define voyage planning and what is the purpose of it

A Guide to Voyage Planning

Voyage planning, or passage planning, is a complex operation regulated by the Safety of Life at Sea (SOLAS) convention, the Standards of Training, Certification and Watchkeeping for Seafarers (STCW) convention, and other International Maritime Organization (IMO) guidelines for onboard vessels trading internationally. Voyage planning is a process that helps optimize ship routes, maintain crew safety, and coordinate traffic in and out of busy ports and harbors. 

Voyage planning takes an average of 3.5 hours per vessel, according to Maritime Executive . There are many factors to consider during voyage planning, as well as steps required by IMO regulations to ensure each voyage is as safe as possible. 

Steps in ship voyage planning

Regulations require shipping companies to complete ship voyage planning in four stages . These are:

First, ship voyage planners — usually the master of the ship and the chief navigating officer — discuss how they plan to get from point A to point B. This includes gathering all information relevant to the passage, evaluating different routes, and pinpointing areas in the voyage where there might be bad weather or other risks. The appraisal stage will consider things such as: 

• Ocean passages around the world 
• Routing charts
• Admiralty Sailing Directions, List of Lights and Fog Signals, and List of Radio Signals
• Tide tables
• Notices to mariners
• Navigational warnings
• Owners and other sources
• Personal experience

With input from the master of the ship, company guidelines, cargo data, and weather information, the navigating officer will come up with an initial route for the ship to follow. 

Next, the Officer of the Watch (OOW) prepares a more detailed plan based on the initial route mapped out in the appraisal process. This detailed plan is laid out from port to port, with areas like wrecks, reefs, shallow water, and emergency stopping points included. This phase will also take into account, among other things: 

• No-go areas
• Margins of safety
• Charted tracks
• Course alterations and wheel over points
• Tides and current
• Change in engine status
• Use of Echo Sounder
• Natural transit

Contingency planning and aborts — positions in which there is no possible option but to proceed — are especially important to note in this phase. Contingency planning will include alternative routes , safe anchorages, waiting areas, emergency berths.

The voyage begins and navigating officers use the plan prepared by the OOW. With Sofar Ocean's Wayfinder, seabound captains can make real-time speed and route adjustments based on changing atmospheric and oceanographic conditions. The routing optimizer evaluates over 100 million routing options based on the latest forecast insight to deliver the safest and most profitable route directly to the ship masters and fleet operations staff.

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Wayfinder calculates the path of least resistance across the ocean, ensuring low fuel consumption, on-time arrival, shipshape operations, and crew safety. It determines the optimal speed and route path for any  vessel given its dimensions, with capabilities to monitor fleet compliance.

The final required phase of voyage planning is monitoring, checking the position of the ship to ensure it remains a safe distance from danger areas. If the ship’s navigating officer decides that it’s necessary to deviate from the planned route, he or she must inform the master and take precautions to ensure ship and crewmember safety. Good communication is needed during this phase, as well as experience, the right data, and personal judgment. 

Challenges of ship voyage planning

Voyage planning is a complex, labor-intensive process that requires intense attention to detail. Repetitive manual input can lead to human error: “Multiplied across vessels, companies and fleets, [voyage planning] can show inefficiency, for an industry where optimal resource use and cost savings are now more important than ever,” noted one expert . 

Ship voyage planning also needs to account for a number of factors: from shipping deadlines, to weather forecasts, to cargo and crew safety, to fuel costs and route optimization. Some of these priorities can directly conflict, as the safest route may not be the fastest. Vessel parameters, such as ship size, draft, beam, and length also play a role in voyage planning. 

Manually planning a ship route introduces weather and climate uncertainties many captains at sea are unwilling to accept. With the impacts of climate change compounding into increasingly extreme conditions, keeping operations on the high seas efficient requires real time ocean data, and lots of it. Wayfinder uses the combined sensing and predictive capabilities of a planetary-scale network of ocean devices to help seafarers make more informed decisions at sea with access to the best weather forecasts. ‍ Wayfinder helps vessel voyage planners optimize safety and savings in one easy-to-use platform. To learn more about Wayfinder, start a Sea Trial .

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Understanding the Principles of Passage Planning

Shipping cargo from one port to another involves coordinated working of several operations of both land and ship staff. One of the most integral parts of a shipping operations is the cargo or voyage planning, which is mainly undertaken by a navigational officer of a ship .

A passage plan is a comprehensive, berth to berth guide, developed and used by a vessel’s bridge team to determine the most favourable route, to identify potential problems or hazards along the route, and to adopt Bridge Management Practices to ensure the vessel’s safe passage. SOLAS Chapter 5, Annexes 24 & 25 titled “Voyage Planning” and “Guidelines for voyage planning” respectively, give specific regulatory information with regard to the passage plan.

Passage planning includes a complete description of the ship’s passage which is prepared by an experienced deck officer of the ship. This is done to ensure that the ship sticks to the required routes for reaching the port of destination.

While making a passage plan, the officer must keep in mind that the ship must reach the destination safe by abiding to both local and international rules and regulations.

In this article, we will discuss the basic and essential stages of ship’s passage planning.

Ship Passage Planning – Essential Steps

A ship’s passage planning involves 4 major steps/stages. They are as follows:

1.  Appraisal

2. Planning

3. Execution

4. Monitoring

Each stage in the passage planning has its own importance and it is extremely important to carry out each one of them with utmost care and up-to-date seamanship to ensure a safe sail.

In the start, a rough estimate is made of the whole sailing process. Once the rough plan is ready, it is further tweaked and modified/refined considering various details obtained from charts, pilot book, weather routing etc. These processes are carried out throughout the appraisal and planning stages.

In the next two stages i.e., execution and monitoring, the plan is used as a guideline, and the sailing is executed taking into consideration various factors, both observed and predicted.

Each aspect of passage planning has been explained in detail below:

In this stage, the master of the ship discusses with the chief navigating officer (usually the Second Mate), as to how he intends to sail to the destination port. (In some cases it may be required for the master to plan the passage). This is the process of gathering all information relevant to the proposed passage, including ascertaining risks and assessing its critical areas. This involves information extracted from publications as well as those within the chart. The appraisal will include details from:

• Chart Catalogue
• Ocean Passages of The World
• Routeing Charts
• Admiralty Sailing Directions
• Admiralty List of Lights and Fog Signals
• Admiralty List of Radio Signals
• Tide Tables
• Tidal Stream Atlas
• Notices to Mariners
• Admiralty Distance Tables
• Ships Routeing
• Navigational Warnings
• Mariner’s Handbook
• Load Line Chart
• Draft of Ship
• Owners and other sources
• Personal Experience

Taking into consideration master’s guidelines, company’s guidelines, ship’s cargo, marine environment, and all other factors that may affect the ship, the navigating officer draws upon a general track, which the ship shall follow.

For the ease of planning, this plan is first laid out on a small scale chart, which is later transferred to larger scale charts, and then minor modifications are made as and when deemed necessary.

