Voyage Planning for Superyachts: SOLAS Chapter V Requirements

A 55-metre superyacht grounds on a charted rock while approaching an anchorage in Greece. The investigation finds that no passage plan existed for the approach — the Captain was navigating by eye using local knowledge from a previous visit three years earlier. The rock had been correctly charted. The approach had simply never been planned.

This is not a rare event. Inadequate voyage planning remains one of the top five contributing factors in maritime groundings worldwide, and superyachts are disproportionately represented because of the perception that “we’re just going to an anchorage” somehow exempts the vessel from planning requirements.

It does not.

The Regulatory Framework

SOLAS Chapter V, Regulation 34

SOLAS Chapter V (Safety of Navigation), Regulation 34 (Safe Navigation and Avoidance of Dangerous Situations) states:

“34.1 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.”

The referenced guidelines are IMO Resolution A.893(21) — Guidelines for Voyage Planning, adopted on 25 November 1999. This resolution establishes the four-stage voyage planning process that applies to every passage, from a transatlantic crossing to a repositioning between neighbouring bays.

Application to Superyachts

SOLAS V Regulation 34 applies to “all ships on all voyages.” There is no tonnage exemption, no exemption for private yachts operating commercially under the Large Yacht Code, and no exemption for short passages. The MCA reinforces this in MGN 315 (M) for vessels under the Red Ensign, and the Cayman Islands CISMA Code mirrors the requirement.

No Exemptions: The requirement to plan the voyage applies regardless of the length of the passage. A 2-nautical-mile repositioning from one anchorage to another requires a plan. The level of detail may be proportionate to the complexity and risk, but the plan must exist.

The Four Stages of Voyage Planning

IMO Resolution A.893(21) establishes four stages that form a continuous cycle. Each stage has specific requirements and produces specific outputs.

Stage 1: Appraisal

Appraisal is the information-gathering phase. Before any route is drawn, the bridge team must collect and assess all relevant information.

Information Required	Source	Notes
Charts (paper or ECDIS)	Corrected to latest NTM	Check chart datum, survey reliability, scale adequacy
Sailing Directions (Pilots)	UKHO Admiralty Pilots or equivalent	Port approach information, local conditions, dangers
Lists of Lights	UKHO NP74-84 or equivalent	Verify light characteristics for landfall and approaches
Tide tables and tidal stream atlases	UKHO or local authority	Essential for UKC calculations
Notices to Mariners	Weekly NTM, Temporary and Preliminary NTMs	Check for new dangers, changes to aids to navigation
NAVAREA warnings	Via NAVTEX or SafetyNET	Current navigational warnings for the area
Weather forecasts	National meteorological services, routing services	For the entire passage duration
Port information	Pilot books, local port guides, agent information	Berthing arrangements, pilotage requirements, restrictions
Ship-specific data	Vessel’s documentation	Draught, air draught, manoeuvring characteristics, speed
Owner/charterer requirements	Itinerary, preferences, guest schedule	Superyacht-specific consideration

Superyacht-Specific: On commercial vessels, the itinerary is fixed well in advance. On superyachts, the owner may change the destination at short notice. Build your appraisal process to handle rapid replanning -- maintain a library of pre-appraised approaches for ports and anchorages in your operating area.

Stage 2: Planning

This is where the passage plan is constructed. The output is a documented plan that can be followed by any competent OOW.

The passage plan must include:

Route planning:

Waypoints with positions (latitude and longitude)
Courses and distances between waypoints
Planned speed and estimated times
No-go areas clearly marked
Clearing bearings and position-fixing methods for each leg
Wheel-over positions for course alterations

Under-keel clearance calculations:

Factor	Consideration
Charted depth	At lowest astronomical tide (LAT) unless otherwise stated
Predicted tide	Height of tide at the relevant time
Vessel’s draught	Static draught at departure (maximum of forward, midships, aft)
Squat	Speed-dependent increase in draught (significant for displacement yachts at higher speeds)
Heel	Effect of wind or turning on effective draught
Wave allowance	Dynamic increase in draught due to wave action
Safety margin	Minimum additional clearance (typically 10% of draught or 1.0 metre, whichever is greater)

