Passage planning

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PASSAGE PLANNING
An Overview
Capt Ashok Menon
ASCENT MARINE INSTITUTE

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- Understanding of important terms such as
No-Go areas, Abort points, Contingency
anchorages, Wheel-over points, Parallel
indexing and so on.
- Ability to prepare passage plans for the
following situations
- Ocean voyages
- Pilotage areas
- Coastal waters
- Congested waters
- Restricted visibility

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• Passage plan shall be made from berth to
berth acting on the principle of safety-first,
while also considering operating efficiency.
• The Master shall carefully check the Passage
Plan, made after receiving the voyage
instruction from the Charterer or the
Company.
• The passage plan shall be prepared normally
by the Second Officer, signed for approval
by master and for understanding by all
officers, before departure.

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MODULE 1: GUIDELINES
The following guidelines are to be followed in
the preparation of passage plans
- IMO Resolution A.893(21)
- Annex 25 of SOLAS V
- Bridge Procedure Guide
- Company SMS and guidelines

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Objectives of Passage Planning:
1. Safety of Navigation
2. Safety of the ship
3. Efficiency of navigation
4. Protection of environment
5. Reduction of Human Error
6. Establishment of proper watchkeeping
procedures
7. Monitoring pilotage transits
8. Documentation and record-keeping

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MODULE 2 – COMPONENTS
The components of the passage plan are as
follows:
1. Appraisal
2. Planning
3. Execution
4. Monitoring

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1.APPRAISAL
All information relevant to the contemplated
voyage or passage should be considered.
The following items should be taken into
account in voyage and passage planning:
i) The condition and state of the vessel, its
stability, and its equipment; any operational
limitations; its permissible draught at sea in
fairways and in ports; its manoeuvring data,
including any restrictions

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ii) Any special characteristics of the cargo
(especially if hazardous), and its distribution,
stowage and securing on board the vessel
iii) The provision of a competent and well-
rested crew to undertake the voyage or passage
iv) Requirements for up-to-date certificates
and documents concerning the vessel, its
equipment, crew, passengers or cargo
v) Accurate and up-to-date sailing directions,
lists of lights, lists of radio aids to navigation
and other publications.

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vi) Appropriate scale, accurate and up-to-date
charts to be used for the intended voyage or
passage, as well as any relevant permanent or
temporary notices to mariners and existing
radio navigational warnings
vii) Current and tidal atlases and tide tables
viii) Mariners' routeing guides and passage
planning charts
ix) Climatological, hydrographical, and
oceanographic data as well as other
meteorological information

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x) Weather routeing services, if any
xi) Existing ships' routeing and reporting
systems, vessel traffic services, and marine
environmental protection measures
xii) Volume of traffic likely to be encountered
throughout the voyage or passage
xiii) Information relating to pilotage and
embarkation and disembarkation including the
exchange of information between master and
pilot

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xiv) Available port information, including
information pertaining to the availability of
shore-based emergency response arrangements
and equipment
xv) Any additional items pertinent to the type
of the vessel or its cargo, the particular areas
the vessel will traverse, and the type of voyage
or passage to be undertaken
On the basis of the above information, an
overall appraisal of the intended voyage or
passage should be made.

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The appraisal should provide a clear indication
of all areas of danger; those areas where it will
be possible to navigate safely, including any
existing routeing or reporting systems and
vessel traffic services; and any areas where
marine environmental protection
considerations apply.

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2. PLANNING
Based on the appraisal, a detailed voyage or
passage plan should be prepared which should
cover the entire voyage or passage from berth
to berth, including those areas where the
services of a pilot will be used.

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The detailed voyage or passage plan should
include the following factors:
1 The plotting of the intended route or track of
the voyage or passage on appropriate scale
charts:
the true direction of the planned route or track
should be indicated, as well as all areas of
danger,
existing ships' routeing and reporting systems,
vessel traffic services.