Having made a full appraisal using all information at hand pertaining to the passage, the OOW, under the authority of the Master is to prepare a detailed plan for the passage. In this stage, the intended courses of the ships are actually laid out on the charts of suitable scale and all additional information is marked. The plan is laid out from pier to pier, including the pilotage waters.

It is a good practice to mark dangerous areas such as nearby wrecks, shallow water, reefs, small islands, emergency anchorage positions, and any other information that might aid safe navigation.

In addition to the above-mentioned things, is it advisable to layout the rate of turn for waypoints and laying out of PI ranges for suitable objects, if any.

Reporting areas should also be clearly marked on the charts. Elements of the Planning phase include:

• No-Go areas
• Margins of safety
• Charted Tracks
• Course alterations and wheel over points
• Parallel Indexing
• Aborts and Contingencies
• Clearing line and bearings
• Leading lines
• Tides and current
• Change in engine status
• Minimum UKC
• Use of Echo Sounder
• Natural Transit

Aborts: When approaching constrained waters, the vessel might be in a position beyond which there is no possible action but to proceed. For example, the vessel enters an area so narrow that there is no room to return. It is for this purpose that a position is drawn on the chart showing the last point wherein the passage can be aborted.

Contingencies: The bridge team must always be aware that the events might not go as planned and that emergency action might be required. Contingency plans account for such situations, clearly shown on the chart so that the OOW can take swift action in such a jam. Contingency planning will include alternative routes, safe anchorages, waiting areas, emergency berths.

In this stage, the navigating officers execute the plan that has been prepared. After departure, the speed is adjusted based on the ETA and the expected weather and oceanographic conditions. The speed should be adjusted such that the ship is not either too early or late at its port of destination. The Master should find out how long his intended voyage is, accounting for water and fuel available. Also to be taken into account are any expected weather changes along the way. In case and ECDIS is being used, appropriate limits must be set with regard to the safety settings.

Monitoring is that aspect which takes into account checking of the position of the vessel, such that it remains within the safe distance from any danger areas. Parallel Indexing can be used to maintain safe distance alongside any hazards to navigation. A safe and successful voyage can only be achieved by close and continuous monitoring of the ship’s progress along the pre-planned tracks. Situations may arise wherein the navigating officer might feel it prudent to deviate from the plan. In such case, he shall inform the master and take any action that he may deem necessary for the safety of the ship and its crew. This stage is a very important stage wherein all the deck officers contribute their part to execute the plan. This calls for personal judgement, good seamanship and experience.

Disclaimer:  The authors’ views expressed in this article do not necessarily reflect the views of Marine Insight.  Data and charts, if used, in the article have been sourced from available information and have not been authenticated by any statutory authority. The author and Marine Insight do not claim it to be accurate nor accept any responsibility for the same. The views constitute only the opinions and do not constitute any guidelines or recommendation on any course of action to be followed by the reader.

The article or images cannot be reproduced, copied, shared or used in any form without the permission of the author and Marine Insight. 

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About Author

Shilavadra Bhattacharjee is a shipbroker with a background in commercial operations after having sailed onboard as a Third Officer. His interests primarily lie in the energy sector, books and travelling.

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i just want to say, these books is really important and heplfull for seafarers around the world.

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Voyage Planning ‘Best Practice’ – much more than just a waypoint list

Maritime mutual risk bulletin no. 27.

• April 21, 2020

Introduction

Voyage planning is an essential ship, crew and cargo safety process which has long been mandated through IMO Conventions. The critical importance of this process has been recently highlighted by an English Court of Appeal ruling in The CMA CGM Libra . This notable decision confirms that a shipowner is responsible for any pre-voyage negligence by their master and deck officers which results in reliance on an inadequate and unsafe Voyage Plan. Further, that any such causative inadequacy will render their vessel unseaworthy both in terms of her navigational equipment and in law.

This Risk Bulletin aims to raise awareness of shipowners, their ship managers and masters of the serious losses, inclusive of groundings and pollution, which may result from failures of Voyage Planning. By way of solutions, the pro-active steps required to avoid such costly failures are also featured.

Voyage Planning has been in use by prudent mariners for centuries. However, the manner in which this process must be accomplished and the high level of detail a Voyage Plan must contain is now regulated by SOLAS, the STCW Convention and associated IMO Guidelines for use onboard vessels trading internationally. For vessels trading domestically, Non Convention Vessel Standards (NCVS) or Rules (NCVR) based on the SOLAS and STCW requirements will apply.

In brief, the current Voyage Planning regulations obligate the application of four interactive stages:

• Appraising all relevant information (inclusive of updating all charts and publications).
• Planning the intended voyage (from berth to berth, inclusive of pilotage).
• Executing the plan, taking account of prevailing conditions
• Monitoring the vessel’s progress against the plan continuously.

The process is complex. Its accomplishment requires the greatest possible care by a diligent and well trained 2 nd Officer/Navigator. Final and formal approval of stages 1. and 2. must then be provided by a prudent Master prior to departure from port. Failure can result in the vessel being considered as unseaworthy.

IMO Regulations and Guidelines

For vessels trading internationally, the first step to ensuring IMO Voyage Planning compliance is to identify and be aware of the applicable IMO Regulations and the associated Guidelines. These requirements are detailed in:

SOLAS Chap 5, Safety of Navigation

Regulation 27 – requires that “ Nautical charts and nautical publications… shall be adequate and up to date.”

Regulation 34 – requires that “ Prior to proceeding to sea, the master shall ensure that the intended voyage has been planned… taking into account the guidelines and recommendations developed by the [IMO] Organization.”

Annex 23 – expands on and provides the detail of the obligations imposed by Regulations 27 and 34. It refers to IMO Res A.893(21) and affirms the application of the four interactive stages of Voyage Planning as stated above.

RESOLUTION A.893(21), GUIDELINES FOR VOYAGE PLANNING – supports the SOLAS Chap 5  obligations by expanding on and explaining the four stages of Voyage Planning in considerable detail.

STCW Convention, Section A-VIII/2, Part 2 (Voyage Planning) – provides an outline of the requirements for Voyage Planning detailed in SOLAS Chap 5, Annex 23 and RES. A.893(21). Any non-compliance will be considered as a breach of the STCW Convention.

For vessels trading domestically, the requirements for Voyage Planning will be contained in the applicable NCVS rules and/or other flag state law. MM members should confer with their flag state authority to obtain the applicable references to national law.

As an example, Indonesian NCVS Chapter III, Equipment, Para 5.3.4, requires the provision of adequate and up to date charts. Further, Indonesian Regulation No. 13 of 1970, Art. 65 advises that, in relation to Voyage Planning, vessels engaged in domestic trade should comply with “…the principles and instructions in accordance with the STCW Code [Chap VIII, Watchkeeping].”

