1. 1. Responsibility for Passage Planning
1.1 Master’s Responsibility
It is the Master’s responsibilities to prepare Passage Plan for the intended voyage and to ensure
that all the watch keeping officers observe it.
1.2 Delegation of Passage Planning
The master may delegate Second officer and / or other navigational officers to undertake the
following activities as required.
a) Identify nautical charts, nautical publications and other reference material necessary for the
voyage.
b) Preparation of the bridge Notebook (Passage Plan).
c) Plotting the intended track and/or the necessary clearing bearing/ circles in the nautical charts to
be used.
d) Entering in the nautical charts navigational warnings, seaway information and other data
necessary for the sea areas to be navigated in.
2. 2. Passage Appraisal
2.1 General
The Master shall collect and appraise all pertinent information before any voyage is started in order to fulfill
the requirements of the voyage.
2.2 Selection of Routing
Selection based on the past experiences, sailing directions and other navigational information should be
completed before passage appraisal. The following factors should be taken in to account for route selection.
2.2.1 Ocean Passage
a) Required ship’s speed and the distance for the voyage.
b) The weather forecast and sea condition in addition to the information from weather routing service
agencies.
c) Load line zones applicable for sea areas to be navigated and the required ship’s freeboard.
d) The endurance based on fuel, lubricating oil, provisions on hand.
e) Possibility and necessity of supply en route.
f) Availability of safe navigable passage based on geo –political issues.
2.2.2 Coastal Passage
a) Distance from the coast for safe navigation.
b) Traffic separation scheme according to the IMO.
c) Relationship between the depth of water and the ship’s draft.
d) Navigable area in an archipelago.
e) The state of congestion at the area to be navigated.
3. 3. Passage Planning
The following consideration shall be given to the passage planning.
3.1 Selection of Nautical Charts
Collect all charts for the intended voyage, putting them into the correct order. Charts not absolutely for the
voyage but which are adjacent to the area to be navigated should be included, as should the very large scale
charts. Although it may not be necessary to actually use such charts, they may include information which
could prove useful during the voyage.
3.2 No-Go Area and Margin of Safety
Coastal charts should be examined and all areas where the ship cannot go should be carefully shown by
cross-hatching. In waters where the tidal range may be large, no-go areas should be determined taking the
tidal height into consideration. Before tracks are marked on the chart the Margins of safety should be
determined in order to give the vessel enough sea room to keep away from any danger even in case of a
worst scenario. The Margins of safety should be determined taking the following factors into consideration,
and it is advisable to set an appropriate head mark, clearing bearings and parallel indexing (PI) targets to
allow OOWs to confirm that she has enough safe sea room.
a) Size of the ship
b) Reliability of navigational equipment
c) Tidal current
d) Maneuverability and the speed
e) Others
4. 3.3 Track Selection
3.3.1 Ocean Track
Ocean tracks should first drawn on the small scale charts, according to the decisions made based on the
paragraph 2.2.1 regarding the route. All information gathered for Passage Appraisal shall be taken into
consideration for the track selection.
3.3.2 Coastal Tracks
Coastal tracks may be constrained by the decision made at the appraisal stage and should be first drawn
on the small scale charts starting from the departure port to the arrival port. These first tracks will form
the basis of the plan and from them distances and steaming times can be obtained. When completed,
these tracks should be transferred to and drawn on the larger scale charts of the area to be navigated.
3.3.3 Distance Off
Distance off shall warrant that the ship has enough sea room in order not only to give other vessels the
way and/or to keep the ship away from a danger in case of emergency situations like Main Engine
Failure or Steering Gear Failure. The distance away from the coast and dangerous objects shall be
determined based upon the Margins of Safety and the following factors:
5. 3.3.4 Course Altering Targets
Take following into consideration when selecting the targets for altering course :
a) As targets for altering course, select conspicuous promontories, islands, lighthouses and landmarks
or targets in transit, near the beam of the ship.
b) For transit bearing after alteration of courses, select nearby and conspicuous targets that are
nearly parallel to the direction of the new course.
c) Use targets in transit at the bow or stern.
d) When a prominent target cannot be found or when a critical course altering point is located in
heavy traffic density, always select two or more objects.
6. 3.4 Position Fixing Interval
Ship’s position shall be fixed, at an interval not exceeding 60 minutes during ocean passage and every 15
minutes during coastal navigation. Appropriate fixing intervals for each navigation area must be determined
taking into account safety for navigation, status of traffic, ship’s speed, etc. in addition, primary/secondary
position fixing method, radar/visual target and navigation aids to be used for fixes, must be determined
beforehand.
3.5 Marking of navigational Aids
Navigational aids and targets to be made use of are to be high lighted. Consideration must be given to the fact
that targets located on the edge of charts are likely to be overlooked.
3.6 Clearing Bearing / Circle
Establish clearing bearings/circles that are easy to use and effective in helping achieve safe maneuvering taking
into consideration the topographical features around the intended track, the types and number of targets,
whether passage is in the day or night, and such other factors.
The following are the types of clearing bearings/ circles.
a) By use of targets in transit (leading line).
b) By use of the bearing from a single target.
c) By use of a range from the single target or from the coast line by radar.
d) By utilizing contour lines.
7. 3.7 Parallel indexing
PI is a useful method of monitoring cross track tendency and the necessary information needed for planned
PI should be marked on the charts.
3.8 Under Keel Clearences / Tidal Window
The ship’s draft and the depth of the water the ship will navigate must be well understood in order to achieve
the necessary UKC. In large tidal areas, adequate UKC may only be attainable during the period that the tide
had achieved a given height. Such safe periods, called the tidal window, must be clearly shown on the charts.
