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Oblici provo enja nastavePredavanja, auditne vjezbe, vje be na simulatoru vjezbe, 30 sati predavanja + 30 sati vjezbi ECTS 4
Na in provjere znanja i polaganja ispitaPismeno, usmeno te vjezbe
Na in pra enja kvalitete i uspje nosti izvdbe predmeta i /ili modulaKontinuirano pracenje i provjera rada tijekom izobrazbe, izobrazbe, konzultacije, konzultacije, vjezbe
Kompetencije koje se stje uCilj plana putovanja je osiguravanje vise razine sigurnosti broda, ljudi i broda, tereta. Ovaj kolegij objedinjuje znanja sadrzana u drgim studijskim kolegijima te na taj nacin omogucuje cjelovito razumijevanje pomorskog putovanja kao dijela jedinstvenog tehnoloskog process pomorskog prijevoza. prijevoza.
SadrzajUvod u planiranju pomorskog putovanja Medunarodni sustav pomorske plovidbe Obiljezja i ustroj pomorske plovidbe Planiranje pomorskog putovanja Optimizacija pomorskog putovanja
Preporu ena literatura1. 2. 3. D. Zec. Planiranje pomorske plovidbe, Pomorski fakultet , Rijeka, 1997. Zec. plovidbe, B Bonafacic, D. Zec : Optimizacija brzine broda, Fakultet za pomorstvo i saobracaj, Rijeka, 1988. C.W.Korburger: Vessel Trafic Systems, Cornell Maritime Press, 1986
Dopunska literatura1. 2. 3. Razni prirucnici, British Admiralty J.A.H Paffen: Ship and Water, Nautical Institute, London. 1990 Zapisi sa predavanja i vjezbi
Follow #02 "Navigational Information (ZZ(ZZ-S-P-07.40.04)"
Odgovornost za planiranje putovanja1.1 Odgovornost zapovjednikaZapovjednik mora pripremiti PLAN PUTOVANJA (Passage Plan) od veza do ( Plan veza broda za dolazece putovanje , te da ima navigacijske casnike koji ce to u njegovo ime izvrsiti. izvrsiti.
1.2 Delegiranje osobe za izradu Plana putovanja putovanja (Passage Planning)Zapovjednik mora odrediti (delegirati) drugog casnika palube (Second delegirati) Officer) i/ili nekog drugog casnika navigacije da radi na slijedecim aktivnostima: aktivnostima: a) Pripremi navigacijskih karata, nautickih publikacija, i drugog karata, publikacija, odgovarajuceg materijala neophodnog za izvrsenje putovanja, putovanja, b) Priprema podsjetnika potrebnih aktivnosti (Bridge Notebook), c) Ucrtavanje predvidenog/predvidenih kursa/kurseva kretanja i/ili predvidenog/ kursa/ sigurnog azimuta prolaska / radijusa udaljenosti od objekata ucrtanih na nautickoj karti koje ce se koristiti tijekom putovanja
d) Na navigacijske karte upisati vazna upozorenja i druge neophodne informacije za podrucje plovidbe. plovidbe. e) Druge pripremne radove u skladu s uputama i zahtjevima zapovjednika. zapovjednika.
2. Procijena putovanja (Passage Appraisal)2.1 OpcenitoZapovjednik mora prikupiti I procijeniti sve relevantne informacije prije pocetka svakog putovanja a u cilju ispunjavanja zahtijeva navedenih u Uputama putovanja (Sailing Instruction). putovanja U koliko procijena ukazuje na neizbjeznost putovanja ukljucuje jako mnogo rizika ili zapovjednik smatra da nema dovoljno podataka da procijeni nivo rizika ukljucenih u dolazece putovanje , mora se konzultirati kompanija u skladu
02 - "Navigational Information (ZZ-S-P-07.40.04)" (ZZte za procijenu putovanja mora uzeti u obzir
"Navigational Information Check List (S-074002(S-07400201CHK)."