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2. The main elements to ensure safety of life at
sea, safety and efficiency of navigation, and
protection of the marine environment during
the intended voyage or passage; such elements
should include, but not be limited to:
- Safe speed, having regard to the proximity of
navigational hazards along the intended route
or track, the manoeuvring characteristics of the
vessel and its draught in relation to the
available water depth

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- Necessary speed alterations en route, e.g.,
because of night passage, tidal restrictions, or
allowance for the increase of draught due to
squat and heel effect when turning
- Minimum clearance required under the keel
in critical areas with restricted water depth
- Positions where manoeuvring speed maybe
required
- Course alteration points, taking into account
the vessel's turning circle at the planned speed
and any effects of tidal streams and currents

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- the method and frequency of position fixing,
including primary and secondary options, and
the indication of areas where accuracy of
position fixing is critical and reliability is reqd
- use of ships' routeing and reporting systems
and vessel traffic services
- protection of the marine environment
- contingency plans for alternative action to
place the vessel in deep water or proceed to a
port of refuge or safe anchorage in case of any
emergency requiring abandonment of the plan

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•The details of the voyage or passage plan
should be clearly marked and recorded, as
appropriate, on charts and in a voyage plan
notebook or notesheet.
•Each voyage or passage plan as well as the
details of the plan, should be approved by the
ships' master prior to the commencement of
the voyage or passage

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3. EXECUTION
Having finalized the voyage or passage plan,
as soon as time of departure and estimated
time of arrival can be determined with
reasonable accuracy, the voyage or passage
should be executed in accordance with the plan
and any changes made if required.

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When executing the plan, or deciding on any
departure therefrom the factors which should
be taken into account:
- The reliability and condition of the vessel's
navigational equipment
- ETA at critical points for tide heights and
flow
- meteorological conditions, (particularly in
areas affected by periods of low visibility) as
well as weather routeing information

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- Daytime versus night-time passing of danger
points, and any effect this may have on
position fixing accuracy
- Traffic conditions, especially at navigational
focal points
Master to consider whether any particular
circumstance, such as the forecast of restricted
visibility in an area where position fixing by
visual means at a critical point is an essential
feature of the voyage or passage plan,
introduces an unacceptable hazard.

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- If such a hazard exists then the feasibility of
attempting the passage under those
circumstances must be reviewed.
- The master should also consider at which
specific points of the voyage or passage there
may be a need to utilize additional deck or
engine room personnel such as for lookout,
additional duties and so on.
* Execution is the actual conduct of the
passage as per the passage plan. The passage
should be conducted in line with the passage
plan and other relevant guidelines.

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4. MONITORING
The plan should be available at all times on the
bridge to allow officers of the navigational
watch immediate access and reference to the
details of the plan.
The progress of the vessel in accordance with
the voyage and passage plan should be closely
and continuously monitored. Any changes
made to the plan should be made consistent
with the Guidelines and clearly marked and
recorded

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•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;

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(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 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

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(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

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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 care should be taken to ensure
that the display shows sufficient "look-ahead"
distance and that the next chart can be readily
accessed.

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MODULE 3 : PREPARING THE PASSAGE
PLAN
The Master shall have the Officer in charge (2nd
Officer) to control the Charts, Nautical
publications, etc., appropriately according to
Procedures for Control of charts and Nautical
Publications and collect information necessary
for the voyage.
Preparation of Charts, Nautical publications, etc.
Prepare all the necessary Charts (BERTH TO
BERTH) for the intended voyage

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Use charts of an Appropriate Scale. Among
charts on the same scale, choose the suitable one
which covers the Ships Farthest Track.
Put the charts into the correct order of use and
also number them on reverse in serial order.
Prepare the Port Plans and Navigation
Information Charts for the coastal part of the
voyage (the adjacent sea area).
All nautical Charts & Publications for the
voyage should be fully corrected to the latest
available Notice to Mariners, including
Navigational Warnings and T & P notices.

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Collecting Information and Data for Passage
Planning
Data of the tide and current, the time of Sunrise
and Sunset, and the ships Time Correction
schedule.
Data from Routing charts and various nautical
publications like Sailing directions, List of
Lights, List of Radio Signals, Ocean passages,
Mariners hand book, etc.
Navigational Rules and Regulations through the
passage. (Traffic scheme, Signals, method of
communications with VTS, etc.)

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Draught and other ship conditions.
Sea and Weather forecast.
Navigational Warning.
Distance Table.
Environmental requirement such as Ballast
exchange.
This necessary information and data shall be
kept in proper order so that the OOW may check
them at any time.

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Confirmation of preparation of Materials
Essential to Complete the Voyage
The Passage plan shall have the description of
ROB (Fuel, Lubricating oil and Fresh water) on
departure, their daily consumption and estimated
ROB on arrival as evidence to prove that the
vessel has confirmed that she is able to reach the
destined port, in addition to carrying out the
required procedures stipulated in Procedures for
Preparation for Departure.

