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Navigation SafetyNotice to Owners, Masters and Deck Officers of Merchant Ships and Skippers and Watchkeepers of Fishing and Recreational Vessels

This Guidance Note supersedes Merchant Shipping Notice No. M. 854

MARINE GUIDANCE NOTE

MGN 72 (M+F)

Summary

This notice draws attention to the need for systematic planning of all stages of a voyage. The Annexprovides guidance on passage planning for masters and watchkeepers.

Key Points

• Appraise all relevant information

• Plan the intended passage

• Execute the plan taking account of prevailing conditions

• Continuously Monitor the vessel’s progress against the plan

• Passage planning does not stop during pilotage.

1. Analysis of marine accidents continues toshow that a contributory cause of 80% ofnavigational accidents is human error, and inmany cases information which could haveprevented the accident was available to thoseresponsible for the navigation of the vesselsconcerned.

2. Most accidents happen because of simplemistakes in use of navigational equipmentand interpretation of the availableinformation, rather than because of anydeficiency in basic navigational skills orability to use equipment.

3. Masters, skippers and watchkeepers arerecommended to take the followingprecautions to ensure that they appreciate andreduce the risks to which they are exposed:

a) ensure that all the vessel’s navigation isplanned in adequate detail withcontingency plans where appropriate;

b) ensure that there is a systematic bridgeorganisation that provides for:

(i) comprehensive briefing of allconcerned with the navigation of thevessel;

(ii) close and continuous monitoring ofthe vessel’s position ensuring as far aspossible that different methods ofdetermining the position are used tocheck against error in any one system;

(iii) cross-checking of individual humandecisions so that errors can be detectedand corrected as early as possible;

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(iv) information available from plots ofother traffic is used carefully toensure against over-confidence,bearing in mind that other vesselsmay alter course and/or speed;

c) ensure that optimum and systematic use ismade of all appropriate information thatbecomes available to the navigational staff;and

d) ensuring that the intentions of a pilot arefully understood and acceptable to thevessel’s navigational staff.

An executive agency of the Department of theEnvironment, Transport and the Regions

MSAS(A) Navigation & CommunicationsMaritime and Coastguard AgencySpring Place105 Commercial RoadSouthampton SO15 1EG

Tel 01703 329138Fax 01703 329204

August 1998

MNA 51/17/002

© Crown Copyright 1998

Safe Ships Clean Seas

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ANNEX

GUIDE TO THE PLANNING AND CONDUCT OF PASSAGES

Responsibility for Passage Planning

1. In most deep-sea vessels it is customary for themaster to delegate the initial responsibility forpreparing the plan for a passage to the officerresponsible for navigational equipment andpublications. For the purposes of this guidethe officer concerned will be referred to as thenavigating officer.

2. On smaller vessels, including fishing vessels,the master or skipper may have theresponsibility of the navigating officer forpassage planning purposes.

3. The navigating officer has the task of preparingthe detailed passage plan from berth to berth, tothe master’s requirements, prior to departure.In cases when the port of destination is notknown or is subsequently altered, it will benecessary for the navigating officer to extend oramend the original plan as appropriate.

Principles of Passage Planning

4. There are four distinct stages in the successfulplanning and achievement of a safe passage:

• Appraisal• Planning• Execution• Monitoring

5. These stages logically follow each other in theorder set out above. An appraisal ofinformation available must be made beforedetailed plans can be drawn up and a planmust be in existence before tactics for itsexecution can be decided upon. Once the planand the manner in which it is to be executedhave been decided, monitoring must becarried out to ensure that the plan is followed.

Appraisal

6. This is the process of gathering together allinformation relevant to the proposed passage,including ascertaining risks and assessing itscritical areas. It will of course be concerned withnavigational information shown on charts andin publications such as sailing directions, lightlists, current atlas, tidal atlas, tide tables, Notices

to Mariners, publications detailing trafficseparation and other routeing schemes, radioaids to navigation, vessel reporting schemes andVTS requirements. Reference should also bemade to climatic data and other appropriatemeteorological information which may have abearing on the navigational aids in the areaunder consideration – for example, any areassubject to periods of reduced visibility.

7. A check list must be available for the use ofthe navigation officer to assist in the gatheringof all the information necessary for a fullpassage appraisal and the circumstancesunder which it is to be made. It is necessary torecognise that more up-to-date information,for example radio navigational warnings andmeteorological forecasts, may be receivedafter the initial appraisal.