2. Procijena putovanja (Passage Appraisal)2.1 Opcenito Zapovjednik mora prikupiti I procijeniti sve relevantne informacije prije pocetka svakog putovanja a u cilju ispunjavanja zahtijeva navedenih u Uputama putovanja putovanja (Sailing Instruction). U koliko procijena ukazuje na neizbjeznost putovanja ukljucuje jako mnogo rizika ili zapovjednik smatra da nema dovoljno podataka da procijeni nivo rizika ukljucenih u dolazece putovanje , mora se konzultirati kompanija u skladu 02 - "Navigational Information (ZZ-S(ZZP-07.40.04)" te za procijenu putovanja mora uzeti u obzir "Navigational Information Check List (S(S-
Shipboard Organization Chart(Watchkeeping at Sea/UMS Duty Engineer/Watch on Board/Watchkeeping in Port) Master
(Chief) Radio Officer
1. Deck Department officers and ratings who are not engaged in watchkeeping or rostered duties must carry out maintenance or cargo work under instructions from the Chief Officer. 2. Engine Department officers and ratings who are not engaged in watchkeeping or rostered duties must carry out maintenance work under instructions from the First Engineer. 3. The Chief Radio Officer and Radio Officers must carry out maintenance work or office work while the ship is in port. 4. Ratings of the Catering Department must be engaged in normal operations, regardless of whether the ship is at sea or in port.
Shipboard Organization Chart (Gas Carrier)Organization of Co mpanyDuties of the Chief of S S anagement a) Operating and managing the S S; b) Presiding over the S S Executive Committee, and ensuring that the necessary corrective measures be taken if any deficiency or nonconformity exists in the S S; c) Commanding the Internal Auditing Administrator to make an audit and making good use of the report from the audit team to maintain, operate, and review the S S; d) Designating an appropriate person as the acting Chief, when the Chief is to be absent.
arine Safety Headquarters Director
The Chief of S S anagement is the Designated Person defined in IS Code.
S S Executive Committee
Normal transmission route Non-conformity reporting route Emergent transmission route ( ajor arine Accident)
Chief Engineer Chief Officer First Engineer Chief Radio Officer
Second Officer Third Officer Catering Crew Deck Crew Engine Crew
Second Engineer Third Engineer
This post is in charge of LPG cargo control and the operation and maintenance of the related equipment. (For details, refer to the relevant provisions of the Regulations) hen the Chief Officer is designated as the Cargo Officer, the First Officer is to carry
out deck department duties in accordance with the Chief Officers direction.
Chief of S S
arine Administration anager
Each Post ajor / On-the-spot arine Accident Headquarters
Chief of S S
Chief Operating Officer
As for details of COO and Chief of S S management, see ZZ-S- -01.00.00 (Shipboard Organization)
1. CiljCilj propisa o brodskoj organizaciji je da se mora osigurati primjena istih, istih, zatim provodenje zakona, odgovornost i djelokrug rada sluzbe svakog zakona, clana posade, na brodu pod upravom kompanije. posade, kompanije.
2. SvrhaSvrha propisa je da jasno naznaci hierarhijsku organizaciju upravljanja brodom, brodom, te da osigura nesmetano izvrsavanje svih radnji na brodu. brodu.
3. OdgovornostSvaki clan posade mora odgovarati za izvrsavanje svoje duznosti. Zapovjednik i duznosti. svaki voditelj brodskog odjeljenja odgovoran je za njegovu vlastitu sluzbu te mora nadalje osigurati da njihovi podcinjeni izvrsavaju svoje duznosti u skladu Sa svojin zaduzenjima I odgovornostima. odgovornostima.
4. Zapovjedni lanac 4.1 Povezanost odgovornosti izmedu kompanije i broda 4.1.1 The exclusive contact through which the ship is managed is the Marine Administration Manager at the Company. Instructions from the Marine Administration Manager must be regarded as instructions of the Company. All communications, reports, requests, and orders to other parties or suppliers must be sent to or via the Marine Administration Manager. This must not apply, however, in cases where specific instructions are given by the Marine Administration Manager or approval has been obtained from him. 4.1.2 Regardless of the stipulations in Par. 4.1.1, the Master may make a report, communication, or suggestion directly to the Chief of SMS Management (Chairperson of the SMS Executive Committee) if he recognizes it to be necessary for safe ship operation and environmental protection. Chief of SMS Management is the Designated Person Ashore (DPA).
The Master must make a report, communication, or suggestion to the SMS Executive Committee in the event of deficiencies or nonnonconformities with SMS.
The Master must make a report, communication, or suggestion directly to the Major Marine Accident Headquarters or the On-the-spot On-theAccident Headquarters in the event they are established because of the occurrence of a serious casualty.
4.2 Duties Other than Watchkeeping) Watchkeeping) The chain of command for duties other than watchkeeping or rostered duty must conform to the "Shipboard Organization Chart. 4.3 Watchkeeping Duties The chain of command for watchkeeping and rostered duty operations must conform to the "Chain of Command on Watch. . 4.4 Appointing Shipboard Special Duty Officer The Master must appoint a person in charge of, or a person responsible for, special duties, in accordance with the regulations of this SMS Manual and the "List of Shipboard Special Duty Officers."