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Drawing the Passage Plan on the Chart
Necessary information in the Passage Plan shall
be shown on the working chart, However, these
marking shall not cause the charts own
fundamental information to be obscured.
If the information is overcrowded, it shall be
cleared from the course line and shown with
reference marks on the chart.

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The general information would include the
course line and its direction ;
Alteration points; Wheel-over points;
No-go areas; Abort points;
Parallel Indexing; Clearing line;
Reporting points ; Navigational warnings
Fishing traffic areas; Reporting Points
Contingency Anchorages
Point where it is necessary to change to the next
chart and the Next chart number ;

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Additional Information required for Entering /
Departure Port and / or Restricted Water Point
of Stand By Engine (SBE)
Point for Calling the Master and/or the Chief
Engineer.
Point of SBE ( Standby Engine)
Distance to go to the pilot station

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POINTS TO BE KEPT IN MIND
i) Ocean and Open Waters
Enter the planned ship track on a small-scale
chart to obtain its approximate distance. The
following are the points to be considered
- Select an optimal ships course. (Great Circle,
Composite or Rhumb. Line in the order of
preference, subject to weather conditions)

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Use information from Sea and Weather forecast
and, in case a Weather Service is adopted,
information on recommendable Ships Routing.
Besides above analyzing , the Master shall
select the route which is expected Minimum
Fuel Consumption and Minimum Hours Under
Way.

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Coastal and Restricted Waters
In the case of coastal and restricted waters
navigation, there are certain restrictions on the
navigation of ships due to the available width of
channel, water depth, heavy shipping traffic,
IMO traffic separation schemes etc.

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Following shall be considered:
No-Go Areas
These are areas where the ship cannot navigate
safely due to dangers, shoals etc. These areas
must be marked in pencil in regions close to
charted track.
To minimize the risk of getting stranded keep
safe distance as possible from the Cautionary
Zone.
Put down the Distance off Clearly on the chart
using Parallel Indexing from the obstacles.

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Safe Water
Around the No-Go Area, secure Safe Water
where the ship can navigate safely by taking
Margins of Safety into consideration.
In determining Safe Water consider the
following:
Ship conditions such as Draft and Maneuvering
Performance, Effects of Ocean stream, Tidal
current and Tide, Under Keel Clearance
Distance off from the Shallow waters, Obstacles
etc

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Under Keel Clearance (UKC)
UKC through the voyage, shall be kept in
principle, at least 20% of the Ships Draft In
Restricted Waters such as Ports, Canals or
Fairways, the UKC maintained must be at least
10% of the ships draft.
However the company’s policy on UKC as
mentioned in the SMS is to be followed.
Depending upon the circumstances, however, it
is necessary to greatly increase these margins.

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When determining UKC , consider these points:
- Squat of the ship due to Shallow water effect
and the necessity to Reduce Speed to decrease
its effect
- The vessels Heeling (due to Wind or Turning)
and Pitching movement
- Reliability of Charted Depth Data
- Predicted Tidal Levels
- Any change in Water Density in passage
- Reduced depths over Pipelines and other
Obstructions

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Course alteration & wheel over positions
Alteration points should be marked off with
bearings/ranges of terrestrial targets and/or
geographical coordinates. Wheel over positions
shall be marked using ships maneuvering data
while navigating in confined waters and large
scale charts.
Thumb rule for calculating radius of turn :
Radius = 0.96 x Speed /Rate of turn
Add the inertia factor to this to obtain the wheel
over point.

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Parallel indexing
This is useful method of monitoring cross track
tendency in any condition of visibility. It is a
particularly valuable tool approaching port and
during pilotage when the master is able to
continually monitor the vessels position in this
way while the OOW plots the position obtained
from other data.

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Abort Point
Even if a Passage Plan has been well planned
and conducted, there may be some cases in
restricted waters when the Passage Plan will
have to be abandoned due to change in
circumstances (like equipment failure, port
instructions etc)
The Abort Point is a position to be marked on
the charted course where the ship may abandon
her passage and be able to return (or hold
position safely).

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Take care when marking an abort. At the abort
position, there should be sufficient sea room for
the ship to undertake any of the following
maneuvers in safety:
- Turn around
- Stop in safe waters
- Anchor
Once this point is passed , the ship is committed
and must continue on the passage.