3.9 Other information required to be shown on the Nautical Charts. The following shall be drawn on the charts
for achieving safe navigation.
3.9.1 Routine checks and changes
Routine safety confirmation or the point where the work will be changed as follows should be marked
adjacent to the intended track.
a) Start of manual steering
b) Man a quarter master adjacent to the steering wheel.
c) Test and changeover of nautical instruments and steering gear.
d) Notice to the ECR. ( hour before S/B, etc)
e) Astern engine test.
f) Change of watch level.
g) Call Captain.
h) Clearing anchor.
i) Start of PI.
j) Change of position fixing method.
k) Speed Change.
l) Change of charts.
8. 3.9.2 Abort point
When approaching constrained waters such as narrow channels or pilot boarding areas, the topographical
features or traffic situation may preclude the ship from the danger:
it will not be possible to do other than proceed. The point of no return should be determined and marked
on the chart in order for the Bridge Team to make a correct decision whether the ship should proceed or
not even in case of an emergency such as follows.
a) Unexpected larger deviation from the intended track.
b) Main engine failure.
c) Malfunction of navigational instruments.
d) Unavailability of tug boats and/or unavailability of the berth.
e) Dangers happening in the coast line and/or harbor facilities.
f) Such other factors.
3.9.3 Contingency
Contingency planning should be made at the planning stage and clearly shown on the chart so that the
bridge team does not spend time for planning safe action when the passage does not go as planned. This
planning will include:
a) Alternative course.
b) Waiting areas.
c) Safe anchorages in case of emergencies.
d) Emergency berths.
9. 3.9.4 Wheel Over Point (W/O)
When the ship is navigating in confined waters, the margins of safety may require the ship to commence
altering course at the wheel over position some distance before the track intersection in order to achieve
the new planned track. Wheel over points must be clearly shown on the chart.
4. Bridge Note book
4.1 Items to be shown on the Bridge Notebook
All the necessary information stipulated in paragraph 3 above should be show in the Bridge Notebook in
chronological order so that the bridge team can utilize it as a check list, as the passage goes along. Bridge
Notebook shall be checked and approved by the master before commencement of the voyage. It should
consist of at least the following information :
a) Column for confirming way point passing time.
b) Way points, course altering points from the particular target and/or by latitude and longitude
c) Distance and course made good between way points.
d) Distance to the arrival port.
e) Clearing bearing/circle.
f) Necessity of calling Captain.
10. g) Watch level.
h) Expected UKC
i) Navigational instruments to be used.
j) Position fixing interval.
k) Conspicuous visual/radar target.
l) Any danger which preclude safe navigation.
m) Abort point.
n) Contingency plan.
o) Landfall navigation aids and light.
p) Total distance for the voyage and total steaming time at service speed.
q) Signature for the Master and OOW’s
r) Other information needs for safe navigation.
4.2 Remarks
Information which is required to attract OOW’s attention such s following items should be clearly shown as
remarks in the Bridge Notebook.
a) Time of Pilot calling.
b) VHF channel for the particular communication.
c) Sunrise and sunset.
d) Books and other materials to be referenced.
e) Contingency plan.
11. 4.3 Passage Plan Map
The passage Plan Map, which is to be attached the bridge notebook, visually shows the outline of the voyage and should
carry such information as distance, navigation method, weather and sea condition, traffic situation, conspicuous targets,
reports to be made to VTIS / Harbor operation, etc.
5. Executing and Monitoring the Plan
5.1 Required speed
The following should be taken into consideration for deciding the steaming speed :
a) Company ‘s instruction in relation to the intended voyage.
b) Weather and sea condition to be encountered.
c) Condition of Main Engine.
d) Endurance in terms of fuel on hand.
e) Interrelation between the speed, displacement and fuel consumption.
5.2 ETA
The following should be taken into account determining ETA :
a) Cargo operation, necessity of quarantine and/or Pilotage, Passenger boarding, requirement form the
shipper/consignee.
b) Any restriction for the navigation established by the port state.
c) Weather and sea condition to be encountered.
d) Possible time loss resulting from passing constrained waters such as narrow channels, topographically or
politically dangerous area en route.
12. 5.3 Way Point Passage
When determining the passing time of way points, the following should be taken into account:
a) Constrained waters such as narrow channels should preferably be passed during day time.
b) Necessity of speed control for adjusting the passing time of shallow water area where ship’s draft
requires certain tidal height in order to achieve safe UKC.
5.4 Briefing
The master shall brief navigational officers in the established passage plan before entering the
constrained waters. When the ship encounters hazardous navigation, role assignment and
requirements for OOWs must be clearly briefed.
13. 5.5 Fatigues Control
The master is required to ensure that rested and unfatigued personnel fit for watch keeping duty are
available, taking the following into account:
5.5.1 Rest
a) All persons who are assigned duty as an officer in charge of a watch or as a rating forming part
of a watch should normally be provided a minimum of 10 hours of rest in any 24 hour period.
b) The hours of rest may be divided into no more than two periods, one of which shall be at least 6
hours in length.
c) The requirements for rest periods laid down in a) and b) above, need not be maintained in the
case of an
5.5.2 Change to Watch schedule
The master may change the established watch schedule if necessary, in order to ensure that the watch
keepers are fit for duty. Alterations of time assignment should be made to prevent work concentration on
particular crew member(s).
5.5.3 Posting of Watch Schedule
The master shall post the established watch keeper’s schedule on the Bridge notice board and officer’s &
crew’s Mess rooms.