Contingency planning:

Ports of refuge identified for each leg
Abort points with criteria for diversion
Heavy weather alternatives
Emergency anchorages

Environmental considerations:

Emission Control Areas (ECAs) and fuel changeover points
Particularly Sensitive Sea Areas (PSSAs)
Marine protected areas and speed restrictions (e.g., whale protection zones)
Ballast water management areas

Stage 3: Execution

Execution is the transition from plan to action. Before departure:

The Master must review and approve the passage plan
The plan must be briefed to all bridge watchkeepers
ECDIS route must be verified against the paper plan (or vice versa)
The plan must be available on the bridge throughout the passage

During the passage:

The OOW must monitor the vessel’s progress against the plan
Deviations from the plan must be recorded and justified
Position fixes must be obtained at intervals appropriate to the navigational situation
Cross-track distance must be monitored

Common Failure: The passage plan exists in the ECDIS but the OOW is not actively monitoring it. The vessel deviates from track because the autopilot was not updated after a waypoint, or because the OOW was not aware of the next course alteration. Active monitoring is not optional -- it is the entire point of planning.

Stage 4: Monitoring

Monitoring is continuous throughout the passage and provides feedback to all three preceding stages.

Position fixing:

Navigational Situation	Minimum Fix Interval	Primary Method
Open ocean	1 hour	GNSS (GPS) with secondary check
Coastal (>10nm offshore)	30 minutes	GNSS with radar/visual cross-check
Coastal (<10nm offshore)	15 minutes	Visual/radar bearings with GNSS
Pilotage waters / port approach	3-6 minutes (or continuous)	Visual/radar with GNSS, echo sounder
Confined waters	Continuous	All available means

What to monitor:

Position relative to planned track (cross-track error)
Under-keel clearance (echo sounder vs. predicted)
Weather development vs. forecast
Traffic situation
ETA accuracy
Equipment status (GNSS, radar, gyro, echo sounder, AIS)

Weather Routing

For superyachts, weather routing is not just about safety — it is about guest comfort. A passage that is technically safe but results in 30-degree rolls and seasick guests is a failed passage.

Weather Routing Considerations

Factor	Planning Consideration
Wind strength and direction	Route selection to minimise beam seas; consider motorsailing options
Wave height and period	Guest comfort threshold typically lower than vessel capability (1.5-2.0m significant wave height)
Current	Use favourable currents where possible; critical for fuel planning
Visibility	Plan arrival at complex approaches during daylight and good visibility
Tropical weather systems	Monitor tropical storm development; plan escape routes during hurricane season
Local effects	Katabatic winds, sea/land breezes, funnelling effects in straits

Weather Information Sources

GMDSS broadcasts: NAVTEX, SafetyNET, HF radiofax
Commercial services: Météo France Marine, PredictWind, Theyr, Weather Routing Inc.
GRIB files: Downloaded via satellite communication for on-board analysis
Routing software: Expedition, Adrena, PredictWind routing, MaxSea TimeZero

Best Practice: For passages exceeding 24 hours, obtain a professional weather routing recommendation from a commercial routing service. The cost is negligible compared to the fuel savings and comfort improvement. Document the routing advice as part of the passage plan.

ECDIS and Passage Planning

Most modern superyachts use ECDIS (Electronic Chart Display and Information System) as the primary navigation tool. ECDIS-specific voyage planning requirements include:

Chart coverage: Verify that ENC cells are available for the entire route at adequate scale
ENC updates: Apply the latest chart updates before passage planning
Route checking: Use the automatic route check function to identify dangers along the route
Safety contour and safety depth: Set appropriate values based on the vessel’s draught and UKC policy
Alarm settings: Cross-track distance alarm, safety contour alarm, look-ahead distance
Backup: If ECDIS is the primary means of navigation, ensure the backup system (second ECDIS or corrected paper charts) is available and the route is loaded

