|
根據IMO resolutionA.893(21)航行計劃包括4個階段，分別為 APPRAISAL/PLANNING/EXECUTION/MONITORING 一. Passage appraisal 航行評估 Appraisal is a process during which the risks are identified and assessed, to ensure that the vessel passage planis safe . 航行計劃評估是識別和評估風險的過程，從而保證航行計劃是安全的 Research all factors involving the proposed voyage related tonavigation, berthing requirements, mooring and tug operations, port entryrequirements, security and anti-piracy measures, strength and stability, MARPOL Special Areas, national or regional requirements, passage plan amendments. To achieve comprehensive appraisal voyagerelated information should be gathered 研究所有航次相關的因素包括航行， 靠離泊，拖輪作業，帶纜解纜，進港要求，保安防海盜措施，MARPOL特殊區域，船舶穩性強度，地方要求及區域的要求，航行計劃的更改等等 注意：航行評估和航前會要記入工作休息時間表，需要所有駕駛員參與包括大副，如左圖記載方式，防止外部檢查有問題
二. Key element of passage planning 航行計劃關鍵要素的詳解 1. NO-GO area 禁止進入的區域 Coastal and port watercharts should be examined, and all areas where the shipCANNOT go must be carefully shown by highlighting or cross hatching. 應該仔細檢查航線附近的沿岸和港口水域，任何船舶不能進入的水域(比如淺水區域，島礁區，沉船，禁航區等都要突出標識或劃線標識 No-go areas will include all charted depthsof less than the ship’s draught plus a safety marginIn general the line determining “no-go” will be not lessthan draught 10%. If company UKC policy has differentrequirement, always follow the highest standard. 禁止進入水域包括所有低于船舶吃水并加上10% 的安全余量，如果公司UKC政策的要求高于10% ， 那應遵循公司的政策，目前在淺水區（沿岸或港口水域）公司的UKC 政策的要求是1M 或者10% 船舶吃水，應計算后按高標準執行 Precaution for drawing “NO-GO” area
Samples for drawing “NO-GO” area For ship installed one ECDIS and papercharts, on both ECDIS and paper charts “NO-GO” area should be marked on charts, forships installed two sets of ECDIS on board without full set Paper charts except “Take home” charts,both ECDIS should be marked, for Navmaster ECDIS you may mark on one ECDIS by marineroverlay and export to another 對于船配一套電子海圖和一套紙板海圖，禁入區要在電子海圖和紙板海圖分別標記，對于配備2套電子海圖，除了TAKE HOME 海圖外沒有紙板海圖的船舶，2套電子海圖都應標注禁入區，可以使用OVERLAY工具在一臺上標注然后導出安裝到另一臺ECDIS. 2. Margin of Safety安全余量 When a fix is plotted on a chart it invariably represents the position of a certain part of the ship’sbridge at the time of fix, with large ships, although the plotted fix may beoutside a NO-GO area, it is possible that another part of ship may already bein it-with disastrous results, so safety margin already required to keep shipsafe and away from NO-GO area or dangers，normally consider 20% of ship’s draft isthe margin of safety. 在海圖上定船位時，船位僅代表駕駛臺的位置，對于大型船舶，即使測定的船位在禁航區或危險區外，但是有可能船舶的某部分比如船首或船位已經在危險區域并產生災難性的結果，所以在航行或機動操船等都要把一定的安全余量考慮進去,通常以吃水的20%作為安全余量,當然要根據實際情況增加，比如海圖水深的可靠度，船舶橫搖縱搖，船舶下沉量，通過淡水區域。 Following factors should be takeninto account when deciding On the size of “ Margin of Safety” 在衡量安全余量時要考慮以下因素:
3.Tidal Window Intidal areas adequate UKC may only be attainable during the period that the tidehas achieved at a given height, Outside that period the area must be consideredno-go, Such a safe period, called the Tidal Window, must be clearly shown sothat the OOW is in no doubt as to whether or not it is safe for the ship toproceed，while mark on chart may update as per actual transiting time，thisis dynanic element, need to be updated if applicable 在某些潮汐水域船舶要獲取足夠的富裕水深需要等待潮高達到一定的高度，只有在滿足要求潮高的時間段內可以安全通過，這個可以安全通過的時間我們叫潮汐窗口， 這個需要清晰的標注在海圖上，這樣值班駕駛員在值班的時候不會有疑問是否可以安全通過。標注TIDALWINDOW是要考慮實際通過時間進行更新。這個是動態的參數 Attention: currently our fleet has no habit to mark Tidal window on the chart,hoping improvement in the future. 4.Course alteration and wheel over 轉向及施舵點 Whenever there is an alteration of the course, we need to mark a wheel over position, thisis theposition on our initial course at which we need to start altering the course ata pre-planned rate of turn to arrive at the next desired course without runninginto the danger. 在確定施舵點的時候要注意一下因素
5.Parallel Indexing 平行避險線 ParallelIndexing is to create a line on the screen that is parallel to theship's course, butoffset to the left or right by perpendiculardistance to monitor the cross tracktendency (or XTE cross track error), normally lighthouse/beacon/ headland etc, could bebetter reference for making parallel Indexing. The Parallel Indexing should beused on ship’s radar. See below screenshot 在使用平行避險線的注意事項 Donot select floating buoyunless they have been first checked for position（not recommended）or unclear shore line 在選取參考物標的時候注意不可以選取移動物標比如浮筒(除非浮筒位置事先確定是否準確，當然不建議這樣做）或者不突出的岸線等 ParallelIndexing is the compulsory element to mark on chart as per VIQ7 requirement 按照VIQ7的要求平行避險線是強制標志在海圖上的 6. Clearing distance 距離避險線 Clearing distance is to draw two distanceline from reference line and danger in order to monitor and keep safe distancefrom danger by radar Parallel Indexing. We have two type of clearing distance“NMT” and “NLT”, when danger and reference object are at the same side ofplanned course, we use NLT, if danger and reference object are at differentside of course line, we use NMT 距離避險線是劃取2條到參照物和危險水域或物標的距離線，來監控和保持船位在安全水域， 通常我們有2種距離避險線“NMT”和”NLT”, 危險物和參照物標在一側的我們使用”NLT”,危險物標和參照物在航線兩側的我們使用”NMT” 7. Bearing clearing 方位避險線 Clearing bearings arejust what they sound like: bearings that keep you clear ofany nearby hazards,normally we will choose a good reference objects to draw a clearing bearing todetermine the safe water. 方位避險線就如字面上的意思，使船舶遠離危險物的方位線，通常情況下我們會選擇一個比較好的參照物并劃取一條方位避險線來確定安全水域。和距離避險線一樣，有兩種方位避險線，”NLT”和”NMT” 8. Abortpoint 放棄點 Abort point is the point on the passage beyond whichthere is no sufficient sea room to turn back the vessel. When approaching orentering a port or proceeding in a channel, the width of the channel may not be sufficient to turn thevessel.The position of abort point will varywith the circumstances prevailing, e.g water availability, speed,turningcircle, steam direction, etc 放棄點是航線上的一個點，船舶通過這個點后就沒有足夠海域調頭回來，當抵近或進入港口，或者進入航道，航道的寬度不夠船舶旋回調頭，放棄點的位置可能會因為當時環境，潮水情況，船速及旋回圈，潮流方向及流速而有所差異。
正確的做法如下： This chartdescribe how to mark abort point and contingency anchorage correctly forCJK arrival, of course, in addition, weshall mark position for standby engine/ switch on echo sounder/stand by bothanchor/ EOSP and so on.