2 1 BRM Passage Planning

PASSAGE PLANNING
PASSAGE PLANNING
PASSAGE PLANNING
- Responsibility for Passage Planning
- Requirements
- Stages of Planning
- Plan Appraisal
- Passage Plan
- Route Selection
- Planning
- Electronic Navigation Systems
- Aborting & Action
- Deviation & Contingency Planning
- Executing the Plan
- Position Fixing Methods
- Monitoring the Plan
PASSAGE PLANNING
Passage planning or voyage planning is a procedure to

develop a complete description of a ship's voyage from
start to finish.
The plan includes leaving the dock and harbor area, the
en route portion of a voyage, approaching the destination,
and mooring, the marine and industry term for this is
'berth to berth'.
According to international law, a ships master is
legally responsible for passage planning.
The duty of passage planning is usually delegated to
the ship's navigation officer, typically the second officer
on merchant ships.
PASSAGE PLANNING
In most deep sea ships, it is customary for the master
to delegate the task of preparing the plan to the officer
responsible for navigational equipment and publications.
In other ships, the master may plan the voyage himself.
Irrespective of who carries out the task of passage
planning, it remains the responsibility of the master to
ensure that the passage plan provides the basis of safe
navigation for the intended voyage.
Passage planning is necessary to support the bridge
team and ensure that the ship can be navigated safely
between ports.
PASSAGE PLANNING
It is a legal requirement under the IMO
(International Maritime Organization)
Safety of Navigation Regulations, ISM
(International Safety Management)
procedures and MCA (Maritime and
Coastguard Agency) requirements for
the master to ensure that a forth coming
voyage is fully planned from Berth to
Berth.
* Additionally it is a requirement that
a full record a voyage is maintained in
order that the voyage may be
reconstructed.
* This record may be maintained by
means of written or electronic format.
PASSAGE PLANNING
The intended voyage should be planned in advance,
using appropriate and available corrected charts and
publications necessary for the intended voyage containing
accurate, complete and up-to-date information regarding
those navigational limitations and hazards.
The master should check that the tracks laid down are
safe, and the chief engineer should verify that the ship
has sufficient fuel, water , lubricants, chemicals,
expendable and other spare parts,tools, supplies and
any other requirements for the intended voyage.
In addition, the duty of the master to exercise professional

judgement in the light of the changing circumstances
remains a basic requirement for safe navigation.
PASSAGE PLANNING
In accordance with IMO Resolution A.893(21) Guidelines
for Voyage Planning, there are four distinct stages in the
planning and achievement of a safe passage :
-- Appraisal
-- Planning
-- Execution
-- Monitoring
Appraise the voyage and all relevant information

Plan the intended passage
Execute the plan taking account of prevailing
conditions
Continuously monitor the vessels progress against the
plan
PASSAGE PLANNING
PLAN APPRAISAL
Before planning can commence, the charts, publications
and other information appropriate for the voyage will need to
be gathered together and studied.
** Passage Plan Appraisal Checklist
-- Planning
Examples :
-- Execution
* Have
-- navigation charts been selected from chart catologue?
Monitoring
* Have publications been selected?
*Appraise
Have all charts and publications
all relevant been corrected up to date?
information
*Plan
Havethe intendedbeen
preparations passage
made for port arrival?
Execute SOLAStheChapter
plan taking account
V, Regulation 34: of prevailing conditions
Prior
Continuously
to proceedingmonitor the
to sea, the vessels
master shall progress against the
plan
ensure that the intended voyage has been planned
using the appropriate nautical charts and nautical
publications
PASSAGE PLANNING
PLAN APPRAISAL
INFORMATION SOURCES :
The Master's decision on the overall conduct of the passage
will be based upon an appraisal of the available information.
Such appraisal will be made by considering the information
from sources including:
Chart Catalogue
Navigational charts
Ocean Passages for the World
Routeing charts or pilot charts
Sailing Directions and Pilot Books
Light Lists
PASSAGE PLANNING
PLAN APPRAISAL
Tidal Tables and Tidal Stream Atlases
Notices to Mariners
Routeing information
Radio signal information (including VTS and pilot service)
Climatic and meteorological information
Load-line chart
Distance tables
Electronic navigational systems information
Owners and other unpublished sources
Draught of vessel and manouevring data
Personel experience
Mariners Handbook
PASSAGE PLANNING
PLAN APPRAISAL
* Only official nautical charts and
INFORMATION publications
SOURCES : should be
used for passage
The Master's planning,
decision on theand they conduct
overall should be of fully
the passage
corrected to the last available notices to mariners and radio
will be based
navigation upon an appraisal of the available information.
warnings.
Such appraisal
* Any missingwill be made
charts by considering
and publications the information
needed for the
intended voyage
from sources should be identifed from the chart catologue
including:
and obtained
Chart before the ship sails.
Catalogue
Navigational charts
*Routeing charts
For coastal andorpilotage
pilot charts
and for plotting each course
alteration point (waypoint)
Sailing Directions large
and Pilot scale charts should be used.
Books
For ocean
Light passage planning and open water legs, the largest
Lists
scale charts that are appropriate should be used.
PASSAGE PLANNING
PLAN 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:
1. 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;
2. any special characteristics of the cargo (especially if
hazardous), and its distribution, stowage and securing on
board the vessel;
3. the provision of a competent and well-rested crew to
undertake the voyage or passage;
PASSAGE PLANNING
PLAN APPRAISAL
4. requirements for up-to-date certificates and documents

