicinity and their rescue capability. It is also useful for weather forecasting, prevention of pollution of the marine environment, etc.

Subsequently, the ship reporting system became very useful for SECURITY - against illegal activities such as Human trafficking, Drug trafficking, Gun running, Smuggling, Terrorist activities, etc.

Ship Reporting System is covered by Chapter V of SOLAS (74) as amended from time to time.

A ship reporting system proposed by a coastal state, adopted and implemented in accordance with IMO guideline and criteria, is mandatory. There are over 23 such locations around the world, details of which are given in ALRS 6.

It is hoped that, in due course, the messages worldwide would be standardized The messages are to be in specific format so that they get entered in the computer directly without human intervention – reduction of load on the staff ashore. The burden on ship’s staff also would be reduced when they have to make very minor changes in successive reports.

So far we have discussed only single position reports. However, area -specific reports also exist. These messages are transmitted by radio telex. Some such areas are:

AMVER (Automated Mutual-Assistance Vessel Rescue System) worldwide, operated by the US Coast Guard.
JASREP (Japanese Ship Reporting System)
AUSREP (Australian Ship Reporting System)

A ship entering an area-specific reporting area, or leaving a port within such an area, transmits an initial report. If it deviates from the track stated earlier, a deviation report is to be transmitted. On arrival port, an arrival report is to be transmitted.

Amver Reports

The basic format for Amver reports follows the International Maritime Organization (IMO) standard. The first line in every report begins with Amver followed by a slash (/), the report type (SP, PR, DR, FR), and ends with a double slash (//). Each remaining line begins with a specific letter followed by a slash (/) to identify the line type. The remainder of each line contains one or more data fields separated by single slashes (/). Each line ends with a double slash (//). All reports should end with a "Z" end-of-report line.

Sailing Plan (SP)

This report contains the complete routing information and should be sent within a few hours before departure, upon departure, or within a few hours after departure. It must contain enough information to predict the vessel's actual position within 25 nautical miles at any time during the voyage, assuming the Sailing Plan is followed exactly. Sailing Plans require A, B, E, F, G, I, L, and Z lines. The M, V, X, and Y lines are optional. (The Y line is required for U.S. vessels.)

Position Report (PR)

This report should be sent within 24 hours of departing port and at least once every 48 hours thereafter. The destination be included (at least in the first few reports) in case Amver has not received the Sailing Plan information. Position Reports require A, B, C, E, F, and Z lines. The I line is strongly recommended. The M, X, and Y lines are optional. (The Y line is required for U.S. vessels.)

Deviation Report (DR)

This report should be sent as soon as any voyage information changes which could affect Amver's ability to accurately predict the vessel's position. Changes in course or speed due to weather, ice, change in destination, diverting to evacuate a sick or injured crewmember, diverting to assist another vessel, or any other deviation from the original Sailing Plan should be reported as soon as possible. Deviation Reports require the A, B, C, E, F, and Z lines. The I and L lines are required if destination or route changes. The I line is always strongly recommended, even when not required. The M, X, and Y lines are optional. (The Y line is required for U.S. vessels.)

Final Arrival Report (FR)

This report should be sent upon arrival at the port of destination. This report properly terminates the voyage in Amver's computer, ensures the vessel will not appear on an Amver SURPIC until its next voyage, and allows the number of days on plot to be correctly updated. Final Arrival Reports require the A, K, and Z lines. The X and Y lines are optional. (The Y line is required for U.S. vessels

Imo standard for Amver reports

AMVER/DR//

A/Vessel Name/International Radio Call Sign//

B/Time (as of position in C or G)//C/Latitude/Longitude (as of time in B)//E/Current Course (as of time in B)//F/Estimated Average Speed (for remainder of voyage)//G/Port of Departure/Latitude/Longitude//I/Destination/Latitude/Longitude/Estimated Time of Arrival//K/Port of Arrival/Latitude/Longitude/Time of Arrival//L/Navigation Method/Leg Speed/Latitude/Longitude/Port/ETA/ETD//M/Coastal Radio Station or Satellite Number/Next Radio Station//V/Medical Personnel//X/Remarks//Y/Relay Instructions//Z/End of Report (EOR)//

