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Planificarea i Executarea Voiajului (PEV)

Descriere Curs PEV

Descriere curs
Structur curs PEV
7 Cursuri 21 Laboratoare (Spt. 1 1 lab. /Spt- 2 = 2 lab. cuplate) Laboratoarele vor conine n principal simulri pentru carturi de navigaie Grupa de studeni mprit pe Echipe de Cart OBLIGATORIU - se vine la toate laboratoarele cu instrumente de lucru pe hart (Opional - echere de navigaie) Avnd n vedere specificul activitii OOW, am considerat util ca o bun parte a noiunilor legate de acest curs s fie prezentate n limba englez

Descriere curs
Modul de formare al notei finale:
60% rezultate exerciii Simulare (activitate n timpul semestrului) 40% Examen final

rezultatele finale de la cursul de PEV, mpreun cu rezultatele finale de la cursul de MEC (derulate n anul III) conteaz pentru acordarea Diplomei de absolvire curs IMO Bridge Team Management (acreditat ANR)

Echivalare integrat cu IMO BTM

Conform coninutului programei analitice a cursului BTM (aprobat de ANR):
Prima parte a modulul teoretic de la cursul IMO BTM a fost parcurs la cursul de Manevra Navei i MEC Cea de a doua parte a modulului teoretic se parcurge la cursul de PEV Simulrile care se vor desfura la cursul de PEV sunt simulrile cerute n cadrul cursului IMO BTM

Condiii pentru acordare Diploma Curs IMO BTM

1. Minim nota finala 7 la cursul de MEC efectuat n anul III 2. Minim nota finala 7 la cursul de PEV efectuat n anul IV 3. Minim 6 luni de ambarcare efectiv conform condiii STCW 4. Plata ctre UMC a taxei pentru cursul IMO BTM 5. Studenii care nu se vor ndeplini condiiile 1 i 2 vor relua efectuarea cursul IMO BTM n sistem modular

Condiii pentru acordare Diploma Curs IMO BTM

Avnd n vedere c acest curs este acreditat direct pt. UMC (nu depinde de CERONAV), nu este necesar nscrierea prealabil la Cursul de BTM (aa cum s-a procedat pentru celelate cursuri IMO) Taxa va fi achitat la sfritul semestrului 2, dup derularea examenului, numai de cei care au ndeplinit toate cele 3 condiii de absolvire a cursului i doresc Certificatul BTM

The begining of VOYAGE PLANNING

[IMO Resolution A.893(21)/1999]

All information relevant to the contemplated voyage or passage should be considered.

The following items should be taken into account in voyage and passage planning:
the condition of the vessel, its stability, and its equipment; any operational limitations; its permissible draught at sea in fairways and in ports; its manoeuvring data; any special characteristics of the cargo and its distribution, stowage and securing on board the vessel;

The following items should be taken into account in voyage and passage planning:
the provision of a competent and well-rested crew; accurate and up-to-date charts to be used for the intended voyage, as well as any relevant notices to mariners and existing radio navigational warnings; accurate and up-to-date sailing directions, lists of lights and lists of radio aids to navigation

The following items should be taken into account in voyage and passage planning:
any relevant up-to-date additional information, including: mariners routeing guides and passage planning charts; current and tidal atlases and tide tables; hydrographical and oceanographic data as well as other appropriate meteorological information; availability of services for weather routeing; existing ships routeing and reporting systems, vessel traffic services, and marine environmental protection measures;

The following items should be taken into account in voyage and passage planning:
any relevant up-to-date additional information, including: volume of traffic likely to be encountered throughout the voyage; information relating to pilotage and embarkation and disembarkation including the exchange of information between master and pilot; available port information; any additional items pertinent to the type of the vessel or its cargo and the particular areas the vessel will traverse.

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 those areas where the services of a pilot will be used.

The detailed voyage or passage plan should include the following factors:
the plotting of the intended route or track of the voyage or passage on appropriate scale charts: the true direction of the planned route or track should be indicated, all areas of danger, existing ships routing and reporting systems, vessel traffic services (VTS), any areas where marine environmental protection considerations apply;

The main elements to ensure safety and efficiency of navigation during the intended voyage or passage:
safe speed, having regard to the proximity of navigational hazards along the intended route or track, the manoeuvring characteristics of the vessel and its draught in relation to the available water depth; necessary speed alterations en route, e.g. where there may be limitations because of night passage, tidal restrictions, or allowance for the increase of draught due to squat and heel effect when turning; minimum clearance required under the keel (UKC) in critical areas with restricted water depth; positions where a change in machinery status is required;

The main elements to ensure safety and efficiency of navigation during the intended voyage or passage:
course alteration points, taking into account the vessels turning circle at the planned speed and any expected effect of tidal streams and currents; the method and frequency of position fixing and the indication of areas where accuracy of position fixing is critical and where maximum reliability must be obtained; use of ships routeing and reporting systems and VTS; considerations relating to the protection of the marine environment; contingency plans for alternative action to place the vessel in deep water or proceed to a port of refuge or safe anchorage in the event of any emergency necessitating abandonment of the plan.

The details of the voyage plan should be clearly marked and recorded on charts and in a voyage plan notebook or computer disk. Each voyage/passage plan as well as the details of the plan, should be approved by the ships' master prior to the commencement of the voyage.

Having finalized the voyage plan, as soon as TOD and ETA can be determined with reasonable accuracy, the voyage should be executed in accordance with the plan or any changes made thereto.

Factors which should be taken into account when executing the plan, include:
the reliability and condition of the vessel's navigational equipment; ETA at critical points for tide heights and flow; meteorological conditions, as well as weather routeing information; daytime versus night-time passing of danger points, and any effect this may have on position fixing accuracy; traffic conditions, especially at navigational focal points.

Monitoring of the vessels progress along the pre-planned track is a continuous process.

The OOW, whenever in any doubt as to the position of the vessel or the manner in which the voyage is proceeding, should immediately call the master and, if necessary, take appropriate action for the safety of the vessel. The performance of navigational equipment should be checked prior to sailing, prior to entering restricted or hazardous waters and at regular and frequent intervals at other times throughout the voyage.

Advantage should be taken of all the navigational equipment for position monitoring, bearing in mind the following points:
a.) positions obtained by electronic positioning systems must be checked regularly by visual bearings and transits whenever available; b.) visual fixes should, if possible, be based on at least 3 LOP; c.) transit marks, clearing bearings and clearing ranges (radar) can be of great assistance; d.) it is dangerous to rely solely on the output from a single positioning system;

e.) the echo sounder provides a valuable check of depth at the plotted position; f.) minor buoys should not be used for position fixing but may be used for guidance when shore marks are difficult to distinguish visually; g.) the charted positions of offshore installations should be checked against the most recent navigational notices; h.) the functioning and correct reading of the instruments used should be checked; i.) account must be taken of any system errors and the predicted accuracy of positions displayed by electronic position fixing systems; j.) the frequency at which the position is to be fixed should be determined for each section of the voyage.

Each time the vessels position is fixed and marked on the chart in use, the EP at a convenient interval of time in advance should be projected and plotted. With ECDIS care should be taken to ensure that the display shows sufficient look-ahead distance and that the next chart can be readily accessed. Radar can be used to advantage in monitoring the position of the vessel by the use of PI, which is a most effective way of continuously monitoring that a vessel is maintaining its track in restricted coastal waters. PI can be used in any situation where a radarconspicuous navigation mark is available and it is practicable to monitor continuously the vessels position relative to such an object.

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