concerning the vessel, its equipment, crew, passengers or
cargo;
5. 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;
6. accurate and up-to-date sailing directions, lists of lights
and lists of radio aids to navigation;
PASSAGE PLANNING
PLAN APPRAISAL
7. 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;
PASSAGE PLANNING
PLAN APPRAISAL
- 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;
PASSAGE PLANNING
PLAN APPRAISAL
- available port information, including information
pertaining to the availability of shore-based emergency
response arrangements and equipment; and
- any 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.
8. On the basis of the above information, an overall
appraisal of the intended voyage or passage should be
made.
PASSAGE PLANNING
PLAN APPRAISAL
9. 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.
PASSAGE PLANNING
PASSAGE PLAN
*The
TheMaster's
passagedecision
plan should incorporate
on the the following
overall conduct details:
of the passage
will be-based upontrack
Planned an appraisal
showingof the
the available
true courseinformation.
of each leg,
- Leg distances,
- Any speed
from sources changes required en route,
including:
Chart- Catalogue
Abort/cancellation points for critical manoeuvres,
- Wheel over positions for each course alterations,
Navigational charts
- Turn radius for each course alteration, where
appropriate,
Routeing charts or
- Maximum pilot charts
allowable off-track margins for each leg,
where appropriate.
Light Lists

PASSAGE PLANNING
ROUTE SELECTION
*The passage plan should aim to establish the most
favourable route whileINFORMATION
maintainingSOURCES : safety and safe
margins of
The Master's
passing decision
distances on theWhen
offshore. overall conductupon
deciding of the
thepassage
route,
the
will following
be based factors
upon anare amongst
appraisal ofthose that should
the available be taken
information.
into
Suchaccount:
appraisal will be made by considering the information
-- The adequacy and reliability of charted hydrografic data
among the route,
Chart Catalogue
-- The availability and reliability of navigation aids, coastal
Navigational
marks, lights andcharts
radar conspicuous targets for fixing the
ship
along
Ocean the routefor the World
Passages
-- Any routeing
Routeing constraints
charts imposed by the ship (drought ,
or pilot charts
cargo),
-- Areas of high traffic density,
Light Lists
-- Weather forecasts and expected current, tidal, wind, swell
andTidal Tables
visibility and Tidal Stream Atlases
conditions
PASSAGE PLANNING
ROUTE SELECTION
,
INFORMATION
-- Areas where onshore SOURCES
set could occur, :
The-- Master's decision
Ship operations on may
that the overall
requireconduct of the
additional seapassage
room
(tank
will be cleaning,
based upon an pilot embarkation),
appraisal of the available information.
-- The
Such reliability
appraisal of be
will themade
propulsion and the steering
by considering systems
the information
on board.
-- The marine environment
Chart Catalogue
Navigational charts
Light Lists

PASSAGE PLANNING
ROUTE SELECTION
SOLAS Chapter V, INFORMATION
Regulation 34:SOURCES :
The
The voyage
Master'splan shall identify
decision a routeconduct of the passage
on the overall
which:
- Takes into account any relevant ships
Such appraisal
routeing will be made by considering the information
systems;
from sources
- Ensures including:
sufficient sea room for the
safe
Chart
passage
Catalogue
of the ship throughout the
voyage;
Navigational charts
- Anticipates all known navigational
hazards and adverse weather conditions;
Routeing
- Takes
into charts
account orthe
pilot charts
marine
environmental protection
Sailing Directions measures
and Pilot Booksthat
apply, and avoids as far as possible
Light Lists
actions and activities which could cause
damage
to the environment.
PASSAGE PLANNING
NO-GO AREAS
* Coastal and estuarial charts should
INFORMATION be examined,
SOURCES : and all
areas where the ship CANNOT go must be carefully shown by
The Master's decision on the overall conduct of the passage
highlighting or cross hatching, care being taken to not
will be based
obliterate upon an such
information appraisal
as a of the available
navigation markinformation.
or a
Such appraisal
conspicuous will be made by considering the information
object.
*fromAreas so marked
sources are to be considered as no-go areas.
including:
Chart
In waters where the tidal range may not be very large, no-
Catalogue
go areas will include all charted depths of less than the ship's
Navigational charts
draught plus a safety margin.
Such areas will vary according to the ship's draught so will
notRouteing
charts
necessarily or pilot
be the same charts
for both inward and outward
passages.
Light Lists
PASSAGE PLANNING
NO-GO AREAS
In general the line determining "no-go" will be not less
than draught + 10%, though this will need to be modified
according to the prevailing circumstances.
Draught + 10% may well prove adequate in areas where the
sea is smooth but will require a considerably higher figure
if the ship is liable to pitch, roll or squat.
In confined waters, where the tidal height may have a large
influence, such no-go areas will vary according to the time
of passage.
Initially all areas and dangers showing charted depths of
less than the draught plus the safety margin should be
considered no-go, though such no go areas may be
subsequently amended when the actual time of passage is
known.
PASSAGE PLANNING
NO-GO AREAS
Such areas will need to be carefully marked showing the