VTS

VTS(Vessel Traffic Service)

A VTS is a marine traffic monitoring system established by harbour or port authorities, similar to air traffic control for aircraft. Typical VTS systems use radar, closedcircuit television (CCTV), VHF, Radiotelephone and AIS (automatic identification system) to keep track of vessel movements and provide navigational safety in a limited geographical area.

VTS is also referred to as VTMS (Vessel Traffic Management Service).

Its equipment includes:

Radars and ARPA
Display software
Automatic Identification System (AIS)
Weather Station
CCTV surveillance camera
VHF communication system
VTMS simulator software
Display system
RF communications

Its display features include:

Daylight viewing of raw radar in colour
Adjustable afterglow showing vessel movements
Automatic detection and tracking of all Radar targets.
Identity tagging/Vessel name
Speed/course vectors
Up dated and accurate chart overlays
Offcentring and zoom functions
Data from several radars on one display.

Objectives of VTS

The purpose of vessel traffic services is to improve the safety and efficiency of navigation, safety of life at sea and the protection of the marine environment and/or the adjacent shore area, worksites and offshore installations from possible adverse effects of maritime traffic.

A clear distinction may need to be made between a Port or Harbour VTS and a Coastal VTS. A Port VTS is mainly concerned with vessel traffic to and from a port or harbour or harbours, while a Coastal VTS is mainly concerned with vessel traffic passing through the area. A VTS could also be a combination of both types. The type and level of service or services rendered could differ between both types of VTS; in a Port or Harbour VTS a navigational assistance service and/or a traffic organization service is usually provided for, while in a Coastal VTS usually only an information service is rendered.

The benefits of implementing a VTS are that it allows identification and monitoring of vessels, strategic planning of vessel movements and provision of navigational information and assistance. It can also assist in prevention of pollution and co-ordination of pollution response.

The efficiency of a VTS will depend on the reliability and continuity of communications and on the ability to provide good and unambiguous information. The quality of accident prevention measures will depend on the system's capability of detecting a developing dangerous situation and on the ability to give timely warning of such dangers.

The precise objectives of any vessel traffic service will depend upon the particular circumstances in the VTS area and the volume and character of maritime traffic.

Responsibilities and Liability

Where two or more Governments have a common interest in establishing a VTS in a particular area, they should develop a co-ordinated vessel traffic service on the basis of an agreement between them. Where a co-ordinated vessel traffic service is established, it should have uniform procedures and operations.

In planning and establishing a VTS, the Contracting Government or Governments or the competent authority should:

Ensure that a legal basis for the operation of a VTS is provided for and that the VTS is operated in accordance with national and international law;
Ensure that objectives for the VTS are set;
Ensure that a VTS authority is appointed and legally empowered;
Ensure that the service area is delineated and declared a VTS area; where appropriate, this area may be subdivided in sub-areas or sectors;
Determine the type and level of services to be provided, having regard to the objectives of the VTS;
Establish appropriate standards for shore- and offshore-based equipment;
Ensure that the VTS authority is provided with the equipment and facilities necessary to effectively accomplish the objectives of the VTS;
Ensure that the VTS authority is provided with sufficient staff, appropriately qualified, suitably trained and capable of performing the tasks required, taking into consideration, the type and level of services to be provided and the current IMO Guidelines on the recruitment, qualifications and training of VTS operators;
Establish appropriate qualifications and training requirements for VTS operators, taking into consideration the type and level of services to be provided;
Ensure that provisions for the training of VTS operators are available;
Instruct the VTS authority to operate the VTS in accordance with relevant IMO resolutions;
Establish a policy with respect to violations of VTS regulatory requirements, and ensure that this policy is consistent with national law. This policy should consider the consequences of technical failures, and due consideration should be given to extraordinary circumstances that result.