4.5 Other Operations and Crew Members Details of each operation stipulated above, other operations, and the duties of officers and ratings not indicated below must conform to the "Shipboard Responsibility and Duty", "Shipboard job description", and "Standard Duties." If it is necessary to make additions, deletions, or changes to the contents of these regulations depending upon the type of ship concerned, the trade route, the vessel structure, or the operational pattern, the instructions of the Chief of Marine Administration must be obeyed.
Organization Chart, Chart of Chain of Command, and List of Special Duty Officers
a) "Shipboard Organization Chart" b) "Chain of Command on Watch" c) "List of Shipboard Special Duty Officers"
All crew members must communicate with each other on board the ship and with the Company in the language that is instructed by the Company as the official working language.
5. Master, Senior Officers and Shipboard Management Team 5.1 The Master is the highest authority and exercises control over all departments onboard the ship. He must be responsible to the Company for all operations on the ship. 5.2 "Senior officers" refers to the Master, the Chief Engineer, the Chief Officer, the First Engineer, the Chief Radio Officer, and the officers so identified by the Company with an equivalent rank.
5.3 Shipboard Management Team The Shipboard Management Team must be organized by the members specified in 5.2 above and must discuss matters specified in 5.3.2 below. 5.3.1 Holding Shipboard Management Meetings (SMM)
The Master must, at least once a month and as the occasion demands, hold a Shipboard Management Meeting, with members of the Shipboard Management Team and other crewmembers so recognized to attend, , and keep a record of this meeting.
5.3.2 Agenda of Shipboard Management Meetings The following must be the agenda of the meeting and each item must be discussed as the occasion demands. a) Outline of the voyage b) Onboard Maintenance Plan on a short term basis, such as for each voyage or for each month c) Evaluation and review of the SMS d) Improvement and Correction of non-conformities and deficiencies e) Drawing up and/or reviewing the Shipboard Contingency Plan f) Drawing up and/or reviewing the program for drills and onboard training g) Matters that concern two or more departments and require confirmation with one another h) Confirmation of important Company instructions (including discussion of cases so instructed by the Company) i) Other
6. Deck Department6.1 Department Head The Chief Officer is the department head who exercises overall control of the Deck Department. He must be responsible to the Master for his own duties and Deck Department operations. The Second and Third Officers are officers of the Deck Department. They must carry out duties of the Deck Department under the direction of the Chief Officer, and must be responsible to him. In addition they must carry out watchkeeping duties at sea and in port under the direction of the Master, and must be responsible to him.
The Second and Third Officers are officers of the Deck Department. They must carry out duties of the Deck Department under the direction of the Chief Officer, and must be responsible to him. In addition they must carry out watchkeeping duties at sea and in port under the direction of the Master, and must be responsible to him.
6.3 Ratings The Boatswain, Able Seamen, and Ordinary Seamen are deck ratings. They must carry out their duties under the direction of the Chief Officer. 6.4 Ranking of Positions The ranking of positions related to the Deck Department is as follows: 6.4.1 Officers Chief Officer, Second Officer, and Third Officer 6.4.2 Ratings Boatswain, Able Seaman, and Ordinary Seaman
7. Engine Department7.1 Department Head The Chief Engineer is the department head who exercises overall control of the Engine Department. He must be responsible to the Master and the Company for operations of the Engine Department. The First Engineer must assist the Chief Engineer by directing and supervising the engineers and ratings of the Engine Department and be responsible to the Chief Engineer for operations of the Engine Department.
7.2 Officers 7.2.1 Engineers The Second Engineer and the Third Engineer are officers of the Engine Department. They must carry out duties related to the Engine Department under the direction of the Chief Engineer or the First Engineer, and must be responsible to the Chief Engineer or the First Engineer. They also must carry out watchkeeping duties at sea and in port, and Unmanned Machinery Space (hereinafter referred to as "UMS") duty operations under the direction of the Chief Engineer, and must be responsible to the Chief Engineer regarding these duties.