times and state of tide at which they are safe.
In confined waters, where the tidal height may have a large
influence, such no-go areas will vary according to the time of
passage.
Initially all areas and dangers showing charted depths of
less than the draught plus the safety margin should be
considered no-go, though such no go areas may be
subsequently amended when the actual time of passage is
known.
Such areas will need to be carefully marked showing the
times and state of tide at which they are safe.
Figure 1 shows no go areas for a ship on a draught of 9-1 metres, approximating to the 10 metre contour, no allowance being made for tidal height.
PASSAGE PLANNING
NO-GO AREAS
Clearly indicated
areas that the
ship must avoid
at all times.
Draught 9.1
meters.
10 meters
contour no-go
areas
PASSAGE PLANNING
MARGINS OF SAFETY
Before tracks are marked on the chart the clearing
distance from the INFORMATION
no-go areas needsSOURCES :
to be considered.
The Master's
When a fix decision
is plottedon onthe overall
a chart conduct of
it invariably the passage
represents the
position of a certain
will be based upon an part of the ship's
appraisal of thebridge at the
available time of the
information.
fix.
With large ships, although the plotted fix at a certain time
may be outside a no-go area, it is possible that another part
Chart Catalogue
of the ship may already be in it - with disastrous results.
Navigational
A safety margincharts
is required around the no-go areas at a
distance
Ocean that, in thefor
Passages worst
the probable
World circumstances, the part
of the ship being
Routeing chartsnavigated (the bridge) will not pass.
or pilot charts
On occasion, the margins of safety can be readily
monitored by eye, e.g. using buoys marking the safe limits of
Light Lists
a channel or easily identified clearing bearings.
PASSAGE PLANNING
MARGINS OF SAFETY
Among the factors which need to be taken into account
when deciding onINFORMATION
the size of this SOURCES
"Margin of :Safety" are:
The- Master's decision on
The dimensions theship.
of the overall conduct of the passage
will -beThe accuracy
based upon anof appraisal
the navigational systems information.
of the available to be used.
Such - appraisal
Tidal streams.
will be made by considering the information
- The manoeuvring characteristics of the ship.
The Margins of Safety should be chosen so that they can
Chart Catalogue
be readily monitored.
Navigational
To achieve thischarts
they need to be related to one of the
navigation
systems for
Ocean Passages in use
the (e.g.
World clearing bearings related to a
headmark
Routeing orcharts
Parallel
or Indexes).
pilot charts
Margins of Safety will show how far the ship can deviate
from track, yet still remain in safe water.
Light Lists

PASSAGE PLANNING
MARGINS OF SAFETY
As a general ruleINFORMATION SOURCES

the Margin of Safety :
will ensure that the
The
shipMaster's
remains decision
in watersonof the overall
a depth conduct
greater thanofdraught
the passage
+ 20%
of
willdraught.
be based upon an appraisal of the available information.
Such
It isappraisal
stressed will
thatbe
this is only
made a general rule.
by considering the information
Circumstances may dictate that the 20% clearance will
need to be considerably increased, e.g:
Chart Catalogue
- When the survey is old or unreliable.
Navigational charts
- In situations where the ship is pitching or rolling.
- When
Ocean there isfor
Passages a possibility
the World that the ship may be
experiencing squat.or pilot charts
Routeing charts
- When the ship may have increased the draught by
passing into fresh water.
Light Lists

PASSAGE PLANNING
MARGINS OF SAFETY
PASSAGE PLANNING
DISTANCE OF DANGER
TheIt Master's
is not possible
decisionto lay down
on the hard conduct
overall and fast of
rules
theregarding
passage
the distance off a danger that a ship should maintain.
will bedepend
It will based upon
on: an appraisal of the available information.
Such - appraisal
The draught willof
bethe
made
shipby considering
relative the information
to the depth of water.
from - sources
The weather conditions prevailing; a strong onshore
including:
wind
Chart or the likely onset of fog or rain will need an increase in
Catalogue
distance off.
Navigational charts
- The direction and rate of the tidal stream or current.
- The volume of traffic.
Routeing
- The age charts or pilot charts
and reliability of the survey from which the
information shown on
Sailing Directions thePilot
and chart has been derived.
Books
- The
Light availability of safe water.
Lists
PASSAGE PLANNING
DISTANCE OF DANGER
The following guidelines will help
INFORMATION in determining
SOURCES : just how
far
ThetoMaster's
pass offdecision
dangers.on the overall conduct of the passage
- Where the coast is steep to and offshore soundings
will be based
increase upon
quickly thean appraisalpassing
minimum of the available
distance information.
should be
Such
1.5- 2 appraisal
miles. will be made by considering the information
from - sources
Where the coast shelves and offshore soundings
including:
increase gradually, the track should ensure that adequate
Chart Catalogue
under-keel clearances are maintained. As a guideline:
Navigational charts
* Vessel's draught less than 3 metres - pass outside 5
mtr. contour.
Routeing charts
* Vessel's or pilot3-6
draught charts
metres - pass outside 10 mtr.
contour.
Light* Lists
Vessel's draught 6-10 metres - pass outside 20 mtr.
contour.
PASSAGE PLANNING
DISTANCE OF DANGER
Vessels with a draught of more than 10 metres must ensure