In operating a VTS the VTS authority should:

Ensure that the objectives of the VTS are met;
Ensure that the standards set by the competent authority for levels of services and operators qualifications and equipment are met;
Ensure that the VTS is operated in conformity with relevant IMO resolutions;
Ensure that the VTS operations are harmonized with, where appropriate, ship reporting and routeing measures, aids to navigation, pilotage and port operations;
Consider, where appropriate, the participation of the pilot both as a user and provider of information;
Ensure that a continuous listening watch on the designated radio frequencies is kept and that all published services are available during the operational hours of the VTS;
Ensure that operating procedures for routine and emergency situations are established;
In a timely manner, provide mariners with full details of the requirements to be met and the procedures to be followed in the VTS area This information should include the categories of vessels required or expected to participate; radio frequencies to be used for reporting; areas of applicability; the times and geographical positions for submitting reports; the format and content of the required reports; the VTS authority responsible for the operation of the service; any information, advice or instructions to be provided to participating ships; and the types and level of services available.

The liability element of an accident following compliance with VTS guidance is an important consideration which can only be decided on a case-by-case basis in accordance with national law. Consequently, a VTS authority should take into account the legal implications in the event of a shipping accident where VTS operators may have failed to carry out their duty competently.

Contracting Governments should ensure that ships flying their flag comply with the requirements of vessel traffic services. Those Contracting Governments which have received information of an alleged violation of a VTS by a ship flying their flag should provide the Government which has reported the offence with details of any appropriate action taken.

VTS Services

VTS should comprise at least an information service and may also include others, such as a navigational assistance service or a traffic organization service, or both, defined as follows:

Information Service

An information service is a service to ensure that essential information becomes available in time for on-board navigational decision making. This information service is provided by broadcasting information at fixed times and intervals or when deemed necessary but VTS or at the request of the vessel. For example, reports on the position, identity and intentions of traffic; waterway conditions; weather; hazards; or any other factor that may influence vessel’s transit.

Traffic Organisation Service

A Traffic Organisation service is a service to prevent the development of dangerous maritime traffic situations and to provide for the safe and efficient movement of vessel traffic within the VTS area. The traffic Organisation service concerns the operational management of traffic and the forward planning of vessel movements to prevent congestion and dangerous situations and is particularly relevant in times of high traffic density or when the movement of special transports may affect the flow of the traffic.

Navigational Assistance Service

A navigational assistance service is a service to assist on-board navigational decision making and to monitor its effects. The navigational assistance service is essentially important in difficult navigational or meteorological circumstances or in case of defects or deficiencies. This service is normally rendered at the request of a vessel or by the VTS when deemed necessary.

When the VTS is authorized to issue instructions to vessels, these instructions should be result-oriented only, leaving the details of execution, such as course to be steered or engine manoeuvres to be executed, to the Master or pilot on board the vessel. Care should be taken that VTS operations do not encroach upon the Master’s responsibility for safe navigation, or disturb the traditional relationship between Master and pilot.

A VTS area can be divided into sectors, but these should be as few as possible. Area and sector boundaries should not be located where vessels normally alter course or man oeuvre or where they are approaching areas of convergence, route junctions or where there is crossing traffic. VTS centers in an area or sector should use a name identifier. The boundaries should be indicated in the appropriate nautical publications.

