General

The Master shall address the following:

 Passage must be prepared from berth to berth. Particular attention must be paid to high traffic
areas, shallow waters, pilotage waters and any other local regulations, where the plan must
incorporate appropriate margins of safety and contingency plans for unexpected incidents
 A meeting must be held including all bridge team members and Chief Engineer to discuss and
understand the passage plan and to be held prior arrival pilot station, (if long sea passage > 7
days or even less depending on the criticality of the passage).
 Establish the Bridge and Engine Room manning levels, anticipating forthcoming areas of high
traffic density and other navigational hazards.
 During pilotage a proper Master/Pilot Exchange must be carried out, any required changes must
be communicated to the bridge team and accordingly the passage plan shall be amended.
 On completion of every voyage, passage plan debriefing must be carried out with the bridge
team to review the passage plan's strengths and weaknesses and make suggestions for
improvement.
 The provisions of IMO Resolution 893(21) “Guidelines for Voyage Planning” shall always be
followed.
 The Master must ensure that good voyage planning procedures are complied with giving due
attention to weather, currents, type of cargo on board, traffic, sea lanes, running distance, water
depth, etc.
 Good voyage planning also requires that charts are corrected and publications current. It is the
Master's duty to ensure that vessels are equipped with the latest navigational publications and
requisition for same, if any, is made in time.
 Ocean passages are to be made following the routes laid down in ocean passages of the world,
published by the British Admiralty, Hydrographic Department. Other passages should be made
according to the sailing directions.
 Officers of the watch should be in no doubt whatsoever as to what action the Master expects
them to take. To achieve this end, the Master’s “Standing Orders” are to be read, fully
understood, and signed for by each deck officer.

Masters “Standing Orders” must be supplemented by a “Master’s Night Order” to cover specific
situations which may occur on a watch and any other information or precautions that may be
pertinent and necessary to enable the Watch Officer to navigate the vessel accurately and safely.
A copy of the Master's “Standing Orders” shall be posted in the front of the “Master’s Night Order
Book”. At daily intervals while vessel is at sea or at anchor, the Master should write in the night order
book what is expected of the OOW, with reference to his requirements during the hours of darkness.
These orders must be signed by each OOW before going on watch.
NOTE: Officers who signs the Night Orders should note down the time of signing as well.
NOTE: All Deck Officers should sign the Master’s Night Orders regardless of they are watch officers
or not.

It is the responsibility of the Master to ensure that departing officers “hand over” diligently to the in‐
coming Officers. All newly joined Officers should read, understand, and sign the” Standing Orders”
and other instructions. It is essential that they know how to set up and operate all appropriate bridge
equipment.

Master’s daily Night Orders shall include his additional expectations from OOW other than Master’s
Standing Orders. At anchorage, night orders shall include requirements of minimum distance to
maintain from other vessels, status of readiness of the main engines and anchor party.

Passage Plan: The passage plan must be prepared for the whole passage, from berth to berth for
each intended leg including pilotage and shifting berths within a port using the Company’s format
(F5.2 Passage Plan). The Company’s format may be replaced by passage planning software,
provided it is approved by the Company. Vessels using OneOcean System will use form F5.2A
Passage Plan – OneOcean and attached it to the Passage Plan generated by the OneOcean
Software. The Passage plan that is generated using such software shall not contain less information
than that contained in F5.2 Passage Plan. When shifting between berths in a port or between
terminals or ports in a river or waterway, only relevant sections of the Passage plan need to be filled.

1. The passage plan should aim to establish the most favourable & economical route while
maintaining appropriate margins of safety and safe passing distances offshore.
2. For cross ocean voyages, as far as possible, the route planning must be done using the Great
Circle methodology, considering weather forecasts, and prevailing currents or consulting the
weather routeing software if applicable.
3. There are four distinct stages in the planning and achievement of a safe passage:
a. Appraisal
b. Planning
c. Execution
d. Monitoring

4. These stages must follow each other in order set out above.
5. Once the plan and the way in which it is to be executed have been decided, monitoring must be
carried out to ensure that the plan is properly followed.
6. In those cases when the port of destination is not known or is subsequently altered, it will be
necessary for a passage plan to be prepared in stages due to time constrains or lack of
information.
7. The passage plan is a dynamic document and any changes to the planned route during the
voyage must be revised and made known to all the watch officers by conducting a bridge team
meeting.

Stages of Passage Plan

Appraisal
1. The navigating officer shall study the charts, publications, and other appropriate navigational
information before commence planning.
2. Only official nautical charts/ENC’s (largest available scale) and publications shall be used for
passage planning. Any missing charts and publications needed for the intended voyage should be
identified from the chart catalogue and obtained before the ship sails.
3. All voyage charts must be corrected up to date to the latest Notices to Mariners and existing
radio navigational warnings. ENC’s must also be up to date, if applicable.
4. Ocean passages are to be made following the routes laid down in ocean passages of the world,
published by the British Admiralty, Hydrographic Department. Other passages should be made
according to the sailing directions.