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Contingency Anchorage
This shall be marked adjacent to the abort point,
so that should the vessel decide to abort the
passage, she can safely anchor.
Contingency Planning by the Master shall be
done in advance which may include Alternative
routes, Safe anchorages, Waiting areas,
Emergency berth etc., after passing the Abort
Point.

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Position fixing
The frequency of the position fix, as a
maximum, should be such that the ship is kept
free from danger between fixes and if a
deviation occurs, avoiding action can be taken
to guarantee the safety of the ship.
Once the position fixing interval has been
approved in the plan, watchkeepers must
diligently plot their positions accordingly.

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Changes or deviation in passage plan
Any changes or deviation made to the plan
should be made consistent with this procedure.
Bridge team meeting shall be held & new
supplementary passage plan shall be made to
cover changes or deviation in route to ensure
safe passage of vessel. Such changes or
deviation clearly marked and recorded in Deck
Log book.

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PILOTAGE
The Plan covers the voyage from berth to berth
and therefore includes the Pilotage stage. The
IMO Guidelines do not give specific advice on
this important stage.
Pilots make a significant contribution to the
safety of navigation in the confined waters and
port approaches of which they have up to date
knowledge, but it must be stressed that the
responsibilities of the vessel's navigational team
and the officer of the watch do not transfer to
the pilot.

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After boarding the vessel, in addition to being
advised by the master of the manoeuvring
characteristics and basic details of the vessel for
its present condition, the pilot should be clearly
consulted on the voyage plan to be followed.
The general aim of the master should be to
ensure that the expertise of the pilot is fully
supported by the vessel's bridge team.

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Attention is drawn to the following extract
from IMO Resolution A.285 (VIII):
“The presence of the pilot on board does not
relieve the officer of the watch from his duties
and obligation.. He should co-operate closely
with the pilot and maintain an accurate check on
the vessel's position and movements. If he is in
any doubt as to the pilot's actions or intentions,
he should seek clarification from the pilot and if
doubt still exists he should notify the master
immediately and take whatever action is
necessary before the master arrives."

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MODULE 4: GUIDANCE FOR THE OOW
It is important while navigating ship the officer
of the watch understands practical procedures to
avoid collision guided by masters standing
orders.
These procedures are only indicative, not
exhaustive in nature and one must always be
guided by practices of good seamanship.

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1. The officer of the watch (OOW) shall comply
with masters standing orders (including any
supplementary instructions) to carry out the
navigational watch.
He must always bear in mind that he is the
Master’s representative and has primary
responsibility at all times for the safe
navigation of the ship and for fully complying
with the latest COLREGS.

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2. The OOW shall read the Master’s instructions
written in the Master’s Order Book carefully
and affix his signature before taking over the
navigational watch.
3. The OOW shall perform his bridge watch
duties, and shall not leave the Bridge unless
properly relieved by the Master or another
qualified officer.

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4. The OOW shall not transfer his duty if he is in
doubt whether the relieving officer is physically
and mentally capable of carrying out his duties
effectively. Instead, he shall advise the Master.
5. The OOW shall call the Master immediately,
if he is in any doubt regarding navigation, or if
the vessel falls into any of the situations
specified in the ‘List of conditions to be
reported to the Master.’

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6. The relieving officer shall take over the watch
after he has confirmed all items in the
"Navigational Watch Transfer Checklist"
7. The OOW shall maintain a strict and constant
look-out primarily by Sight, and use Binoculars,
day and night.
8. The OOW shall observe the compass bearing
of all approaching targets to determine if risk of
collision exists.

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9. If the OOW is to be relieved, but is engaged
in a maneuver or in a VHF conversation or the
like, the relief of the officer should be deferred
until such action is completed.
10. The OOW shall pass other vessels,
obstacles, fishing nets, and the like, keeping
wide berth as far as practical.

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Required CPAs are as follows.
i) Passing other ships at a safe distance as per
the prevailing circumstance
ii) Overtaking a ship at a safe distance as per the
prevailing circumstance
iii) Crossing the course of a ship at a safe
distance as per the prevailing circumstances
iv) Avoid Obstacles and fishing nets

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11. The OOW shall be well aware of use of the
Main Engine in an emergency so that he may
use the M/E without hesitation as required.
12. The OOW shall use sound signals, such as
Warning signals, Maneuvering signals, and Fog
signals, without hesitation even at night.
13. The OOW shall take necessary measures
when visibility becomes poor according to
the ’Procedure for Navigation under Restricted
Visibility Conditions’

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14. The OOW shall take necessary measures
when the vessel navigates congested waters
specified in the ’Procedures for Navigation in
High Density Traffic (congested waters)
15. In waters where danger to navigation exists
in addition to the above items 13 and 14, the
OOW shall post a Helmsman enough in
advance, and change to Manual Steering when
necessary.
16. The OOW shall always confirm proper
steering by the Helmsman or Automatic pilot.