7.2.2 Senior Electrical Engineer A Senior Electrical Engineer is an officer of the Engine Department. He must carry out duties in relation to matters concerning on-board electrical work under the direction of the Chief Engineer, and must be responsible to the Chief Engineer. 7.2.3 Junior Electrical Engineer A Junior Electrical Engineer is an officer of the Engine Department. He must carry out duties concerning operations related to electrical work in the Engine Department under the direction of the Chief or the First Engineer, and must be responsible to the Chief or the First Engineer
7.3 Ratings The No. 1 Oiler, Oilers, and Wipers are ratings of the Engine Department. They must carry out duties under the direction of the Chief Engineer or the First Engineer. 7.4 Ranking of Positions The ranking of positions related to the Engine Department is as follows: 7.4.1 Officers Chief Engineer, First Engineer, Second Engineer, and Third Engineer 7.4.2 Ratings No. 1 Oiler, Oilers, and Wipers
8. Radio Department 8.1 Department Head No head must be placed in the Radio Department, as a rule, and the Master must directly control it. On board a ship with an exclusive Chief Radio Officer, he must be the Department Head and responsible to the Master for duties of the Radio Department. 8.2 Officers The Radio Officer is an officer of the Radio Department and must perform his duties under the direction of, and be responsible to, the Chief Radio Officer. 8.3 Ranking of Positions The ranking of positions in the Radio Department must be as follows: Chief Radio Officer, Second Radio Officer, Third Radio Officer 8.4 Radio Personnel On board a ship without a Chief or other Radio Officer, his duties specified in this regulation must be performed by Radio Personnel (main and/or assistant), who must be responsible to the Master for the relevant duties.
9. Catering Department9.1 Department Head a) As a general rule, the Catering Department must not have a department head, but be under the direct control of the Master. However, if the Master receives official instructions from the Chief of Marine Administration, he must follow the instructions and appoint either the Chief Officer or the Chief Radio Officer as the department head. b) If a department head is nominated under instructions from the Chief of Marine Administration, the Master must indicate this fact in writing in the form of a Letter of Instruction or a Letter of Nomination, and add the contents thereof to this regulation. c) The Master must directly control the purchase of provisions and food materials and also consumption management, even in the case where a department head has been nominated.
9.2 Ratings The Chief Steward, Chief Cook, and Cooks are ratings of the Catering Department. They must carry out duties under the direction of the Master or the department head. 9.3 Ranking of Positions The ranking of positions related to the Catering Department is as follows: Chief Steward, Chief Cook, and Cooks
2.2 Selection of Routeing Rough routing selection based on the past experiences, sailing directions and other information sources should be completed before passage appraisal. The following factors should be taken into account for routing selection.
2.2.1 Ocean Passage a) Interrelation between the ship's service speed and the distance for the voyage. b) The endurance based on fuel, Lub. oil, Lub. provisions on hand. c) Possibility and necessity of supply en route. d) The state of weather and sea condition in addition to the information from weather routing service agencies. e) Availability of safe navigation based on the political reason. f) Relationship between the area to be navigated and the ship's free board line.
2.2.2 Coastal Passagea) Distance off the coast line for safe navigation. b) Traffic Separation Scheme according to the IMO. c) Relationship between the depth of water and the ship's draft. d) Navigable area in an archipelago. e) The state of congestion at the area to be navigated. f) Others.
3. Passage Planning (S-074002-02FIG) (S-074002-
The following consideration must be given to the passage planning.
Passage Planning2nd Mates duty, but Masters responsibility... ZZ-S-P-07.40.02-E Various checklists/forms etc. No Go Areas, Parallel Index, UKC, Abort Point, W/O point, Contingency Plans, Watch Levels, Chart scales, Chart Corrections Weather, Currents, Traffic Density
Result of poor passage planning???
3.1 Selection of Nautical Charts Collect together all the charts for the intended voyage, putting them into the correct order. Charts not absolutely necessary for the voyage but which are adjacent to the area to be navigated should be included, as should very Large scale charts. Although it may not be necessary actually to use such charts, they may include information which could prove of use during the voyage.
Follow #03 "Charts and Nautical Publications (ZZ(ZZ-S-P-07.40.03-E )" 07.40.03-
3.2 No-Go Area and Margin of Safety NoCoastal charts should be examined and all areas where the ship can not go carefully shown by cross-hatching or red crosshighhigh-lighter. In waters where the tidal range may be large, nono-go areas should be determined taking the tidal height into consideration. Before tracks are marked on the chart the Margins of Safety should be determined in order to give her enough sea room to keep away from any danger even in case of a worst scenario. The Margins of Safety should be determined taking the following factors into consideration, and it is advisable to set an appropriate head mark, clearing bearings and PI targets to allow
OOWs to confirm that she has enough safe sea room. a) b) c) d) e) Size of the ship Reliability of navigational equipment Tidal current Maneuverability and the speed Others
3.3 Track Selection
Ocean tracks should first be drawn on the smallsmallscale charts, according to the decisions made based on the paragraph 2.2.1. regarding the route. Any information out of passage appraisal must be taken into consideration for the track selection.
