Section 11.1 Passage Planning Considerations (Ocean Routes, Coastal Navigation, TSS, Canals)

The process of passage planning is typically broken down into four stages: Appraisal, Planning, Execution, and Monitoring (APEM). This section focuses on the “Appraisal” and “Planning” stages, considering the diverse navigational environments a bulk carrier might encounter.

1. Appraisal Stage – Gathering All Relevant Information:

Before a single line is drawn on a chart (or a route entered into ECDIS), a comprehensive appraisal of all information relevant to the intended voyage must be undertaken. This involves collecting and assessing data from a wide array of sources:

A. Destination and Route Information:

Voyage Orders and Charter Party: Confirm load/discharge ports, any specified routing instructions or restrictions (e.g., exclusion zones, weather routing requirements).

Charts (ENCs or Paper Charts): Ensure an adequate portfolio of up-to-date official charts is available for the entire intended passage, including large-scale charts for port approaches and coastal waters, and smaller-scale charts for ocean passages. For ECDIS, ensure ENC cells are current, and permits are valid.

Sailing Directions (Pilots): Publications like Admiralty Sailing Directions, US Coast Pilots, etc., provide detailed information on coastlines, ports, navigational hazards, currents, tidal streams, pilotage, and local regulations for all areas to be transited.

Ocean Passages for the World / Routeing Charts: Provide guidance on recommended ocean routes, considering prevailing winds, currents, ice limits, and storm tracks for different seasons.

List of Lights and Radio Signals: For identifying aids to navigation and obtaining radio services (e.g., weather reports, Navtex, Differential GPS – DGPS corrections).

Tide Tables and Tidal Stream Atlases: Essential for planning passages in tidal waters, calculating depths, and determining favorable times for transit.

Notices to Mariners (NTM) / ENC Updates: Ensure all relevant corrections and updates have been applied to charts and publications.

Navigational Warnings: Check for current NAVAREA warnings (long-range), coastal warnings (Navtex), and local warnings that might affect the route (e.g., temporary obstructions, military exercises, offshore construction).

B. Vessel Specific Information:

Ship’s Particulars: Length, beam, draft (loaded and ballast), air draft, maneuverability data (turning circle, stopping distance), squat characteristics.

Stability and Stress Condition: Ensure the vessel will be within safe stability and stress limits for all stages of the voyage.

Limitations of Navigational Equipment: Understand the accuracy and limitations of onboard GPS/GNSS, Radar, ECDIS, echo sounder, gyrocompass, etc. Ensure they are calibrated and operational.

Main Engine and Machinery Status: Any limitations on speed or maneuverability due to machinery condition.

Crew Competence and Familiarity: Consider the experience of the bridge team with the intended route or specific types of navigation (e.g., canal transit, TSS).

C. Environmental Information:

Weather Forecasts (Short and Long Range): For wind, sea state, visibility, tropical storms.

Climatological Data: Information on prevailing conditions for the time of year (e.g., from Routeing Charts, Pilot Books).

Ocean Currents and Tidal Streams: Can significantly affect speed over ground (SOG) and set/drift.

Ice Conditions: If navigating in or near areas prone to sea ice or icebergs (e.g., using ice charts from meteorological services).

Daylight/Darkness Hours: For planning arrival/departure times or transits through critical areas.

D. Regulatory and Port Information:

Port Entry Requirements: Information on pilotage, tugs, VTS reporting, quarantine, customs, immigration, specific terminal regulations.

Traffic Separation Schemes (TSS) and Routeing Measures: As prescribed by IMO or local authorities.

Ship Reporting Systems (SRS): Mandatory reporting points (e.g., AMVER, AUSREP, JASREP, various VTS reporting schemes).

Environmental Protection Regulations: MARPOL Special Areas, Emission Control Areas (ECAs), areas with specific discharge restrictions, Particularly Sensitive Sea Areas (PSSAs).

Security Information: Current MARSEC levels, piracy hotspots, and any relevant security advisories (e.g., from MSCHOA, ReCAAP).

