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3.1.1 Responsibility for Passage Planning

In most ships it is customary for the Master to delegate the initial responsibility for preparing the plan for a
passage to the Officer responsible for navigational equipment and publications. The Company requires that
the Third Officer is the designated Navigation Officer.

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.

The Navigating Officer has the task of preparing the detailed passage plan to the Master's requirements
prior to departure. The plan may need to be changed during the voyage; for example, the destination port
may not have been known or may alter, or it may be necessary to amend the plan following consultation
with the pilot. If the plan is changed during the voyage, the bridge team on each watch should be consulted
and briefed to ensure that the revised plan is understood.

On completion of passage planning the master must approve and sign the passage plan. Any subsequent
changes in the plan must be approved and initialled.

3.1.2 Principles of Passage Planning

There are four distinct stages in the planning and achievement of a safe passage:
i Appraisal and Risk Assessment
ii Planning
iii Execution
iv Monitoring

The passage plan is to be in three sections:

 Berth to commencement of sea passage (outward pilotage);
 Sea Passage;
 End of Passage to Berth (inward pilotage).

3.1.2.1 Appraisal

This is the process of gathering together all information relevant to the contemplated passage. Before
planning can commence, the charts, publications and other information appropriate for the voyage will
need to be gathered together and studied. ISM checklist ‘’ 4115 Passage Plan Appraisal ‘’ must be used
and completed by the Navigating Officer to assist him to gather all the information necessary for a full
passage appraisal. Refer also to Reference Publication "Bridge Team Management" Section 2

3.1.2.2 Charts and Publications

Only official nautical charts and publications should be used for passage planning, and they should be fully
corrected to the latest available notices to mariners and radio navigation warnings. Any missing charts and
publications needed for the intended voyage should be identified from the chart/electronic catalogue and obtained
before the ship sails (refer to chapter 1.1.9). The largest scale charts should be used.

3.1.2.3 Voyage Risk Assessment

Master should consider always possible risks. Routes should be reviewed and best route should be selected.

Additional controls put in place could be;

 wait for high water to pass shallows;
 high dense traffic and precautionary areas
 extra bridge manning refer to 2.1.2 Reassessing Manning Levels During Voyage
 navigation in adverse weathers

3.1.3 Passage Planning

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Having made the fullest possible appraisal using all the available information on board relating to the
intended passage, the Navigating Officer is now able to prepare a detailed plan of the passage. The
detailed plan must embrace the whole passage, from berth to berth, and include all waters where a pilot will
be onboard.

The formulation of the plan will involve completion of the following tasks:

 Plot the intended passage on the appropriate charts and mark clearly on the applicable
charts, all areas of danger close to the intended track. The planned track must be plotted to
clear hazards at as safe a distance as circumstances allow. A minimum distance safe distance off
the grounding line is 4 nm but this should be increased as necessary to take into account
expected wind and sea –traffic density conditions etc. The possibility of main engine or steering
gear breakdown at a critical moment must not be overlooked.
 Write the previous chart number at the beginning of first leg and write the next chart number
where you need to change next chart
 Indicate clearly in 360 degree notation the true direction of the planned track on the charts.
 Mark on the chart those radar-conspicuous objects, which may be used in position fixing.
 Decide upon the key elements of the navigational plan but not limited to below;

