根據(jù)IMO resolutionA.893(21)航行計(jì)劃包括4個(gè)階段，分別為 APPRAISAL/PLANNING/EXECUTION/MONITORING

一.  Passage appraisal  航行評(píng)估

Appraisal is a process during which the risks are identified and assessed, to ensure that the vessel passage planis safe . 航行計(jì)劃評(píng)估是識(shí)別和評(píng)估風(fēng)險(xiǎn)的過(guò)程，從而保證航行計(jì)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(guān)的因素包括航行， 靠離泊，拖輪作業(yè)，帶纜解纜，進(jìn)港要求，保安防海盜措施，MARPOL特殊區(qū)域，船舶穩(wěn)性強(qiáng)度，地方要求及區(qū)域的要求，航行計(jì)劃的更改等等

注意：航行評(píng)估和航前會(huì)要記入工作休息時(shí)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(wèn)題

All related information could be derived fromfollowing:
相關(guān)信息可從以下航海書(shū)籍獲取:

• Chartcatalogue 航海圖書(shū)總目錄′

• Navigationalcharts  /ENC 航海用圖/電子海圖

• Ocean passagefor the world 大洋航路

• Routeing chart  航路圖

• Sailingdirection 航路指南

• List of light 燈標(biāo)霧號(hào)表

• Tide table 潮汐表

• Admiralty listof radio signal 無(wú)線電信號(hào)表

• Guide to portentry 進(jìn)港指南

• Marinerhandbook 航海員手冊(cè)

• Load linechart  載重線圖

• Navigationalwarning(Navtex/EGC) 航行警告包括大區(qū)航警

• Nauticalalmanac 天文歷

• Climatic information  天氣信息

• Company’s bridgeprocedure  公司航行手冊(cè)

• Personalexperience   以及個(gè)人經(jīng)驗(yàn)等等

二. Key element of passage planning  航行計(jì)劃關(guān)鍵要素的詳解

1. NO-GO area 禁止進(jìn)入的區(qū)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(yīng)該仔細(xì)檢查航線附近的沿岸和港口水域，任何船舶不能進(jìn)入的水域(比如淺水區(qū)域，島礁區(qū)，沉船，禁航區(qū)等都要突出標(biāo)識(shí)或劃線標(biāo)識(shí)

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(jìn)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(yīng)遵循公司的政策，目前在淺水區(qū)（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(yīng)計(jì)算后按高標(biāo)準(zhǔn)執(zhí)行

       Precaution for drawing “NO-GO” area

• Inconfined waters, where the tidal height may have a largeinfluence,such no-go areas will vary according to the time ofpassage在潮差較大的港口和沿岸水域，NO-GO的范圍可能有較大差異，要根據(jù)實(shí)際經(jīng)過(guò)時(shí)間進(jìn)行調(diào)整修正

• care being taken to not obliterateinformation such as a navigation mark or a conspicuous object要注意在劃取禁入?yún)^(qū)的時(shí)候不要覆蓋助航標(biāo)志或可疑物標(biāo)。

• NO-GO area which far away from ship’sroute does not required to be marked. 遠(yuǎn)離航線附近的禁航區(qū)不要求標(biāo)注

• For NO-GO area marked on ECDIS, simplydraw a line or polygon without stating “ NO-GO” areaand cross hatching is not accepted. 在電子海圖上標(biāo)注禁入?yún)^(qū)域的時(shí)候，僅僅劃取一條線或多邊形范圍，而不做標(biāo)注“NO-GO”或者沒(méi)有平行線條加注是不可接受的

