The subsequent four stages are recommended by IMO Resolution

A 893 (21) to be followed, while compile the voyage plan:

1. Appraisal.
2. Planning.
3. Execution.
4. Monitoring.

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It is the most important part of voyage planning as this is the stage where all
necessary information is gathered for the plan, and therefore special attention
is required.

It is capital to have a very good idea of the risks involved, their evaluation in
order to choose best solutions whereby the level of the risk is balanced against
commercial suitability.

2
INFORMATION SOURCES

1. Chart Catalogue.
2. Navigational Charts.
3. Ocean Passages for the World.
4. Routing Charts or Pilot Charts.
5. Sailing Directions / Pilot Books.
6. Light Lists.
7. Tide Tables.

3
INFORMATION SOURCES

8. Tidal Stream Atlas.

9. Notices to Mariners.
10. Routing Information.
11. Radio Signal.
12. Weather Information.
13. Load-line Chart.

4
INFORMATION SOURCES

14. Distance Tables.

15. Electronic Navigational System Information.
16. Radio and/ or Local Warnings.
17. Owners’ Instructions/ Information, and others’.
18. Vessel’s Draughts.
19. Mariner’s Handbook.
20. Crew Members’ Experience.

5
The Voyage Plan shall be compiled from berth to berth, and consequently will
include all navigation areas:

 Ocean Navigation.
 Coastal Navigation.
 Navigation with Pilot.

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Guidelines in constructing route:
 Is the route prohibited by any Rule or Regulation ?
 Is the route opposing any IMO recommendation ?
 Is the route environmentally sensitive ?
 Is the route politically sensitive or are there local considerations ?
 Is the route risk assessment be regarded differently whether the vessel is
loaded or in ballast ?
 Route shall comply with all rules and regulations issued by: Hydrographic
Office, Port Authority, and Department of Transport.
 All TSS’s should be followed.
 Generally, the minimum margin of safety from any coastline or danger,
should be of not less than 3 NM.
 Masters are advised to may increase the safety margin, but never to
decrease it, unless forced by particular critical circumstances.

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 Ocean Track.
 Coastal Track.
 Grounding Line.
 Safety Margins.
 Safe Water.
 No-go Area.
 Contingency Anchorage Area.
 Anchoring Depth.
 Point of No Return.
 Distance off.
 Under Keel Clearance.
 Waypoints.
 Wheel Over Points (W / O).

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 TSS (Traffic Separation Scheme).
 Local Traffic Area (ferryboat).
 Tidal Window.
 Landfall Lights.
 Clearing Marks / Clearing Bearings / Leading Lines.
 Buoyage.
 Reporting Points.
 Pilot Boarding Position.
 ARPA Monitoring.
 Radar Targets / Land Conspicuous Objects / Visual navigation aids.
 Parallel Index.

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 Primary and secondary position fixing.
 Fixing position frequency.
 Compass Error.
 Echo Sounder.
 Chart Change.
 Deviation from Track.
 Chart Overloading Avoidance.
 Regulations (COLREG, MARPOL, Coastal State).

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 UNDER KEEL CLEARANCE
20% of maximum draft plus, Squat, Water Allowance, List

SALT WATER

FW OR BRACKISH

SHIP IN
SHIP
SHOAL UNDISTURBED WATER SURFACE
ROLLING
WATER

NOMINAL
DRAFT TIDE

FW OR BRACKISH MAX
WATER ALLOWANCE DRAFT
SQUAT CHART
DEPTH

DRAFT INCREASED DUE TO LIST

ACTUAL
DEPTH
UNDERKEEL CLEARANCE

BOTTOM

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The grounding line is the contour line indicating depth at which the
vessel may be considered at risk of grounding at her present draft,
in the prevailing conditions of sea and swell.

margin of
safety

Grounding
line 12
 Increased
distance

Increased
distance The margin of safety of
3 nautical miles should
be considered from
3 NM
any coastal or other
off-laying danger.

margin of
safety

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Isolated
For isolated dangers the
Danger recommended minimum safe
passing distance for a
marked isolated danger
should be of 1 mile, while for
Isolated
an unmarked danger it
Danger should be of 1.5 miles.

Isolated
Danger

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 Use PI
CIR 1 = 3.4 NM
CIR 2 = 2.4 NM

W/O

W/O

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Point of No Return

W/O
Use PI
CIR 1 = 3.0 NM
CIR 2 = 1.8 NM 16
Reporting Points

3570
3.9 NM

17
Pilot Boarding Position & Reducing of Speed

3570
3.9 NM

18
Speed and Direction of Current
No Go Area
Land RADAR Targets

3570
3.9 NM

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 Leading Lights
Change of Chart
Weather Forecast

Check for
METEO WARNING
Auckland Radio
VHF Ch 12

Check Gyro
& Compass
Tranzit = 3120T
20
At this stage, the following aspects should be considered:

 ETA - at critical point where a favorable tide is needed.

 ETA - at critical point where daylight passage is safer or compulsory.

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 Traffic - special caution in heavy traffic area.

 Tide - tidal current strength, direction, and amplitude should

be known and considered.

 Additional - additional personnel might be required on navigation

personnel bridge and/ or engine room, or other.

 Fatigue - the responsible person on board should ensure the

rest period is observed.

 Bridge - bridge procedures guide must be fully followed.

preparation

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This is one of the primary responsibility of the OOW to comply with the approved
voyage plan, at all times, and whether any discrepancy noted, the Master be
immediately notified.
Major Concerns:
 Ship Position - all available means must be used to ensure accuracy of
vessel’s position.

 Fixing - the voyage plan recommendation is to be followed.

frequency

 Water Depth - echo sounder readings to be compared with chart.

 Drifting - all deviations be noted and corrected in due course.

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 COLREG - COLREG regulations must be complied with at all
times; whether in doubt advise the Master.

 Lookout - the entire bridge team contributes to safe navigation.

 Emergency - the OOW will alert/ notify all responsible personnel

situations with respect to new situation, but never interrupt his
lookout or leave the bridge.

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25
26
POSITION FIXING SIGNS
• Observed fix

• Radar fix

• GPS fix

• DR position

• Astronomical
observation

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