NAVIGATION FOR MASTERS

Chapter Three

Pie- 23: A tanker manoeuvres 10 secure 10 an SBM . 1he <bngers of inlitrac:rion
with <erminal mooring launches, buoys and lhc f1oacin1! hose, expose the n.ttd
for du: m.amc pilots ~kiH.
PASSAGE PLANNING
3.1 Introduction
The safe navigo.tton of the vessel has histork.aUy always been the
resporuibility of the Master. Howe.vcr, it is customary for the Master
co dd~gatt: naviga<iooal duties lO his officers a.ad in panicu)ar to
identify ao iod)vidual who acts ~s lhe 'o.aviga.tion officer'. The
principle of passage planning genern.lly falls into hi~er expected
duli4.:S whclhcr for occan passage or coastal passit.ge.

The e:(pected standards of 'Passage Planning' Ille n¢t new but the
procedures hllVc b..x:omc more fonmt..llsed over recent ycHI'S Md mnsl
conform to principles published in SOLAS Cho.pt2r 'V' (2002) Safety
of Na\'igation. These principl1Js expand on four essential areas of
activiry (equircd ro achieve n safe pas.sage between port.S:

N<t.mely ). Apprai sa.l

2. Planoing
3 _ Execution
4. Monitoring

By necessity these indi'Vidua.l operstions must follow on from each

other to achieve lhe objective.

Once completed, lhe plan is. for use by the 'bridge team', and to this
end it should be pre~nt.ed !I....~ a complete product, to the M11~ter, by I.he
navig~tion officer. Th.is is not to ~ay that the plan is rigiJ jn ics
guidelines. On the contrary, any passage.; plan roust retain operational
flcx..ibih<y to blke account of the onexpecred. The plan 1n its entirety

54 55
NAVICA'l'ION FOR MASTERS PASSAGE PLANNING

musl therefore rover the period from wh(;.n the vessel departs her berth 2 . The Tabular Presentation
to her a.rriv&.l at he.r new berth . The sayiog 'berth lo berth' is The use of a ' table ' related d\reccly to th(; 'pasSJtge plan' Cl\R be the
appropriate, but conLingcocy plans, where applicable should be ideal check for 1hc navigator. It can provide a. runniog update o.o Lhc
included. distance and subs.equencly deliver a continually revi~ ETA. The
b.asic tllb!e eorries would be com.pamble with the 'chart~ Jcgs' of
The practical constJUction of 11. passage pbm be.comes the per~nal the pas~agc sod chis in ii.Self ensures an additional check agafosl the
Cllmposition of the navigator and Cal\ be effccrivdy achic~-d by measured distance.
ahcrn.ati>J(;. methods. The Departmeot of Trade•s Guide cont.afos a
recomrncoded check-list aod any method employed should iocorporate Table presentations. can be as detailed as the C-Ooditions of the
all these features. Many navigators complete the objcctiv\: by m~ns pass.age dictate bill should tnclude the followin~ example entries:
of:
nil ' alter course'. positioM 1 with the specified eourse..s and
l. Use of a dam notebook. djstanccs berween them_Courses being io degrees 'true•.
2. Tubular preseotntion. distances 'to go' and lh(;. respective steaming time for each
3. Cha.rt - pass~gc p)an - ch1.-ck-list. 'leg' of the passage is useful in providh•g an update to the ETA
as the passage proceeds_
The foUowing is ofi'ered 415 a possible approach to eosure that the four
prindples of passage plMning arc comprehensively cove.red. Addition<i.lly, some presenuutons TJll\Y show 'primary' and
'sccoodary' posit.ion fixing methods 8.I)d frequency of their use.
1. The NavigaU)rs Data Notebook Engine scams rosy also be shown for appropri.nte periods in the
No one can pre.-empt passage conditions or anticipate .ETA's prior to pass.age together ">Vith under kee) dca.r.\D.ccs whc.o necessary.
the event. Certain aspects must, by the o.aturc of th~ beast, be carried
out en route or when an arrival time is realised, Examples of a basi~ ~bk with a more detailed alternative nre shown
overleaf_
Such iLcms that might usefully be employed t.owlllds the plan which
the oaviga.tor could be expected to hold ari;:
• times of sunset/sunrise a.t landfall position~. fairways oJ' ha.-bouN:
a tidal dar:a for rivers, harbours, locks etc;
• rising and d)ppiog ranges of nav)gational light~. prominent to the
plan;
port signals for destination;
frequencies fut radio b~cons intended for use on route:
call signs.IVHF cbl!nnels for respective coast radio st.a1ions on
passage:
• d~panurc draughls and cx~terl arriv~I rlr.mghts of the vessie.I:
• dela.i.1 of clocks advancing or being turn\:d back as longitude is
changed;
special haz.artls Jllld prominent features of the overall plan~
• details on contingency pll\ns for unusual occurrences. such :is
(a) no pilot available, (b) poor visibj]iry in congt:.stcd area& , (c)
engine or steering gear failure in areas of reduced sea room~

