Executarea VoiajuluiExecutarea Voiajului

• Pasul 5 – Executarea Voiajului– Tema 11 – Identificarea riscurilor şi parcurgerea

analizării fiecărui risc în parte.

– Tema 12 – Alocarea resurselor pentru managementul echipei de pe comandă.

• Pasul 6 – Monitorizarea Voiajului– Tema 13 – Monitorizarea continuă a progresului rutei

planificate.

Pasul 5 Executarea voiajului

• Având completat stagiul Planificării, ETD şi ETA sunt calculate cu acurateţe şi toate părţile relevante informate.

• Strategia executării planului de voiaj ţine cont de:– existenţa şi posibilitatea de a te baza pe echipamentele de la bord;

– ETA la punctele importante, pentru a lua în considerare mareea şi aglomerarea traficului;

– posibilitatea reducerii vizibilităţii datorită fenomenelor meteorologice;

– repere de navigaţie cu referire la zonele de pericol;

– disponibilitatea echipajului navei.

• În faza de executare a planului de voiaj, se va ţine seama de două sarcini importante:– evaluarea şi managementul riscurilor

– managementul resurselor de pe punte.

TEMA 11

• Identificarea riscurilor şi înlăturarea evaluată a fiecărui risc. – Riscul se referă la o posibilă avariere care poate fi

cauzată de un pericol.

– Evaluarea riscului are ca rol studierea eventualelor pericole pentru a se asigura faptul că se iau măsuri destule pentru a evita o posibila avarie.

– Se folosesc următorii paşi pentru evaluarea riscului:• se identifică pericolul;

• se ia în considerare posibila avarie;

• se avaluează riscul şi se stabilieşte dacă precauţiile luate sunt suficiente;

• se înregistrează toate măsurile pentru control;

• se reexaminează riscurile.

• N.O. va identifica pericolele.

• Odată ce pericolele au fost identificate, se stabilesc măsurile de control care vor fi folosite pentru a gestiona riscul, astfel încât accidentele să fie evitate.

• Riscurile pot fi împărţite în cinci zone: • zona 1 – risc neînsemnat. Acţiune pentru evitarea riscului nu

este cerută.

• zona 2 – risc tolerabil. Risc care nu poate genera un pericol dar care trebuie monitorizat.

• zona 3 – risc moderat. Resurse adiţionale sunt cerute pentru a controla riscul potenţial.

• zona 4 – risc substanţial. Riscuri care nu sunt acceptate şi trebuie reduse cu orice preţ.

• zona 5 – risc intolerabil. Risc care nu poate fi controlat sau redus datorită severităţii şi a lipsei de resurse.

TEMA 12

• Alocarea de resurse pentru echipa de management de pe comandă.

Multe accidente au fost cauzate de erori organizatorice. Acestea includ informaţii insuficiente în faza de planificare şi lipsa de comunicare între membrii echipei de punte.

– Resurse disponibile necesare:• echipamentele electronice de navigaţie (GPS, Radar ARPA,

ECDIS, Navtex, etc.);

• hărţi şi publicaţii nautice valabile;

• scheme de raportare a navelor locale şi/sau internaţionale

• experienţa ofiţerilor şi a membrilor de echipaj, în special a acelora implicaţi în serviciul de cart, cu atenţie către oboseală şi orele de odihnă pentru fiecare;

• disponibilitatea pilotului în anumite zone;

• un plan de voiaj comprimat unde toate resursele sunt identificate şi folosite.

– Managementul resurselor de pe comanda de navigaţie evidenţiază riscurile interne (maşinile, echipamente şi personal) şi riscurile externe (vreme, UKC şi riscuri de navigaţie) ale navei.

– Echipa de Cart trebuie să ştie procedurile agreate pentru voiajul intenţionat şi, pentru evitarea confuziilor în stagiile viitoare, orice dubiu trebuie remarcat şi raportat imediat.

– Deciziile pot fi verificate pentru clarificarea situaţiei dar fără a submina autoritatea comandantului.

– Toţi membrii echipei trebuie să îşi cunoască rolurile şi responsabilităţile înainte de începerea voiajului.

– Membrii echipei trebuie să ştie sarcinile individuale şi să îşi programeze timpul necesar conform planului de voiaj, pentru completarea lor.

– Pe durata executării şi monitorizării, variaţiile şi deviaţiile de la plan trebuiesc înregistrate în log-ul voiajului la rubrica „remărci”.