Voyage Planning Publications

The second step to ensuring compliance is to provide shipmasters and all deck officers with all of the information and templates they require to fully understand and implement the IMO or NCVS requirement for Voyage Planning as applicable to their vessels. Ready access to the IMO Conventions and Guidelines referred to above is essential. Additionally, there are two user friendly publications which have been written to further explain and support the Voyage Planning process to IMO standards.

ICS Bridge Procedures Guide , 5 th Ed., which, at Chap 2. provides 10 pages devoted to explaining Voyage Planning, as detailed in SOLAS Chap 5 Annex 23 and RESOLUTION A.893(21). It includes checklists and a searchable CD.  It may be purchased from the ICS website or from chart agents.

Passage Planning Guidelines , 2019 Ed., published by Witherby Seamanship International, provides 150 pages explaining Voyage Planning using paper charts or ECDIS. It includes worked examples and templates.

These two publications are recognised internationally and should be considered as setting the current shipping industry ‘best practice’ standard.

ISM Code and SMS Manual

The third and most important step to ensuring Voyage Planning compliance is by its formal incorporation into each vessel’s ISM Code or NCVS required SMS manual and supporting procedures. These procedures must refer directly to the applicable IMO or NCVS Voyage Planning regulations together with an on board copy of one or both of the Voyage Planning publications referred to above.

SMS manuals and procedures must of course be audited on a regular basis both externally by flag state (usually by a designated Recognised Organisation or RO) and internally by the ship owner (often the Designated Person Ashore or DPA). The Voyage Planning component of the SMS is one which is technical and complex. In order to provide an effective safety barrier, it therefore requires auditing by a person who is a qualified and experienced navigator and not just an administrator as many DPAs legitimately are.

Conclusion and Takeaway

As a consequence of the Court of Appeal’s finding of ‘unseaworthiness due to inadequate voyage planning’ in The CMA CGM Libra case , cargo was entitled in law to refuse to contribute to General Average (inclusive of salvage costs). It was therefore a very expensive day for both shipowners and their insurers.

MM would therefore like to emphasise the serious dangers and consequences of inadequate Voyage Planning to its members. Much of the problem appears to lie in a failure of understanding by many masters and deck officers of Voyage Planning regulatory requirements and their application. A common example is a so-called ‘Voyage Plan’ presented for compliance assessment which is little more than a bare waypoint list for entry to a GPS unit. If the attending surveyor is from Port State Control (PSC), this will almost certainly result in a non-conformity notation.

In addition to PSC problems, an inadequate Voyage Plan can place a vessel in extreme danger of grounding with resultant crew injury, oil pollution and cargo damage followed by massive salvage and/or wreck removal costs.  Much cheaper then to invest some time and effort in re-training and a small outlay on publications to ensure that Voyage Planning in your fleet meets full compliance. MM therefore recommends to its members that they instruct their ship managers and masters to:

• Review their ISM Code SMS manuals and procedures to ensure that the content fully supports either the relevant IMO Convention or NCVS/Flag State Law Voyage Planning requirements, as appropriate.
• Ensure that fleet SMS procedures incorporate direct references to the governing Regulations and Guidelines and that copies of the relevant texts are provided as annexes to the SMS procedures.
• Organise the purchase and provision at least one or both publications ICS Bridge Procedures Guide or Passage Planning Guidelines to each vessel.

Arrange for external and internal audits of the SMS Voyage Planning procedures to be conducted by a well-qualified and experienced navigator and that any observed non-conformities are dealt with promptly and in full accordance with the ISM Code.

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Voyage planning 101

One of the lessons a new pilot learns is to never let the airplane take you somewhere your mind hasn’t gone before. New pilots often spend more time on the flight planning than they do actually flying. I would have no sooner flown without a solid flight plan, including weather along my route as well as at any place I may stop, than I would have set out on a cross-country drive without gas. Which is to say, the planning was as important as the execution.  

I’m not sure if our early training in planning led us to living on our boat in a foreign country or if we could have done it without the training. But for Alec and me, the planning was nearly as much fun as the doing. In our jobs as airline pilots, we used to fly with old crusty captains who wanted to fly the airplane until they were put into the ground. I suspect it was because they had no plan for retirement. They had no follow-on adventure. This is another benefit of how planning eases transitions in life.

We have discovered that there are four main steps involved in planning a new adventure.

1) Long before we ever have the plan, we have the dream . Dreaming is one of our favorite pastimes together and we can sit for hours talking about what we would like the next five months, years, decades to look like. It is in this process that the blueprints of our life form. Long before we retired, we dreamed about living on a boat and traveling the world. We talked about it, we examined what our boat might look like, we followed blogs and we even plastered charts all over the office. All these things fueled the dream until we were ready for the next phase.  

2) Each of our plans involves a period of trying on the dream. This may include imagining your dream boat, fantasizing about living aboard, really feeling in your body and mind what it would be like. The trying on is a crucial aspect for Alec and me because it is in this early time that our bodies will let us know if we are on the right path or not. It may be that I’m ready to cross the Atlantic on the southern route, but Alec isn’t feeling it. So, we go back to the planning and try to come up with an alternate way of meeting our goal by a different route that is comfortable for us both, or perhaps scrap the goal altogether and come up with another plan.  

Each phase happens in its own time and each big plan moves at a different pace but after a period of living with a dream and a goal that we both like, and to which we want to commit, we shift into the next phase.  

3) I can’t tell you exactly when the process shifts from dream to plan but perhaps it lies somewhere in the next part of the process which for me is crucial: There comes a moment in your grand plan when you must make some decisive leap.  

Most often, that leap makes your heart beat a little faster, it can create some discomfort but for me it involves a feeling that I’m on the right path. Chills, excitement, a little bit of fear but a quite honest belief that this is the right thing – even if it is something that I don’t entirely think I want to do.  

The decisive leap is throwing your hat over the fence and creating a paradigm that demands you go after it. The decisive leap for you might be something huge, such as buying the dream boat or selling the house to prepare for the move. Maybe retiring early or quitting your job – although my personal experience indicates that the right decisive leap is never something that will put you in danger. It will involve sacrifice and a sometimes a little discomfort, but I have never had a decisive leap put me or my family or finances in jeopardy.  

My most powerful decisive leap was retiring from a job I loved. It was my dream job and involved countless hours of dreaming about the career milestones I would achieve. Alec and I had decided that financially we were safe in making this decision, but it remained a turning point that I was pained to make. I felt in my bones that it was right. There was no denying I had to do it, but I honestly didn’t want to. I have never regretted, only blessed this decisive leap, but it was a hard one to take.  

In each of my leaps, it was as though the forces in the universe all aligned to allow my dreams and plans to come to fruition. Effortlessly and seamlessly, the stars align to create opportunities that had never existed. Doors open while the momentum takes over and things start evolving in ways that point undeniably to the realization of this goal. Often this results in a moving up of the timetable, as what we thought would take years is now taking weeks or months. We often feel ready for the transitions in life faster the more we talk about the progress of the plan and the movements of the universe. This is another wonderful affirmation for us that we are on the right path.  