56 57
NAVlGAI'fON POR MASTERS PASS ACE PLANNING

3. P~ge PJan - Chart - Check-list

~
~
,.,
~ N
...... N
~ a•
co co
VI "°
('I - 0 Without doubt the completed chart. wbich illumates the propMed
route, i.s the most central illld the most essential \IJSual pre~entatton of

-.a ~
~ ~ ~
~ ]
«?
the 'pa-.~nge plan'. I< is requitcd to carry all items I.hat rould effect the
00 s.afe na.vigation of the vessel. without obscuring relevant detail. nu~.
q • ~ pla.n should reflect continuity which will allow all watch officers to
~ "1 q Q
..... 0. q q 0.
-
q ;;,. 0
~
-•
~ ~ ~ l'i take over the n.nvig.ationAl duties and to this end wiH be required IC>
'C Ir>
i
~ ~ '<r

~
'O
~
.a•
•'::1
C) indicate the following it.ems:
i0 l. Course cracks and disumce1i wilh respective margins of safety.
00
:0> 2_ Radar co~icuous 1argets should be procnirn:nl.
~
~ ] ! .a .a .! .a .a ] ~ .a ~ ~
- £ 3. Proj4..-ctcd ETA's ar alter course positions .
!;
e ....
~-.
~ 'a
"l
0
<-'!
~
Q,
"'
~
......
O't
~

--
IO;
«>
......
~
I)(
- Q
-
I:(
4. Tidal streams with illdicatoo maxirnom/minimum rates and
direcrions.
,....__ 5. Visible landmarks, transits or cleruing bea:nngS' ,
6, VHF calling/coromunication points.
t! 'i::?
u 7. Wttcrc cJlpoctod use of the ech() sounder would be o.ntidpntod.
" o~
ci
u o~ &, Nex.t ch.art indication to allow positjonal transfer.
~

~
:; 'S .s ~ :s 9. Crossing traffic or knowo Meas of heavy craffic densil)'_
·8 ~ e, 'i0
a -

-
~

~ ~
~ ~ 0 ~ 10. Traffic &..."J)araticn schemes and relevant refetences,
~
~ ~ ~ ~
'<I'
("\ ~ r-
N f"\ ";> ~
1 l. Those positions on route wlit:r~ ..:xtra personnel may be required .
"'
3 12, Sliltion call points for adv\s.iJlg the Mas1cr. engine roo01. pilor
~ &: stations cl<::.
~ q cq ~
q Q ~ 13. Positions where anchors should be prepared
°' .......
II"! "'O_
~
~
o:r v -;::! 14, Advance warning of potential ~rds or danb--ers.
~
lo{ I
Vl
K >( """>< >< )(
)( j I .::r;:
:-.:, 15. Raising/dipping rang~ of lights that would aid position fixing
~
~
~ b 0
~
~ ~
-8 8 r---
N ;a"°
c
methods.
l ]
~
c
16_ Alteroaove pos1tioo fixing met.hods for night or <lay passage.
17. These positions where manual siceong must be cogaged.
18. Navigstional wmn.in~ whicb might be currently effecting the
c
~ j ~ .:s -j chart.
19. Na.vigational radio aids and their accu("Bcy within cha1.1ed area.
"
~ ~ C'.
'd
"":)
= :::I
~ i § 'i
"C ...
~ c
0 > 20. Highlight 'NO GO AREAS' .
s
:0