that there is sufficient under-keel clearance, exercising due
caution within the 200 metre line.
Irrespective of the safe under-keel clearance, a ship in a
situation where the nearest navigational danger is to
starboard must allow sufficient distance to allow an adequate
alteration of course to starboard for traffic avoidance.
PASSAGE PLANNING
CHARTED TRACKS
PASSAGE PLANNING
COURSE ALTERATIONS AND WHEEL OVER
In the open sea and offshore coastal waters when
navigating on small INFORMATION
scale large areaSOURCES :
charts, course
The Master's
alterations decision
will usuallyon the overall
coincide with conduct of the
the planned passage
track
intersections.
Such
This will not be
appraisal willthe
becase
madeinby confined waters
considering thewhen
information
navigating with large scale charts and where the margins of
safety may be so close as to require the ship to commence
Chart Catalogue
altering course at the wheel over position, some distance
Navigational
before the trackcharts
intersection in order to achieve the new
planned
Oceantrack.
Passages for the World
Routeing
Usually the pilot or
charts using
pilothis judgement, based upon his
charts
experience, will determine such wheel over.
However, ship's officers, not having such experience
Light Lists
should determine such wheel over positions from the ship's
Tidal Tablesdata
manoeuvring andand
Tidal Stream
mark themAtlases
on the chart.
PASSAGE PLANNING
The Suitable
Master'svisual and radar
decision on thecues should
overall then of
conduct bethe
chosen to
passage
determine when the ship is at the wheel over position.
will
The be best
based upon
cues foran appraisal
large of theofavailable
alterations information.
course consist of
Such
Parallel appraisal
Indexeswill be made
or visual by considering
bearings parallel tothe
theinformation
new track,
whereas
from sourcesfor small alterations a near beam bearing is often
including:
better.
Chart Catalogue
Navigational
Even when the pilot has the con the wheel over position
charts
should be shown on the chart so that the OOW will be aware
of its imminence and importance.
Routeing
charts
It is also part or pilot
of the charts
ship's officers' monitoring of the pilot.
Light Lists

PASSAGE PLANNING
PASSAGE PLANNING
PARALEL INDEXING
Parallel Indexing (PI) is a usefulSOURCES
INFORMATION method of: monitoring
cross track tendency
The Master's decisioninonboththe poor and
overall good visibility.
conduct of the passage
It is good practice to inconspicuously mark the planned PI
will be chart
on the basedatupon an appraisal
the planning of the available information.
stage.
Such
Likeappraisal
any radar will be made it
technique, byisconsidering
advisable tothe information
practice using
PIs
fromextensively in good visibility before placing total reliance
sources including:
on them Catalogue
Chart when thick weather makes visual navigation
methods impossible.
Navigational charts
This simple and effective method of continuously
monitoring the ship's progress is carried out by observing
theRouteing
movement charts
of theor echo
pilot of
charts
a radar conspicuous navigation
mark withDirections
Sailing respect to and
trackPilot
lines previously prepared on a
Books
reflection plotter or by using ARPA index lines.
Light Lists

PASSAGE PLANNING
PARALEL INDEXING
A fixed radar target, such as a lighthouse
INFORMATION SOURCES :or a headland,
will
The apparently track past
Master's decision the overall
on the own ship, depicted
conduct as passage
of the being at
the centre of the screen, on a line parallel and opposite to the
will
ship'sbe ground
based upontrack.an appraisal of the available information.
Such
Anyappraisal
cross track willtendency,
be made by considering
such as may bethe information
caused by a
tidal
from stream,
sourceswill become apparent by the target moving off
including:
the parallel
Chart line.
Catalogue
Navigational
The parallel index
chartsmay also be used to monitor other
events, e.g. a wheel over position.
In this case the range and bearing of the target at the wheel
Routeing
over point andcharts or pilot
the new charts
track is marked on the PI.
Sailing
This also allows for
Directions a distance
and countdown to be made and
Pilot Books
the new Lists
Light track can be subsequently monitored.
PASSAGE PLANNING
PARALEL INDEXING
PASSAGE PLANNING
ABORTS
When approaching INFORMATION

constrainedSOURCES
waters the: ship may come
The
to a Master's decisionwhich
position beyond on theit overall
will notconduct of the
be possible to passage
do other
than
will beproceed.
based upon an appraisal of the available information.
Such
Termed the 'point
appraisal of made
will be no return', it will be the
by considering theposition where
information
the ship enters water so narrow that there is no room to turn
or where it is not possible to retrace the track due to a falling
Chart Catalogue
tide and insufficient UKC.
Navigational
Whatever thecharts
reason, the plan must take into account the
point
of no
Ocean return and
Passages forthe
thefact
Worldthat thereafter the ship is
committed.
A position must be drawn on the chart showing the last
point at which the passage can be aborted and the ship not
Light Lists
be committed to entry.
PASSAGE PLANNING
ABORTS
The position of the abort point will vary with the
INFORMATION
circumstances prevailing, SOURCES
e.g. water :
availability, speed,
The Master's
turning circle,decision on the overall
stream direction conduct
etc. But ofbe
it must theclearly
passage
shown as must
will be based a subsequent
upon an appraisal planned track to safe
of the available water.
information.
Such
Theappraisal
reasons forwillnot proceeding
be made and deciding
by considering to abort will
the information
vary according to the circumstances but may include:
- Deviation from approach line.
Chart Catalogue
- Machinery failure or malfunction.
Navigational
- Instrument charts
failure or malfunction.
- NonPassages
Ocean availabilityforofthe
tugs or berth.
World
- Dangerous
Routeing chartssituations ashore or in the harbour.
or pilot charts
- Sudden changes in weather conditions such as onset
of poor visibility or dangerous increase in wind speed or
Light Lists
direction.
Tidal
- AnyTables and Tidal
situation whereStream Atlasesunsafe to proceed.
it is deemed
PASSAGE PLANNING
CONTINGENCIES
Having passed INFORMATION

