ONDECK
Academy
OOW Oral Prep
Module 02 — OOW 3000 GT Oral Preparation
Passage Planning
SOLAS Reg 34 · Four stages · Publications · UKC · Monitoring · Ocean / Coastal / Pilotage
The Legal Requirement SOLAS Chapter V Regulation 34
SOLAS V Reg 34: Prior to proceeding to sea, the Master shall ensure the intended voyage has been planned using appropriate nautical charts and publications. A properly prepared voyage plan is mandatory and is checked during Port State Control inspections.
The voyage plan must identify a route that:
- Accounts for relevant ships' routeing systems
- Ensures sufficient sea room throughout the voyage
- Anticipates all known navigational hazards and adverse weather
- Takes into account marine environmental protection measures
APPLIES TO ALL VESSELS: SOLAS V Reg 34 applies to all ships that proceed to sea — including superyachts. PSC inspectors will check that a passage plan exists and is properly prepared.
The Four Stages IMO Resolution A.893(21)
1
Appraisal
Collect and assess all relevant information for the passage
2
Planning
Develop and get Master approval for the passage plan
3
Execution
Brief the bridge team. Navigate in accordance with the plan
4
Monitoring
Check the ship's progress against the plan throughout
Stage 1 — Appraisal
Navigation
- Availability and accuracy of charts
- Sailing directions — advice and hazards
- Availability and reliability of nav aids
- Draught restrictions — air draught, UKC, squat
- Pilotage requirements
- Available sea room and traffic density
- Position fixing opportunities
- Routeing and reporting measures
- Weather routeing information
- Reliability of propulsion and steering
General / Operational
- Bridge manning requirements
- Berth and port entry requirements
- Mooring and tug operations
- Security and anti-piracy measures
Environmental
- MARPOL Special Areas
- Emission Control Areas (ECA)
- Garbage disposal restrictions
- Port reception facilities
Contingency
- Emergency anchorages
- Commit points
- Emergency response plans
- Amendment procedures
Publications Used in Passage Planning
| Publication | What it provides |
|---|---|
| Navigational Charts (paper / ENC) | Primary navigation tool — corrected to latest NtM before use. Largest available scale for coastal and pilotage phases |
| Sailing Directions (Pilots) | Hazards, buoyage, weather patterns, pilotage detail, port entry guidance, regulations |
| List of Lights (NP 74–78) | All lights of navigational significance — characteristics, range, structure |
| Tide Tables (NP 201–203) | Times and heights of high and low water at standard and secondary ports |
| Tidal Stream Atlases | Set and rate of tidal streams at different states of tide |
| Notices to Mariners (NtM) | Corrections and amendments to charts and publications. Check weekly NtMs before passage |
| List of Radio Signals (NP 281–286) | Maritime radio comms — VTS, vessel reporting, GMDSS, MSI availability |
| Ocean Passages of the World (NP 136) | Established ocean routes, prevailing winds, currents, seasonal variations |
| Port Guides / Admiralty Port Entry (ALRS) | Berth details, port approach, pilotage, tug requirements — based on seafarers' experience |
| Maritime Security Charts | Security advice and reporting schemes in designated high-risk areas |
| Load Line Charts | Seasonal zones and load line requirements |
| NAVAREA Warnings / NAVTEX | Current navigational warnings for the area |
Stage 2 — Planning: What Goes on the Chart
All Phases
- Planned track with true courses
- Leg distances
- Safety depths and safety contours
- No-go areas — cross-hatched in pencil
- Anticipated waypoint arrival times
- Cross track distance (XTD) limits
Coastal / Pilotage Phase (additional)
- Clearing bearings and clearing ranges
- Conspicuous objects for position fixing
- Parallel index lines
- Tidal height and stream information
- Safe water (UKC, tide, squat accounted for)
- Wheel-over positions for each course alteration
- Commit points
- Contingency anchorages
- Decision points for critical manoeuvres
Under Keel Clearance (UKC)
UKC is not just depth minus draught. Multiple factors reduce the effective water depth available. All must be considered when planning the passage through shallow water.