4) The final step is the actual implementation of the plan. Sometimes the plan works perfectly just the way it is, but far more often, it requires a re-visit to adjust for life circumstances which are constantly changing.

Having the initial plan gives us the confidence to make small tweaks as necessary. When   changes are required, the mental energy that we don’t have to put into “winging it” can be spent on methodically choosing another course of action. Also, a plan that needed to be scrapped due to timing may come back around in a more appropriate ortime. We had planned to summer in Norway and Denmark on our second summer in Europe when the Corona Virus first appeared. Realizing that no Northern European countries were permitting arrivals, we scrapped our whole plan for the north and went into the Med instead. With our current plan, it will be four summers later that we finally make it up to Norway and Denmark. As I sit here writing this, Alec is up to his elbows in research about Norway and Denmark and we have several friends compiling “must see” lists for our trip up the west coast of Scotla nd planned for the spring of 2023.  

Whatever your personal style, why not try on a few different plans and see if it doesn’t catapult your next adventure?

Laurie Thyrre, a retired airline pilot, voyages with her husband and son aboard their Nordhavn 64 Gratitude .

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Voyage planning: How to save time and get the best route for your vessel?

Written on January 17, 2021 . Posted in Uncategorized .

As mentioned in  Maritime Executive,  it can take on average 3.5 hours per vessel and even more of officer time to collate a plan – manually adding elements such as ENC cells, journey waypoints and UKC calculations to a report for inspection by port state authorities and other relevant organizations. Voyage planning is laborious and can lead to human error because of repetitive manual input. Multiplied across vessels, companies and fleets it can show inefficiency, for an industry where optimal resource use and cost savings are now more important than ever.

Digital innovations make voyage planning more effective and efficient. Their objective is to minimize operators’ administrative overhead caused by fragmented tools, such as distance tables, port lists, speed consumption curves and multiple excel sheets.

Voyage planning challenges

Voyage planning is an important aspect of the ship route optimization. It helps to better monitor the voyage and the vessel position along the route considering the depth, channels, straits, tides and current, weather etc.

To get the best voyage planning, a lot of information has to be considered from various sources (Charterers, company, old voyages etc.) and International publications (Admiralty Publications). But also vessels parameters (draft, beam, length, air-draft), Piracy area, SECA area, PSSA, recommended route, distance from shore, depth of water, current direction, weather, navigational hazards, TSS, national and international regulations etc. to plot the safest, shortest navigable route and to meet the charterers requirements of laycan.

Input vessel’s draft to Simplify voyage planning

Some digital solutions already exist to plot the shortest and safest route.  But few, if any, can take all above parameters into consideration and return a route specific to your vessel — since vessel as per their size and draft plots route differently — which is the shortest, safest and most navigated (following AIS data) route by the ships.

As an example, let’s consider a vessel with following information:

• Length: 400 meters
• Beam: 50 meters
• Draft: 22 meters
• Voyage: from Rotterdam, Netherlands to Singapore

Reed’s Marine Distance table: 8350 NM (Via Suez Canal). There is no option to avoid Suez Canal hence HRA area, no particular regard to maximum permissible Suez Canal transit draft. No depicted route etc.

Voyage planning without vessel’s draft input

If we consider ship routing following the solution below, the shortest and safest route from Rotterdam, Netherlands to Singapore for the vessel mentioned above goes through Suez Canal.

We get the distance as 8431 NM including 394NM in SECA zone. There is no consideration of Vessel Particulars. No consideration as well if the vessel can pass through Suez Canal, Malacca strait or Singapore strait. Stakeholders have to gather data from various sources (official information, Local agents, ports etc.) to confirm if the vessel with the present draft can sail through the respective canal. This is time consuming, and if not considered can lead to all the wrong calculations and operational management.

Stay focus on your core business, let us do the math

Searoutes  API  considers all the vessel parameters and makes the route, vessel specific, since we know the conditions which affect route planning and that routes differ from vessel to vessel as per their draft, beam and length. We know that the shortest, safest route for a small vessel with 5000 dwt will be different from a 200,000 dwt one.  This will have an impact on the distance calculation and therefore will affect all the operational decisions and finally will have a huge impact on the cost.

To calculate the accurate distance and route we integrate below parameters for the  user input :

• Port of departure (Required)
• Port of Arrival (required)
• IMO number (for vessel particulars)
• Vessel draft
• Areas to avoid (Canals/straits, piracy, SECA etc.)
• Speed (to get calculated ETA)
• Departure time (to estimate ETA, if input is the actual departure time it will return accurate ETA)

Let’s consider the same example for a voyage from Rotterdam, Netherlands to Singapore with the same vessel’s characteristics.

After, user input these parameters to get the shortest route, the return will be around the cape of good hope with a distance of 11851.3 NM including SECA distance: 417 NM, and not through Suez Canal (distance: 8481 NM), as the vessel cannot transit the Suez Canal due to Draft Limitation. Furthermore, with the correct and accurate distance you get the correct ETA  it saves valuable time and money. Therefore, if anyone returns the shortest route through Suez, it won’t be accurate. It will lead to all the wrong calculation of ETA, bunker, and all operational decisions. This can have a Huge impact on the company.

Result of Searoutes API, Rotterdam, Netherlands to Singapore, shortest, safest and most navigated route, as per vessel’s particulars. Route going through Cape of Good Hope and Sunda Strait.

If we consider the same vessel in ballast condition with draft of 16 mtrs, then the vessel can transit the suez canal with the current draft to load port. This can be easily done with the use of our API.

Searoutes is dedicated to provide the realistic data with accuracy. As for route computation we take into account vessel particulars considering draft, beam, length, navigational hazards, TSS, etc. We return the vessel specific route, as the user input the IMO number of the vessel. Our route is more realistic as we take the data points from the AIS of the vessel.  The returned route is shortest, safest and most navigated. As in Searoutes we know that routes are specific for a given vessel. Indeed the shortest route may not be through a canal but around it. This will have an impact on the ETA, operational decisions, and all other calculations.

Voyage Planning

by Seamanship Centre | Jan 21, 2019 | Navigation

Principles of Voyage Planning

One of the most important procedures on a ship is that of voyage planning.

A passage plan is a thorough, berth to berth guide, that identifies potential difficulties or risks on the proposed voyage.

There are four stages of Voyage Planning that are, Appraisal, Planning, Execution and Monitoring that logically follow each other. An appraisal of all information available must be made before detailed plans can be drawn up and a plan must be in existence before tactics for its execution can be decided upon. Once the plan and the manner in which it is to be executed have been decided, monitoring must be carried out to ensure that the plan is followed.

Appraisal is the process of gathering all information relevant to the proposed voyage, including ascertaining risks and assessing its critical areas.