                 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(duì)于船配一套電子海圖和一套紙板海圖，禁入?yún)^(qū)要在電子海圖和紙板海圖分別標(biāo)記，對(duì)于配備2套電子海圖，除了TAKE HOME 海圖外沒(méi)有紙板海圖的船舶，2套電子海圖都應(yīng)標(biāo)注禁入?yún)^(qū)，可以使用OVERLAY工具在一臺(tái)上標(biāo)注然后導(dǎo)出安裝到另一臺(tái)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(shí)，船位僅代表駕駛臺(tái)的位置，對(duì)于大型船舶，即使測(cè)定的船位在禁航區(qū)或危險(xiǎn)區(qū)外，但是有可能船舶的某部分比如船首或船位已經(jīng)在危險(xiǎn)區(qū)域并產(chǎn)生災(zāi)難性的結(jié)果，所以在航行或機(jī)動(dòng)操船等都要把一定的安全余量考慮進(jìn)去,通常以吃水的20%作為安全余量,當(dāng)然要根據(jù)實(shí)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(guò)淡水區(qū)域。

Following factors should be takeninto account when deciding On the size of “ Margin of Safety” 在衡量安全余量時(shí)要考慮以下因素:

• The dimensionof the ship  船舶的尺寸

• The accuracyof the navigational systems to be used 航行設(shè)備的精確度

• Tidal streamsor current  潮流或洋流

• Themaneuvering characteristics of the ship船舶的操縱性能

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(dá)到一定的高度，只有在滿足要求潮高的時(shí)間段內(nèi)可以安全通過(guò)，這個(gè)可以安全通過(guò)的時(shí)間我們叫潮汐窗口， 這個(gè)需要清晰的標(biāo)注在海圖上，這樣值班駕駛員在值班的時(shí)候不會(huì)有疑問(wèn)是否可以安全通過(guò)。標(biāo)注TIDALWINDOW是要考慮實(shí)際通過(guò)時(shí)間進(jìn)行更新。這個(gè)是動(dòng)態(tài)的參數(shù)

Attention: currently our fleet has no habit to mark Tidal window on the chart,hoping improvement in the future.
注意：目前船隊(duì)沒(méi)有標(biāo)注TIDALWINDOW的習(xí)慣，希望以后在需要候潮才能通過(guò)的時(shí)候要正確標(biāo)記

4.Course alteration and wheel over   轉(zhuǎn)向及施舵點(diǎn)

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.
在航向上有轉(zhuǎn)向的航段我們需要在海圖上標(biāo)注施舵點(diǎn)，來(lái)提醒值班駕駛員在哪個(gè)節(jié)點(diǎn)開(kāi)始轉(zhuǎn)向，防止延遲轉(zhuǎn)向造成進(jìn)入危險(xiǎn)區(qū)域
The wheel over position depends upon the speed of thevessel and rate of turn during alteration of course. 施舵點(diǎn)取決于船舶的船速和回轉(zhuǎn)半徑。ROT = Speed of the ship/Radius of turn, Usually, we keep the radius of turn of 1NM as constant.asper the formula of ROT, the ROT will be same value with ship’s speed, pleasesee screenshot below.
轉(zhuǎn)船速率=船速/回轉(zhuǎn)半徑，通常我們把回轉(zhuǎn)半徑設(shè)定為1海里不變，根據(jù)ROT的公式，轉(zhuǎn)船速率就永遠(yuǎn)等于船速，如下圖，轉(zhuǎn)船速率為10deg/Min, 和船速的數(shù)值是一樣的

                 在確定施舵點(diǎn)的時(shí)候要注意一下因素

• 要在海圖上按1NM做出回轉(zhuǎn)圓弧，可以借助輔助線如右上圖，找到和初始航向的切點(diǎn)后額外加上慣性值就是施舵點(diǎn)，慣性值通常是0.2海里。 Takea pencil compass and spread it to the distance of turning radius which is 1.0nm. Point the steel tip of the pencil compass on the datum and then draw a turnonto your course

• 在ECDIS上的標(biāo)注在大部分電子海圖設(shè)備上是可以自動(dòng)設(shè)置的。Inmost ECDIS wheel over could be auto set

• W/O是按照VIQ 7的要求是強(qiáng)制標(biāo)注在航線上的  W/O is the compulsory requirement as perVIQ7

• W/O是可以借助方位輔助線和距離輔助線來(lái)提示OOW轉(zhuǎn)船時(shí)機(jī)  Time for wheel over could be identifiedby bearing or distance from fixed object, such as lighthouse, beacon,etc

5.Parallel Indexing 平行避險(xiǎn)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
平行避險(xiǎn)線就是添加一條和船舶航向平行的線，在航線左邊或右邊的垂直距離來(lái)監(jiān)督偏航傾向，通常燈塔/燈樁或者島嶼的岬角是比較好的參照物，平行避險(xiǎn)線的使用是要結(jié)合在雷達(dá)上監(jiān)控，如圖所示.

