LP 17/2019 Voyage Plan Common Deficiencies

Defective voyage plans may lead to detention of a ship or even render a ship unseaworthy.

Voyage planning is required by the SOLAS Convention on all vessels to ensure safe navigation and pollution prevention. Vessels with defective plans are likely to be detained in PSC inspections. The recent Admiralty Court decision of Alize 1954 v Allianz [2019] EWHC 481 (Admlty) serves as a reminder to shipowners that it’s the owner’s duty to uphold a higher standard in exercising due diligence as a defective plan can be causative of unseaworthiness.

I. SOLAS Regulations

As it’s set out in SOLAS Chapter V Regulation 34- Safe navigation and avoidance of dangerous situations:

1. 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, taking into account the guidelines and recommendations developed by the Organization (Resolution A.893(21)).
2. The voyage plan shall identify a route which:
   • takes into account any relevant ship’s routeing systems
   • ensures sufficient sea room for the safe passage of the ship throughout the voyage
   • anticipate all known navigational hazards and adverse weather conditions; and
   • takes into account the marine environmental protection measures that apply, and avoids, as far as possible, actions and activities which could cause damage to the environment

A voyage plan is also referred to as a passage plan in practice. Traditionally, passage plans, many of which before the year of 2000 are simply a 2-page berth-to-berth guide, are believed to be a general design over the intended course. Voyage plans, on the other hand, are more comprehensive, laying out other considerations for ensuring navigation safety and marine environment protection such as manning, bunker consumption, special areas and emission monitoring. Whether it is a passage plan or a voyage plan, all vessels are required to properly prepare a comprehensive plan that is more than a course design in accordance with Resolution A.893(21).

II. IMO Guidelines

For safety of life at sea, safety and efficiency of navigation and protection of the marine environment, IMO adopted Guidelines for Voyage Planning Resolution A.893(21) in November 1999. The need for voyage planning applies to all vessels, and the plan include four parts – appraisal, planning, execution and monitoring.

1. All information relevant to the contemplated voyage should be considered, such as special characteristics of the cargo, the provision of a competent crew, appropriate charts and data, port information, special areas and etc.
2. On the basis of the fullest possible appraisal, a detailed voyage or passage plan should be prepared which should cover the entire voyage from berth to berth, including factors like the plotting of the intended route, safe speed, minimum clearance under the keel, the reporting systems, marine environment protection measures, contingency plans and etc. Each voyage plan and the details should be approved by the ships' master prior to the commencement of the voyage.
3. The voyage plan should be executed after being finalized by the master, who should consider the condition of the navigational equipment, meteorological conditions, traffic conditions and any particular circumstance that may introduce an unacceptable hazard to the safe conduct of the passage.
4. 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 plan should be closely and continuously monitored.

Instead of following four sequential stages, it will be prudent to follow a loop where navigators review what has been found inappropriate when monitoring the progress for their reference in the next voyage appraisal. For instance, if the vessel is caught in a multi-ship crossing situation due to inappropriate design of the course alteration point before entering TSS, the master should correct the error in follow up appraisals so that the next voyage plan can be bettered.

III. Voyage plan deficiencies in PSC inspections

From January to April 2019, a total of 32 ships were detained due to voyage plan deficiencies in the Tokyo MOU region and 37 ships in Paris MOU ports, all believed to have violated SOLAS safe navigation regulations. Related detainable deficiencies include deficiencies on voyage plans, charts, nautical publications, ECDIS, navigation aids and communication equipment.

Deficiencies can be rectified if found by a Port State Control Officer (PSCO) before commencement of the voyage, but with deficiencies found at the next port, the voyage plan will be held defective. Additionally, even if there’s no PSC inspection, any deficiencies where IMO Guidelines and company policies are not followed, if found in post-accident investigations, can be held as evidence for defective voyage plans.

IV. Voyage plan deficiencies in LP ship visits

Based on over 30 LP visits to entered vessels, here’s an inexhaustive list of common deficiencies on voyage plans.

1. The navigating officer who is in charge of voyage planning cannot comprehend ECDIS parameters that are set for safe navigation.
2. Man overboard (MOB) situations are recorded in ECDIS event log for multiple times, but no such accidents were actually reported during the voyage.
3. Values for safety contour and depth are not properly inputted. For example, with the vessel’s draft at 11.35 m, the safety depth was set at 2 m, safety contour at 0 m and deep contour at 10 m.
4. The garbage discharge requirements are not updated.
5. SECA zone information is not correct.
6. Ship routing is not updated to the latest version.
7. Paper charts are not updated.
8. Route for the pilotage stage is not covered in voyage plans.
9. No position marks in the pilotage waters.
10. ECDIS information is not covered.
11. Company SMS requires plotting on the charts any dangerous areas adjacent to the course, but no such marks were observed on ECDIS nor paper charts.
12. The Master/pilot exchange (MPX) form is not properly filled out.
13. The values of UKC and squat are not correctly calculated.
14. Voyage plans are not signed by the navigating officer.
15. Sailing directions included disagree with the routes to be taken.
16. T&P notices are not inserted.
17. Position check intervals are not correctly specified.

V. Advice to Members

SOLAS Chapter V regulations and IMO Guidelines provide only a general guidance on voyage planning with detailed instructions to be further specified in SMS documents. It would be prudent to strictly follow company regulations and practice the planning with the support of a checklist.

Also, it is sometimes an arduous work for the navigator to complete a 20-page voyage plan all by himself in the short time before departure, and it’s dangerous for navigators feeling tired to practice his duty of watchkeeping. Masters, if playing a proactive role, could help monitor the plan execution and collect information of reference value for the next voyage.

Find out more about voyage planning at:

https://mp.weixin.qq.com/s?biz=MzA3MTkyMzU2MQ==&mid=2652722980

For more information, please contact Managers of the Association.