An overall assessment of the intended voyage should be made by the master, in consultation with the navigating officer and other deck officers who will be involved, after all relevant information has been gathered. This appraisal will provide the master and his bridge team with a clear and precise indication of all areas of danger, and delineate the areas in which it will be possible to navigate safely taking into account the calculated draught of the vessel and planned under-keel clearance. Bearing in mind the condition of the vessel, her equipment and any other circumstances, a balanced judgement of the margins of safety which must be allowed in the various sections of the intended voyage can now be made, agreed and understood by all concerned.

Once a full appraisal has been carried out the navigating officer carries out the Planning process, acting on the master’s instructions. The detailed plan should cover the whole voyage, from berth to berth, and include all waters where a pilot will be on board. The plan should be completed and include all the relevant factors.

The appropriate charts should be marked clearly showing all areas of danger and the intended track taking into account the margins of allowable error. Where appropriate, due regard should be paid to the need for advanced warning to be given on one chart of the existence of a navigational hazard immediately on transfer to the next. The planned track should be plotted to clear hazards at as safe a distance as circumstances allow. A longer route should always be accepted in preference to a shorter more hazardous route. The possibility of main engine or steering gear breakdown at a critical moment must not be overlooked.

Additional information which should be marked on the charts include:

All radar-conspicuous objects and RACONs, which may be used in radar position fixing.

Any transit marks, clearing bearings or clearing ranges (radar) which may be used to advantage. It is sometimes possible to use two conspicuous clearing marks where a line drawn through them runs clear of natural dangers with the appropriate margin of safety; if the vessel proceeds on the safe side of this transit she will be clear of the danger. If no clearing marks are available, a line or lines of bearing from a single object may be drawn at a desired safe distance from the danger; provided the vessel remains in the safe segment, it will be clear of the danger. Parallel index lines should also be drawn where appropriate.

If an electronic chart system is used to assist voyage planning the plan should also be drawn up on the paper charts. Where official (ENC) vector data is available an ECDIS provided with fully compliant ENC data for the vessel’s voyage may be used instead of paper charts. Raster Chart Display Systems (RCDS) using official and up to date Raster charts can be used in conjunction with paper charts to assist voyage planning and route monitoring. Hazards should be marked on the RCDS as well as on the paper chart. Systems that use unofficial chart data should not be used for voyage planning or navigation.

Depending on circumstances, the main details of the plan should be marked in appropriate and prominent places on the charts to be used during the voyage. They should also be programmed and stored electronically on an ECDIS or RCDS where fitted. The main details of the voyage plan should also be recorded in a bridge notebook used specially for this purpose to allow reference to details of the plan at the conning position without the need to consult the chart. Supporting information relative to the voyage, such as times of high and low water, or of sunrise or sunset, should also be recorded in this notebook.

It is unlikely that every detail of a voyage will have been anticipated, particularly in pilotage waters. Much of what will have been planned may have to be adjusted or changed after embarking the pilot. This in no way detracts from the real value of the plan, which is to mark out in advance, areas where the vessel must not go and the appropriate precautions which must be taken, and to give initial warning that the vessel is standing into danger.

Execution of the finalised the voyage plan should be carried out taking into account all the factors. The Master should take into account any special circumstances which may arise, such as changes in weather, which may require the plan to be reviewed or altered.

Monitoring is a dynamic risk assessment and a continuous process of monitoring the vessel’s progress along the pre-planned track. The officer of the watch, whenever in any doubt as to the position of the vessel or the manner in which the voyage is proceeding, should immediately call the master and, if necessary, take appropriate action for the safety of the vessel.

The performance of navigational equipment should be checked prior to sailing, prior to entering restricted or hazardous waters and at regular and frequent intervals at other times throughout the voyage.

Advantage should be taken of all the navigational equipment with which the vessel is fitted for position monitoring, bearing in mind the following points:

a.) positions obtained by electronic positioning systems must be checked regularly by visual bearings and transits whenever available;

b.) visual fixes should, if possible, be based on at least three position lines;

c.) transit marks, clearing bearings and clearing ranges (radar) can be of great assistance;

d.) it is dangerous to rely solely on the output from a single positioning system;

e.) the echo sounder provides a valuable check of depth at the plotted position;

f.) buoys should not be used for position fixing but may be used for guidance when shore marks are difficult to distinguish visually; in these circumstances their positions should first be checked by other means;

g.) the charted positions of offshore installations should be checked against the most recent navigational notices;

h.) the functioning and correct reading of the instruments used should be checked;

i.) account must be taken of any system errors and the predicted accuracy of positions displayed by electronic position fixing systems; and

j.) the frequency at which the position is to be fixed should be determined for each section of the voyage.

Each time the vessel’s position is fixed and marked on the chart in use, the estimated position at a convenient interval of time in advance should be projected and plotted. With ECDIS or RCDS care should be taken to ensure that the display shows sufficient “look-ahead” distance and that the next chart can be readily accessed.

Radar can be used to advantage in monitoring the position of the vessel by the use of parallel indexing, which is a simple and most effective way of continuously monitoring that a vessel is maintaining its track in restricted coastal waters. Parallel indexing can be used in any situation where a radar-conspicuous navigation mark is available and it is practicable to monitor continuously the vessel’s position relative to such an object. It also serves as a valuable check on the vessel’s progress when using an electronic chart.

The charts or ECDIS must be of such a scale and contain sufficient detail as clearly to show;

• all navigational marks which may be used by a ship when navigating the waters which are covered by the chart;
• all known dangers affecting those waters; and
• information concerning any ships’ routeing and ship reporting measures applicable to those waters.

All charts and publications must be of the latest obtainable edition and be kept up to date from the latest relevant obtainable notices to mariners and radio navigational warnings.

The following publications should be consulted when voyage planning;

• International Code of Signals (IMO)
• IAMSAR Manual Vol.III
• Mariners’ Handbook (UKHO)
• Merchant Shipping Notices, Marine Guidance Notes and Marine Information Notes (MCA)
• Notices to Mariners (UKHO)
• Notices to Mariners Annual Summary (UKHO)
• Lists of Radio Signals (UKHO)Â
• Lists of Lights (UKHO)
• Sailing Directions (UKHO)
• Nautical Almanac
• Navigational Tables
• Tide Tables
• Tidal Stream Atlases
• Operating and Maintenance Instructions for Navigational Aids carried by the Ship

The navigator responsible for planning the voyage should also use their personal experience and if available any previous voyage plans.

To comply with the Radio Regulations published by the International Telecommunications Union (ITU), ships to which the Merchant Shipping (Radio Installation) Regulations (SI 1998/2070) apply i.e. passenger ships and other ships of 300 gt or more on international voyages, when provided with equipment for use in sea areas A2, A3 or A4 i.e. beyond VHF range of coast stations, shall also carry the following publications of the ITU:

• List VIIA, the Alphabetical List of Call Signs and Numerical Table of Identity of Stations.
• The Manual for Use by the Maritime Mobile and Maritime Mobile Satellite Services.