- Safe speed
- Speed alterations necessary to achieve desired ETA's en route, e.g. where there may be
limitations on night passage, tidal restrictions etc.;
- Positions where a change in machinery status is required;
- Course alteration points, with wheel-over positions; Where ever possible course alteration points
should be arranged so as to lie on the beam bearing of the preceding course line
- Minimum clearance required under the keel in critical areas (having allowed for height of
tide);
- Clearance above the uppermost mast. It must be stressed that in calculating the air draft
there may be a difference between the maximum height taken from the ship's plans and
the actual maximum height. For example previous or existing owners may have added
additional items such as antennae or satcom equipment. As a result Masters are to cross
check this and also take into account any folding or retractable aerials which may affect
their air draft calculations
- Points where accuracy of position fixing is critical, and the primary and secondary methods
by which such positions must be obtained for maximum reliability;
- Contingency plans for alternative action to place the ship in deep water or proceed to an
anchorage in the event of any emergency necessitating abandonment of the plan.
- Mark on chart the limiting danger lines (no-go areas). Charts supplied to ships are the same for
everyone, whether for use on board a VLCC at 25 metres draught or on a coaster sailing at 3
metres draught. It is therefore imperative that the chart is made suitable for the specific condition
of the vessel on which the chart is being used. This is to be done by marking the 'limiting danger
lines' - often referred to as marking out the 'no-go areas'.
- Append on the charts Parallel Index (PI) distances and directions from suitable radar conspicuous
targets.
- OOW should append, on the chart, the ETA at the next a/c point. This will give both himself and
perhaps the subsequent OOW’s an approximation and realisation of when they will be making an
alteration.
- OOW should append Estimated Position (EPs) along the course line, for the whole of their watch
and two hours beyond. The interval of these EP’s would depend upon the scale of the charts in use
but would normally be hourly. These EP’s give an indication to the watch officer as to the ongoing
progress of the vessel, tidal effects on the vessel and situational awareness.
- During each watch, OOW’s should append tidal direction(s) and rate (taken from suitable
tidal atlas’s) at the Tidal Diamond points printed on many charts for the period the vessel is
expected to be in that specific area. The OOW should be made even more aware, and more
prepared for, the outside forces that may influence the vessel.
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These are valuable safety limits to any plan, be it for coastal or ocean passage. Lines must be drawn on the
chart to highlight where the vessel cannot go. Proper allowance must be made for maximum draft and
predicted tidal height and any other limiting condition.

It is essential that strict compliance is maintained with all TSS and other routeing instructions or
recommendations as laid down on the charts, Sailing Directions, Local Authority, or IMO.

Full details of the plan are then to be entered on the Passage Plan Forms as contained in the forms manual
full instruction for the use of these forms is included. The Passage Plan must be fully understood by all
Officers prior to execution and the form is to be signed and dated confirming this fact. On completion the
Master must check and sign the plan.

Refer to "Bridge Team Management" Section 3 for more detailed information and explanations of
terminologies.

A- Notes on Passage Planning in Ocean Waters

When planning ocean passages, the following should be consulted:

 small scale ocean planning and routeing charts providing information on ocean currents, winds,
ice limits etc.;
 gnomonic projection ocean charts for plotting great circle routes, when appropriate;
 the load line zone chart to ensure that the Load Line (LL) Rules are complied with;
 charts showing any relevant ships' routeing schemes.

Anticipated meteorological conditions may have an impact on the ocean route that is selected. For
example:

 favourable ocean currents may offer improved overall passage speeds offsetting any extra
distance travelled;
 ice or poor visibility may limit northerly or southerly advance in high latitudes;
 requirements for ballast water exchange may cause the route selected to be amended in view of
forecast or anticipated conditions;
 the presence of seasonal tropical storm activity may call for certain waters to be avoided and an
allowance made for sea room.

Details of weather routeing services for ships are contained in lists of radio signals and in Volume D of the
World Meteorological Organization (WMO) Publication No. 9. Long-range weather warnings are broadcast
on the Safety NET Service along with NAVAREA navigational warnings as part of the World-Wide
Navigational Warning Service (WWNWS).

Landfall targets need to be considered and identified as to their likely radar and visual ranges and, in
respect of lights, their rising and dipping ranges and the arcs/colours of sectored lights.

A- Notes on Passage Planning in Coastal or Restricted Waters

By comparison with open waters, margins of safety in coastal or restricted waters can be critical, as the
time available to take corrective action is likely to be limited.

The manoeuvring characteristics of the ship and any limitations or peculiarities that the ship may have,
including reliability problems with its propulsion and steering systems, may influence the route selected
through coastal waters. In shallow water particularly, allowance should be made for reduced under keel
clearance caused by ship squat, which increases with ship speed (refer to chapter 3.1.9.14).

Ships' routeing schemes, restricted areas and reporting systems along the route, as well as vessel traffic
services, should be taken into account.

Coastal weather bulletins, including gale warnings, and coastal navigational warnings broadcast by coast
radio stations and NAVTEX may require changes to be made to the route plan.
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B- Passage Planning under Pilotage

Pilotage Passage Plans shall be compiled prior to departure and arrival.