8. The most recent editions of all the charts tocover the areas through which the vessel willproceed should be selected and corrected upto date from the latest weekly Notices toMariners received on board. In addition theymust be corrected up to date in respect of bothpermanent and temporary Notices to Marinersand existing radio navigational warnings. Inaddition the appraisal will include details of:

a) currents (directions and rates of set);

b) tides (times, heights, direction and rate ofset);

c) draught of vessel during the variousstages of the intended passage includingunder-keel allowances for areas wheresquat may be experienced;

d) advice and recommendations given insailing directions;

e) navigational lights (characteristics, range,arc of visibility and anticipated luminousrange);

f) navigational marks (anticipating boththeir radar and visual detection ranges);

g) traffic separation, and mandatory andvoluntary routeing and reporting schemes;

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h) radio aids to navigation (availability andcoverage of Decca and/or Loran, if used,and their degree of accuracy at each stageof the passage; availability of DGPS ifused);

i) navigational warnings affecting the area;

j) location of ferry routes, especially wherehigh speed craft may be encountered;

k) climatological data affecting the area; and

l) vessel’s manoeuvring data.

9. An overall assessment of the intended passageshould be made by the master, in consultationwith the navigating officer and other deckofficers who will be involved, after all relevantinformation has been gathered. This appraisalwill provide the master and his bridge teamwith a clear and precise indication of all areasof danger, and delineate the areas in which itwill be possible to navigate safely taking intoaccount the calculated draught of the vesseland planned under-keel clearance. Bearing inmind the condition of the vessel, herequipment and any other circumstances, abalanced judgement of the margins of safetywhich must be allowed in the various sectionsof the intended passage can now be made,agreed and understood by all concerned.

Planning

10. Having made the fullest possible appraisalusing all the available information on boardrelating to the intended passage, the navigatingofficer can now act upon the master’sinstructions to prepare a detailed plan of thepassage. This should cover the whole passage,from berth to berth, and include all waterswhere a pilot will be on board.

11. The formulation of the plan will involvecompletion of the following tasks:

a) Plot the intended passage on theappropriate charts and mark clearly, on thelargest scale charts applicable, all areas ofdanger and the intended track taking intoaccount the margins of allowable error.Where appropriate, due regard should be

paid to the need for advanced warning tobe given on one chart of the existence of anavigational hazard immediately ontransfer to the next. The planned trackshould be plotted to clear hazards at as safea distance as circumstances allow. A longerroute should always be accepted inpreference to a shorter more hazardousroute. The possibility of main engine orsteering gear breakdown at a criticalmoment must not be overlooked.

b) Indicate clearly in 360 degree notation thetrue direction of the planned track markedon the charts.

c) Mark on the chart all radar-conspicuousobjects and RACONs, which may be usedin radar position fixing.

d) Mark on the charts any transit marks,clearing bearings or clearing ranges(radar) which may be used to advantage.It is sometimes possible to use twoconspicuous clearing marks where a linedrawn through them runs clear of naturaldangers with the appropriate margin ofsafety; if the vessel proceeds on the safeside of this transit she will be clear of thedanger. If no clearing marks are available,a line or lines of bearing from a singleobject may be drawn at a desired safedistance from the danger; provided thevessel remains in the safe segment, it willbe clear of the danger. Parallel index linesshould also be drawn where appropriate.

e) If an electronic chart system is used toassist passage planning the plan shouldalso be drawn up on the paper charts.Where official (ENC) vector data isavailable an ECDIS provided with fullycompliant ENC data for the vessel’spassage may be used instead of papercharts. Raster Chart Display Systems(RCDS) using official and up to dateRaster charts can be used in conjunctionwith paper charts to assist passageplanning and route monitoring. Hazardsshould be marked on the RCDS as well ason the paper chart. Systems which useunofficial chart data should not be usedfor passage planning or navigation.

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(f) Decide upon the key elements of thenavigational plan. These should include,but not be limited to:

(i) safe speed, having regard to themanoeuvring characteristics of thevessel and, when restricted bydraught, an allowance for increase ofdraught due to squat, and heel whenturning;

(ii) speed alterations necessary toachieve desired ETAs en route, forexample where there may belimitations on night passage, tidalrestrictions, etc.;

(iii) positions where a change inmachinery status is required;

(iv) course alteration points, with wheel-over positions where appropriate onlarge scale charts taking into accountthe vessel’s turning circle at theplanned speed and the effect of anytidal stream or current on the vessel’smovement during the turn;

(v) minimum clearance required underthe keel in critical areas (havingallowed for height of tide);

(vi) points where accuracy of positionfixing is critical, and the primary andsecondary methods by which suchpositions must be obtained formaximum reliability;

(vii) contingency plans for alternativeaction to place the vessel in deep wateror proceed to an anchorage in theevent of any emergency necessitatingabandonment of the plan; and

(viii) reporting positions for voluntary ormandatory reporting schemes.

12. Depending on circumstances, the main detailsof the plan should be marked in appropriateand prominent places on the charts to be usedduring the passage. They should also beprogrammed and stored electronically on anECDIS or RCDS where fitted. The main detailsof the passage plan should also be recorded ina bridge notebook used specially for thispurpose to allow reference to details of theplan at the conning position without the need

to consult the chart. Supporting informationrelative to the passage, such as times of highand low water, or of sunrise or sunset, shouldalso be recorded in this notebook.