SOLAS Chapter 5, Annexes 24 & 25 titled “Voyage Planning” and “Guidelines for voyage planning”

• International Chamber of Shipping, Bridge Procedures Guide
• The Annex to IMO Resolution A.893(21)

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Voyage Planning

Cite this chapter.

• Richard R. Hobbs 2  

Part of the book series: Fundamentals of Naval Science Series ((FNSS,volume 4))

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The previous chapters in this text have each dealt in detail with some aspect of either the marine navigator’s environment or his duties during the practice of piloting. This chapter will examine how these different factors are brought together and employed by the navigator in planning an extended voyage.

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Hobbs, R.R. (1981). Voyage Planning. In: Marine Navigation 1 : Piloting. Fundamentals of Naval Science Series, vol 4. Springer, Dordrecht. https://doi.org/10.1007/978-94-011-7370-4_15

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What is voyage planning and how does it work?

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Passage Planning: 4 Stages of Safe and Efficient Navigation

A ship’s primary function is to transport goods and passengers from one port to another. This operation requires proper knowledge, planning, and execution to successfully sail the ship to its intended destination. The process for achieving this is known as “passage Planning.

A passage plan is therefore a comprehensive, berth-to-berth guide that highlights probable obstacles or dangers along the projected route.

Passage planning is a critical component of safe and successful marine operations. By understanding the environment, route, and vessel conditions, officers can develop a plan that will help avoid hazards and ensure the safety of the crew and cargo .

This article highlights the principles of passage planning, factors that are considered when planning a ship’s passage and why passage planning is considered an important activity in vessel operations.

What is Passage Planning?

Passage planning is the process of assessing the risks involved in maritime transit and developing a plan to mitigate those risks. It involves considering such factors as weather, currents, fisheries, traffic, and environmental protection zones.

It also includes an assessment of the vessel’s capabilities, the environmental conditions, the navigational hazards, and the resources available that will best aid in achieving the ship’s objectives while minimizing risk.

The passage plan or voyage plan is developed and used by the ship’s bridge team to find the safest and most favorable and economical route. This comprehensive plan which covers the voyage from berth to berth and is adapted to the bridge management practices should be detailed and easy to understand. It is the responsibility of the ship’s Master to plan the voyage and to develop a comprehensive passage plan.

Creating a passage plan is essential to the safety of the ship and its crew. It is also important to consider the most economical route when planning a voyage.

Factors that need to be taken into account when voyage planning include weather conditions, the draft of the ship , the condition of the ship, and the strength and direction of the wind.

Why is Passage Planning Important?

Ship passage planning is a critical step in ensuring a safe and efficient Voyage. By planning, captains can anticipate and avoid potential hazards, identify opportunities to save time and fuel, and better manage the overall voyage.

With this information in hand, the captain can create a detailed plan that takes into account the vessel’s speed, draft, and other factors to arrive at the destination safely and on time.

How is a Ship’s Passage Planned?

This planning process typically includes gathering information about the specific vessel and its capabilities, the route to be taken, and potential weather and environmental conditions along the way.

The introduction of the Electronic Chart Display and Information System (ECDIS) has ushered in the digital era for passage planning, with the majority of ships being subject to this requirement.

Although ECDIS enables a more streamlined approach to plot voyages on digital charts, existing practices and fundamental principles of passage planning remain unchanged.

According to SOLAS chapter V Regulation 34, Annex 24 and 25, IMO Resolution 893(21) , and STCW Code Section A VIII/2 part 3-1, passage planning consists of four stages:

• Appraising all relevant information
• Planning the intended voyage
• Executing the plan taking account of prevailing conditions
• Monitoring the vessel’s progress against the plan continuously

1. Appraisal

The appraisal stage is considered the information-gathering stage. The ship’s captain will consult with the second mate (the officer in charge of navigation) to discuss voyage orders received from charterers/owners, destinations, and sailing plans. The officer will source all pertinent information relevant to the proposed route, identified risks, etc. This includes analyzing any critical points along the proposed route.

The following materials are among those typically used during passage planning appraisal: publications or e-publications, charts or e-charts, and other information sources such as:

2. Planning

The officer will make an appraisal of publications and information available to them, creating a detailed plan that is easy to understand. This is the stage where decisions will be made as to resources to be deployed for mitigating the risks identified in the appraisal.

The initial draft of the plan is sketched out on a small-scale chart; this chart is then transferred onto a chart at a suitable scale for modification and refinement as needed.

It is important to remember best practices such as route-planning and identifying dangerous areas that could be encountered.

This can include wrecks, shallow areas, hazardous coastal areas, fish farms or fishing zones, reefs, small islets, anchorages, heavy shipping lanes on major shipping trade routes , high-density areas, Traffic Separation Schemes, precautionary areas, etc. Taking the time to properly plan a route accordingly and conducting necessary research is essential when navigating.

Some of these areas that will be identified and planned for are:

• No-Go areas/Dangerous areas
• Leading lines
• Margins of safety/Safety settings/Limits       
• Change in engine status
• Charted Tracks          
• Minimum UKC (Under Keel Clearance)
• Course alterations and wheel-over points       
• Where Echo Sounder will be used
• Where Parallel Indexing will be employed   

Before beginning the voyage, it is essential to put in place contingency plans, so that quick action can be taken if the voyage is deviated from or is aborted. These plans should cover routes, anchorages, ports of shelter, and emergency berths.

Risk assessment and briefing must be conducted by the Master with bridge and engine teams. As stated in the company Safety Management System (SMS), shore management may review the passage plan for added security. It is important that all precautions be taken to ensure high quality and low risk.

3. Execution

This phase entails the actual execution of the passage plan and the evaluation of any emerging considerations when determining deviations from the plan during the passage. Once the passage plan is checked and given a go-ahead by the captain, the navigation officers will implement it.

The speed of the vessel may be adjusted relying on numerous factors such as forecasted time of arrival (ETA) , presence of other ships, sea conditions, and climate.

Whenever configuring a voyage plan, the onboard stock of fuel, water, and food supplies should also be accounted for to make sure that no shortages occur.

4. Monitoring.

The final step in the voyage planning procedure is monitoring and seeing the plan to fruition. It entails regular and vigilant surveillance by the officers of the bridge team.

This is the stage where the bridge team will rely on their expertise, judgment, and navigational abilities to guarantee the vessel’s safe voyage. To monitor the ship’s position, the crew uses a wide range of tools, such as GPS and radar bearings, with visual bearings and celestial navigation providing additional sources of information.

After each voyage, it is also beneficial to hold a debriefing meeting in order to share collected experiences and knowledge that can be utilized in future bridge operations.

What Factors Are Considered When Planning a Ship’s Passage?

In the Guidelines for Voyage Planning, the IMO identifies more than 50 components that should be considered while drafting a plan. “To assure the safety of life at sea, safety, and efficiency of navigation, and protection of the maritime environment throughout the intended voyage or passage,” the requirements are explicit and exhaustive.