the abort position SOURCES : of no return,
and point
The Master's
the bridge decision
team on the
still needs to overall conduct
be aware of themay
that events passage
not
proceed as planned
will be based upon an and that theof
appraisal ship
themay have to
available take
information.
emergency action.
Contingency plans need to have been made at the planning
stage and clearly shown on the chart so that the OOW does
Chart Catalogue
not have to spend time looking for and planning safe action,
butNavigational
charts
has instantly available action to correct the situation.
Ocean
Contingency planning
Passages for thewill include:
World
- Alternative
Routeing routes.
charts or pilot charts
- Safe anchorages.
- Waiting areas.
Light Lists
- Emergency berths.
PASSAGE PLANNING
CONTINGENCIES
INFORMATION
It will be appreciated SOURCES
that emergency : may take the
action
The
shipMaster's decision
into areas where itonisthe overall conduct
constrained of theinpassage
by draught, which
case
will bespeed
basedwill have
upon antoappraisal
be reduced; or available
of the tidally constrained
information.
areas which canwill
Such appraisal only
bebe entered
made within the tidal
by considering window.
the information
Such constraints must be clearly shown.
Having drawn no go areas, the margins of safety and the
Chart Catalogue
track to be followed, the planning should now be
Navigational
concentrated oncharts
ensuring that the ship follows the planned
track
andPassages
Ocean that nothing
for can occur which is unexpected or
the World
cannot be corrected.
Light Lists

PASSAGE PLANNING
ABORTS AND CONTINGENCIES
PASSAGE PLANNING
ELECTRONIC NAVIGATION SYSTEMS
*The Passage
Master's planning
decisioncan
on be
theundertaken eitherofonthe
overall conduct paper
passage
charts or using an ECDIS (Electronic Chart Display or
will be based
Informtion upon an appraisal of the available information.
System)
Such
* When appraisal
passagewill be madeusing
planning by considering
ECDIS, thethe information
navigating
officer shouldincluding:
from sources be aware that a safety contour can be
established around the ship.
Chart Catalogue
* Navigational
When passage planning using a combination of electronic
charts
and paper charts, particular care needs to be taken at
transition points between areas of electronic and paper chart
coverage.
Light Lists

PASSAGE PLANNING
ELECTRONIC NAVIGATION SYSTEMS
TheWhen a passage
Master's decisionis planned using paper
on the overall conductcharts,
of thecare
passage
should be taken when transferring the details of the plan to
will be based chart
an electronic upon display
an appraisal of the
system. available information.
In particular, the
Such appraisal
navigating willshould
officer be made by considering
ensure that; the information
from - sources
Positions are transferred to, and are verified on,
including:
electronic charts of an equivalent scale to that of paper chart
Chart Catalogue
on which the position was originally plotted;
Navigational charts
- Any known difference in chart datum between that used
by the paper chart and that used by the electronic chart
Routeing
display charts
system or pilotto
is applied charts
the transferred positions;
- The Directions
Sailing complete passage
and Pilotplan as displayed on the
Books
electronic
Light Listschart display system is checked for accuracy and
comletennes before it is used.
PASSAGE PLANNING
EXECUTING THE PLAN
The plan having been made, discussed and approved,
execution of the plan now has to be determined. By this is
meant the methods used to carry out the plan, including the
best use of available resources.
Final details will need to be confirmed when the actual
timing of the passage can be established.
The tactics to be used to accomplish the plan can then be
agreed should include;
- ETAs for Tide
- ETA for Daylight
- Traffic Conditions at focal points
- Destination ETA
- Tidal Streams
- Plan Modification
- Additional Personnel
PASSAGE PLANNING
EXECUTING THE PLAN
Before commencing the passage it will be necessary to
brief all concerned.
This ensures that all personnel are aware of their
involvement in the proposed planned passage and also gives
them the opportunity to query or comment on any part of the
plan that they do not fully understand.
Briefing may take place over a considerable period of time.
As the actual commencement of the voyage approaches,
certain specific personnel will have to be briefed so that work
schedules and requirements can be planned.
In particular, any variation from the routine running of the
ship, e.g. doubling of watches, anchor party requirements
etc. must be specifically advised to involved personnel, either
by the master or the navigator.
PASSAGE PLANNING
EXECUTING THE PLAN
Prior to the commencement of the passage, and in certain
cases, during the passage, it may be necessary for the
master to ensure that rested and unfatigued personnel are
available.
This could include such times as leaving port, entering
very heavy traffic areas, bad weather conditions or high-risk
situations such as transiting a narrow strait etc.
This availability can be achieved, within the limits of the
total number of persons available, by ensuring that
watchkeepers of all descriptions are relieved of their duties
well in advance of being required on watch in order that they
may rest.
This could require changes to routine watchkeeping
periods, extending certain watches or even curtailing
watches but it is at the master's discretion
PASSAGE PLANNING
EXECUTING THE PLAN
Preperation For Sea
One of the basic principles of management is ensuring that