Ready Reference Data for Navigation and Passage Planning

The information necessary to make an appraisal of the intended passage will include the details of:
 Currents (direction and rate of set),
 Tides (times, heights, and direction of tidal streams),
 Draught of ship during the various stages of the intended passage,
 Advice and recommendations given in Sailing Directions,
 Navigational lights (characteristics, range, arc of visibility and anticipated raising range),
 Navigational marks (anticipating range at which objects will show on radar and/or will be visible),
 Traffic separation and routing schemes,
 Availability and accuracy of electronic aids to navigation in that locality
 Navigational warnings affecting the areas,
 Climatologically data affecting the area,
 Ship's manoeuvring data
 The condition and state of the vessel, its stability, and any operational limitations
 The provision of a competent and well rested crew to undertake the voyage.
 Any special characteristics of the cargo (especially if hazardous), and its distribution, stowage
and securing on board the vessel.

Planning
1. Having made the best possible appraisal using all the available information on board relating to
the intended passage, the Navigating Officer shall prepare a detailed plan of the passage.

When deciding upon the route, as a minimum, the following factors must be considered:
a) the marine environment
b) the adequacy and reliability of charted hydrographic data along the route.
c) the availability and reliability of navigation aids, coastal marks, lights etc.
d) any routeing constraints imposed by the ship e.g., draught, type of cargo, Tank cleaning.
e) areas of high traffic density.
f) weather forecasts and expected current, tidal, wind, swell and visibility conditions.
g) the presence of seasonal tropical storm activity.
h) Routeing charts providing information on ocean currents, winds, ice limits, load‐line zones etc.
Ice or poor visibility may limit northerly or southerly advance in high latitudes.
i) The load line zone chart, to ensure that the Load Line (LL) rules are complied with.
j) Ship’s routeing schemes – mandatory and voluntary.
k) High risk areas for piracy and hijacking.
l) Reliability of the propulsion and steering systems on board.

2. The passage plan formation must involve the following tasks:

 Plot the intended passage on the largest scale charts available. Plotting sheets are not to
be used for navigation under any circumstances.
 The planned track shall be plotted to clear hazards at a safe distance. A longer route must
always be selected against a shorter but more hazardous route.
 Where appropriate, advance warning of the existence of a navigational hazard
immediately on transfer to the next chart must be marked on the current chart.
  If the voyage distance is not increased by staying away from the coast, our
recommendation is as follows: All Ships including Tankers/Gas Carriers: More than 50 NM.
The presence of GPS equipment on board is an advantage and getting close to land for
position fixing is not required. Extra vigilance must be maintained if required to navigate
within 25 miles of the coast.
 As far as possible, keep at least 5 nautical miles from land and other dangers such as
shallow patches during open sea passages. If not practicable, consider additional safety
measures during the passage such as increasing the bridge manning level, starting an
additional generator, keeping the engine room manned, proceeding at a reduced speed,
keeping anchors ready for letting go etc.

Pilot Boarding Location:

a) The master shall confirm from Pilots/Agents that the pilot intends to board at the designated
Pilot Station well in advance.
b) In case the pilot does not intend to board at the Pilot Station but wants the ship to proceed past
the Pilot Station, a risk assessment must be done, and office approval sought.
c) If it is determined that the designated pilot boarding ground is too close to the entrance of a
narrow channel or breakwater, then either an alternate location for pilot boarding must be
agreed or the vessel should stop or minimize her speed until the Master/Pilot information
exchange is effectively completed as per checklist (F5.5 Master - Pilot Information Exchange)

3. Abort Point is a position where the ship may abandon her passage and be able to return or hold
position safely. At the abort position, there should be sufficient sea room for the ship to
undertake any of the following manoeuvres safely:
a) Turn around.
b) Stop in safe waters.
c) Anchor.

When deciding the abort point the following factors must be taken into consideration:
a) The navigable width and depth of water
b) Speed of the vessel
c) Turning circle
d) Direction of tidal stream / currents
As the abort point is critical to the passage, it is imperative that this is properly identified, marked,
and amended as required. Once this point is passed, the ship is committed and must continue the
passage.

The Master shall consider aborting the passage in the following circumstances:
a) That an effective master‐pilot exchange cannot take place.
b) If the pilot boarding is delayed.
c) At the last minute if pilot refuses to board at the pilot station.
d) The Pilot is found not suitable or is refusing to participate in a Master‐Pilot exchange.
e) Sudden change in weather conditions such as the onset of poor visibility or a dangerous increase
in the wind speed/direction.
f) Machinery failure or malfunction.
g) Failure or malfunction of critical navigation equipment.
h) Non availability of tugs or berth.
i) Dangerous situation ashore or in the harbour.

