Voyage ExecutionVoyage Execution

• Step 5 – Execution– Task 11 – Identify the hazards and carry out risk

assessment for each.– Task 12 – Allocate resources for bridge team

management.

• Step 6 – Monitoring– Task 13 – Continuously monitor progress along

the planned track.

STEP 5 Voyage Execution

• Once finished the voyage planning process, we have calculated the ETD and ETA and all involved parties were informed and briefed.

• The strategy for voyage execution takes into consideration the following main aspects:– The existence and good functionality of the on board equipment;– ETA to main WPs, that are considering the tide and traffic flow;– The risk of encountering low visibility;– The available navigation aids in critical passage points;– The readiness of the crew.

• The succsesful voyage execution is based on:– The evaluation and management of riscks;– The management of human recourses.

Task 11 - Identify the hazards and carry out risk assessment for each.

– The Risk assessment main role is to study the possible dangers likely to be encountered along the ship’s route and to plan the required measures for avoiding any damage.

– The following steps are used for Risk assessment:• Identify the danger (risk); • Consider the possible damage likely to be produced;• Evaluate the risk and plan necessary precaution measures for

lowering the possible consequences;• All measures should be registered for further checks

(inspections);• Revise and reanalyze the risks.

Task 12 – Allocate resources for bridge team management.

The resources that must be available:• Electronic and Radio navigation equipment (GPS,

Radar ARPA, ECDIS, Navtex, etc.);• Charts and nautical publications;• Local and international Reporting schemes;• The professional experience of the officers and rest of

crew, mainly for the ones involved in watch activities, Attention should be paid for the crew fitness for duty and rest hours;

• Availability of certified pilots for the specific maritime zones;

• A concise voyage plan description where all available resources are identified and their use mentioned.

– The Bridge Team must know all the procedures that should be applied during the voyage and any doubt should be immediately reported and solved.

– The Master decisions can be challenged for clarifying their content but the authority of the Master must remain intact.

– All crew members should know their responsibilities and duties before the voyage will start.

– The crew members should know their own specific tasks and to plan the allotted time for their completion.

– During the execution and monitoring of the voyage any modification or deviation from the original plan must be registered into the voyage log.

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 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 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/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?

TIME OUTTIME OUT

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 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 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/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

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