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17. The OOW shall confirm the vessel position
regularly. If the position is made by electronic
navigation system, he shall verify the same by
land fix, if available. If a scheduled time for
plotting a fix or altering course has arrived, the
OOW should first ensure that lookout or an
evasive maneuver is not compromised.
18. The OOW shall compare the indication of
the Gyro compass with that of Magnetic
compasses on setting or alteration of course and
after that, check once every hour at least.

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19. The OOW shall measure Errors of the Gyro
and Magnetic compasses at every watch, and
log the same including the reason if unable to
check error.
20. The OOW shall check the repeaters of the
Gyro compass (including output to
RADAR/ARPA, ECDIS, Course recorder, AIS,
etc) to confirm if they are synchronized with the
master compass.

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19. The OOW shall measure Errors of the Gyro
and Magnetic compasses at every watch, and
log the same including the reason if unable to
check error.
20. The OOW shall check the repeaters of the
Gyro compass (including output to
RADAR/ARPA, ECDIS, Course recorder, AIS,
etc) to confirm if they are synchronized with the
master compass.

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21. The OOW shall observe the operational
conditions of the Nautical Instruments and
Steering gear
22. The OOW shall regularly confirm RPM of
the main engine and presence / absence of alarm
generation, and if any abnormality is
discovered, it shall be reported to the Engineer
on Duty or the Chief Engineer.

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23. The Echo sounder recorder should be
switched on prior to each approach to shallow
water, to port entry and prior to departure, and
remain in operation while in shallow waters.
As a guideline, the OOW shall use the Echo-
sounder frequently to measure the depth when
less than 50 mtrs and continuously where
expected UKC is less than 5 mtrs. He shall
compare the UKC with figures calculated from
chart depths and advise any abnormality.

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24. The OOW shall confirm Navigation Lights
and other Regulation Lights, Shape signals, and
Whistles are operating properly.
25. The OOW shall confirm carrying out
onboard patrol .
26. In addition to the above, the OOW shall
comply with the items that require attention for
safety of navigation and prevention of
environmental pollution.

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27. For detailed guidance for Navigational
duties, reference shall be made to the
publications “Bridge Procedures Guide” and
“Bridge Team Management”.
28. All instruments’ recording paper must be
annotated before port arrival /departure and at
noon daily, and confirmation done of correct
synchronization. Navigational warnings and
weather messages must be read and signed by
the OOW, and brought to the notice of the
Master.

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29. During pilotage, the OOW shall continue
monitoring the vessel’s position, keep lookout,
in the same way as if no Pilot is on board and
advise Master of any abnormality.
30. The OOW shall enter in the Bell book, the
time of Handing over the “con” of vessel to
Master and the time of taking over “con” from
him.

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MODULE 5: GUIDELINES FOR TRANSIT
THROUGH CONGESTED WATERS /
RESTRICTED ISIBILITY AREAS
What is Restricted Visibility?
Restricted visibility conditions mean those in
which the visibility is Three Nautical Miles or
less, or is not more than that designated
separately by the Master. Conduct of vessel’s
navigation in restricted visibility is covered in
COLREG Rule 19.

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Action of the OOW in restricted visibility
conditions
The officer of the watch shall take the following
actions under restricted visibility conditions or
if such conditions are expected:
• Inform Master, report existing conditions
• Intensify watch of surrounding conditions, e.g.
by posting additional lookout(s)

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• Comply with latest International Regulations
for Preventing Collision at Sea
• Inform engine room and sound appropriate fog
signals.
• Take other necessary action mentioned in the
“Navigation in Restricted Visibility Checklist"

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Master's action under restricted visibility
conditions
When receiving the report from OOW, that
restricted visibility conditions are present or
expected, the Master shall confirm the
navigation situation and if necessary, shall take
the command of the ship.
Master shall take appropriate measures as
needed such as posting additional Lookout(s),
Reduction to safe speed etc.