the workplace is prepared and readied for the ensuing task.
This will normally be the task of a junior officer who will
prepare the bridge for sea.
Such routine tasks are best achieved by the use of a
checklist but care has to be taken to ensure that this does not
just mean that items on the checklist are ticked without the
actual task being done.
PASSAGE PLANNING
EXECUTING THE PLAN
Adjusting bridge/engineroom manning levels for planned
passage with regard to arrival times at critical points of
passage.
Adjusting arrival times with regard to tidal height or stream
conditions and or traffic conditions.
Consideration of proceeding in navigational sensitive area
in daylight.
Briefing the team members
Ensure all team members are adequately rested.
Checking all bridge equipment
If the plan is changed during the voyage, the bridge team on
each watch should be consulted and briefed to ensure that
PASSAGE PLANNING
MONITORING THE PASSAGE PLAN
Monitoring is ensuring that the ship is following the pre-

determined passage plan and is a primary function of the
Officer of the Watch.
For this, he may be alone; assisted by other ship's
personnel; or acting as back up and information source to
another officer having the con.
Monitoring consists of following a series of functions,
analysing the results and taking action based upon such
analysis.
PASSAGE PLANNING
Fixing Method
The first requirement of monitoring is to establish the

position of the ship.
This may be done by a variety of methods, ranging from
the very basic three bearing lines, through a more technically
sophisticated use of radar ranges and bearings, to instant
readout of one of the electronic position fixing systems, e.g.,
LORAN or GPS.
The result though, is always the same. However the fix
has been derived the OOW finishes up with no more than a
position.
It is how this information is used that is important.
PASSAGE PLANNING
Visual Bearings
Fixing methods vary.

Basic fixing consists of taking more than one position line
obtained from bearings using an azimuth ring on a compass.
Gyro or magnetic, the bearings are corrected to true,
drawn on the chart and the position shown.
Three position lines are the minimum required to ensure
accuracy.
Poor visibility or lack of definable visual objects may
prevent a three bearing fix being made. In this case radar
derived ranges (distances) may be included in the fix and
under some circumstances make up the whole of the fix.
In any case a mixture of visual or radar bearings and
radar ranges is acceptable.
PASSAGE PLANNING
Visual Bearings
Other methods may be used, e.g. running fixes (which
may be inaccurate as they depend on an element of DR)
sextant angles etc, but these are seldom used on modern
ships.
Any good chartwork textbook will give a wide range of
less used fixing methods.
Electronic position fixing may also be used, particularly
where there are no shore-based objects to be observed and
the radar coastline is indistinct.
Whilst these systems appear to be infallible the operator
needs to have a good understanding of the principles and
failings of the electronic system being used, in order to avoid
a false sense of security.
PASSAGE PLANNING
Regularity
Fixing needs not only to be accurate and sufficiently
frequent it also needs to be regular.
Estimated Position
Regular fixing also allows a fix to be additionally checked.
Each time a position has been fixed, it is good practice to
estimate the position that the ship will have reached at the
next fix.
Providing fixing is being carried out at regular intervals
this can easily be picked off as the distance between the
present and the previous fix and checked against the
anticipated speed.
If the next fix coincides with the Estimated Position (EP)
then this acts as an additional check that the ship is
maintaining its track and speed.
PASSAGE PLANNING
Estimated Position
Should the fix not coincide with the EP then the OOW is
aware that something is either wrong with the obtained
position or some external influence has affected the ship.
The first action is to check the EP, then check the fix.
If they are both correct then something is influencing the
ship; either the course being steered is not the one required
or the engine revolutions have changed.
If both these features are in order then some external
influence is affecting the ship, either the wind has changed
direction or strength or the tidal stream has changed.
The OOW is immediately aware that something is
influencing the ship and can take immediate action to correct
it.
PASSAGE PLANNING
Soundings
It is also good practice to observe the echo sounder at the

same time as fixing and writing this reading on the chart
beside the fix.
If the observed reading is not the same as that expected
from the chart then the OOW is immediately aware that
something is not right.
It may be that the chart is wrong, it may be that the ship is
standing into danger.
PASSAGE PLANNING
Cross Track Error
Having fixed the position the OOW will be aware of
whether or not the ship is following the planned track and
whether or not the ship will arrive at the next waypoint at the
expected time.
If the ship is deviating from the planned track the
navigator must determine whether or not such deviation will
cause the ship to stand into danger and what action he
should take to remedy the situation.
The OOW must use his judgement as to how much he
needs to alter course to return to track. He must also bear in
mind that even when he has returned to the planned track he
may need to leave some of the course correction on in order
to compensate the cause of the earlier deviation.
PASSAGE PLANNING
International regulations for the prevention of Collisions
at sea
Irrespective of the planned passage, no ship can avoid
conforming with the requirements of the Rule of the Road.
These Rules are quite clear, are internationally accepted
and understood by most OOWs.
RULE 16 states "Every vessel which is required to keep

out of the way of another shall, so far as possible, take early
and substantial action to keep clear."
PASSAGE PLANNING
International regulations for the prevention of Collisions
at sea
Despite the requirement to maintain track, RULE 8 makes
it quite clear that the give way ship must keep clear, either by
altering course or if this is impossible then by reducing
speed, or a combination of both these factors.
Proper planning will have ensured that the ship will never
be in a situation where such action cannot be taken.
In areas of heavy traffic and proximity of dangers, the
person having the con will have to hold a delicate balance
between planned track maintenance and other ship
avoidance.
The priority will be to avoid collision, but not at the
expense of grounding.
PASSAGE PLANNING
Non-navigational Emergencies
Similarly, the bridge team must never allow the reaction to