COMPANY STANDING COMPANY STANDING ORDERSORDERS

These orders shall be read in conjunction with the Masters standing orders.

• The OOW is in complete charge of safe navigation of the ship.

• The presence of the Master on the bridge does not relieve the OOW of this duty unless the Master specifically states that he is taking the con.

• Changes in con are be entered in the movement book.

• If at any time, the OOW is in any doubt as to the safety of the vessel, the Master is to be called immediately.

• The Fleet Operating manual (FOM) and the Master’s Standing Orders also specify when the Master must be called and all watchkeeping officers are to be familiar with these situations.

• Before handing over a watch the OOW must be sure that the relieving officer is fit and able to take over the watch.

• Before taking over a watch the relieving officer should ensure that he is aware of followings:– Course and speed, including compass errors

– Current position and potential hazards

– Existing and anticipated weather conditions

– Current traffic situation

– Status of all bridge equipment

– Method of position fixing in use

– Masters orders in force

– The OOW is not to be changed during a navigational manoeuvre.

• The vessel shall be navigated in compliance with the Regulations for Prevention of Collisions at Sea and any local regulations in force at the time.

• Action taken to avoid collision shall be bold and taken in good time.

• All traffic is to be given a wide berth and the Master is to define a minimum CPA in his standing orders.

• Wherever possible CPA should not be less than 1 NM mile.

• OOW’s must not hesitate to reduce speed as a means of collision avoidance if the situation warrants it.

• The position of the vessel shall be verified at frequencies detailed in the passage plan

• Positions shall be confirmed by at least 2 methods whenever possible and plotted on the largest scale chart available.

• Allowance shall be made for set and leeway as appropriate.

• The OOW should not hesitate to make effective use of all bridge equipment including engine controls and sound signalling appliances.

• The Master is to be informed immediately of any equipment failure or malfunction and issue instruction on any necessary additional safeguards to be taken during this period.

• A proper and efficient lookout shall be maintained at all times.

• The OOW may act as the only lookout when deemed appropriate by the Master and in compliance with the requirements of the FOM.

• Full use is to made of radar as a collision avoidance tool and as an aid to navigation.

• Officers must make full use of Parallel indexing technique as a method of real time monitoring of vessels position relative to the course line.

• Compasses are to regularly compared and the gyro error should be determined once per watch.

• During port transit and when in confined waters the echo sounder recorder is to be run with the trace being date/time marked at significant points.

• Hand and automatic steering should be tested once per watch.

• Hand steering shall be engaged whenever considered necessary and all changes of steering mode should be carried out under the supervision of the OOW.

• When in or near an area of restricted visibility the requirements of the FOM should be followed with special reference to use of radars, safe speed, posting of lookout and calling of Master.

• The presence of the pilot on the bridge in no way relieves the Master and OOW of their duties. The Pilot should be incorporated into the bridge team and full use of his expertise and advice should be made.

PREPARATION FOR SEAPREPARATION FOR SEA

• Are all charts for the intended voyage and other Nautical Publications up to date with courses laid off?

• Have the latest navigational warnings and weather forecast for the area been received?

• Has the Master been advised of Standby and ETD?

• Has the Chief Engineer/Engineroom been informed at least one hour prior to Standby Manoeuvring?

• Has the Embark/Disembark Pilot Checklist been completed?

• The following checks are to be made:– Has communication been established with the engine

room and duty engineer?

– Have the primary and secondary steering gear systems been visually inspected and found ready for use?

– Has the main steering gear been tested from the emergency power supply?

– Has each rudder angle indicator been checked in relation to the actual rudder position?

– Have all internal vessel control communications and control alarms been tested?

– Have all compass repeaters been aligned with the master compass?

– Has the main propulsion been tested ahead and astern?

– Have the bow/stern thrusters been tested?

COASTAL WATERS AND COASTAL WATERS AND TRAFFIC SEPARATION TRAFFIC SEPARATION

SCHEMESSCHEMES

• Advice/Recommendations in Sailing Directions?

• Ships Draught?

• Effect of “Squat” on Underkeel Clearance in shallow Water?

• Tides and Currents?

• Weather, particularly in areas renowned for poor visibility?

• Available Navigational Aids and their accuracy?

• Position Fixing Method to be used?

• Daylight/Night Time passing of danger points?

• Traffic likely to be encountered - Flow Type, Volume?

• Any requirements for Traffic Separation/Routing Schemes?