在使用平行避險(xiǎn)線的注意事項(xiàng)

Donot select floating buoyunless they have been first checked for position（not recommended）or unclear shore line 在選取參考物標(biāo)的時(shí)候注意不可以選取移動(dòng)物標(biāo)比如浮筒(除非浮筒位置事先確定是否準(zhǔn)確，當(dāng)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(xiǎn)線是強(qiáng)制標(biāo)志在海圖上的

6. Clearing  distance 距離避險(xiǎn)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(xiǎn)線是劃取2條到參照物和危險(xiǎn)水域或物標(biāo)的距離線，來(lái)監(jiān)控和保持船位在安全水域， 通常我們有2種距離避險(xiǎn)線“NMT”和”NLT”, 危險(xiǎn)物和參照物標(biāo)在一側(cè)的我們使用”NLT”,危險(xiǎn)物標(biāo)和參照物在航線兩側(cè)的我們使用”NMT”

7. Bearing clearing 方位避險(xiǎn)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(xiǎn)線就如字面上的意思，使船舶遠(yuǎn)離危險(xiǎn)物的方位線，通常情況下我們會(huì)選擇一個(gè)比較好的參照物并劃取一條方位避險(xiǎn)線來(lái)確定安全水域。和距離避險(xiǎn)線一樣，有兩種方位避險(xiǎn)線，”NLT”和”NMT”

8.  Abortpoint 放棄點(diǎn)

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(diǎn)是航線上的一個(gè)點(diǎn)，船舶通過(guò)這個(gè)點(diǎn)后就沒(méi)有足夠海域調(diào)頭回來(lái)，當(dāng)?shù)纸蜻M(jìn)入港口，或者進(jìn)入航道，航道的寬度不夠船舶旋回調(diào)頭，放棄點(diǎn)的位置可能會(huì)因?yàn)楫?dāng)時(shí)環(huán)境，潮水情況，船速及旋回圈，潮流方向及流速而有所差異。
The reason for abort will not only be insufficient room could be following aswell:

• Deviationfrom approach line  由于風(fēng)浪原因偏航太大不得不放棄原航線

• Machineryfailure or malfunction 機(jī)器設(shè)備故障

• Instrumentfailure or malfunction 航行設(shè)備故障

• Nonavailability of tugs or berth 沒(méi)有拖輪或碼頭沒(méi)有備好清爽

• Dangeroussituations ashore or in the harbor 港內(nèi)發(fā)生危險(xiǎn)的情況

• Suddenchanges in weather condition such as poor visibility or dangerous increase inwind speed or direction天氣的突然變化比如能見(jiàn)度不良或者風(fēng)力風(fēng)向的突然變化和增大

• Anysituation where it is deemed unsafe to proceed 其他一切認(rèn)為危險(xiǎn)不能繼續(xù)執(zhí)行原航線的情況

  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(jìn)長(zhǎng)江前的Abort point及Contingencyanchorage的標(biāo)注方式，當(dāng)然抵港還要標(biāo)注其他信息，比如備車(chē)，開(kāi)啟測(cè)深儀，備雙錨，EOSP （結(jié)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(jì)劃后能安全轉(zhuǎn)回  ， 需要提前算出船舶放棄后的最大前進(jìn)距離和橫向距離，首先要從操作手冊(cè)或旋回圖貼獲取進(jìn)距和旋回直徑的數(shù)值，然后乘以2來(lái)把風(fēng)流等外界因素考慮進(jìn)去（船舶旋回?cái)?shù)據(jù)是基于無(wú)風(fēng)流的情況下測(cè)定的），然后加上5分鐘航程的安全余量, 就會(huì)算出放棄點(diǎn)的位置。