an emergency situation to so dominate their response that
the ship is put into a hazardous situation such as
accidentally entering an area of high danger.
The planning should have allowed for such contingencies
but even the best plan cannot allow for every conceivable
situation.
Situational awareness and careful assessment of the
changing circumstances, coupled with principles of bridge
team management will help prevent a bad situation
compounding and becoming worse.
PASSAGE PLANNING
Time Management
In the event that the ship is ahead of or behind the

planned ETA at the next waypoint, the OOW must use his
judgement as to whether he adjusts the speed or not.
In some instances, as for example when it is imperative
that the ship's ETA is critical to make a tide, then ETAs have
to be adhered to.
In either of the instances cited above, it will be the
observance of night or standing orders or at the OOWs
discretion as to whether he advises the master.
PASSAGE PLANNING
Lookout
The OOWs situational awareness will be improved by both
the structured management of the team and his own self-
discipline ensuring that he keeps a good professional watch.
This will include his confirming that a good lookout is
kept. A good lookout does not just mean that he personally
keeps a good visual lookout of the ship's surroundings.
Rule 5 of the COLREG states:
"Every vessel shall at all times maintain a proper look out by
sight and hearing as well as by all available means
appropriate in the prevailing conditions so as to make a full
appraisal of the situation and of the risk of collision.
PASSAGE PLANNING
Lookout
Though specifically addressing collision the above quoted

rule also applies if the OOW is to maintain his situational
awareness.
The keeping of an efficient look out needs to be
interpreted in its fullest sense and the OOW needs to be
aware that look out includes other duties as well.
The OOWs situational awareness will also be enhanced by
his observation of the environment using all available means,
not just limiting himself to the routine of fixing and correcting
as described above.
PASSAGE PLANNING
Under-keel Clearance
Routine observation of the echo sounder needs to be one
of the procedures of the watch.
Waypoints
Besides being points noted on the chart where a change
of status or an event will occur, waypoints are also good
indicators of whether the ship is on time or not. If not, then
something has occurred or is occurring that has affected the
passage and the OOW will take steps to correct this
occurrence.
Transits(Ranges)
Transits are often important navigational features; they
can for example be used to cue decisions such as a wheel
over, but can also be used in a more passive role.
PASSAGE PLANNING
GPS
The provision of navigational satellites, giving ships the
opportunity to determine their position at any time, is one of
the greatest achievements of modern technology.
However, like all navigational systems, incidents have
occurred when they were least expected, so it is worth re-
stating the principles used to avoid haphazard risks. Such
principles also need to be applied to satellite navigation.
Principle 1 Good planning is essential.
Principle 2 The ship must not be put at risk through a one-
man error.
Principle 3 The ship must not be put at risk through
equipment failure.
Principle 4 The ship's position must at all times be
PASSAGE PLANNING
GPS
With satellite navigation there are two key factors which
require to be monitored.
The first is the possibility of equipment failure in both the
satellite and in the on board equipment.
The second is the geographical reference of the satellite
when compared to the chart.
In reality, many charts show the land in the wrong
position, which considering that none of the original
navigators had such navigational aids as satellite navigation
systems is hardly surprising.
Consequently, great care must be taken when making a
landfall, especially in less busy parts of the world, and when
changing from one chart to another.
PASSAGE PLANNING
TO SUM UP
GPS
Maintain position
With satellite fixing at
navigation suitable
there andkey
are two regular time
factors which
intervals
require towith regard to proximity of navigational hazards.
be monitored.
Use all available means of checking position and
accuracy of equipment (daily).
whenMaintain
comparedfull and accurate
to the chart. records.
OfInparticular
reality, many charts show
importance is thethe land
need toinmonitor
the wrong
the position
position, which
of the ship consideringthe
approaching that noneover
wheel of the original
position at the end
navigators
of a track,had
and such navigational
checking that theaids
shipasissatellite
safely onnavigation
the new
systems is hardly
track after surprising.
the alteration of the course.
It is important that , when navigation is planned through
landfall,
coastalespecially in less
or restricted busydue
waters, parts of the world,isand
consideration when
given to
changing
ensuring from
thatonethe chart to another.
progress of the ship can be monitored
PASSAGE PLANNING
GPS Visual Monitoring Techniques :
With satellite navigation there are two key factors which
Ahead, transits can provide a leading line along which a
ship can steer safely. Abeam, transits provide a ready check
for use when altering course. At anchor, several transits can
be used to monitor the ships position.
whenBearing
compared
linesto
canthealso
chart.
be used effectively. A head mark, or
bearing
a In reality,
linemany
of a conspicuous
charts show theobject
land
lying
in the
ahead
wrongon the
position,
track line which
, can beconsidering
used to steer
thatthe
none
ship,
of the
while
original
clearing the
navigators
bearings can
hadbesuch
usednavigational
to check thataids
a ship
as satellite
is remaining
navigation
within
systems
a safe area.
is hardly surprising.
Radar Monitoring Techniques :
When radar conspicuous targets are available,
effective use can be made of radar clearing bearings and
PASSAGE PLANNING
GPS
WithGoodsatellite navigation
navigational theredemands
practice are two key
thatfactors which
the OOW:
The* Understands
first is the possibility of equipment
the capabilities failure in of
and limitations both
thethe
satellite and in
navigational theand
aids on systems
board equipment.
being used, and continually
The second
monitors is the geographical reference of the satellite
their performance;
when compared to the chart.
In reality,
* Uses many
the echocharts showto
sounder the land inchanges
monitor the wrong in water
position,
depth; which considering that none of the original
navigators had such navigational aids as satellite navigation
systems is hardly
* Uses deadsurprising.
reckoning techniques to check
position-fixes;
PASSAGE PLANNING
GPS
Good navigational practice demands that the OOW:
With * Cross-cheks
satellite navigation
positionthere
fixesare
using
two independent
key factors which
require toofbe
sources information:
monitored.this is particularly important when
The first
electronic position
is the possibility
fixing systems;
of equipment
such as failure
GPS orinLORAN-C
both the
satellite
are used;and in the on board equipment.
The* Uses
secondvisual
is the
navigation
geographicalaids reference
to supportofelectronic
the satellite
when compared
position fixing methods,
to the chart.
i.ei landmarks in coastal areas and
In reality,
celestial navigation
many charts
in openshow
waters;
the land in the wrong
position,
* Does
whichnotconsidering
become over thatreliant
noneon of automated
the original
navigators had
navigational equipment,
such navigational
includingaidselectronic
as satellite
chartnavigation
systems,
systemsfailing
thereby is hardly
to make
surprising.
proper use of visual information;
Consequently,
* Plots historical
greatship
caretrack
mustforward
be takentowhen
identfy
making
the a
landfall, especially in less
projected&anticipated position.
busy parts of the world, and when
PASSAGE PLANNING
SELECTION OF APPROPRIATE POSITION FIXING METHODS
The first requirement of monitoring is to establish the