• Are Local/Coastal Warning Broadcasts being monitored?

• Is participation in Area Reporting Systems being followed?

• Have Courses been laid off well clear of obstructions?

• Is the ship’s position being Fixed at regular intervals and is “Continuous Track Monitoring” in use?

• Are the Errors of Gyro/Magnetic Compasses being checked regularly?

• Is the Echo Sounder in operation where required?

RESTRICTED VISIBILITYRESTRICTED VISIBILITY

• Has the following equipment been brought into operation?

• Radar, ARPA or other Plotting Facilities?

• Manual Steering?

• Fog Signalling Apparatus?

• Navigation Lights?

• Watertight Doors, as appropriate?

• Have Lookouts been posted?

• Have the Master and Engineroom been informed and engines put on “Standby”?

• Are the COLREG being complied with, particularly with regard to proceeding at a safe speed?

DEEP SEADEEP SEA NAVIGATION NAVIGATION

• Have all Charts and Nautical Publications to be used, been corrected up to date?

• Has the Passage Plan been updated as required?

• Are Navarea Warning Broadcasts being monitored?

• Is participation in Area Reporting Systems being monitored?

• Is the ship’s position being Fixed at regular intervals appropriate to the prevailing circumstances and conditions?

• Are the Errors of Gyro/Magnetic Compasses being checked once per Watch?

• Is keeping a Look-Out being given Priority?

CHANGING OVER THE CHANGING OVER THE WATCH AT SEAWATCH AT SEA

• Are all members of the Relieving Watch capable of carrying out their duties?

• Has the Relieving Officer read the Master’s Standing Orders and any other special instructions?

Following information advised?

• Errors of the Gyro and magnetic Compasses?

• Traffic conditions in the vicinity?

• Conditions and hazards likely to be encountered during the coming watch?

• Position, course, speed and draught of the ship?

• Intended course?

Following information advised?

• Prevailing and predicted tides, weather and current visibility?

• Operational condition of all bridge equipment?

• ETA’s as critical points?

• Position fixing accuracy?

• Engine Room status?

• Has a periodic check of the navigational equipment been carried out during the watch, including testing of manual steering if navigating by Auto-Pilot?

• Is the vessel following the Pre-determined plan?

• Does the plan require to be revised?

PREPARATION FOR PREPARATION FOR ARRIVAL IN PORTARRIVAL IN PORT

• Has a pilotage passage plan prepared?

• Are all relevant Charts and Nautical Publications up to date with courses laid off?

• Have the latest navigational warnings and weather forecast for the area been received?

• Has ETA been sent with all relevant information required by local regulations?

• Has the Master been advised of Standby and ETA?

• Has the Chief Engineer/Engineroom been informed at least one hour prior to Standby Manoeuvring?

• Has the Crew been advised of the time of “Standby” for entering Port?

• Has the Embark/Disembark Pilot Checklist been completed?

The following checks are to be made:

• Has communication been established with the engine room and duty engineer?

• Have the primary and secondary steering gear systems been visually been inspected and found ready for use including?

• Has each remote steering gear control system been tested?

• Has the steering gear been tested from each position?

• Has the main steering gear been tested from the emergency power supply?

• Has each rudder angle indicator been checked in relation to the actual rudder position?

The following checks are to be made: • Have all internal vessel control communications

and control alarms been tested?

• Have all compass repeaters been aligned with the master compass?

• Has the main propulsion been tested ahead and astern?

• Have the bow/stern thrusters been tested?

• Has Manual Steering been engaged in sufficient time for the Helmsman to become accustomed before manoeuvring commences?

• Have VHF Channels for the various services (VTS, Pilot, Tugs, Berthing Instructions) been noted?

Have the following items of bridge equipment been tested and found functioning correctly:

• Radio communications equipment including?

• Navtex receiver?

• Echo sounder?

• Radars including ARPA/plotting functions?

• Electronic navigational equipment e.g. GPS?

• Engine telegraph and engine order recorder?

• Navigation, signal and other lights as applicable?

• Aldis signalling lamp and battery?

• Whistles?

• Window wipers/clear view screens?

Have the following items of bridge equipment been tested and found functioning correctly:

• Have the ship’s clocks been checked and synchronised?

• Are binoculars and azimuth mirrors ready and available?

• Are torches positioned as required and operational?

• Is stability and draught information available?

• Is the bridge movement book ready complete with pen?

• Is power available on deck?

• Have anchors been cleared and made ready