It is unlikely that every detail of a passage will have been anticipated, particularly in pilotage waters. Much
of what will have been planned may have to be changed after embarking the pilot and following
discussion during the master/pilot information exchange This in no way detracts from the real value of the
plan, which is to mark out in advance where the ship must not go and the precautions which must be taken
to achieve that end, or to give initial warning that the ship is standing into danger.

The plan must be flexible and may be amended by the Master at any time in the interest of safety and
efficiency. The Master and Officers must never remain committed to a pre-planned course of action, if the
prevailing circumstances render a departure from the plan necessary for the safety of the ship.

The following elements are to be considered in drafting the Port Passage Plan:

 Meteorological conditions and latest weather forecasts, tidal data.

 UKC
 Obstacles to be passed such as bridges and overhead cables and clearance available.
 VHF channels to be monitoring for pilots, tugs dock, vessel traffic system, etc.
 Areas where parallel indexing can be used to continuously monitor the position of the
vessel relative to its intended track.
 Pilot boarding area for pre-planning intended manoeuvres.
 Establish contingency plan for emergencies and last minute changes of orders and at
points of no return. Potential anchorage area should be noted.
 Note where tugs are normally met. Also, check where tugs can be available in an
emergency.
For details of navigation with pilot refer to chapter ‘’ 5 Pilotage’’

3.1.4 Ships’ Routing

Ships' routeing measures have been introduced in a number of coastal waters to:
 reduce the risk of collision between ships in areas of high traffic densities;
 keep shipping away from environmentally sensitive sea areas;
 reduce the risk of grounding in shallow waters.

The use of ships' routeing measures should form part of the passage plan.

3.1.5 Weather Routeing

During ocean passages, Charterers/Company may subscribe Weather Routing service to the vessel. The
Master is to be guided accordingly but must at all times Master to make the final decision regarding the Safe
Navigation of the vessel.

3.1.6 Ships’ Reporting System

Ship reporting has been introduced by a number of coastal states so that they can keep track, via radio,
radar or transponder, of ships passing through their coastal waters. Ship reporting systems are therefore
used to gather or exchange information about ships, such as their position, course, speed and cargo. In
addition to monitoring passing traffic, the information may be used for purposes of search and rescue and
prevention of marine pollution.

The use of ship reporting systems should form a part of the passage plan.
The master of a ship should comply with the requirements of ship reporting systems and report to the
appropriate authority all information that is required. A report may be required upon leaving as well as on
entering the area of the system, and additional reports or information may be required to update earlier
reports.
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3.1.7 Vessel Traffic Services

VTS requirements on ships should form part of the passage plan. This should include references to the
specific radio frequencies that must be monitored by the ship for navigational or other warnings, and advice
on when to proceed in areas where traffic flow is regulated.

VTS reporting requirements may be marked on charts, but fuller details will be found in Sailing Directions and
lists of radio signals.

3.1.8 Filing of Passage Plans

Completed passage plans are to be archived on board for a period of at least 5 year. Prepared plans can be
used for subsequent voyages as a reference, however great care is required to ensure that the
information remains valid and a full assessment is to be made of each passage.

3.1.9 The Terms Use in Passage Planning

3.1.9.1 No Go Areas

Coastal and estuarial charts should be examined, and all the areas where ship cannot go must be carefully
shown by highlighting or cross hatching. When doing this, take care that chart information will not be
obliterated. No go area varies according to vessel maximum dynamic drafts (max draft+ squat).
No go areas shall be determined for the vessel actual time of passage where the tidal height shows
big changes. Such areas will need to be carefully marked showing the times and state of tide at which they
are safe.

3.1.9.2 Margins of Safety

Before tracks are marked on the chart the clearing distance from the no-go areas needs to be considered.
When a fix is plotted on a chart it invariable represents the position of a certain part of the ship’s bridge at
the time of the fix. With large ships, although the plotted fix at a certain time outside no-go area, it is possible
that another part of the ship may already be in danger/no go area. A safety margin is required around the no-
go areas at a distance that, in the worst probable circumstances, the part of the ship being navigated (the
bridge) will not pass.
Among the factors which need to be taken in to account when deciding on the size of this:

 The dimensions of the ship,

 The accuracy of the navigational systems to be used,
 Tidal streams, and
 The manoeuvring characteristics of the ship.

