Swing

Radius =
LOA +
[( RODE ) 2
- ( DEPTH
+

FREEBOARD)2 ]
1/2

LOA:  Overall
length of the
ship, including
any additions
or extensions
from the stern
RODE:  The
length (line to
the anchor) of
the rode from
the bow pulpit to the anchor.
DEPTH:  The water depth over the anchor.
FREEBOARD:  The distance from the deck at the bow pulpit to the water.
Note all measurements of length and distance must be in the same units.

AMOUNT OF CABLE TO USE

 The nature of the holding ground.

 The amount of swinging room available.

 The degree of exposure to bad weather.

 The strength of the wind and tidal stream.

 The type of anchor and cable.

Definition: Scope is a ratio of the length of an anchor rode from the bit to the anchor shackle and the depth of the water under the
bow of the ship measured from deck height.

The anchor, shackle, rode, and bit are a few components of Ground Tackle used in anchoring a vessel. Or, if you like formulas:

S=L/D, where L is the length of the anchor rode and D is depth under the bow.

Finally, preparations are made for letting go anchor. When riding to a single anchor, the following empirical standards are given for
the required lengths of cable to be paid out:
 • The vessel will normally lie with the anchor and cable fine on its own bow, say a point to a point and a half. This angle is
known as the vessel’s natural sheer.

• A rough rule to lay out three to eight times the depth of water in cable length is haphazard. The admiralty recommend the
following lengths, which should be regarded as the minimum for calm weather and a 5 knots stream:

 For wrought iron cable, lay out √25 D of cable.

 For forged steel cable, lay out √ 28 D of cable.

 For special steel cable, lay out √39 D of cable. (Where D is the depth of water in meters)

Set 1

3. IMO General Provisions on Ship's Routeing

l. Unless stated otherwise, routeing systems are recommended for:

 Use by all ships and may be made mandatory for all ships.

 Certain categories of ships or ships carrying certain cargoes.

2. For use by day and by night in all weathers, in ice-free waters or under light ice conditions where no extraordinary manoeuvres or
assistance by ice-breaker(s) are required.

3. Bearing in mind - under-keel clearance, charted depth, possible seabed changes from last survey, and effects of meteorological
and tidal conditions on water depths.

4. A ship navigating in or near a TSS adopted by IMO shall comply Rule 10 to minimize the development of risk of collision with
another ship. The other COLREG 72 rules (Part-B Section II & III) apply if ROC is deemed to exist.

4. Types of weather routeing

Shipboard Routing
This cannot be as detailed as a 'shore routing service because it will lack the most up-to-date information that a shore side facility
will provide.

Although considerable information sources are available to the mariner aboard his own vessel it is unlikely that he will have the
back-up computer facilities of shore based operators.

The ship will most certainly not have access to the many informative contacts, or all of the required communication equipment
necessary, to complete a comprehensive routing plan.

However, an experienced mariner would be expected to produce a reasonable ocean passage plan from limited sources.

Shore-based routing

Shore routing tends to be comprehensive, but it is expensive.

Some benefits will be achieved in fuel economy and possible reductions in heavy weather damage will be visible.

Masters will need to advise the service of ships particulars and also of company's preferences.

The Master gains voyage planning from the start of a passage and receives regular weather and routeing advice while on passage.

Set 2

3. Factors when selecting an optimum ocean passage

In addition to climatic considerations, Masters will need to consider a number of factors when selecting an ocean passage route.

Not only operational and safety considerations, but also commercial influence will need to become essential elements of the chosen
route.

Combined climatic/operational considerations could include all of the following:

1. Recommendations obtained from references to the publication “Ocean Passages of the World'.

2. The type of vessel, its draught and state of loading, to be suitable to provide adequate under keel clearance through all stages of
the voyage.

3. The time of year and any expected seasonal hazards. (Weather/sea related conditions, e.g. gales, TRS).

4. The likelihood of encountering dangerous ice formations, (with or without fog conditions) making it necessary to deviate or cause
delays.

5. Recommendations made by shore side routing organizations.

6. The classification of the vessel and whether it is ice strengthened for passage through areas inside known ice limits.

7. Strength and direction of prevailing currents and whether such currents are favorable or adverse.

8. The expected wind patterns, with their anticipated strength and direction.

9. The endurance of the vessel and the need to take on bunkers.

10. The need to carry out deck maintenance operations during the voyage and the requirement for a good weather route.

11. Cargo related routes to reflect the needs of specific cargoes: e.g. Coal cargoes require surface ventilation. Timber cargoes should
not be exposed to breaking seas (affected by absorption factor, reducing the positive stability). Container deck stacks should not be
exposed to ice accretion.

12. Masters preferences and experience.

13. Distance differences between comparative routes. NB. Shortest distance is not necessarily the safe distance.

14. Size of vessel and physical restrictions caused by bridge heights or canal widths.
15. Consultation and reference to informed sources, such as Marine Superintendents, Routing Charts, Sailing Directions, and old log
books if appropriate.

