Executarea 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 diminuarea/înlăturarea
acestora

– Evaluarea riscului are ca rol studierea eventualelor

pericole pentru a se asigura luarea de măsuri care să
evite o posibilă 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.
TEMA 12
• Alocarea de resurse pentru echipa de
management de pe comandă.

– 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.
– Echipa de Cart trebuie să ştie procedurile agreate pe
durata voiajului şi orice dubiu trebuie remarcat şi raportat
imediat.
– Deciziile CDT. 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 cunoască sarcinile individuale
alocate şi să îşi programeze timpul necesar pentru
completarea lor.
– Pe durata executării şi monitorizării voiajului, variaţiile şi
deviaţiile de la planul iniţial trebuie înregistrate în log-ul
voiajului la rubrica „Observaţii”.
 COMPANY STANDING
ORDERS
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 ship’s bell
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 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/Engine room 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
TRAFFIC SEPARATION
SCHEMES
• 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 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 Engine room been informed
and engines put on “Standby”?
• Are the COLREG being complied with, particularly
with regard to proceeding at a safe speed?
PREPARATION FOR
ARRIVAL 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/Engine room 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