During planning, the ship’s navigation officer should consider the following factors:

• safe speed (taking hazards, the vessel’s maneuverability, and water depth into account).
• the cargo’s characteristics.
• when/where to alter the speed, taking into account factors such as daylight and tidal restrictions, and the condition and competency of the crew.
• clearance from navigational hazards.
• meteorological conditions.
• the certifications and documents of the vessel and crew.
• course alteration points.
• the method and frequency of position fixing.
• the use of the routing system, and the use of AIS .

The IMO recommends that the Passage plan must be clearly marked and recorded on the appropriate charts, CD, and/or in a voyage plan notebook. Throughout the voyage, the officers of the navigational watch should always have access to the plan.

Conclusion.

There are many factors to consider when planning a ship passage, such as weather, currents, seabed conditions, and traffic patterns. In addition, masters must also take into account the characteristics of their vessels, such as draft, speed, and cargo capacity.

Planning a ship’s passage may seem like a hard job, but it is a necessary step for a safe and successful trip. By taking all of these factors into consideration, masters can develop a comprehensive plan that will help them navigate safely and efficiently to their destination.

FAQs about Passage Planning

What is passage planning in maritime operations.

Passage planning is a critical process in maritime transit that involves assessing risks and developing a comprehensive plan to mitigate them. It takes into account various factors like weather, currents, vessel capabilities, environmental conditions, navigational hazards, and available resources, aiming to fulfill the ship’s objectives while minimizing risk.

Why is Passage Planning important in ship navigation?

Passage planning is crucial for ensuring the safety and efficiency of a voyage. It allows captains to anticipate and avoid potential hazards, identify ways to save time and fuel, manage the overall journey, and create detailed plans considering vessel’s speed, draft, and other factors. This, in turn, ensures a safe and timely arrival at the destination.

How is a Ship’s Passage planned?

A ship’s passage is planned through a four-step process. Firstly, an appraisal of all relevant information is conducted. Then, an intended voyage is planned based on the gathered information. This plan is executed while considering prevailing conditions, and finally, the vessel’s progress against the plan is continuously monitored.

What factors are considered when planning a Ship’s Passage?

When planning a ship’s passage, factors such as safe speed, the characteristics of the cargo, clearance from navigational hazards, meteorological conditions, course alteration points, the method and frequency of position fixing, the use of the routing system, and the use of AIS are taken into account. The vessel and crew’s certifications and documents are also considered.

What are the stages of passage planning according to SOLAS and other regulations?

Passage planning, according to SOLAS and other regulations, consists of four stages: Appraisal (gathering all relevant information), Planning (creating a detailed plan using the appraised information), Execution (implementing the plan while considering prevailing conditions), and Monitoring (continually checking the vessel’s progress against the plan).

About the author

I worked as an officer in the deck department on various types of vessels, including oil and chemical tankers, LPG carriers, and even reefer and TSHD in the early years. Currently employed as Marine Surveyor carrying cargo, draft, bunker, and warranty survey.

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The oceans have always represented the primary artery of the global economy. However, this has never been more true than today. While oceangoing trade has always been important, modern navigation technology and organizational techniques have dramatically increased profitability. As a result, oceanic shipping makes up roughly nine-tenths of all international trade. Together with the rise in shipping rates, the risk of accidents has also risen. This is why modern navigation technology aims to minimize the possibility of human error. One way that the modern captain minimizes risk is by using an effective passage plan.

What is the Passage Planning Process?

Passage planning, also known as voyage planning, is the procedure a crew must comply with before relocating a ship from one mooring to another. It comprises a theoretical planning stage before the departure as well as a practical implementation stage during navigation.

The need for passage planning applies to all vessels in any type of voyage, including those under pilotage. Implementing a passage plan requires a thorough understanding of the underlying principles of the process. You can find these principles from two key resources, the SOLAS Convention and the IMO Resolution A.893-21 .

More specifically, the legal framework concerning Passage Planning mainly consists of Chapter V of SOLAS Convention and IMO Resolution A.893-21. They describe the obligation to develop and implement such a plan as, "of essential importance for safety of life at sea, safety and efficiency of navigation, and protection of the marine environment." Accordingly, a passage plan is vital for successful ship relocation. Conversely, a defective or lacking plan can lead to serious legal consequences. A court could judge a crew negligent and find a shipowner's liability for lack of due diligence. This happened in a   recent judgement   by a British court.

The development and execution of a passage plan rely heavily on the ECDIS , for various reasons. In particular, ECDIS makes it easy to select saved routes and elaborate new ones. The planning graphic tool also assists planners by allowing them to quickly and efficiently modify routes. In addition, ECDIS facilitates precise, accurate measurements and calculations that it performs automatically. Since ECDIS plays such a large role in drafting a passage plan, the crew member in charge must understand electronic navigation.

Who is in Charge of Passage Planning

The legal responsibility for the passage planning process lies on the vessel's captain. In practice, the captain often delegates such duty to a Navigational Officer, or Officer On Watch (OOW). Navigational Officers (i.e. Captain, Chief Officer, Second Officer, or Third Officer) are essential players for successful onboard management. They exercise responsibility for the people, cargo and the vessel itself from port to port. These officers make important decisions on navigation, communication, general maintenance, day-to-day dock operations and overall ship operation.

The important role of ECDIS in Passage Planning is another reason that captains entrust Navigational Officers with this task. Generally, only they possess the necessary experience operating the ECDIS.

What Comprises a Passage Plan?

The passage plan must cover the voyage "berth to berth." This means it starts as the vessel leaves the dock and ends only after the ship completes mooring. Consequently, it also covers the distancing from the harbor area, the transit portion of the voyage and the approach to the final mooring.

The SOLAS Convention envisages passage planning as a four-stage process: appraisal, planning, execution and monitoring.

The Appraisal and Planning stages pertain to the theoretical development of the plan. On the other hand, Execution and Monitoring concern the practical implementation of the voyage.

This phase takes place before the beginning of the voyage. At this stage, the OOW must elaborate a detailed proposal of how he intends to conduct the passage. In doing so, he is to take a numerous set of factors into account, including:

The Captain's instructions (if any);

The eventual company's guidelines;

The marine environment;

Local regulations and warnings;

Weather forecasts (including tide and currents' predictions).

While performing this duty, the OOW will resort to a wide range of sources. These include:

A Chart Catalogue comprising different types of charts such as the Load Line Chart and Routeing Chart ;

Admiralty sources ( Admiralty Sailing Directions , Admiralty List of Lights and Fog Signals , Admiralty List of Radio Signals , Admiralty Distance Tables );

Ocean Passages of The World ;

Tide Tables and Tidal Stream Atlas;

Notices to Mariners, Navigational Warnings;

Mariner's Handbook .

The Appraisal stage will thus result in the provisional general track that the ship should follow. This, in turn, is the essential starting point to undertake the Planning phase.