4. Principles of weather routeing

In order to advise on a route one of the principle objectives must be met, that is to provide a route by which the vessel will attain her
destination by the most economical passage avoiding ship and cargo damage.

To this end the climatic routes east-west will probably be devised under the following types:

1. Least time.

The objective being to reduce time on passage and is usually applicable to ‘tanker’ vessels. This type of vessel is less likely to sustain
hull damage and will not suffer the possibility of cargo damage.

2. Least time with least damage.

The objective with this option is to reduce least damage and minimize damage costs. This option is probably the most widely used by
vessels engaging in weather routing service.

3. Least damage.

The objective being to sustain absolutely minimum damage, an option for Vessels with particularly sensitive cargoes e.g. livestock
vehicles etc.

4. Constant speed.

A requirement often stipulated by “Charter Parties” is that the vessel maintains at given speed throughout the passage. Failure to
achieve this speed could incur financial penalties.

Fuel saving option: With today cost of living increased fuel costs have become significant to ship owners when choosing the optimum
route. Prudent weather routing can become an important consideration regarding the economics of a voyage.

These would be associated with additional criteria for vessels which require:

1. Ice free routes because of no ice classification.

2. Deep water routes for vessels which are compromised by deep draught.

3. An all weather route for special cargoes or passenger.

Set 3

3. Relevant Information and Usage of Routeing Charts

Any navigator, when planning a passage either coastal or ocean, should avail himself with the available data relevant to the specific
area of the passage.

A major source of information which could well effect the planned route could be located on respective routing charts.

Relevant Information and Usage of Routing chart:

1. The title of the chart reflects the area that the chart covers i.e. South Atlantic Ocean.

The specific monthly period that the chart refers to is stated underneath the title, together with the scale for a given latitude, which
the chart portrays.

2. The date and number with the monthly consecutive number, and the last corrections are found in the lower border.

3. Main shipping routes between principal ports are indicated as green track lines. Mileage shown is in sea miles between ports or
the ends of great circles routes.
4. Limits of load line zones are indicated with the effective date and specified latitude

5. The mean maximum iceberg limit is presented by a broken line in a pale blue colour:

Maximum limits of pack ice are also shown in the same colour but with a distinctive broken line pattern:

6. Ocean currents are presented in 'dark blue‘and reflect the predominant direction of sea-surface currents for the quarter year from
the monthly date of the chart.

7. Wind roses are shown in a pale red colour and will be shown over the majority of sea areas.

8. Meteorological information is also presented by a number of smaller insets into the chart and include information on:

(a)Percentage frequency of winds, beaufort force ‘7’and higher.

(b)Mean air temperature oC and mean air pressure in millibars.

(c)Mean sea temperature oC and dew point temperature oC.

(d)Percentage frequency of low visibility of less than 5 miles and percentage frequency of fog, where visibility is less than 5.0 statute
miles.

9. In addition to the above stated items, prominent geographic places and landmarks are indicated with sea passages and respective
course alteration points.

5. Principles of Voyage planning

Appraisal

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:

 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;

 Any special characteristics of the cargo (especially if hazardous), and its distribution, stowage and securing on board the vessel;

 The provision of a competent and well-rested crew to undertake the voyage or passage;

 requirements for up-to-date certificates and documents concerning the vessel, its equipment, crew, passengers or cargo;

 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;

 accurate and up-to-date sailing directions, lists of lights and lists of radio aids to navigation; and

Any relevant up-to-date additional information, including:

 Mariners' routeing guides and passage planning charts, published by competent authorities;

 Current and tidal atlases and tide tables;

 Climatological, hydrographical, and oceanographic data as well as other appropriate meteorological information;

 Availability of services for weather routeing (such as that contained in Volume D of the World Meteorological
Organization's Publication No. 9);

 existing ships' routeing and reporting systems, vessel traffic services, and marine environmental protection measures;

 volume of traffic likely to be encountered throughout the voyage or passage;

 if a pilot is to be used, information relating to pilotage and embarkation and disembarkation including the exchange of
information between master and pilot;
  available port information, including information pertaining to the availability of shore-based emergency response
arrangements and equipment; andany 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.

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.

Planning

 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, including those areas where the services of a pilot will be used.

The detailed voyage or passage plan should include the following factors: 

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;

 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:

 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;

 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;

 minimum clearance required under the keel in critical areas with restricted water depth;

 positions where a change in machinery status is required;

 course alteration points, taking into account the vessel's turning circle at the planned speed and any expected effect of tidal
streams and currents;

 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;

 use of ships' routeing and reporting systems and vessel traffic services;

 considerations relating to the protection of the marine environment; and

 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.

 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.

 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.

Execution

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.

Factors which should be taken into account when executing the plan or deciding on any departure there from include:

The reliability and condition of the vessel's navigational equipment;

 Meteorological conditions, (particularly in areas known to be affected by frequent periods of low visibility) as well as weather
routeing information;

 Daytime versus night-time passing of danger points, and any effect this may have on position fixing accuracy; and

 Traffic conditions, especially at navigational focal points.

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.

Monitoring

 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.

 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.