Passage Plan

PASSAGE PLANNING
Studies show that Human Error is a factor in 80 to 85 % of Navigational accidents and that in
many cases, Human making the Error had access to information that could have prevented
the accident.
The Concept of Passage Plan is not new. With Considerable increase in sea traffic and with
diversity and increased size of Vessels – The practice of Voyage planning has evolved from
pencilling lines on Nautical Charts to a process of Risk Management.
All Vessels are required to prepare a Berth to Berth Passage Plan consistent with IMO
Resolution A 893 ( 21 ) – Guidelines for Voyage Planning and SOLAS Chapter V Regulation
34. The agreed Passage Plan and its understanding by the entire Bridge Team is the basis of
a Safe Passage.
Thus, A Passage Plan is Written ( Documented ) account of the planned route of the ship. A
comprehensive with relevant details, proper execution and effective monitoring of Ship’s
progress to comply with Passage Plan will ensure the Safe Passage of the Ship. Passage
Planning Consists of four stages : Appraisal, Planning, Execution and Monitoring.
1.APPRAISAL : - Voyage Planning starts with Appraisal of Information available which must
be made before detailed plan can be drawn up. This is the process of gathering all the
information relevant to the contemplated passage.
Relevant information shown on the Chart and in Publications such as Sailing Directions,
Routing Charts, Ocean Passages of The World, Mariner’s Hand Book, Distance Tables, List of
Lights, List of Radio Signals, Tide Tables, Tidal Atlas, Notices to Mariners, Nautical Almanac
for the Year, Nories / Burton’s Table, Ship’s Manoeuvring Data, Bridge Procedure Guide,
IMO’s Ship’s Routing ( for TSS etc. ) and other relevant publications are checked.
In addition to above – Vessel’s Draft, UKC policy of Company, Charter Party Speed, Required
ETA, Air Draft , Bunker Port, Use of TSS and VTS and Contigency Planning for any Emergency
is also considered.
Other Factors – Such as Weather Routing if provided, expected weather conditions en route
such as Fog, Ice or Low Visibilty , Navigation Warning for Mines or Military Exercise and
Traffice Density of Small Crafts including Fishing Vessel’s in the Area – are also considered.
When all relevant information is gathered, All Charts and Publications are procured and
corrected up to date to the latest Notices to Mariners before being put in use. All Bridge
Equipments are also checked for their proper functioning and defect if any is rectified prior
commencement of Voyage.
2.PLANNING : - Before courses are laid on the Voyage Chart – Master makes a Choice of a
Safest Route – Which should be combination of Shortest, Quickest and Simplest route.
While Planning of Courses is done , following points are taken into considerations.
a. Simpler Route with Minimum Alteration of Courses is Preferred through area having
sufficient navigational aids and least navigation hazards.
By Capt. S.K.Prasad Page 1

b. NO GO AREAS – should be clearly marked with horizontal clearance of 3 to 5 NM from
banks, shoals and Isolated dangers .
c. Depth of Water should be preferably twice the vessel’s Draft to avoid Shallow Water
effect, Squat etc. and to meet UKC requirement of Company.
d. Alteration of Courses should be done using Navigational Aids ( Lights ) – preferably when
they are abeam. Bearing and Distance Off should be clearly marked on the Chart.
e. While Joining or Leaving TSS – Vessel should align itself well in advance to the general
direction of the traffic flow and should cross at right angles – if required.
f. Vessel should not lay courses very close to land if dense traffic of fishing or small craft or
Mines / Military Exercise is expected in the area.
g. Possibility of Fog, Ice, Low Visibility, Vessel’s Manoeuvring Characteristic and Condition of
Bridge equipment on board should also be Considered.
f. Any Other factors – such as charter Party and Insurance Policy Requirements Should also
be Considered.
Keeping above recommendations in mind – Courses should be laid on SMALL scale charts
first and then be transferred on LARGE scale charts. True Courses ( in 360 deg notation ) and
Distances in NM with Directional Arrows should be clearly marked for each leg of Voyage.
A/CO, WHEEL OVER POSN, DTG should be marked clearly at each WAYPOINT. Next Chart
Number should be marked with pencil at the end of Chart in use. Bearing and Distance from
Light House, Racon or Other RADAR Conspicuous object should be marked for position
fixing. Parallel Indexing, Transit bearing, Leading Lights, clearing bearing and ranges,
appropriate safety margins with safety lines and distance from dangers should be marked.
Position Fixing interval from Primary and Secondary means should be marked. Use of Echo
Sounder should be marked. ABORT POINT and CONTIGENCY Anchorages should be marked
to deal with any emergency such as Engine or Steering Break down.
These main details of Passage plan should be recorded in the Bridge Note Book. Once,
Passage plan is completed and is ready – same should shown and discussed with Bridge
team in pre-voyage meeting and should be signed by all before commencement of Voyage.
3.EXECUTION : - Once Passage Plan is ready – the tactics or manner in which it is to be
executed is decided upon by considering following points : -
a. Weather Report is taken 2 Hours before departure and every 6 to 8 hrs during Voyage.
b. Navigation Warning should be taken before departure and during passage as available.
c. Reliability and Condition of Bridge Equipments.
d. ETA at Critical Points considering TIDES etc.
e. Meteorological Conditions particularly in areas prone to Low Visibility, Fog, Snow etc.
f. Day / Night Time of Passing of Danger Points.

g. Traffic Density at Focal points.
h. Doubling of Bridge Watches as required by Prevailing Circumstances and Conditions.
Master must review and modify the Passage Plan – in case of Special Circumstances should
that arise. However, Any Deviation from the Plan should be clearly recorded in DECK LOG
BOOK.
4.MONITORING : - Once Voyage has begun, the Progress of the vessel along its planned
route must be monitored at regular intervals. This requires that the Ship’s position be
determined using both Primary and Secondary means ( using DR, Celestial Navigation, Land
Fixes and Electronic Navigation ). PARALLEL INDEXING ( by RADAR ) shall be used to pass at
safe Distances from land and / or any navigational Hazards. Compass Error should be taken
at regular intervals. Echo Sounder should be used wherever required.
As per IMO Guidelines – Passage Plan shall always be available to the Officer on Watch on
the Bridge and Any deviation from the Plan must be authorised by Master and must be
clearly recorded.

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PASSAGE PLANNING

By Capt. S.K.Prasad Page 1

By Capt. S.K.Prasad Page 2

By Capt. S.K.Prasad Page 3

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