SOLAS Regulation on VTS

SOLAS Ch V Regulation 12 – Vessel Traffic Services

Vessel traffic services (VTS) contribute to safety of life at sea, safety and efficiency of navigation and protection of the marine environment, adjacent shore areas, work sites and offshore installations from possible adverse effects of maritime traffic.
Contracting Governments undertake to arrange for the establishment of VTS where, in their opinion, the volume of traffic or the degree of risk justifies such services.
Contracting Governments planning and implementing VTS shall, wherever possible, follow the guidelines developed by the Organization. The use of VTS may only be made mandatory in sea areas within the territorial seas of a coastal State.
Contracting Governments shall endeavor to secure the participation in, and compliance with, the provisions of vessel traffic services by ships entitled to fly their flag.
Nothing in this regulation or the guidelines adopted by the Organization shall prejudice the rights and duties of Governments under international law or the legal regimes of straits used for international navigation and archipelagic sea lanes.

VTS procedures

Communication and Reporting

VTS Reporting Procedures

Vessel Traffic System (VTS) is a system operating from the shore side that can range from simple collection of information messages from ships and providing information on traffic, weather warnings to extensive traffic management within a sea area or a port or a waterway.

A ship when entering into an area governed by a VTS is obligated to report to the concerned authority usually by VHF radio. The VTS then may track the vessel’s position on their radar ashore.

The VTS will have a working frequency on the radio and the ship’s officer must keep a watch on this frequency as long as navigating within the area covered by the VTS or until the VTS operator advises otherwise.

Important navigational information or other warnings may be communicated to the ship via this frequency. The VTS operator will directly contact the ship if a traffic situation is developing or if a vessel is running towards danger.

The SOLAS convention makes way for the governments to establish and operate VTS if it is felt necessary considering the density of traffic and degree of risk.

The navigator must be aware of such VTS along the passage. It should be pre-planned and implemented in the passage plan. The Admiralty List of Radio Signals (ALRS) provides information on VTS which should be consulted when preparing passage plan.

The reporting points are marked on the chart before transiting the area. All information that needs to be communicated during the reporting are compiled and kept ready. The working frequency of the VTS is tuned on the radio and the station is called.

It is important to keep a record of the reporting including the time of report and the information exchanged in the log book.

Communication between a VTS authority and a participating vessel should be conducted in accordance with the Guidelines and Criteria for Ship Reporting systems and should be limited to information essential to achieving the objectives of the VTS. IMO Standard Marine Communication Phrases should be used where practicable. In any VTS message directed to a vessel or vessels, it should be made clear whether the message contains information, advice, warning, or an instruction.

Participating Vessels

Vessels navigating in an area where vessel traffic services are provided should make use of these services. Depending upon governing rules and regulations, participation in a VTS may be either voluntary mandatory. Vessels should be allowed to use a VTS where mandatory participation is not required.

Decisions concerning the actual navigation and the manoeuvring of the vessel remain with the Master.

Neither a VTS sailing plan nor requested or agreed on changes to the sailing plan can supersede the decisions of the Master concerning the actual navigation and manoeuvring of the vessel.

Communication with the VTS and other vessels should be conducted on the assigned frequencies in accordance with established ITU and SOLAS chapter IV procedures, in particular where a communication concerns intended manoeuvres.
VTS procedures should stipulate what communications are required and which frequencies should be monitored. Prior to entering the VTS area, vessels should make all required reports, including reporting of deficiencies. During their passage through the VTS area, vessels should adhere to governing rules and regulations, maintain a continuous listening watch on the assigned frequency and report deviations from the agreed sailing plan, if such a plan has been established in co-operation with the VTS authority.
Masters of vessels should report any observed dangers to navigation or pollution to the VTS centre.
In case of a complete failure of the vessel’s appropriate communication equipment the Master shall endeavor to inform the VTS centre and other vessels in the vicinity by any other available means of communication of the vessel’s inability to communicate on the assigned frequency. If the technical failure prevents the vessel from participation or continuing its participation in a VTS, the Master should enter in the vessel’s log the fact and reasons for not or further participating.
Vessels should carry publications giving full particulars on governing rules and regulations regarding identification, reporting and/or conduct in the VTS area to be entered.

INFINITY MARINER

Wednesday, January 31, 2024

Ocean Voyage Planning PHASE 1 COSTAL NAVIGATION