Common ECDIS Errors on Superyachts

Error	Consequence
Safety contour set too shallow	Vessel navigates into water with inadequate UKC without alarm
Route check not performed	Planned route passes through charted dangers
Cross-track alarm too wide or disabled	Vessel deviates from plan without warning
ENCs not updated	Route planned on outdated charting data
Over-reliance on single system	Loss of ECDIS leaves vessel without planned route

What Port State Control Checks

Voyage planning is one of the “concentrated inspection campaigns” that PSC runs periodically. Even during routine inspections, it is a standard check item. Inspectors will:

Document Review

Request the current passage plan — including the plan for the most recent completed passage
Check that all four stages are documented — appraisal, planning, execution (logbook), monitoring (position plots)
Verify chart corrections are up to date — both ECDIS and paper charts if carried
Review the UKC policy — and verify it was applied in the passage plan
Check NTM file — is it current? Are temporary and preliminary notices being tracked?

Practical Assessment

Ask the OOW to explain the current plan — Where is the next waypoint? What is the planned course? What is the UKC at the next shallow point?
Check the ECDIS route — Does it match the documented plan? Are safety settings appropriate?
Review the logbook — Do entries reflect active monitoring of the passage? Are position fixes recorded at appropriate intervals?
Ask about contingency plans — What is the nearest port of refuge? What are the abort criteria?

Common PSC Findings

Finding	SOLAS Reference	Typical Action
No passage plan for the voyage	V/34.1	Deficiency; rectification required
Passage plan does not cover the entire voyage (berth to berth)	V/34.1, A.893(21)	Deficiency
No UKC calculations	V/34.1, A.893(21)	Deficiency
Charts not corrected to latest NTM	V/19.2.1.4, V/27	Deficiency; may be detainable
ECDIS safety contour improperly set	V/19.2.1.4	Deficiency
No evidence of weather information gathering	V/34.1, A.893(21)	Observation or deficiency
OOW unable to explain the passage plan	V/34.1	Deficiency; reflects on watchkeeping standards

Detainable Deficiency: Uncorrected charts and the absence of any passage plan are considered detainable deficiencies under the Paris MoU and Tokyo MoU. The vessel will not be permitted to sail until the deficiency is rectified. On a superyacht with guests on board and a fixed itinerary, this is a career-ending scenario for the Captain.

Building a Practical System

For Regular Operating Areas

Superyachts typically operate in defined regions — Western Mediterranean, Eastern Mediterranean, Caribbean, Pacific. Build a library of pre-planned approaches and anchorage plans for frequently visited locations. These are not substitutes for voyage-specific planning, but they provide a foundation that accelerates the planning process when the owner decides at dinner that the vessel should be in Portofino by morning.

For Ocean Passages

Transatlantic and transpacific deliveries require a higher level of planning:

Engage a weather routing service at least 48 hours before departure
Plan for heavy weather contingencies with identified ports of refuge along the route
Brief the full bridge team on the passage plan, including relief officers
Establish reporting intervals (daily position reports to the management company)

Documentation

Keep passage plans and supporting documents for a minimum of 3 years. Flag states and class societies can request historical plans during audits. More importantly, in the event of an incident, the passage plan for the relevant voyage will be the first document investigators request.

Voyage planning is not bureaucracy. It is the process that prevents a superyacht from hitting charted rocks, running aground on a falling tide, or being caught in a storm that was forecast three days earlier. Do it properly, document it thoroughly, and make it a seamless part of how the bridge team operates.

References

SOLAS Chapter V: Regulation 34 — Safe Navigation and Avoidance of Dangerous Situations
IMO Resolution A.893(21): Guidelines for Voyage Planning (1999)
IMO Resolution A.893(21) Annex: Detailed guidance on the four stages of voyage planning
STCW Convention: Section A-VIII/2 — Watchkeeping Arrangements and Principles to Be Observed
MCA MGN 315 (M): Keeping a Safe Navigational Watch on Merchant Vessels
IHO S-66: Facts about Electronic Charts and Carriage Requirements
Paris MoU: Concentrated Inspection Campaign on STCW (reference for PSC procedures)