Coastal tracks will also be constrained by the decision made at the appraisal stage and should be first drawn on the small-scale charts starting smallfrom the departure port to the arrival port. These first tracks will form the basis of the plan and from them may be obtained distances and steaming times. When completed, these tracks should be transferred to and drawn on the larger- scale largercharts of the area to be navigated.
The distance away from the coast and dangerous objects must be determined based upon the Margins of Safety and the following factors. Distance off must warrant that the ship has enough sea room in order not only to give other vessels the way and/or to keep the ship away from any danger in case of such emergency situations as Main Engine failure or Steering Gear failure. a) State of visibility, traffic density and presence or not of fishing boats. b) Maneuverability and speed of the ship. c) Availability of landmarks and/or navigational aids for position fixing, and the OOW's skill for that. d) Accuracy and scale of nautical charts to be used. e) Effect of external affecting factors such as tides, current, weather, etc. f) State of traffic congestion.
Course Altering Targets
Take the following into consideration when selecting the targets for altering course. a) As targets for altering course, select conspicuous promontories, islands, lighthouses, and other landmarks or targets in transit near the beam of the ship. b) For targets after altering course, select nearby and clear targets that are or nearly parallel to the direction of the new course. Also use targets in transit and bow and stern targets. c) When a prominent target cannot be found and in sea areas where there is a critical course altering point around which many ships and fishing boats plying the sea, always select a reserve target.
Position Fixing Interval
Ship's position must be fixed, as a rule, at least every 60 minutes during ocean passage and every 15 minutes during coastal navigation. Appropriate fixing intervals for each navigation area must be determined taking account of the safety margins, status of traffic, ship's speed, etc. In addition, primary/secondary position fixing method, radar/visual target and navigation aids to be used for fixing must be determined beforehand.
a) Fixed by Visual Method and/or Radar
b) Dead Reckoning Position
c) Fixed by Radio Navigational Equipment (GPS, LORAN, Decca etc.)
d) Noon Position (Position Master recognized as N Position Irrespective of Its Fixi Method)
GPS 18.00 N 10
e) Fixed by Celestial Observation
Markings on Ultimate Navigational Aids
Navigational aids and targets to be made use of are to be high lighted. Consideration must be given that targets located on the edge of charts are likely to be overlooked.
Establish clearing bearings/circles easy to use and effective in helping achieve safe maneuvering taking into consideration the topographical features around the intended track, the types and number of targets, whether passage is in the day or night, and other factors. The following are the types of clearing bearings/circles. a) By use of targets in transit (leading line). b) By use of the bearing from a single target. c) By use of a range from the single target or from the coast line by radar. d) By utilizing contour lines. e) Others.
Parallel indexing (PI) is a useful method of monitoring cross-track tendency and the crossnecessary information needed for planned PI should be marked on the charts.
090 Course Line N o-go Area Parallel Index (Arrows point towards reference object.) Parallel Index Distance 3.0
Safe Navigation Limit Leading Line Head Mark Clearing Bearing s
090 090 090
a) NO-GO AREA Areas where the ship cannot go must be shown by highlighting or cross-hatching , taking care not to obliterate the necessary information such as a navigation mark, conspicuous object, etc. b)
c) P, PILOT Pilot boarding area. d) ABORT, ABORT POINT, NO-RETURN POINT hen approaching constrained waters the ship may be in a position beyond which it will not be possible to do other than proceed. This position needs to be drawn on the chart showing the last point at which the pasage can be aborted and the ship not commit herself. e) CONTINGENCY, CONTINGENCY PLAN Contingency plans will have been made at the planning stage and clearly shown on the chart, so that the OO does not have to spend time looking for and planning safe and safe action when his duties requires him to be elsewhere. Contingency planning will include: - Alternative course - Safe anchorage - aiting areas - Emergency berth f) PI, PARALLEL INDEX The parallel index(PI) is a useful method of monitoring cross-track tendency in both poor and good visibility. It is a good practice to mark the planned PI on the chart inconspicuously at the planning stage. This method of continuously monitoring a ships progress is carried out by observing the movement of the echo of a radar-conspicuous navigation mark with respect to track lines previously prepared on the reflect plotter or by using ARPA index lines. g) SAFE NAVIGATION LIMIT Lines which indicates borders of navigable water limit. They usually be shown with dotted lines in order to distinguish them from the planned track. h) LL, LEADING LINE Targets in transit line. I) HM, HEAD MARK Head mark. j) CLEARING BEARINGS Clearing lines by using a target bearing. k) NLT, and NMT Stand for Not Less Than and Not More Than. Used with clearing bearing line.