這張圖是進長江前的Abort point及Contingencyanchorage的標注方式，當然抵港還要標注其他信息，比如備車，開啟測深儀，備雙錨，EOSP （結束海上航程）等等的位置 To safelyswing the vessel and return back we need to know how much distancethe vessel will cover in forward direction and second how much distance it willcover on the side of the turn,first you can find the highest value of advance andtactical diameter from themaneuveringbooklet or wheel house poster, after that we need double up this value onadvance and tactical diameter to achieve maximum head reach and side reach totank wind and tidal stream factors, finally we need to add 5min distance basedon planned speed（marginof safety）,then we will get the result for the distance between abort point and point of no return. 為了使船舶放棄原計劃后能安全轉回 ， 需要提前算出船舶放棄后的最大前進距離和橫向距離，首先要從操作手冊或旋回圖貼獲取進距和旋回直徑的數值，然后乘以2來把風流等外界因素考慮進去（船舶旋回數據是基于無風流的情況下測定的），然后加上5分鐘航程的安全余量, 就會算出放棄點的位置。 Key point in determining abortpoint 在確定放棄點時的幾點注意事項 a. Formula forHead reach= advance(turning circle element)X2 5min (running distance atplanned speed). 前進距離的公式=旋回圈的最大進距X2 5分鐘的航行記錄（計劃速度下） 舉個例子，如果船舶的最大進距是0.5 nm, 當前速度是12節，那前進距離應為0.5x2加上1.0=1.5海里，就是說要距離不可旋回點倒推1.5海里就是我們要算的放棄點的位置 b. Formula forside reach=tactical diameter(turning circle element) x2 5min (runningdistance at planned speed). 橫向距離的公式=旋回圈的直徑X2 5分鐘的航行記錄（計劃速度下）， 例子同上，在此不做贅述 c. When determine abort point avoid to keep close or far to point of noreturn, if too close ship has insufficient room to turn back,if too far will provide incorrect information to OOW causing confusion 當確定放棄點的時候避免距離“不可旋回點”太近或太遠，太近導致船舶沒有足夠的水域回轉，太 遠的話會給值班駕駛員提供 錯誤信息造成混淆，需要嚴格按照以上公式計算得到 d. Be understood that do not replace abort point by abort line, because ifdoing so will not ensure safety of turning back underthe situation of deviation 應了解不可以使用ABORT LINE 替 ABORT POINT,因為船舶一旦偏航后回轉不能確保安全， 計算是基于航線上的一點。 e. Asshown in last slide the turning direction must be marked at abort point because it may only be safe toturn at that side 如上頁圖示所示，放棄點的旋回方向要指定，可能只有一個方向是安全 另外提醒下ABORT POINT也是一個動態的參數，不是不變的，如果進入航道前突發緊急情況主機故障，在放棄點前也不 一定可以放棄，可能在放棄點前旋回到應急錨地的一側通航密度很大，導致ABORT POINT實際不能ABORT，就是說這個是個動態的參數，要現場評估提前預知態勢 9. ContingencyAnchorage 應急錨地 Contingency anchorage normally will be marked on chart for the reason that when shipencounters possible expected emergency, should easily and immediately find safeplace for stay to deal with emergency situation. 應急錨地的標注可見上一個SLIDE,在此不具體舉例說明,但要注意應急錨地和放棄點結合使用的時候，通常在放棄點之后的位置而不是之前 10.Position fix interval 定位間隔 The general rule for position fix interval is: Basic requirement for position fix means and interval 定位方式和間隔的基本要求 a. Oceanpassage: position fix interval shall be 1 hour, and primary means of fixing isGPS, secondary position fixing is Celestial fix。 大洋航行：定位間隔為1小時，主要定位方式為GPS, 輔助定位方式為測天 b. Coastalpassage : position fixinterval shall be 15-30min,generalrule will be applied, and primarymeans of fixing is Radar or/andVisual, secondaryposition fixing is GPS。 沿岸航行：定位間隔為15-30分鐘，具體間隔要按定位的通用原則來確定（如上表述）主要定位方式為雷達或 目視或2者組合，輔助方式為GPS c. Port entry/restricted water(narrow channel): position fix interval shall be 5-10min, and primarymeans of fixing is Visual or /andRadar, secondaryposition fixing is GPS fix. Andin these water, the general rule of fix interval is applicable. of courseminimum interval of fixing is limited to 5min, less than that is notpracticable to do 進港、受限水域（狹水道等）：定位間隔為5-10分鐘，主要定位方式為雷達或目視或2者組合，輔助方式為GPS。 在這些水域，定位間隔的通用原則要遵循，當然最短定位間隔不要小于5分鐘，那是沒有必要的
|
|
|