~ -
Ill -0
.§ c ~
0: .:l .. .c
~ <ii Q5
8.. ~ ~ 6 ~ .8"'

-
) g I:
~ ~I d ~
.:>
<I ·~ 6 t.:.I ~ it ~ @,
u
~ 'ti" ~ 0
z ~·
.... .::i ,'.:l1 .J li
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c: 8
s ·§ ~ "'= c ·i:::i ~ - h -0
0
-.:;i ; i:;

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~I

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e ;iii
~ (I')
~ ~
~ I "
0(.

& -"°
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u c.: !!
~ c;:i

58 59
NAVIGATION FOR MASTERS PASSAGE PLANNING

22

JiExT
Ct/AB.I

Diagram 3 J .~planning example

60 61
NAVIGATlON FOR MASTERS PASSAGE PLANNING

3.1.1 passage plan - llpprsisal

The operation is that carried out by the navigation officer which
galhcrs rogemer all relevant information that will tx..-nd'lt the future
stages of the passage plan . Obviously certain )tems of jnfomw.tion
will require regular upchlting HS the plan develops and bocomcs
operational, e.g. weather reports or navigational warnings.

Mucb of lhc ruvigators information can be short and obtained fmm the
offici:i.l pubUce.tioo!i. (see list. page lOO). However. other items may be
ccmtain.ecl within the ships internal pa.~. as with manoeuvriag
infol"'rJlst.ion. WlUk ships cquipmi;nt may also be so.otht.-.,. valuable
soim:e of additional i.n:forrnation, Le. Navta trnnsmissioos nnd the
prognostic charts obtained from facsimile equipment.

Local knowledge of Pilots. harbolll" control &nd other experienced

officers .s:hould be wekome whenever availnbte in compiling the
complcred pl.an. However, local infonn~ti.on should be cross checked
against e. second soil/CC and itS reliability confirmed prior to its use
within the plan.

Many oavigators, in order to avoid oversight, often employ a ·check·

list' for appraisal and if this is&. method being used it .s:hould contain
such topitil..I mvesti gntion on:

Cum.:nls, tidi:.s and the relevant draught of the ship with che Under
Keel Clearance (UKC) in mind. The navigational use of ligh~,
beacons etc. and comparison of Admiralty List of Ligh~ (AIL) and
Admiralry List of IUdio Signals (ALRS). P2U1icular am:ntion should
be gjven lo 'rouring schemes' .aJJd the use of Trnffic Separation
Schemes (TSS) .

The wc.ekly not.ice to mariners tS a va\ul\ble source of (lavigstiooal

irlforo>ation aod includes the Temporary aod Preli01inary (T & p•s)
Notices that, if ignored, could be detrimenro1 to the .s:afety of any ship.
A chart in&pcclion wouJd rcve~l lhc required dwts and <heir
availabilicy. l\lnviga(ors should check the correctness and ensure the
Ps aod Ts a.re cote.red if appropriate.

3.2 Use or Sequential Ch.arts

The essenua.l element of the plan will employ the navigator's greatest
aid. the chart. During the appraisa:I period , sequential charts for the