OP, /P, HEEL OVER POSITION The ship must commence altering course at the wheel over position some distance before the track intersection in order to achieve the new planned track. The planned wheel over position must clearly be shown on the chart in order to keep the planned track without fail.
3.8 Under-keel Clearance/Tidal Window UnderThe ship's draft and the depth of the water the ship will navigate must be well understood in order to achieve the necessary UKC. In large tidal areas, adequate UKC may only be attainable during the period that the tide has achieved a given height. Such safe periods, called the tidal window, must be clearly shown on the charts.
Other Information To Be Shown on Nautical Charts
The following must be drawn on the charts for achieving safe navigation.
3.9.1 Routine Checks and ChangesRoutine safety confirmation or the point where the work will be changed as follows should be marked adjacent to the intended track. a) Start of manual steering. b) Man a quartermaster adjacent to the steering wheel. c) Tests and changeover of nautical instruments and steering gear. d) Notice to the ECR. (1 hour before S/B, etc.) e) Astern engine test. f) Change of watch level. g) Call Captain. h) Clearing anchor i) Start of PI. j) Change of position fixing method. k) Speed Change. l) Change of charts.
3.9.2 AbortsWhen approaching constrained waters such as narrow channels or pilot boarding areas, the topographical features or traffic situation may preclude the ship from altering course, halting the maneuvering or returning from the danger: it will not be possible to do other than proceed. The point of no return should be determined and marked on the chart in order for the Bridge Team to make a correct decision whether the ship should proceed or not even in case of an emergency such as follows. a) Unexpected large deviation from the intended track. b) Main engine failure. c) Malfunction of navigational instruments. d) Unavailability of tug boats and/or unavailability of the berth. e) Dangers happening in the coast line and/or harbor facilities. f) Others.
3.9.3 ContingencyContingency planning should be made at the planning stage and clearly shown on the chart so that the bridge team does not spend looking for and planning safe action when the passage does not go as planned. Contingency planning will include: a) Alternative course. b) Waiting areas. c) Safe anchorage. d) Emergency berths.
3.9.4 Wheel Over Point (W/O)When the ship is navigating in confined waters, the margins of safety may require the ship to commence altering course at the wheel-over wheelposition some distance before the track intersection in order to achieve the new planned track. Wheel-over points must be clearly shown Wheelon the chart and every bridge team member is requested to confirm them beforehand.
4.1 Items To Be shown on Bridge NotebookPick up the necessary information out of the items stipulated in paragraph 3. above and show in the Bridge Notebook in chronological order so that the bridge team can utilize it as a check list as the passage goes along. Bridge Notebook should consist of at least following information and must be approved by the Master before commencement of the voyage.
a) Column for confirming way point passing time. b) Way points, course altering points from the particular target and/or by latitude and longitude. c) Distance and course made good between way points. d) Distance to the arrival port. e) Clearing bearing/circle. f) Necessity of Capt. call. g) Watch level (to be specified later in this document).
h) Expected UKC. i) Navigational instruments to be used. j) Position fixing interval. k) Conspicuous visual/radar target. l) Any danger which preclude safe navigation. m) Abort point. n) Contingency Plan. o) Landfall navigation aids and light. p) Total distance for the voyage and calculated total steaming hour for the service speed. q) Signature for the Master and OOWs. r) Other information needed for safe navigation. .