Any other situation where it is deemed unsafe to proceed.

Prior passing the abort point the following risk mitigating measures should be considered:
a) Manning the anchor stations and keeping the anchors ready.
b) Increased bridge manning level.
c) Safe speed.
d) Increased frequency of position fixing.
e) Confirming the time and place of pilot boarding where applicable
f) Confirming state of traffic past the abort point from the port control.

4. Contingency Plans: Events may not always proceed as planned and the ship may have to take
emergency action at any stage of the voyage including after passing the abort point. Contingency
plans are to be properly prepared at the planning stage and marked on applicable charts as
appropriate. It is recommended that contingency routes be clearly shown on the charts.

5. Port of Refuge (POR): Vessel may deviate from her scheduled voyage to proceed to nearest port
of refuge in following cases:
a) Personal injury and sickness on board – when life is threatened
b) Machinery breakdown
c) Refugees
d) Structural failure
e) Heavy weather damage
f) Assisting another vessel (Salvage)

Prior deciding on deviations confirms there are sufficient bunkers on board. Inform office
immediately by quickest means of communication.
6. Squat: When a vessel makes way through the water an apparent increase in draught occurs. This
draught increase is called squat effect and is a significant navigational factor. Calculations show
that the squat effect in confined shallow waters is twice the effect of squat in open shallow
waters.

The squat effect depends on the vessels block coefficient, speed (through the water) and on the
Depth & Width of the channel, in relation to the vessel’s Draft and Beam.

Generally, vessels with a block coefficient above 0.7 will trim by the head whilst vessels with a block
coefficient less than 0.7 will trim by the stern. However, this applies only to vessels that are at even
keel in the static condition. Vessels with a Trim will tend to increase their Trim due to the squat effect,
regardless of their Block Coefficients.

The vessel can determine the squat by using the short‐cut formula:
Open Waters Squat (S) = Block Coefficient (Cb) x Speed Square (V2) / 100
Confined Waters Squat (S) = 2 x Block Coefficient (Cb) x Speed Square (V2) / 100
Note: In case ship specific curves are provided then those should be used.

However, a more accurate formula (which is used in the UKC calculation sheets of the Company’s
Passage Plan format) is: Cb X S0.81 X Vk 2.08 / 20, where C = Block Coefficient, S = ‘Blockage Factor’, V k =
Speed through the Water.

‘Blockage Factor’ (S) = b X T / B X H, where b = Ship’s Beam, T = max. static draft, B = width of river
/ canal / sea inlet, OR ‘Width of Influence’.

‘Width of Influence’ = [{(7.7 + 20 X (1‐Cb)2} X Beam] / 1852 (to give ‘Width of Influence’ in nautical
miles). If the width of the river / canal / sea inlet, when measured between the nearest shoreline /
riverbanks / obstructions such as wharves or moored ships on either side of the vessel, is more than
the ‘Width of Influence’, then the latter is used as ‘B’.

Markings on Chart: Various markings on intended voyage chart shall be carried out using soft pencil
(2B Lead). Highlighters, ball pens and correction fluid are not to be used on charts.
a) All courses of the previous voyage should be erased.
b) The true course in 360° notation along with the distance on that course.
c) Wheel‐over position for each course alteration.
d) Parallel Indexing (not from floating objects unless they have been first checked for position) ;
e) Chart Changes
f) Methods and frequency of position fixing
g) Prominent navigation and radar marks.
h) No Go Areas, (No‐go areas vary with change of draft and tide and will therefore also vary with
the time of passage).
i) Clearing lines and bearings
j) Transit bearings, heading marks and leading lights
k) Significant tides or current
l) Navarea, nearest coast station
m) Changes in Machinery Status
n) Minimum Under Keel Clearance
o) Positions where the echo sounder should be activated
p) Crossing and high-density traffic areas
q) Safe distance off
r) Positions at which anchors need to be cleared and pilot ladders rigged should be planned, also
positions at which Pilot and Tug are to be arranged.
s) Abort positions and contingency plans
t) Speed restrictions as per local requirements.
u) VTS Reporting points and VHF channels.
Few examples of chart markings are illustrated below.
Course Alteration, Next Chart, Transfer Position, No Go Area, PI, Contingency Anchorage markings.
Specimen of ‘Abort Point in relation to the Pilot Boarding Point

Review of the Plan: The Master and Navigating Officers shall review the passage plan before
execution. This review will provide the Master and his Officers with a clear and precise indication of
all areas of danger and establish the areas in which it will be possible to navigate safely.

Any doubts about the passage plan should be clarified by the watch keeping Officers. The plan shall
be signed by all attendees to confirm their understanding.