2. Planning Stage – Charting the Course from Berth to Berth:

Once all relevant information has been appraised, the detailed planning of the route can commence. This involves plotting the intended track on the charts (or programming it into the ECDIS) and annotating it with all necessary navigational information.

A. Ocean Routes:

Great Circle vs. Rhumb Line Sailing:

Great Circle: The shortest distance between two points on the Earth’s surface. The track constantly changes direction (except for N-S or E-W on the equator). Requires calculation of waypoints along the great circle track.

Rhumb Line: A line crossing all meridians at the same angle. Easier to steer (constant course) but longer than a great circle route, especially over long E-W distances at high latitudes.

Composite Great Circle Sailing: Often used to limit the maximum latitude reached on a great circle track (e.g., to avoid ice or extreme weather). Involves sailing a great circle to a limiting latitude, then along that latitude (parallel sailing), then another great circle to the destination.

Weather Routing Services: For long ocean passages, many companies employ commercial weather routing services. These services provide optimized routes based on detailed weather forecasts, vessel performance characteristics, and any owner/charterer constraints (e.g., latest arrival time, fuel consumption targets). The Master still retains final responsibility for the safety of the chosen route.

Considerations: Prevailing winds and currents (e.g., Gulf Stream, Kuroshio), likelihood of tropical storms/depressions, ice limits, areas of high shipping density, reporting points.

Plotting: Plot main ocean waypoints. Ensure sufficient sea room from land and isolated dangers.

B. Coastal Navigation: This phase requires much greater precision and attention to detail as the vessel is closer to land and navigational hazards.

Selection of Tracks: Choose tracks that offer:

Adequate sea room from coasts, shoals, wrecks, and other dangers.

Clearance from fishing grounds or aquaculture areas where possible.

Utilization of well-surveyed waters (check chart source data/CATZOC on ENCs).

Use of Aids to Navigation: Plan to use prominent visual aids (lighthouses, beacons, conspicuous land features) and electronic aids (Radar conspicuous targets, RACONs, AIS AtoNs) for position fixing and monitoring.

Fixing Frequency: Determine appropriate intervals for position fixing, more frequent in confined waters or near dangers.

Parallel Indexing (PI): A highly effective technique for continuously monitoring the vessel’s track in relation to a pre-planned course line, especially in pilotage waters or narrow channels. Set up PI lines on the Radar.

Clearing Bearings and Ranges: Identify clearing bearings/ranges to keep the vessel clear of specific dangers.

No-Go Areas: Clearly mark any areas to be avoided (e.g., shallow patches, restricted areas, areas with dense fishing traffic) on the chart/ECDIS.

Contingency Planning: Identify potential anchorages or areas of safe water in case of emergency (e.g., engine failure, sudden deterioration in weather).

Tidal Considerations: Plan for the effect of tidal streams on course and speed made good. Calculate heights of tide for UKC calculations over shallow patches or sills.

C. Traffic Separation Schemes (TSS):

Mandatory Compliance: IMO-adopted TSSs are mandatory for all vessels required to comply with SOLAS. They are depicted on charts and detailed in publications like “Ships’ Routeing.”

Rule 10 of COLREGs: Governs conduct within or near TSSs (e.g., proceed in the appropriate traffic lane in the general direction of traffic flow, keep clear of separation lines/zones, cross at right angles if necessary, use inshore traffic zones only under specific circumstances).

Planning: Ensure the planned track correctly enters, transits, and exits the TSS according to the rules. Clearly mark entry/exit points and lane boundaries.

Vigilance: TSSs are areas of concentrated traffic; maintain a high level of vigilance and collision avoidance preparedness.

D. Canal Transits (e.g., Suez, Panama, Kiel): These are highly specialized passages requiring meticulous planning and adherence to specific canal authority regulations.

Obtain Canal Regulations: Well in advance, obtain the latest regulations, booking procedures, transit requirements (draft, beam, length, air draft limitations, pilotage, tugs, mooring lines, specialized equipment like canal searchlights or mooring boats).

Pre-Booking: Most major canals require pre-booking of transit slots.