3.1.9.3 Waypoints

A waypoint is a position, shown on the chart, where a planned change of status will occur. It will often be a
change of course but may also be an event such as:

 End or beginning of sea passage.

 Change of speed.
 Pilot embarkation point.
 Anchor stations etc.

Waypoints may also be used as useful reference points to determine the ship's passage time and whether or
not a schedule is being maintained, particularly when they have been included in the appropriate electronic
navigational system. Where an electronic navaid which stores waypoint information is in use, care should be
taken to ensure that waypoint designators remain uniform throughout the plan.

3.1.9.4 Position Fixing & Fix Intervals

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It is essential that at any one time the Officer of the Watch knows exactly where the vessel is in relation to
the intended passage plan.
Good navigational practice demands that the officer of the watch:
 Understands the capabilities and limitations of the navigational aids and systems being used and
continually monitors their performance;
 Uses the echo sounder to monitor changes in water depth;
 Uses dead reckoning techniques to check position fixes;
 Cross-checks position fixes using independent sources of information; this is particularly
important when electronic position fixing systems such as GPS are used;
 Uses visual navigation aids to support electronic position-fixing methods i.e. landmarks in coastal
areas and celestial navigation in open waters;
 Does not become over reliant on automated navigational equipment, including electronic chart
systems, thereby failing to make proper navigational use of visual information. (BPG 3.3.1.2)
 OOW’s should append, on the chart, the ETA at the next a/c point. This will give both himself
and perhaps the subsequent OOW’s approximation and realisation of when they will be making
an alteration.
 OOW’s should append Estimated Position (EPs) along the course line, for the whole of their
watch and for two hours beyond. The interval of these EP’s would depend upon the scale of the
charts in use but would normally be hourly. These EP’s give an indication to the Watch Officer as
to the on-going progress of the vessel, tidal effects on the vessel and situational awareness.
 During each watch OOW’s should append tidal direction(s) and rate ( taken from suitable tidal
atlas’s ) at the Tidal Diamond points printed on many charts for the period the vessel is expected
to be in that specific area. The OOW should be made even more aware, and more prepared for,
the outside forces that may influence the vessel.

The safe progress of the ship along the planned tracks should be closely monitored at all times. This will
include regularly fixing the position of the ship, particularly after each course alteration.

Primary and Secondary Position Fixing; The passage plan shall include information as to which fixing
methods are to be use, which one is to be considered the primary method and which ones are to be used as
back up or secondary. For example whilst the ship is out of sight of land it may well be that the Radar is the
primary system with GPS as the secondary or back-up system.

Notes: at least two methods of position fixing should be charted, where possible. Visual and radar
position fixing and monitoring techniques should be used whenever possible. GPS derived positions should
always be verified by alternative methods.
Fix Intervals; the frequency of position fixing should be such that the vessel cannot run into danger
during the interval between fixes.

Note: Fixed points such as lighthouses and headlands should always be used in preference to
floating objects, which should be carefully checked for position before being used for parallel
indexing.
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The minimum fixing interval shall be as follows;

Minimum
Distance required
AREA DEFINITION Fixing methods
references fixing
interval
Atlantic
Ocean Gps/ Celestial
Pacific 30  nm <vessel 60 minutes The
Passage
Indian frequency of
Ex: Black Sea the fixing
Open Sea Mediterranean Sea Gps / Radar interval shall
15 nm  <vessel 60 minutes be agreed
Passage Yellow Sea /Celestial
Red Sea....etc that, the
Coastal All seas if the nearest vessel
Visual / Radar cannot run
Water land between 15 and 8 < vessel < 15 30 minutes
Passage 8 nm into danger
Coastal All seas if the nearest during the
Visual / Radar interval
Water land between 8 and 4 4 < vessel < 8 15 minutes
Passage nm between
Approach to fixes.
the harbour Approaching port, harbour limit / ¶ 12 Visual / Radar (the
limit or anchorage etc. anc.  < vessel < 4 minutes ¶ minimum
anchorage required
fixing interval
(Ex: Gibraltar,
specified in
Bosporus, Visual / Radar
Straits NA 12 minutes the table)
Dardanelles,
Singapore, Dover etc)
Antwerp, Rotterdam,
Houston, river
Canal, river Thames, Mississippi ¶ 12
NA Visual / Radar
etc. river minutes ¶
(from pilot boarding
point to the Berth)

Example: in the canal, river etc. fixe internals must be less than ¶ 12 minutes ¶ or less.