62 63
NAVIGATION FOR MASTERS
passage mUSt be ~Xlt"aCU!d from the rc}c.vant fo}ioS . Titis DCtJVI\)'
would, iJ'I the first ios.taoce, make fuU use of lhe Ch.art Ciualogue.
Th~ proposed route befog rcl~ued to lhc rcspc::clivc seographicru areas
of the catalogue and relevant cMn numbers npphcable to the proposed
rorrti.; can be tlkJ\tifici:I. ThCSI.:. chart nucnbe~ once listed fTom the
e110llogue wtn be iq route order aod as s.ucb in a gen~raJ sequential
order for the voyage, with the p()Ssible exception for port enc:ry charts.
Individual charts to be erop)oyed would oeed ro be ch~ckcd for the
latc.:st corrections 1\Dd also for being the most relevant ch.art, with the
largest )(:ale. These would subsequently be known as the working
charts. Should any be missjng, these musr be ordered before sailing
and sight1..-<l on board prior ID the commencement of the voyage,
Summary
Navigation officers gre advised lb.at io phmning a passage, especially
into unfa.milia.r waters., that lhe.y will benefit considerably by asking
questions, Nobody, e.spedaJly :i. prudent M11Ster, expects everyooc to
know all the answers, all of the time. Where questions and/or problems
arise do not .avoid the. issue People a.re, roorc often as ool, pleased to
be asked to assist with problems .
3.3 P~ge Plan-Main Points for Masters Appraisal
When oonsjderiog a navigatots passage plan for approval the Master
!ihouJd tnk.e note of the foUowing o.reas of coocern:
1. That the IMgcsl scal.c charts have been employed.
2. That all ch.arts u.o;ed arc corrcc(cd up to date
3. Ensure that all nav~tlon warn.lo.gs have b~n received and
whi:.n: applicable applied to the plan.
4. Ensure th.at reJcvaot publications are on board and correct fur the
forthooming voyage.
5. &tim21te;;d draughts MC correct for different smges of lhe pas&llge
and tl1s.t adi:quate undcr kccl clearance is avail.able throughout the
passage.
6. Th..,t the chosen route has tnken account of the climatolo!,rical
information for the areas associated weather pactems.
7 . Coosider tlle route for traffic flow and lhe vo1um~ of tro.ffic thar
can eJ<.pect to be. encountered.
8. Ensure adequate ooverage of ~it.ion fixing roelhods. including
Ole raJJgt!. a.nd viable osc of r-.iclio aicls.
64
PASSAGE PLANNING
9. Take norc of all piloUtgc positions or pos1tions of h.igh i.nterest
wilh regan1 to potentin.I marine hlu.aros.
lO, Compare rccomrnended route with sailing din;ccion..~ and roures
advised by Ocean Pa.ssagt:s for the World.
l l. ~s with care all Jandfall positions for shitllows, currents and
other pcmible dang(.."t'lL
12. Compere the qualities and capa.bilitics of the vessel to ensure that
01an.ocuvring characteristics., buoket" capaciry and iiopcc<l
cnpn.bility will allow safe completion of the voyage.
13. The 1oadlinc regulations a.re nor infring,,;d.
When mnk.i.Jig up a plan for a. voyage, some nav1gators wiJJ Jack
experience. especiaHy if 1t is their firsl anernpt. Both Masters and
navigators :ar..: advist.-d that the prime concem is. for the safety of the
vessel, 'throughout' the voyage. \Vith this in mind navigators should
not hesitate to seek n.dvioe eveo when an individUJl.I. hHS ample
e:xpericn~ . Ncitkr should Masters seek to cbasrise a young officer
for an obv\ous error of judgmcnc in rocommend.ing a chosen route.
3A P~e Phm - Planning
The opemtion of a.wally constructing the ·plan· must include.
'pilotage water' and cove1 the total period, from 'bertlHo·bcrth. One
of the main functions. of the plaJi is to highlight where the ship .should
NOT GO ll.lld in lhe construct.ion a.nd build up, th.is objL;Ctivc should
not be lost by lhe Master or his navigation officer. To th.is end the
charts employed should be of th~ lsrgest sc&e availabJe and should
show:
1. The iott=ndt::d tracks, with margins for e1mr. Be dearly identified
with their respective d:lcce figure, nwnerica} notation in n 'tru~
heading'. Tracks should be clear of 'hazards' and fa.id-<>ff at a safe
d.ista.oc~ and advance warning of all dangers should be readily
visible ro another watch keeper. When charting the intended track
for the vesse.J, due regard should bt: made to lhe possibility of
engine. failure or steering gear malfunction.
2. l{acblr coospicuous targetS - such .as RAMARKS or RACONS,
or buoys carryiog radar rdlcclors, which could be gainfully
employed in position fixing, should l:x.: well indlciuod.
3- Mui mum use of 'transit marlcs' and cleariog bearings should be