Documentation: Prepare all required documentation for canal authorities.

Vessel Preparation: Ensure the vessel meets all specific equipment requirements (e.g., Panama Canal chocks and bitts, Suez Canal projector).

Maneuvering Data: Have precise maneuvering data readily available for pilots.

Crew Briefing: Brief crew on their specific duties during canal transit (mooring stations, pilot ladder, engine room readiness).

Speed and Navigation: Strict adherence to speed limits and navigation instructions from canal pilots/VTS is mandatory.

Stability and Trim: Ensure the vessel has appropriate stability and is trimmed as required by canal authorities (often even keel or slight stern trim).

E. Port Approaches and Pilotage:

Pilotage Requirements: Determine if pilotage is compulsory and make arrangements via the agent.

Pilot Boarding Grounds: Clearly mark pilot boarding positions and have pilot transfer arrangements (pilot ladder, combination ladder) prepared and rigged safely in accordance with SOLAS and IMPA recommendations.

Communication with VTS and Pilots: Establish communication well in advance. Provide accurate ETA and vessel information. Confirm pilot boarding time and procedures.

Master-Pilot Exchange (MPX): A formal exchange of information between the Master and Pilot regarding the intended passage plan into the berth, vessel characteristics, agreed responsibilities, and contingency plans. This is a critical safety step.

Bridge Team Management: Ensure the bridge team is well-briefed and prepared for the increased workload and precision required during pilotage. The Master remains in command, even with a pilot onboard.

F. ECDIS Route Planning Specifics:

Safety Settings: Ensure appropriate safety contour, safety depth, and look-ahead parameters are set in the ECDIS.

Route Validation: Use the ECDIS automatic route check function to identify any potential hazards (crossing safety contours, proximity to dangers, entering restricted areas) along the planned route. This must be supplemented by careful visual scrutiny by the navigating officer.

Waypoint Management: Use an appropriate number of waypoints to define the track clearly, especially for turns and in confined waters. Ensure waypoints are not placed on top of dangers or land.

Cross-Track Distance (XTD): Set appropriate XTD limits for different legs of the passage.

Annotations: Add important notes, clearing bearings, PI information, reporting points, and other critical data directly onto the ENC display for the planned route.

3. Documentation of the Passage Plan:

A comprehensive written passage plan should be prepared and available on the bridge. This often includes:

A summary of the appraisal.

Charts/ENCs used.

Detailed leg-by-leg plan with courses, distances, waypoints, and critical navigational information for each leg.

Contingency plans.

Pilotage plan.

Berth-to-berth details.

This plan should be reviewed and signed by the navigating officer who prepared it and by the Master who approves it. It serves as the primary reference for the execution and monitoring phases.

Analysis for the Master (Passage Planning Considerations): The Master’s role in passage planning is one of oversight, approval, and ultimate responsibility.

Ensuring Thoroughness: The Master must ensure that the navigating officer has conducted a comprehensive appraisal and developed a safe and compliant plan. This involves asking questions, reviewing the plan critically, and using their own experience to identify potential weaknesses or overlooked hazards.

Final Approval: The Master formally approves the passage plan before the voyage commences. This signature signifies that the Master is satisfied with its safety and practicability.

Adapting the Plan: While a detailed plan is made, the Master must be prepared to deviate from it if unforeseen circumstances arise (e.g., sudden weather changes, machinery problems, new navigational warnings, instructions from VTS). Any deviations must be carefully considered, documented, and the plan formally amended.

Briefing the Bridge Team: Ensure all members of the bridge team are familiar with the passage plan, their roles and responsibilities, and any critical phases or potential hazards.

Setting Standards: The Master sets the standard for the quality and diligence of passage planning onboard.

Meticulous passage planning is not just a regulatory requirement; it is a fundamental tenet of good seamanship and the cornerstone of a safe voyage. For a bulk carrier, with its inherent characteristics, this planning process takes on heightened importance, ensuring that every nautical mile is transited with foresight, preparedness, and an unwavering commitment to safety.