Bridge Notebook (S-074002-05FIG) (S-074002S-074002-05FIG
Bridge Notebook (Example)VOY NO.67 out
DRAFT F 10.25
AV. SPD 10 KT AV. SPD 11 KT
7 D 6 D
3 H 00 11 H 20ESTIMATED MINIMUM UKC E.ENOUGH or METER
Sikctan LH Eri o Mi LH
(326) 15.5 (340) 11.0
1730 2 202 1528 PI : OMA Si (266) NLT 3.0 311 1419 PI : TAPPI (237) NLT 3.0 345 1385 CONTINGECY SOUTH OFaKO S y 355 1375 NLT 4.0 OFF KOSIKI S y 428 1302 1 538 1192 30 606 1124 KEEP RIGHT OF GO OFF HEGURA S a 60 GP RD 30 2 15a
GP RD 30
30 Take in log (Fishing NET) Fix FRQ 10 BEFORE BENTEN S 5 ATTENTION TO Xs FERRY
RD.XB GP 5
Tappi Si LH
Kodo ari Mi LH
(127) 6.8 (118) 16.4 (128) 34.7 (145) 14.0 ( )
Nyudo Si LH
Haziki Si LH
( ( ) ( ( ) (
KIND OF FIX SYS GPS:GP. RADAR:RD. X. 2ND OFFICER MASTER CHIEF OFFICER
BG XB. LORAN:LN. NNSS:NS. DECA:DC
POSITIONS LAT/LC NG OR SATEL POS. LAND MARKS/ BUOYS ETC.
DIST & Bg FROM OBJ
ALTER COURSE TO (TRUE)
DIST POINT TO POINT
KIND OF REF PI:PL INDEX LL:EADLINE IM:LEADMARK
CALL CAPT Y: YES
POSITION FIX SYSTEM PRIMARY /2NDARY
POSITION FIXING FRBQ.
FROM SEATTLETIME DIFF 2-00
REMARKS CONSPIC RADAR OBJ/HAZARDOUS TO NAVIGATE ABORT PI/ CONTINGENCY ANCHORAGE/ REPORTING POINT/ LANDFALL LIGHT/OTHERS
Use of Column for RemarksIn the 'Remarks' column of the Bridge Notebook, enter various kinds of information which require to draw the attention of the OOWs, by referring to the following: a) Time to call the pilot; b) VHF channel to use; c) Times of sunrise and sunset; d) Name of reference material; e) Contingency plan; f) Proper Immarsat-C Network Coordinating Station (NCS), sea area where the coast station for the NAVTEX receiver and EGC receiver should be changed over; g) Others.
4.3 Use of Passage Plan Map (S-074002(S-074002-06FIG) The "Passage plan map (S-074002-06FIG), (S-074002which shows the outline of a voyage, must carry such information as weather and sea conditions, marine traffic situation, conspicuous targets, things to be reported, sea area where the coast station for the NAVTEX receiver and EGC receiver should be changed to another one, in addition to distance and navigation method, and be attached to the Bridge Notebook.
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XsSWQaYTr g Wf a WX` TQ S R QPil t t ti it t
T d Wa S dW T d Wa S dW T d Wa S dW T d Wa S dW i i i i
dW y S dW y S dW y S dW y S/ / / /
qqp o nml hfk j i hfgf 4554' # 3 21"t , l
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Passage Plan Map (07.40.02_s-07.40.02-06fig-e) (07.40.02_s-07.40.02-06fig-
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Executing and Monitoring PlanRequired Speed and ETA Required Speed
The following should be taken into consideration for deciding the steaming speed. a) Company's instructions in relation to the intended voyage. b) Weather and Sea condition to be encountered. c) Condition of Main Engine. d) Endurance in terms of fuel on hand. e) Interrelation between the speed, displacement and fuel consumption.
The following factors should be taken into account for determining ETA. a) Passenger boarding, necessity of Quarantine and/or Pilotage, cargo operation, bunkering, Pilotage, requirement form the shipper/consignee, any restriction for the navigation established by the port state. b) Weather and Sea condition to be encountered. c) Possible time loss resulted from passing constrained waters such as narrow channels, topographically or politically dangerous area en route.
5.1.3 Way Point Passage When determine the passing time of way points, the following factors should be taken into account. a) Constrained waters such narrow channels should preferably passed during day time. b) Necessity of speed control for adjusting the passing time of the shallow water area where ship's draft requires the certain tidal height in order to achieve safe UKC.
The Master must brief navigational officers on the established passage plan before entering the constrained waters. When the ship will encounter hazardous navigation, role assignment and requirements for OOWs must be clearly briefed.
The Master is requested to ensure that rested and unfatigued personnel fit for watchkeeping duty is available taking the following into account.
5.3.1 Rest (From Section A-VIII/1, STCW A95)a) All persons who are assigned duty as an officer in charge of a watch or as a rating forming part of a watch must be provided a minimum of 10 hours of rest in any 24-hour period. 24b) The hours of rest may be divided into no more than two periods, one of which must be at least 6 hours in length. c) The requirements for rest periods laid down in paragraphs a) and b) above, need not be maintained in the case of an emergency or drill or in other overriding operational conditions. d) Notwithstanding the provisions of paragraphs a) and b), the minimum period of ten hours may be reduced to not less than 6 consecutive hours provided that any such reduction must not extend beyond two day and note less than 70 hours of rest are provided each seven day period.