Key point in determining abortpoint  在確定放棄點(diǎn)時(shí)的幾點(diǎn)注意事項(xiàng)

a. Formula forHead reach= advance(turning circle element)X2 5min (running distance atplanned speed). 前進(jìn)距離的公式=旋回圈的最大進(jìn)距X2 5分鐘的航行記錄（計(jì)劃速度下）

 舉個(gè)例子，如果船舶的最大進(jìn)距是0.5 nm, 當(dāng)前速度是12節(jié)，那前進(jìn)距離應(yīng)為0.5x2加上1.0=1.5海里，就是說(shuō)要距離不可旋回點(diǎn)倒推1.5海里就是我們要算的放棄點(diǎn)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(jì)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(dāng)確定放棄點(diǎn)的時(shí)候避免距離“不可旋回點(diǎn)”太近或太遠(yuǎn)，太近導(dǎo)致船舶沒(méi)有足夠的水域回轉(zhuǎn)，太 遠(yuǎn)的話會(huì)給值班駕駛員提供 錯(cuò)誤信息造成混淆，需要嚴(yán)格按照以上公式計(jì)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(yīng)了解不可以使用ABORT LINE 替 ABORT POINT,因?yàn)榇耙坏┢胶蠡剞D(zhuǎn)不能確保安全， 計(jì)算是基于航線上的一點(diǎn)。

 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(yè)圖示所示，放棄點(diǎn)的旋回方向要指定，可能只有一個(gè)方向是安全

另外提醒下ABORT POINT也是一個(gè)動(dòng)態(tài)的參數(shù)，不是不變的，如果進(jìn)入航道前突發(fā)緊急情況主機(jī)故障，在放棄點(diǎn)前也不 一定可以放棄，可能在放棄點(diǎn)前旋回到應(yīng)急錨地的一側(cè)通航密度很大，導(dǎo)致ABORT POINT實(shí)際不能ABORT，就是說(shuō)這個(gè)是個(gè)動(dòng)態(tài)的參數(shù)，要現(xiàn)場(chǎng)評(píng)估提前預(yù)知態(tài)勢(shì)

9.  ContingencyAnchorage 應(yīng)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.
 And the contingency anchorage should be identified inplanning stage and fully assessed for suitability, water depth/obstructionexistence or not/ sea bed nature/ distance away from course line, etc應(yīng)急錨地通常標(biāo)注在海圖上只要是用于當(dāng)船舶遭遇可能的應(yīng)急事件時(shí)，比如主機(jī)失控、舵機(jī)失靈、改變航行計(jì)劃、沒(méi)有趕上預(yù)期的潮水，拖輪引水沒(méi)有準(zhǔn)備好等等，能使OOW容易快速的識(shí)別出一個(gè)安全的位置用于應(yīng)對(duì)緊急情況，應(yīng)急錨地應(yīng)在航行計(jì)劃階段識(shí)別出來(lái)并充分評(píng)估適當(dāng)性，比如水深情況，底質(zhì)情況，是否有障礙物，距離航線的距離等等

應(yīng)急錨地的標(biāo)注可見(jiàn)上一個(gè)SLIDE,在此不具體舉例說(shuō)明,但要注意應(yīng)急錨地和放棄點(diǎn)結(jié)合使用的時(shí)候，通常在放棄點(diǎn)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: 
Between two position fix ship will not run into danger. This rule particularlywill use in restricted water or passing danger in short range.
定位間隔的基本原則是：在2次定位期間船舶不會(huì)進(jìn)入危險(xiǎn)區(qū)域，這個(gè)原則尤其適用于受限水域和近距離通過(guò)危險(xiǎn)物

 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(shí)，主要定位方式為GPS, 輔助定位方式為測(cè)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(lái)確定（如上表述）主要定位方式為雷達(dá)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(jìn)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(dá)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(dāng)然最短定位間隔不要小于5分鐘，那是沒(méi)有必要的