3.1.9.5 Celestial Position Fixing

The O.O.W. is to maintain his expertise in taking celestial fixes by regular use of the sextant and
navigational tables provided on board. Records are to be kept as a means of verification. This can either be
by log book entry or a specific stellar observation book.

3.1.9.6 GPS Position Fixing

The frequency of plotting GPS positions on the chart will depend upon the scale of the Chart in use. A log
book is to be maintained, into which positions are to be recorded at least once each watch. On ships fitted
with ECDIS this is recorded automatically.
Where GPS position fixing is being used, operational checks for the verifying the efficiency of the GPS and
DGPS should be done. So that OOWs should compare position of both GPS and DGPS position accuracy
and efficiency.

3.1.9.7 Radar Position Fixing

When using radar for position-fixing and monitoring, the OOW should check:
• The overall performance of the radar;
• The identity of the fixed objects being observed;
• Gyro error and accuracy of the heading line alignment;
• Accuracy of the variable range markers (VRM), electronic bearing lines (EBL) and fixed
range rings;
• That the parallel index lines are correctly set.
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3.1.9.8 Visual Bearings & Position Fixing

As stated above, fixing methods vary. Basic fixing consists of more than one position line obtained from
taking 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.

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 chart work text book 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.

3.1.9.9 Landfall Targets and Lights

Before making major landfalls after an ocean passage, it will be beneficial to use landfall targets and landfall
lights to prevent failing to make Landfall at a particular time or in the event of any doubt as to the vessels
position.
For this aim Lights which biggest luminous range and landfall targets should be determined at planning stage
and marked on chart.
In same lieu, determining of light at planning stage for the coastal voyages will prevent to loss of time and
confusion while actual time of coastal navigation.

3.1.9.10 Parallel Indexing

It is common practice to fix the ship's position and then make an allowance for set and drift depending upon
offset from the previous fix. This approach to navigation is REACTIVE, being based upon past observations.

In narrow waters, techniques need to be used which enable the Navigator to maintain a forward outlook, i.e.
to be PROACTIVE. Parallel Indexing (PI) is a means of proactive position monitoring. The basic principle of
parallel index plotting can be applied to either a stabilised relative motion display or a ground-stabilised true-
motion display.

Navigating Officer's on Watch is required to use parallel indexing techniques to monitor the vessel's position
whenever possible. This must not be the sole means of position fixing. Parallel indexing is a particularly
valuable tool approaching port and during pilotage when the Master is able to continually monitors the
vessel's position in this way while the O.O.W. plots the positions obtained from other data. It is essential that
vessels continue to plot positions on a frequent basis during pilotage. These positions must be as accurate
as possible and not just estimated positions based on passing buoys, landmarks etc.

3.1.9.11 Abort Point

When approaching constrained waters the ship may come to a position beyond which it will not be possible
to do other than to proceed termed as point of no return. It will be the position where the ship enters water so
narrow that there’s no room to turn or where it is not possible to retrace the track due to a falling tide and
insufficient UKC. The plan must take into account the point of no return and the fact that 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 be committed to entry.

The reasons for not proceeding and deciding to abort will vary according the circumstances but may include:

1. Deviation from approach line,

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2. Machinery failure or malfunction,

3. Instrument failure or malfunction,
4. Non availability of tugs or berth,
5. Dangerous situations ashore or in the harbour, and
6. Any situation where it is deemed unsafe to proceed.

The position of the abort point will vary with the circumstances prevailing water availability, speed, turning
circle, stream direction and others but it must clearly show as must as subsequent planned track to safe
water.