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What is congested water ?
An area of water where due to presence of
many vessels in the vicinity, a repeated risk of
collision exists and it may be difficult for own
vessel to maintain her course.
An area of water where the situation repeatedly
arises in which a vessel is likely to collide with
another vessel and an action to avoid a collision
is limited by the existence of a third vessel or
fixed structure, or where such situation is
expected to arise.

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Action of officer of the watch in congested
waters
The OOW must always be aware of the
possibility of navigation in congested waters,
and if the vessel is expected to navigate such
areas, he must take the following action:
Early evacuation from the congested area, if
possible.
Arrangement of Lookout(s).

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Report to the Master.
Test of manual steering or changeover to
manual steering.
Contact with Engineers, if necessary.
Reduction to a safe speed, if required.
Running in Parallel of Power units of Steering
gears.

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Action of the masters in congested waters
The Master, when the vessel is in congested
waters or upon receiving the report from the
OOW above, must confirm the situation and
increase officers or ratings for lookout as
required. He shall take over the command of the
vessel.

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Congested waters
The following areas are suggested to be
considered as Congested Waters:
a) The Japan Coast
b) Taiwan Strait
c) Singapore Straits and Malacca Straits
d) Strait of Bab-El-Mandeb

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e) Gulf of Suez
f) Gibraltar Strait
g) The English Channel and Dover Strait
i) Maas Approach
k) Areas of Heavy Fishing Traffic and
any other area where heavy traffic is
encountered

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MODULE 6: GUIDELINES FOR
TRANSIT THROUGH CONFINED
WATERS / HEAVY WEATHER
What is navigation in heavy weather ?
Navigation in heavy weather is defined as
conditions with winds of Beaufort Scale 7 or
more and a Significant Wave Height of 4
meters or more.

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Report To The Master
The officer of the watch (OOW) shall collect
necessary weather information and
navigational warnings and report same to the
Master.
During navigation in heavy weather, if there
occur any sudden changes in climatic
conditions the OOW shall report to the Master
immediately.

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The master's action
The Master shall, if possible, select a
reasonable route that allows the vessel to avoid
navigation in heavy weather or keep a safe
distance from the storm centre.
The Master must regulate speed and/or alter
course in heavy weather, as required by good
seamanship, in order to avoid the possibility of
damage to ship and cargo, also to avoid
needless expenditure of fuel.

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Reduction of a few revolutions will make a
considerable difference to the motion of the
ship, but very little difference in voyage time.
When he judges that the vessel will be in
heavy weather, the Master shall take necessary
countermeasures mentioned in the ‘Navigation
in Heavy Weather checklist’.

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Inspection before entering and after leaving
heavy weather
The Master shall inspect the vessel and cargo
during navigation in (if practicable) and just
after heavy weather conditions and advise
Company if any damage has occurred.
Any possible (even if temporary) repairs by
ship staff either to the Hull, Fittings or to the
Cargo (Containers) must be attempted by ship
staff as soon as weather abates.

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What is confined water ?
Confined waters means an area of the sea
where the Width of the Safely Navigable
Waterway is not more than about 2 miles, such
as a Strait, considering the Draft of the vessel
and Water Depth.
Ships navigation in confined water involve
many complexities and careful consideration
will need to be made for safe passage through
an area of confined water

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Passage planning in confined waters
For navigation in confined waters, the Master
shall consider the following matters in
planning a passage:
1. Presence / Absence of special navigational
rules and items to report.
2. Information from the sailing directions,
coast pilot, and so on.

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3. The draft of the vessel and the navigable sea
area.
4. The effect of squat and the need to keep
sufficient under keel clearance.
5. Expected tides and tidal currents.
6. Weather conditions and countermeasures
against restricted visibility.

88
7. Use of navigation aids to maintain
Continuous monitoring of vessels position,
such as setting of Parallel Index line or ARPA
8. Passing time of danger points (Day / Night)
9. The traffic density including the presence of
fishing and the countermeasures
10. The vessel's maneuvering ability
11. Any required adjustment of the vsl's speed.

89
Navigation in confined waters
The Master shall assume con of the vessel on
the Bridge.
The Master shall increase officer(s) and/or
lookout(s) as required
The Check list for "Navigation in Confined
Waters Checklist should be recorded.

Prevent this – Plan your passage

Passage planning

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