Passage Planning
The four phases — appraisal, planning, execution, monitoring: how to build a berth-to-berth passage plan that truly holds up against the reality of the route.
Operational Explanation
The passage plan is the detailed planning of the entire voyage, from berth to berth, not just the open-sea route. IMO Resolution A.893(21) defines the process in four phases: appraisal (gathering and evaluating all relevant information), planning (working out the detailed route), execution (carrying out the plan, with a bridge team briefing) and monitoring (continuous verification of the ship's position against the plan during navigation).
An effective passage plan is not a static document drawn up once and filed away, but a living tool, updated with actual weather and sea conditions and constantly verified during execution.
Regulatory Reference
SOLAS Chapter V, Regulation 34 (Safe navigation and avoidance of dangerous situations) and Resolution A.893(21) (Guidelines for Voyage Planning): an obligation to plan the voyage before departure, taking into account all relevant information and identifying safety margins (under-keel clearance, no-go areas, position-fixing points).
Regulation V/34 today has only two paragraphs. 34.1 places the duty on the Master: “Prior to proceeding to sea, the master shall ensure that the intended voyage has been planned using the appropriate nautical charts and nautical publications for the area concerned”. 34.2 states what the plan must identify: a route that takes account of any relevant ships' routeing systems, ensures sufficient sea room for the safe passage of the ship throughout the voyage, anticipates all known navigational hazards and adverse weather conditions, and takes into account the applicable marine environmental protection measures.
The third paragraph that used to be here is now a Regulation of its own, and it is the most important provision on this page. Resolution MSC.153(78) of 20 May 2004, in force from 1 July 2006, lifted it out and broadened it into Regulation V/34-1, Master's discretion, which reads in full: “The owner, the charterer, the company operating the ship as defined in regulation IX/1, or any other person shall not prevent or restrict the master of the ship from taking or executing any decision which, in the master's professional judgement, is necessary for safety of life at sea and protection of the marine environment”.
In the 2002 text the phrase was “safe navigation and protection of the marine environment”; MSC.153(78) widened it to safety of life at sea. And the list of addressees — owner, charterer, company as defined in IX/1, or any other person — is deliberately exhaustive. In practice: when commercial pressure pushes for departure on a plan the Master judges unsafe, V/34-1 is not a principle of good practice, it is a Convention Regulation prohibiting that pressure. Read it together with §5.2 of the ISM Code, which gives it its counterpart inside the management system: the Master's overriding authority.
Scope of Application
Every ship subject to SOLAS Chapter V, for every voyage, regardless of route length or the crew's familiarity with the navigation area.
Procedure / How to Complete It
- Appraisal: gather all relevant information (charts, notices to mariners, weather forecasts, port restrictions, available draught).
- Planning: chart the detailed berth-to-berth route, identifying no-go areas, position-fixing points, safety margins (under-keel clearance) and contingency plans.
- Verify consistency between the ECDIS plan and any paper back-up.
- Execution: conduct the bridge team briefing before departure, ensuring all officers involved understand the plan.
- Monitoring: continuously verify the ship's position against the plan during navigation, updating it in case of deviations or new information (e.g. weather warnings).
Diagram: the 4 phases of the passage plan (Res. A.893(21))
Practical Example
Example passage plan entry: "Genoa-Civitavecchia leg: no-go area marked for shallow waters south of Elba Island; position-fixing point every 15 minutes near the coast; minimum required under-keel clearance 2 m at average tide conditions."
What Typically Goes Wrong
Common Mistakes Mistake Library
| Mistake | Consequence | How to avoid it |
|---|---|---|
| Passage plan drawn up only for the open-sea route, not berth-to-berth | Critical port manoeuvring phases not adequately planned | Always extend the plan from berth to berth, including manoeuvring phases |
| Plan not updated after a significant change in weather and sea conditions | The plan becomes misaligned with the real situation | Treat monitoring as a continuous process, not a one-off check |
| Bridge team briefing skipped or superficial before departure | Not all officers understand the critical points of the plan | Always conduct a structured briefing with the entire bridge team involved in the leg |
What the PSCO Checks
Operational Tips
- Treat monitoring as a continuous process throughout the voyage, not a single check at the start of the route.
- Update the passage plan whenever weather and sea conditions change significantly from the initial forecasts.
- Make sure the bridge team briefing explicitly covers no-go areas and critical points of the route, not just the general route.
Preparation checklist
Educational checklist. This summary supports learning and preparation only. It does not replace the vessel’s approved procedures, manuals, statutory documents, company SMS, or applicable official requirements. Completing it demonstrates neither compliance nor readiness for an inspection: it shows that a list has been read, not that the ship is in order. Always verify the current documents carried on board.
- Plan drawn up berth-to-berth, not just for the open-sea leg
- No-go areas and safety margins (under-keel clearance) identified
- Plan consistent between primary ECDIS and back-up
- Bridge team briefing conducted before departure
- Continuous monitoring of position against the plan during navigation
FAQ
Related Topics
Last substantive revision of this page: 13 August 2026 · page fingerprint cc5e258fc8cc