As company procedure Minimum Abort Point distance shall be calculated 1.5 times of vessel turning
circle. Abort point distance may be calculated with more clearance by the Master considering local
circumstances such as wind, current, depth, wave, swell etc…

3.1.9.12 Contingencies

Having passed the abort position and point of no return, the bridge team still needs to be aware that events
may not go as planned and that the ship may have to take emergency action. Contingency plans will have
been made at the planning stage and clearly shown on the chart, so that the OOW doesn’t have to spend
time looking for and planning safe action when his duties require him to elsewhere.

Contingency planning may include:

1. Alternative routes,
2. Safe anchorages,
3. Waiting areas, and
4. Emergency berths.

It will be appreciated that emergency action may take the ship into areas where it is constrained, whereby it
can only enter such areas within the tidal window. Such constraints must be clearly shown. Having drawn no-
go areas, the margins of safety and the track to be followed, the planning should now be concentrated on
ensuring that the ship follows the planned track and that nothing will occur which is unexpected or can not be
corrected

3.1.9.13.UKC and Safe Distance

Refer to chapter ‘’ 0.5 ‘’ for the company UKC policy and details.

3.1.9.14 Squad

When Navigating in Channels or restricted depth, the effect of increased draught due to squat must be taken
into account. It is to be borne in mind that this effect will increase with speed and is greater when the
channel is also restricted in breadth.

Squat is the bodily sinkage of a ship in the water when making headway. This varies from ship to ship (i.e.
is greater for tankers and is lesser for passenger vessels; is greater forward for tankers, is greater on aft
section for passengers vessels). The amount of squat will depend upon several factors but in certain
conditions may be as much as two metres. This may lead to grounding, loss of steering and/or collision.

Factors governing the ship squat are:

 Ship's speed (Main Factor). Squat is directly approximately proportional with the speed
squared.It should be bear in mind that speed through water(STW) shall be used during calculations.
 Depth of water: inversely proportional.
 Confines of the channels: inversely proportional.
 Block Coefficient (ratio of the immersed volume of the ship relating to the water line length,
breadth and draft): directly proportional.
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 Blockage Factor (immersed cross-section of the ship's midship section divided by the cross-
section of the canal or river): directly proportional.

A graph depicting these relationships should be displayed in the wheelhouse.

The following formulae can be used as guidance when calculating squat. Note however that every vessel is
different and characteristics do change from ship to ship.

Open Water: 1 x Cb V2
100
Canals/prismatic channels: 1.43 x Cb x V2
100
Rock cuts/diametric channels: 2 x Cb x V2
100
Answer is in meters, where Cb is the vessel's block co-efficient and V is the ships speed through (STW)
in knots.

3.1.9.15 Confined Waters

It must be remembered that the handling characteristics of the vessel will be changed when navigating in
shallow water or in narrow channels and on the close approach of or to other vessels.

The effect of shallow water on a ship is:

 More ship's power is absorbed by the water due to increased friction.

 Usually sinkage is greater forward than aft for ships of tanker speed and displacement in
any depth.
 Turbulence interferes with rudder and propeller effectiveness.

Signs that the ship has entered shallow water conditions can be:

 Wave making increases at the ford end of the ship.

 Ship becomes more sluggish to manoeuvre.
 RPM indication will show a decrease. If the ship is in "open water" conditions, i.e. without
breadth restrictions, this decrease may be 15% of the service rpm. If the ship is in a
confined channel, this decrease in rpm can be about 20% of the service rpm.
 There will be a drop in speed, If the ship is in "open water" conditions, it may amount to a
drop of 60% of the service speed.
 The ship may start to vibrate suddenly because of the entrained water effect causing the
natural hull frequency to become resonant with another frequency.
 Pitching reduces, due to cushioning effect of water under the keel.

3.1.9.16 Ocean Passage, Open Sea Passage, Coastal Water passage Definitions
Above definitions are available in chapter 05 for the UKC calculation. Ocean Passage, Open Sea Passage,
Coastal Water passage Definitions explained on below table.
Area Distance from nearest land
Ocean passage 30 nm <  vessel
Open Sea Passage 15 nm < vessel
Coastal Sea Passage vessel < 15 nm
Port Approach Harbour Limit < vessel < 4 nm
Canal / River / Straits / Port Limits Within the port limits and inside the canals / river /
straits
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