| Factor affecting UKC | Effect |
|---|---|
| Squat | Increases with speed in shallow water — vessel sinks and trims. Reduce speed to reduce squat |
| Vessel heel / roll | Increases effective draught on the low side — allow for rolling in a seaway |
| Tidal height and negative surge | Actual water level may be less than predicted — use lowest astronomical tide (LAT) as reference |
| Water density changes | Moving from salt to fresh water increases draught — river or estuary approaches |
| Reliability of chart depth data | Old surveys may be inaccurate — check CATZOC rating on ENC; source data diagram on paper chart |
| Mobile bottom | Sand waves and silting can reduce charted depths |
| Pipelines and obstructions | Reduced depth above charted pipelines, cables, wrecks |
Planning by Phase
| Phase | Key planning considerations |
|---|---|
| Ocean | Ocean routeing charts (currents, winds, ice limits, load line zones) · Weather routeing service · Gnomonic charts for great circle routes · Seasonal weather variations · Landfall targets and expected radar/visual ranges · Environmental protection areas |
| Coastal | Largest available scale charts · Safe distance from charted features · Sailing direction advice · Tidal height and stream data · Visual and radar fixing opportunities · Routeing and VTS reporting · Squat in shallow water · Propulsion and steering reliability |
| Pilotage | Pilot boarding point and means of embarkation · Local rules, restrictions, reporting requirements · Channel information and recommended routes · Berth details and tug requirements · Contingency planning for unforeseen events · OOW responsibilities do not transfer to pilot |
Stage 3 — Execution
Before sailing, all bridge team members must be briefed on the passage plan and confirm their understanding. The briefing covers:
- The planned route and key waypoints
- Critical areas — shallow water, traffic, pilotage
- Contingency plans and emergency anchorages
- Watch schedules and bridge manning
- Master's standing orders and night orders
- Environmental requirements for the route
Stage 4 — Monitoring
| Monitoring requirement |
|---|
| Position fixed at intervals appropriate to proximity of hazards — more frequent in coastal and pilotage waters |
| Ship's position maintained within authorised cross track error (XTE) |
| Position cross-checked using independent methods — GPS, radar, visual bearings, echo sounder |
| Radar parallel indexing used in coastal and restricted waters |
| Integrity of navigational equipment information monitored throughout |
| Passage plan updated immediately if route is amended |
| Master informed if ship is off track and immediate action is required |
FREQUENCY OF FIX: Determined by the distance from navigational hazards and the time it would take the ship to run into danger between fixes at the current speed. This is your answer if the examiner asks — it is not a fixed interval.
Oral Exam Practice Questions
Question 1
What are the four stages of passage planning?
Appraisal, Planning, Execution, Monitoring. Required under SOLAS Chapter V Regulation 34 and IMO Resolution A.893(21). The plan must cover berth to berth and is subject to PSC inspection.
Question 2
You are planning a passage from Genoa to Gibraltar, then on to Antigua. Walk me through your appraisal.
I would gather all charts for the route — Mediterranean, Gibraltar Strait, Atlantic — corrected to latest NtM. Check sailing directions for each phase: Med hazards, Gibraltar traffic separation scheme and VTS requirements, Atlantic ocean passage. Ocean routeing charts for the Atlantic leg — trade winds, currents, seasonal weather. Tide tables for Gibraltar and Antigua approaches. List of Lights for all three phases. NAVAREA warnings. Check for MARPOL Special Areas — Mediterranean is a Special Area under Annex I and V. ECA requirements in the Med. Weather forecast and routeing service for the Atlantic leg. Security information — any piracy advisories. Tug and berth requirements at each port. Contingency anchorages. Passage plan submitted to Master for approval before sailing.
Question 3
How do you determine the frequency of position fixing?
The frequency is determined by the distance from navigational hazards and the time the ship would take to run into danger between fixes at the current speed. In open ocean water, hourly fixes may be sufficient. In coastal waters approaching a port, fixes every few minutes may be required. The principle is that the ship must be kept free from danger between fixes, and if a deviation is detected, there must be sufficient time and sea room to take avoiding action.
Question 4
What is under keel clearance and what affects it?
UKC is the vertical distance between the ship's keel and the seabed. It is not simply depth minus draught — squat increases draught at speed in shallow water; vessel rolling increases effective draught; negative tidal surge can reduce water depth below predicted levels; fresh water increases draught compared to salt; mobile bottom and silting can reduce charted depths; reliability of chart data may be limited in poorly surveyed areas. All of these must be accounted for when determining a safe UKC for the passage.
Question 5
What is a no-go area and how is it marked on the chart?
A no-go area is a zone where the vessel cannot navigate safely due to insufficient depth, obstructions, or other hazards — taking into account draught, UKC requirements, and tidal conditions. It is marked on the chart using cross-hatching in pencil only — never permanent ink — to show areas the planned track must avoid. Parallel index lines are used to confirm the vessel remains at a safe distance from the no-go area throughout the passage.