position of the ship. This may be done by a variety of
methods, ranging from the very basic three bearing lines,
through a more technically sophisticated use of radar
ranges and bearings, to instant readout of one of the
electronic position fixing systems, e.g., LORAN or GPS.
.
S The result though, is always the same. However the fix
has been derived, the OOW finishes up with no more than a
position. It is how this information is used that is important.
Select position fixing methods from those available
* Reliability of fixes
* Use of systems for the
continuous monitoring
of position
PASSAGE PLANNING
POSITION FIXING METHODS
Errors/Inaccuracies
.
Human error in set up /over reliance
Satellite availability ~ Geometry
GPS/DGPS ~ Signal masking
~ Multi path signals
Chart Datum WGS 84 ~ Local value
Signal interference
Availability of differential correction
PASSAGE PLANNING
Errors/Inaccuracies
Human error in set up
.
Error in input sensors
Inappropriate range scale
Stabilise/unstabilised
ARPA/RADAR
SOG/STW ?
Over reliance ~ Visual lookout
Small targets ~ Weather effects
Incorrect interpretation of displayed data
PASSAGE PLANNING
Errors/Inaccuracies
.
Incorrect speed/latitude correction
Updating/checking error/visual ref
GYRO Cross checking output of master to
COMPASS repeaters and connected equipment
Over reliance ~ Cross reference with
magnetic
Off course alarm
PASSAGE PLANNING
Errors/Inaccuracies
.
Human error in set up (SOG/STW)
Use of GPS/DGPS as source
SPEED Incorrect set up of output signal to
connected equipment
MEASUREMENT Known inacuracies due to ships
movement, trim etc.
Recorded log distance errors
PASSAGE PLANNING
.
Errors/Inaccuracies
Over reliance on sensor inputs
ECDIS/RCDS
Incorrect selection & display of scale
Incorrect setup of monitoring and
displayed chart data
Over reliance in automatic checking mode
for route planning
PASSAGE PLANNING
Errors/Inaccuracies
.
Human error in set up/Interpretation
Not universal
Incorrect setup of output signal to
AIS connected equipment (ARPA/ECDIS)
Errors in target sensors retransmitted
Encourages use of VHF verbal
communications for collision avoidance
Line of Sight signals
PASSAGE PLANNING
.
COMMON DENOMINATOR
Human error :
setting up / incorrect use / failure to cross check /
ignorance or limitations and accuracy
PASSAGE PLANNING
.
CHECKING
Where possible always have two independent methods of
monitoring ship position
Always maintain situational awareness !!!

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PASSAGE PLANNING

Passage planning or voyage planning is a procedure to

In addition, the duty of the master to exercise professional

Appraise the voyage and all relevant information

Ocean Passages for the World

All information relevant to the contemplated voyage or

4. requirements for up-to-date certificates and documents

7. any relevant up-to-date additional information,

Tidal Tables and Tidal Stream Atlases

Ocean Passages for the World

Routeing charts or pilot charts

Sailing Directions and Pilot Books

Tidal Tables and Tidal Stream Atlases

Such areas will need to be carefully marked showing the

Tidal Tables and Tidal Stream Atlases

As a general ruleINFORMATION SOURCES

Tidal Tables and Tidal Stream Atlases

Vessels with a draught of more than 10 metres must ensure

Tidal Tables and Tidal Stream Atlases

Tidal Tables and Tidal Stream Atlases

When approaching INFORMATION

Having passed INFORMATION

Tidal Tables and Tidal Stream Atlases

Tidal Tables and Tidal Stream Atlases

One of the basic principles of management is ensuring that

Monitoring is ensuring that the ship is following the pre-

The first requirement of monitoring is to establish the

Fixing methods vary.

It is also good practice to observe the echo sounder at the

RULE 16 states "Every vessel which is required to keep

Similarly, the bridge team must never allow the reaction to

In the event that the ship is ahead of or behind the

Though specifically addressing collision the above quoted

The first requirement of monitoring is to establish the

Always maintain situational awareness !!!

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