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  • Conv 031

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    NathalieBarbosaBarbato
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    CONV031

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    CONV031

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    © All Rights Reserved
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    2 visualizações22 páginas

    Conv 031

    Enviado por

    NathalieBarbosaBarbato
    CONV031

    Direitos autorais:

    © All Rights Reserved
    Baixe no formato PDF ou leia online no Scribd
    Sinalizar o conteúdo como inadequado
    de 22
    ZF U (Conver sag one Dllegato : La pubblicazione: BRIDGE TEAM MENAGEMENT A practical guide by Captain A.J. Swift, MNI Qt attenzione dew Potfea hi. Repetite Suvant Aecife Librum ot devora, lam, Vivere ot cogitane. 4) PASSAGE PLANNING The Nautical Institute Council FOREWORD PASSAGE PLANNING is a way of minimising the risk of navigational errors. With tighter schedules, reduced ‘manning, faster turn-rounds and more intense operations, the requirement for pre-planning becomes even more necessary. The aim of passage planning is to prepare for the navigation of a ship so that the intended passage can be executed from berth to berth in a safe manner in respect of both the vessel and protection of the environment, as well as ensuring positive control of the vessel at all times. Without planning, the time to process essential information may not be available at critical times when the navigator is occupied confirming landmarks, altering course, avoiding traffic and carrying out other bridge duties such as communications. Under these circumstances mistakes can be made and errors go undetected. A particular benefit of planning is that it enables the appropriate navigational methods to be used at different phases of the voyage. In narrow or confined waters it becomes more important to concentrate on forward-looking pilotage techniques. However, before they can be applied it is necessary to provide detailed guidance in advance. Passage planning can be time consuming and therefore carries a cost in terms of human resources, expertise and supporting administration. The value of passage planning is difficult to quantify. If it is done well, and the ship's navigation is consistently reliable, then there is no cost penalty against which to assess its relative merits to the company. However, if it is not practised, the costs of navigational incidents can be significant. ‘Some guidance is provided in the STCW Convention concerning ‘Basic Principles to be Observed in Keeping a Navigational Watch’ which states that: “The intended voyage shall be planned in advance taking into consideration all pertinent information and any course laid down should be checked before the voyage commences’. However, this statement needs further amplification if it is to be meaningful. This briefing, therefore, is designed to focus on the principles of passage planning and the plan’s execution, and to provide a document which can be discussed both at sea and ashore to encourage 4 professional commitment. Captain L.A. Holder, ExC, MPhil, FII, FRIN, FCIT, President, The Nautical Institute, January 1994, Allego la pubblicazione: BRIDGE TEAM MENAGEMENT A practical guide by Captain A.J. Swift, MNT PASSAGE PLANNING Aim ‘THE AIM of this briefing is to demonstrate to govern- ments, marine management, masters, pilots and deck officers that passage planning from berth to berth is an essential navigational discipline and that it must be supported, encouraged and applied as part of bridge team management. Scope This Nautical Institute briefing outlines the principles of berth-to-berth passage planning, it covers the subject within the context of coastal navigation; however, ocean passages must also be planned in detail. It assumes a knowledge of navigation and the use, and limitations, of radar and other aids to navigation. Pianning The purpose of passage planning is to ensure positive control aver the safe navigation of the ship at all times. To achieve this purpose, the ship's track to be made good, once it has been finally put on to the chart, will become the focus of attention. For ferries, liners and other vessels engaged on regular passages, the passage plan will have been established for normal operating conditions and only the variable items like weather and tidal information will need to be updated. If, however, the vessel changes route or the officers change, then thorough briefings will need to take place. For the majority of ships visiting different ports, the process of planning must be given due consideration. Early advice about an intended voyage may come from a variety of sources and frequently the master will need to provide a voyage itinerary quickly, covering distances, times and restrictions for Provisional cargo bookings. Once the intended voyage has been confirmed, planning will commence in detail ‘The master should discuss an outline route with the navigation officer. The appraisal process will then take place, during which all relevant information will be collected from sources such as those listed in Table 1, while bearing in mind those parameters listed in Table 2. This information will then be used in preparing the plan, along with guidance from the master concerning, for example.the clearing distances which he considers appropriate. The navigating officer will ensure that the ship can always be navigated in safe waters, that critical parts of the voyage are identified, voyage timings are checked and that the appropriate navigational techniques required for each part of the voyage are highlighted. It has to be stressed that the plan must be complete, from berth to berth. The plan must also include those parts of the voyage during which it is expected that a pilot will be on board. The construction of a passage plan encourages all those concerned to think ahead, to foresee potential problems and plan a strategy to minimise risk. Contingency plans must be made, such as identifying deep-water escape routes from turns, possible alternative routes and emergency anchorages. The plan must take into account the expe and be flexible enough to allow for colli ion avoidance in line with the International Regulations for Preventing Coll TABLE 1 Information sources for passage planning include: 1. Chart cataloguc 2. Navigational charts. 