Execution
The Officer on Watch (OOW) shall follow the passage plan. The Master shall consider any situation
that may make it necessary to adjust the passage plan, including:

a) the reliability and condition of the vessel’s navigational equipment

b) the estimated time of arrival at critical points for tidal heights and current flow
c) navigational warnings received
d) meteorological conditions, such as restricted visibility, adverse weather, and ice
e) day or night transits
f) Fatigue of personnel on board
g) traffic density; and
h) Instructions from voyage operations.

The Master should reassess the passage plan if he learns of a new hazard.

Voyage Risk Assessment / “Go & No Go” Situation

There is always a risk attached to every voyage and it is the responsibility of the Master to assess the
same and plan accordingly.

Examples of such risk are:

 Arrival / Departure Port with Visibility less than 1 NM
 Failure of navigational equipment
 Inadequate / Outdated Charts and Nautical Publications

NOTE: The vessel shall carry out a navigation risk assessment which shall be reviewed by the office to
establish that the risk is acceptable (go). In case the risk is unacceptable (no go) appropriate
measures can be taken to reduce the risk to an acceptable level.

Review of the Plan

The Master & Navigating Officers shall review the passage plan before execution.

This review will provide the Master and his Officers with a clear and precise indication of all areas of
danger and establish the areas in which it will be possible to navigate safely considering the
calculated draught of the ship and planned under‐keel clearance. Bearing in mind the condition of the
ship, her equipment and all other circumstances, a balanced judgment of the margins of safety which
must be allowed in the various sections of the intended passage can now be made, agreed, and
understood by all concerned. Any doubts about the passage plan should be clarified by the watch
keeping Officers.

The plans shall be signed by the Master & Navigating Officers to confirm the above.
a. A “Pre‐Arrival Review” of the Passage Plan is to be carried out by the Master and Navigating
officers on the following occasions:
  Prior to arrival port when the interval between Departure and Arrival Ports exceeds 7
days.
 Prior to getting underway if the vessel is at anchor awaiting berth for more than 7 days.

b. The “Pre‐arrival Review” of the passage plan shall include the following:

 Detailed discussion of the Passage Plan.

 Information obtained from the agents or other relevant parties.

NOTE: The “Pre‐arrival Review” shall be documented in the Deck Logbook.

Random Sampling of Passage Plans, Bridge Checklists & Logs

To improve navigational safety onboard our vessels, one vessel will be randomly selected on a weekly
basis and asked to send copies of the current passage plan, bridge checklists / deck logbook, etc., to
the office for review. Deficiencies will be taken up with the vessel and results of the review will be
promulgated across the fleet to improve navigational practices.

Monitoring
The OOW shall monitor the vessel’s progress along the pre‐planned track.

The following should be considered when position‐fixing (this guidance is applicable to position
monitoring using paper charts; reference should be made to the section on position‐fixing for
guidance on position monitoring using ECDIS):

1. The time intervals between position fixes should be such that the vessel cannot run into danger
between consecutive positions fixes.
2. The frequency of position fixing as defined in the passage plan should be maintained, regardless
of whether electronic navigation systems are used.
3. Position fixes should be cross‐referenced at regular intervals, using a different method
4. Use of parallel indexing is encouraged, but should not be used in preference to be fixing
positions on the chart in accordance with the position‐fixing interval
5. Buoys should not normally be used for position‐fixing or parallel indexing, unless their charted
positions have first been verified
6. Soundings obtained from the echo sounder can aid in determining the vessel’s position
7. Radar ranges from fixed objects at widely separated angles are accurate and easily obtained
8. Transit marks, clearing bearings and radar‐clearing ranges can help with position monitoring
9. The calculated under‐keel clearance (UKC) should be checked against the depth under the keel.

The close and continuous monitoring of the ship’s progress along the pre‐planned track is essential
for the safe conduct of the passage.

1. If the OOW is ever in any doubt as to the position of the ship or the way the passage is
proceeding, he should immediately call the Master and, if necessary, take whatever action he
may think necessary for the safety of the ship.
WARNING: The Master must never hesitate to amend his route if circumstances warrant a
deviation from the direct track.

2. Last Minute Changes: Section 16 of the passage plan (F5.2 Passage Plan) is to be used to
document last minute changes or change made after the pilot boards.

3. Post‐voyage De‐brief of the Passage Plan: Upon completion of the voyage, a post voyage debrief
of the passage plan is to be carried out by the Master together with the Navigating Officers and
recorded in Section 17 of the passage plan (F5.2 Passage Plan). This provides the opportunity for
the bridge team to review the passage plan’s strengths and weaknesses, to make suggestions for
improved safety or communications.

Vessel will encounter various unknown, unexpected, or even unsafe navigational conditions during
her world‐wide trade. This experience is extremely valuable to all our vessels and therefore, all
Masters are expected to complete the company form ‘F5.20 Shipmaster’s Port Report’ if a typical
situation has been experienced during vessels call.