The OOW has at this point collected all the necessary information within the Appraisal. Also, he proposed a general track to the captain. His next task in drafting a passage plan consists of planning the details of the voyage. The OOW will re-scale and lay down the track in the most suitable manner. The plan must also indicate areas of danger (e.g. landfalls, small islands, narrow passages, wrecks, reefs, No-Go Areas).

Additionally, planning requires the OOW to provide various forms of information that are relevant to the voyage. The purpose of this requirement is to ensure the safety of the crew, marine life, and to protect the marine environment. SOLAS considers this information necessary to ensure a safe, successful voyage.

This information includes:

Safe speed;

Necessary speed alterations en-route;

Minimum under keel clearance;

Necessary change in machine status;

Course alteration points;

Methods and frequency of position fixing;

Existing ships' reporting and routing systems and vessel traffic services;

Areas subject to marine environmental protection rules;

Contingency plans in case of emergency, safe anchorage points, aborts.

After the OOW has finalized the passage plan, the captain needs to approve it. At this point, the OOW enters the plan into electronic navigation instruments. These generally include a GPS unit and one of the following:

• Electronic Chart Display and Information System
• ARPA system
• Chartplotter

As the name implies, this stage corresponds to the crew's practical execution of the plan. Noticeably, the Resolution regarded this phase as an essential part of the passage planning process. This stresses how the captain must regard the plan as a living document. That is to say, he is under the obligation to review it and change it should unexpected circumstances arise. Examples of such circumstances include meteorological changes, natural hazards, visibility-related factors, traffic conditions and routing information.

This phase requires the crew to monitor the vessel's progress along the planned route. To do so, they employ standard methods including dead reckoning, celestial navigation, pilotage and electronic navigation. Parallel Index is also a useful tool to prevent the vessel from bumping into navigation hazards.

During the monitoring phase, the ship must promptly respond to any sudden change in circumstances that may arise. As a consequence, factors like experience, good seamanship and personal appreciation come to play a crucial role. For the same reason, the monitoring phase envisages the cooperation of a deck officer to achieve successful implementation.

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From appraisal and planning to execution and monitoring, the passage planning process is a vital step toward ensuring a safe voyage. When you follow the relevant SOLAS and IMO regulations, you're already closer to a successful voyage. If you want to keep up to date on the latest rules, regulations, technology and techniques, sign up with American Nautical. We strive to keep our readers up to date on all things pertaining to maritime transportation. Whether you're a hobby sailor or a veteran captain, we'll help you learn all you need to know to have a safe and successful voyage.

Links in this Article

• SOLAS Convention
• IMO Resolution A.893-21
• a passage plan
• recent judgement
• Chart Catalogue
• Routeing Chart
• Admiralty Sailing Directions
• Admiralty List of Lights and Fog Signals
• Admiralty List of Radio Signals
• Admiralty Distance Tables
• Ocean Passages of The World
• Tide Tables
• " target="_blank">Electronic Chart Display and Information System

Products Mentioned in this Article

• Load Line Chart
• Mariner's Handbook

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Bridge Procedures: The importance of passage planning

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Everyday mariners are planning deep sea voyages along major trade routes, sometimes under harsh weather conditions,  ice hazards and other environmental features. This is another article in our Bridge Procedure Series, aiming to give bridge crews and shore based staff a greater understanding of an efficient passage planning across the busiest trade routes and new route additions.

What is passage planning?

A passage plan aims to develop a comprehensive berth to berth navigation plan in order to ensure safe voyage as it determines a route to be followed by:

• Recognizing the hazards, and assessing associated risks and decision points
• Checking the available depth of water and the sufficient sea room
• Fixing opportunities according to the appropriate position
• Reporting the relevant requirements and taking routing measures for ships
• Acting with respect to the anticipated traffic and weather conditions, and
• Complying with all applicable environmental protection measures

An experienced navigation officer, respecting the international legislation, prepares the vessel passage plan to be used by the bridge team.

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4 actual stages to be followed when preparing a passage plan

1 st   stage: Appraisal

Appraisal is the initial process during which the risks are identified and assessed, to ensure that the vessel passage plan is safe. Amongst the factors that should be considered during the appraisal of a passage plan is navigation, berthing requirements, mooring and tug operations, port entry requirements, security and anti-piracy measures, strength and stability, MARPOL Special Areas, national or regional requirements, passage plan amendments etc.

2 nd stage: Planning

There should be undertaken a planning for any one section of the vessel passage plan using either all electronic or all paper charts rather than a mixture of chart types. Whether planning using paper chats or ECDIS, the plotting of the route should follow established conventions and include the pilotage phase, the ocean phase and coastal phase.

3 rd stage: Execution

During this stage it is recommended that the Bridge Team get in touch with the passage plan and make sure that the ship would navigate in accordance with the developed plan. Moreover, there should be taken some actions, as long as the ship departs. Firstly, the speed should be adjusted based on the ETA and the expected weather and oceanographic conditions, in order to be on time at its port of destination. Additionally, there must be taken into account the availability of water and fuel on board, for the prevention of any shortage during the voyage. In case the ship uses ECDIS, there must be set the appropriate limits regarding the safety settings.

4 th stage: Monitoring

It takes part throughout the voyage trying to check the position of the vessel, to ensure that it remains within the safe distance from any danger areas. The voyage is always safer when there is conducting a continuous monitoring of the ship’s progress along the pre-planned schedule. In case of any emergency situation, if the navigation officer feel it is necessary to deviate from plan, he should inform the master and take any action he think is better for both the ship and its crew. As in this stage of vessel passage plan all deck officers contribute their part in the plan, they must indicate personal characteristics such as good seamanship, experience and personal judgement.

The flowchart below, can help the interested parties understand and memorize better the passage planning procedure, by following the aforesaid stages:

Being familiar with passage plan

Master should thoroughly review each passage plan and provide corrective instructions, as may be necessary. All officers who will perform OOW duties during the voyage and will follow the approved passage plan should be informed, briefed and should sign the plan. A detailed briefing by Navigation officer prior departure should be performed with participation of master, Chief officer, OOWs and Bridge lookouts.

Items to be included in briefing:

• Passage plan in general
• No go/Dangerous areas
• Weather forecast
• Special instructions for costal navigation
• Main Engine use, speed and maneuvering details and restrictions
• Relevant Master standing orders

After each voyage a de-briefing meeting should be arranged with above mentioned participants in order to note experience and lessons learned for conducted voyage. This knowledge can be incorporated in future vessel passage planning.

The passage planning procedure can be supported by the use of a checklist, as the one provided by SQE MARINE here below.

read more here

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Note the following to be included in Voyage/Passage planning.

In a long voyage some days may be very far away from Land. Master to confirm with Manager on arrangement of Helicopter or any other assistance require to attend to an emergency of a Crew on ship.

The Master to chaeck health condition of the crew. Some crew may be on medicated drugs for heart problems or for H.P

Do refer to the BPG, Nautical Institute Guide and MO RESOLUTION A.893(21) adopted on 25 November 1999 Guidelines For Voyage Planning:

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