3. Ocean passages for the world. 4. Routeing charts, pilot charts and IMO Ship's Routeing. 5. Sailing directions and pilot books. 6. Light lists. 7. Tide tables. 8. Tidal stream atlases, 9. Notices to Mariners (Navareas, Hydrolants, Hydropacs). 10, Radio signal information {including VTS and pilot service), 11. Climatic information, meteorological and oceanographic data. Weather, seastate and ice forecasts. 12. Loadiine chart. 13. Distance tables. 14, Electronic navigational systems inform: ton, 15. Radio and local warnings. 16. Owner's and other unpublished sources. 17. Manoeuvring data. 18. Personal experience. 19. Mariner's Handbook. 20. Guide to Port Entry. TABLE 2. \Vessel’s status reports needed for passage planning inciu 1, Main propulsion system. 2 Steering gear. Navigational equipment. Anchors. ‘Thrusters. Auniliaries. ‘Trim and draught of vessel and air draught. ‘Transverse stability. ‘The availability of manpower. Penney Preparing the plan When preparing the plan the navigating officer will ‘need to take account of the following © Adequate underkeel clearance at all times, including allowances for squat, pitch, roll, swell, predicted tidal height and possible increase of draught due to heel and trim, @ Safe distances off dangers, allowing for weather, tidal stream, anticipated traffic, reliability of survey data, availability of safe water and navigational systems in use. @ Alter-course positions which can be monitored conveniently by means of radar or by visual bearings. @ Management of chart changes, which should not occur at critical points of the passage © Traffic Separation Schemes, and the requirements of Rule 10. @ Predicted tidal information, leading to the pre- working of allowances for set. Tidal constraints limiting ETD/ETA at locks, etc. @ Visibility of lights, rising/dipping distances, arcs and colours of light sectors. @ Safe speeds along the route, leading to a speed plan, and an ETA plan, making due allowance for possible reduced visibility. A plan for reducing speed under control should be considered. @ Solection of depths for comparison with the echo- sounder, taking note of the predicted height of tide. @ Reporting points, VHF frequencies, VTS requirements, areas of special concern and pilot stations. Points for taking tugs. @ Abort positions and contingency plans in case of accident or emergency or bad visibility. © The primary and secondary systems of navigation, to be used. @ Requirements for any electronic chart systems. @ All charts and publications available are up to date. :quipment status. @ Margins of allowable error, safety clearing bearings and ranges. (@ The making up of a bridge, or conning, notebook. @ Choice of ocean route (circle, composite or rhumb line). © Choice of ocean route to avoid weather/ce. The master must satisfy himself that the passage plan meets all his requirements and he must then Passage planning therefore should be preparation for effective pi ensure that all watchkeeping officers are properly briefed; and that the plan is kept amended and up to date for the intended passage. Monitoring the passage plan It is common practice on merchant ships to fix the ship's position and then make an allowance for set and drift depending upon offset from the previous fix. This approach to navigation is REACTIVE, being based upon past observations. If either of these is wrong, then any predictions using them will be erroneous. When using fixes in this way, it is usually better to make the fixes at regular intervals. This enables a simple check to be made with respect to speed. tt also helps the quick and effective calculation of short-term EPs (Estimated Positions), using the latest course and speed made good, to warn of any immediate problems developing. However, in narrow waters, techniques need to be used which enable the navigator to maintain a forward outlook, that is to be PROACTIVE, whilst monitoring ‘the deviation from the intended track being made ‘good. Frequent, hurried visits to the chart table to fix the vessel's position may not be the most effective use of the time available. Also, whilst doing this the overall, sense of awareness can be interrupted and it is easy during critical phases to become cisorientated. It is, worth remembering ta monitor the echo-sounder. This instrument can often provide the first warning signs that the vessel is standing into danger, since in almost all situations the nearest land is beneath the vessel, ing by selecting, and marking in advance, those relevant navigational techniques which will lead to safe control of the ship and adherence to the plan. This point was emphasised in the Nautical Briefing on Bridge Watchkesping, when the Council of The Nautical Institute observed that: "The need to confirm the ship's position frequently isa statement which needs further examination. A fix should be taken whenever the vessel completes a turn on a new track and at regular intervals thereafter. The fix interval should be such that the vessel cannot be set appreciably off track or into danger by the anticipated effects of tidal stream, wind or currents in, the period between fixes. As the ship approaches confined waters the fix interval becomes shorter. When appropriate navigational markers have been identified, pilotage techniques should be used.’ ‘There can be a reluctance amongst some officers to accept pilotage techniques as valid methods of navigation, This inhibits their use and application, so depriving the bridge team of predictive information when it is most needed, 2) Allego qui to AVolgimento dei quesiti A,B, €,P,E,F e G propor nella 95* Convertsa2tone cee 28. We 212 Napoli. 16-09 20/8 Off este. ne 2 Rate nantes in gurate Vasho | — Querite 9 ISTITUTO LDROGI 100 DELLA MARINA, Rule 19 ¢ Conduct of vevrels ni nestmeteel yiacerfcty } 1.1 2097 6 dev) A te tod baad : hbbebes of hebdbaeabeeel AY Ras 3B" 2) Tees B53 oa 2655 [Slane B hasta v aa hn B= 42m, ae teas — pot ote Lene ttt LUE LEU hE TRG TP Tain Pi bd TENE PEEL GT UE Quvsito i = 180° w'0 - 2-130" 43/4 Ter UP ud a (02154) -Ta2 > US? 38,4 Tus df 00 "el ops Tes 0u" 1814 = 4, Te= ou? B15 Tus (f§f" Tans HUE” LE dolicps tier X q 2 OE I de ups 1) 054>= 04% tap, - tea. . 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