13. It is unlikely that every detail of a passage willhave been anticipated, particularly in pilotagewaters. Much of what will have been plannedmay have to be adjusted or changed afterembarking the pilot. This in no way detractsfrom the real value of the plan, which is tomark out in advance, areas where the vesselmust not go and the appropriate precautionswhich must be taken, and to give initialwarning that the vessel is standing into danger.

Execution

14. Having finalised the passage plan, and assoon as estimated times of arrival can bemade with reasonable accuracy, the tactics tobe used in the execution of the plan should bedecided. The factors to be taken into accountwill include:

(a) the reliability and condition of thevessel’s navigational equipment;

(b) estimated times of arrival at criticalpoints for the tidal heights and flow;

(c) meteorological conditions, particularly inareas known to be affected by frequentperiods of restricted visibility;

(d) daytime versus night-time passing ofdanger points, and any effect this mayhave upon position-fixing accuracy; and

(e) traffic conditions, especially atnavigational focal points.

15. At this stage it is important for the master toconsider whether any particular circumstanceintroduces an unacceptable hazard to the safeconduct of the passage. An example could bethe forecast of restricted visibility in an areawhere position fixing by visual means at acritical point is an essential feature of thenavigation plan. This could determinewhether that section of the passage should beattempted under the conditions prevailing orlikely to prevail. The master should alsoconsider at which specific points of thepassage additional deck or engine roompersonnel will need to be utilised.

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Monitoring

16. The vessel’s progress along the pre-plannedtrack must be monitored continuously andclosely. The officer of the watch, whenever inany doubt as to the position of the vessel or themanner in which the passage is proceeding,should immediately call the master and, ifnecessary, take appropriate action for thesafety of the vessel.

17. The performance of navigational equipmentshould be checked prior to sailing, prior toentering restricted or hazardous waters and atregular and frequent intervals at other timesthroughout the passage.

18. Advantage should be taken of all thenavigational equipment with which the vesselis fitted for position monitoring, bearing inmind the following points:

(a) positions obtained by electronicpositioning systems must be checkedregularly by visual bearings and transitswhenever available;

(b) visual fixes should, if possible, be based on at least three position lines;

(c) transit marks, clearing bearings and clearingranges (radar) can be of great assistance;

(d) it is dangerous to rely solely on the outputfrom a single positioning system;

(e) the echo sounder provides a valuablecheck of depth at the plotted position;

(f) buoys should not be used for position fixingbut may be used for guidance when shoremarks are difficult to distinguish visually; inthese circumstances their positions shouldfirst be checked by other means;

(g) the functioning and correct reading of theinstruments used should be checked;

(h) account must be taken of any systemerrors and the predicted accuracy ofpositions displayed by electronic positionfixing systems; and

(i) the frequency at which the position is tobe fixed should be determined for eachsection of the passage.

19. On every occasion when the vessel’s positionis fixed and marked on the chart in use, theestimated position at a convenient interval oftime in advance should be projected andplotted. With ECDIS or RCDS care should betaken to ensure that the display showssufficient “look-ahead” distance and that thenext chart can be readily accessed.

20. Radar can be used to advantage in monitoringthe position of the vessel by the use of parallelindexing, which is a simple and most effectiveway of continuously monitoring that a vesselis maintaining its track in restricted coastalwaters. Parallel indexing can be used in anysituation where a radar-conspicuousnavigation mark is available and it ispracticable to monitor continuously thevessel’s position relative to such an object. Italso serves as a valuable check on the vessel’sprogress when using an electronic chart.

Pilotage

21. Pilots make a significant contribution to thesafety of navigation in the confined watersand port approaches of which they have up todate knowledge. But it must be stressed thatthe responsibilities of the vessel’s navigationalteam and officer of the watch do not transferto the pilot.

22. After boarding the vessel, in addition to beingadvised by the master of the manoeuvringcharacteristics and basic details of the vesselfor its present condition, the pilot should beclearly consulted on the passage plan to befollowed. The general aim of the mastershould be to ensure that the expertise of thepilot is fully supported by the vessel’s bridgeteam. (See also paragraph 16).

23. Attention is drawn to the following extractfrom IMO Resolution A 285 (VIII):

“Despite the duties and obligations of a pilot, hispresence on board does not relieve the officer of thewatch from his duties and obligation for the safetyof the vessel. He should co-operate closely with thepilot and maintain an accurate check on thevessel’s position and movements. If he is in anydoubt as to the pilot’s actions or intentions, heshould seek clarification from the pilot and if doubtstill exists he should notify the master immediatelyand take whatever action is necessary before themaster arrives.”

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24. Mariners are also referred to the followingpublications which contain valuable advice onbridge watchkeeping in general and passageplanning in particular:

“Bridge Team Management - A practical guide”published by the Nautical Institute and“Bridge Procedures Guide” published by theInternational Chamber of Shipping.

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