included in the plan. Where radar is employed, clearing ranges
may be used to distincl arlvanU\ge.
4. Key c..lements of the plan - must rake inco aocount:
(a) a safo speed throughout the passage, benri.tlg i.n mind the
65
NAVIGATION FOR MASTERS
ship~ draught and the possibility of 'squat' .and reduction in
under keel clearance.
(b) criticaJ ~ where min..im11.01 under he\ cleannoc can be
mamtnlned taking into DCC()Unt the State of tide.
(c) these altc°'tion points where because of the ships turning
circle, a wheel over posit.ion roust be planned to be
appropriate to the ships speed and to any tidal effects
pn.:scnl.
{d) the reliability and necessity foT occumtc position fixing
methods, bolh ofa primary and secondary narure.
(c) planned contingency action in the event of devfation froro
the plan becoming n~.
Summary
The plan should flow easily between way points and rughllght
haz.ards anr.l dangers on route. It should not be over oompLicl\rcd with
itreleva.ot 01aterial but ('eflect the essential detail for junior wateb
offi~, PiJcts and the Masrt.~r to allow lhem ck.ar understanding and
visible cootiouity.
3.S Passage Plan - Execution
The execution of D.nY passage plan is lhc formulation of the tactics
which are intcndoo to carry the plMI through. Considaation should
therefore be g\veo to the followillg specific topics:
• tbc reliability of ship's t;quipmcnt, spi::ci.fica..lly the na'.'igation
equipment. (ts condition and lhrumti.ons rogethcr with its degree
of accurocy. Account should also be giveo to the level of
c.xpcrtise of ships officers and whelher they are familiar with that
ship's type of equipment.
• the projection af ETA's towards critical points to allow a more
detailed assessment of ride be!gbts and flow. Under Kcd.
Clc.nrnnoe: (UKC) being a main consideca1'\on for the planj;.
execution. By advancing the ETA, while on 1)11Ssage, the
possibiliry of anticipating difficulties CJtD often resolve problems
before they arrive.
• rn.cteomlogical con<lit.ions will be continua.Hy changing while the
vessel is on passage. In order ro maintain optimum passage time
heavy seas and areas of reduced visibility need to be avoided. it
at all possible. Historically illld at ~nain season~. specific areas
66
PASSAGE PLANNING
are prone to 'fog· or 'b.ad-weame.-' conditions. If tran~it of the~e
.areas can be avordt!<l or c.o--ordinated to coincide with daylight or
similar suit.able lime, the ov~rall safccy aspec~ cf lhe; pnssah-e can
be rai&ed.
• day-time or mght-time passage. especially when negouatmg
dangers or narrows, can often be achieved at a favourable time by
early realisation and malcin~ an appropriate speed adju~lment.
Speed adjustments can of course be an increase in speed as wen
as a docn:.ase jn speed. However, if All increase in speed is
employed. then the coodir:ioos should oc Jtppropriate and Ute
contents of Rule 6, of the Ragularion.t for the Pnvenlion of
Collision at Sea, nou.:<l.
• it should also be borne in mind that position fixing mcchods
during the day and I.he night may weH differ, e.g . lhe use of unlit
headlands for visible bearings is n~ possible al nighL
• traffic cooditions, nol.llbly at navigational focal points like trnffic
separation schemes. or prnmincnl gcograph.ic points, should also
be con!iidered in }ight of the projccred ETA of the vessel. Speed
adjustment can llgain be a prudent action to arrive al focal p<:>ints
at ao appropriate lime.
Summary
It bas already been staled that no plan is ngid and by its oature. it musr
be flexible ro suit dumging conditions. The inclusion of contingency
nhemnuves m mnnycases will pmvc to be.: that item which is 001 used.
However. lhe plan !Mt doesn't contain the contingency option is very
oflen the oac that (Urns our to need it most. In anticipation of
navigational p(Qb)ems wht:o.: additional personnel may be required to
back up routine wntch keeping duties, Mas<ers should have !IUitable
11UU1powcr routines available tQ handle nil emergencies.
.Passage Piao - Monitoring
The; construction of the finished Passage Plan nnd the instigation of
the plan in the ex~ution pbase are commendable in thcir own right.
Howeves-, the Master of ::my vessel is posed with the question, "How
does he know that the plan is being complied with, accura.1ely"? The
answer to the qu.estioo is revealed by the progres5 of the vessel being
mooifored aod vjgual oonfimuuion thitt the plan is being drawn ro a
conclusion .
67
NAVJGATTON FOR MASTERS PASSAGE Pl...ANNTNG