Change to Watch Schedules
The Master may change the established watch schedule if he deems it necessary in order to ensure that the watchkeepers are fit for duty by preventing work concentration on the particular crew member taking into account that alterations of time assignment and of length of duty period should be made.
Posting of Watch Schedules
The Master must post the established watchkeepers' watchkeepers' schedule on the wall of the Bridge and the Officers' & Crews' Mess room.
Bridge Team Management (BTM)
BTM is aimed at eliminating the risk that an error on the part of one person may result in a disastrous situation. The Master and all OOWs must understand the concept of BTM and make the best use of all resources available for watchkeeping duties.
5.4.1 Encouragement of AssertivenessBTM does not refer to an act of management by one person but a continuous adaptation of all the team members to fulfill the team roles that they have been assigned. It is thus of utmost importance to function all watchkeepers as part of the team. The Master is required to encourage and motivate every team member to participate in the watchkeeping duty as a crucial part of the team. In addition, the Master should bear in mind that the high authority management is likely to deteriorate assertiveness of subordinates, it is advisable therefore not to give the impression of useless or redundancy when receiving reports from the team members.
5.4.2 Reporting Since reporting in a clear and simple manner is considered to be the most important factor to achieve the best possible effect of the BTM, every watchkeeper is requested to mutually report or give orders loud and clear so that the important information can be conveyed to the third person at the same time.
5.4.3 Watch Level and Role Assignments It is considered to be a matter of course for the Master to give distinctive role assignment to every watchkeeper to function the BTM and the Watch Level, which is to be operated based on the following standards, must be decided giving the full consideration to the result of the passage appraisal.
a) The determined Watch Level must be shown on the Bridge Notebook and bridge notice board. b) Setting or changing to the Watch Level must be logged in the ship's log book. c) The classification of the Watch Level and standard role assignment for each of them is as per Fig.-5.4.1, the role assignment however Fig.can be modified by the Master taking account of the configuration and skill of crew members, traffic/weather/topographical condition of the area traversed. d) Although an additional Watch Level can be made by the Master, the Level-1/2/3 cannot be Levelmodified.
Passage Planning Watch levels ZZZZ-S-P-07.40.02ConnJob
Traffic Radar ARPA
Comm s. VHF
Navigati Others -on Fixing PositionEng. Telegraph, Steering, Eng. Monitor, Record
Steering Look Out Steering Lookout
W. Level 1
OOW Captain Captain Extra Officer OOW OOW AB AB
AB Look out Look out
W. Level 2
W. Level 3
5.4.4 Instructions to QuartermastersThe Master and OOWs should give appropriate orders with regard to the following and confirm that those are effectively performed to utilize quartermasters to achieve safe and smooth watchkeeping. by quartermasters in watchkeeping. relation to lookout. b) Reporting system for information given from lookout. c) Correct and consistent steering based on the order given by the OOW and maintaining a) Things to be done the course to be steered. d) Others which the Master or the OOW deems necessary.
5.4.5 Instructions to OOWS OOW The Master must give orders to OOWS regarding OOW the following and ensure that every team member will function effectively as a member of the team a) Matters related to taking over the conn. conn. b) Matters related to role assignment of OOW OOWS. c) Matters to be reported to the Master. d) Other Master's requirements to OOWS. OOW
5.5 Monitoring Passage Progress The Master and OOWS must utilize navigational OOW charts and information shown on the Bridge Notebook properly and constantly confirm that the passage is going as it is planned. Any deviation from the plan such as delay in way point passage, less than expected UKC, etc. must be studied for its origin and the appropriate counter measure must be taken.
6. Evaluation and Improvement The Master must evaluate adequacy of the passage plan followed by assessment on how much the plan in performed base on the concept of the BTM, and give the necessary instruction if needed.
Passage Planning too much or too littleBerth to berth. Watch level 3 have it for realistic periods. Call Captain Pt. realistic for ALL alterations? UKC enough (E) at ALL times? Charts used and their sequence. Sailing Directions, ALRS, Light List. Calculation of Consumables C/E or 2nd/Off.? Danger and other symbols/marks on chart. Discussed & signed by all navigators.