The moniroring of the vessels mo'-'ements mu~t therefore be 'close
a.od cootiouous'. If and wheo problems arc forcsccn, or anticipated.
I.he Master of the vessel .sbould be informed to allow flexibility in the
plan to accornmodate p~iblc dcviatioas safely. Monitoring of
shlpboard equipment is commoo ro monitoring the safe movemenl of
the vessel and therefore ro ensure continuity of safe navl.gaoooal
prsctice, recommended checks on navigation equipment iliou~d be
made at the following times:
1. Prior ro sailing Md depl\t'UJ.re from the berth.
2. Prior to entering known hazardous areas or ;u-cas of specific
dangers.
3. Ac regular and fruqucnt intorvals during passage time.
indexing has brrown ovc:r the y~~ and h»s proved itsclf to be a
reliable and eftective method of moniroring tl1c sh!ps progress.
Summary
To complete the principles of passage ph111J1mg, monitoring is the
essential act.ion which illu!anlres the safe progress of the. vessel.
Regular, altetnative p.rinlary :ind secondary position fixjng method~.
must be the order of the day.
3.8 Errot"S in Position Fixing

Rcfcn."llCC is made to navigators and wat:chkeepers co consult \he

'Bridge Procedures Guide'.

3.7 Position fixing:

All the oavigatiooal equipment of a vessel is at the dispo&a] of
wat.chkeepers and should be used to maximum advantage whenever
possible;. Howcvu-, the principles of efficient watchkecp.ing should nor Ach."111 ..........
be lost )o the hl-teeh wodd of ssrcllirc systems. Visual bearings are True - ..... AeHllJ.ult ~ Nir "'*°
still con&idered the 01ost accurate .nnd rcUa.bJc means of fixing the Fl_M- - - - --
,___ _ _ --"-
oo ""'° ~ion lines are QOl"t"6CI..

ships posilioo, provided fixes are based on three position lines. Bear Ex.ample l Diagram 3 ..2: Fvcoo error on comf)dUS or regular ob$crver error:
in mind that the u&e of GPS, Radar, Loran or other iostrumcnt syStcms
arc lJabk lo inst:rumenr or operator error. Th.is is not to say th.at ch~y
should 001 be used. On the conrracy, instturnents may be the ooly
method of position fuc.ing available, as with a vessel in poor visibility.

Navigators, s.hould use alh..-mat~ position fixing methods to avoid a

possible continuous operatorfobservor error. f'uU \J8e should also be
madi: of the echo sounder when practicaJ, to provide c:om:sponding
data checks oo obtained fix~.
The ctlL~ (Jf ~ 4""11 posl\JoA
1De frequency of fi.Xing the vessels po_'i\ti.oo will J1...-pcnd on the h11t; o(l .,.,;th1 ~ ·~~ OJdQlld n.1 ue ~ In '·
geography and the circumstances prevll..iling. Obviously certain arc.as tn (>nl=ucti ':l"KI ~~IOn Y "'10li~ bti iil;M
"" i 16 nas:ffl i:ia a&t'IQ•r.
of navigation for the vessel will n..-quire more p0sition checlcs tluUl
othtls and the frequency of charting fix.es will be di~tated. by the
prevailing conditions. Example 2. Diagram 3.3: Variable errors in bearings:

Buoys should oot be used for fixing lhc vessels position but may be
found to be useful as checks when fix.ed objects arc net available. (NB: ff lhe variable error an bearing ·A' ~ through 'Z' rhen an
Transits an<.l cl~rin.g be.Min~ can afao be gainfully employ~ .in incorrocr bur pcrfccr plor is obwxit:d. Random/Variable errors because
providing margins of safety fot the Ves..5el. The use of parallel of:)

68 69