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3.2 PASSAGE EXECUTION AND MONITORING

3.2.1 Execution

After passage planning was completed and approved, execution of passage shall be followed. Execution
means that best use of available resource and final details will need to be confirmed when the actual timing
of the passage can be established.

In the execution of the passage, the factors to be taken into account will include:

 estimated times of arrival at critical points for tide heights and flow;
 meteorological conditions, particularly in areas known to be affected by frequent periods of low
visibility;
 daytime versus night-time passing of danger points, and any effect this may have upon position
fixing accuracy;
 Traffic conditions, especially at navigational focal points.
 Additional person assigning and prevent fatigue
 the reliability and condition of the ship's navigational equipment;
 the reliability of the vessel’s steering and propulsion systems.

It will be important for the Master to consider whether any particular circumstance, introduces an
unacceptable hazard to the safe conduct of the passage, and thus whether that section of the passage is
to be attempted under the conditions prevailing, or likely to prevail. He must also consider at which specific
points of the passage he may need or utilise additional deck or engine room personnel.

It may be necessary to change or update plans due to a change of circumstances, adverse weather or
condition of equipment/machinery. Here below there are some details of above subjects

3.2.1.1 ETAs

Below should be considered;

3.2.1.2 Plan Modification

It must always be borne in mind that safe execution of the passage may only be achieved by modification
of the plan in the case of navigational equipment becoming unreliable or inaccurate or time changes
having to be made e.g., delayed departure.

3.2.1.3 Additional Person and Fatigue

In order to achieve safe execution of the plan it may be necessary to manage the risks by utilising
additional deck personnel.

For example, to make personnel, in addition to the watch keepers, available for deck duties such as
preparing pilot ladders, clearing and standing by anchors, preparing berthing equipment, engaging tugs,
etc.
Visibility, adverse weather and traffic dense shall be individually considered to bridge manning. Refer to
chapter ‘’2.3 Reassessing Manning Levels During Voyage’’
For fatigue refer to ‘’2.9 Prevention of Fatigue, Task Stress, and Fitness of Duty for Bridge Team
Members’’
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Date 20.08.2015
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3.2.1.4 Briefing

Briefing may take place at commencement of the voyage approaches, certain specific personnel will have to
be briefed so that work schedules and requirements can be planned.

In particular, any variation from the routine running of the ship—e.g., doubling of watches, anchor party
requirements, etc., must be specifically advised to involved personnel, either by the Master or the navigator.
Such briefing will require frequent updating and at different stages there will have to be re-briefing as the
voyage progresses. Briefing will make individuals aware of their own part in the overall plan and contributes
to their work satisfaction.

3.2.1.5 Bridge Preparation

Master shall ensure that all bridge equipment, steering and propulsion systems properly tested.
Before departure navigation officer shall complete ISM forms;

 BCL 4102 Preparation of Sea,

3.2.2 Monitoring

The close and continuous monitoring of the ship's progress along the pre-planned track is essential for
the safe conduct of the passage.

Ships are exposed to greater navigational risks whilst transiting areas of limited water depth, areas of
restricted manoeuvrability, and in traffic congested waters. In such cases it is of paramount importance
that the progress of the ship along the planned track is carefully and continuously monitored.

In restricted waters continuous track monitoring is required and this should be carried out by use of the
radar and parallel indexing of a fixed known object. Any deviation from the intended course can be easily
identified and corrective actions taken. Where the radar has facility for chart overlays or grid lines these
must be used to monitor the progress of the voyage.

Advantage is to be taken of all the navigational equipment with which the ship is fitted for position
monitoring, bearing in mind the following points:

 visual bearings combined with radar ranges are usually the most accurate means of position
fixing;
 positions obtained by navigational aids should be checked where practicable by visual
means;
 the value of the echo sounder as a navigational aid;
 buoys should not be used for precise fixing but may be used for guidance when shore marks
are difficult to distinguish visually; in these circumstances their positions should first be
checked by other means;
 an informed decision in advance as to the frequency with which the position is to be fixed
should be made for each section of the passage.
 On ocean passages navigation checklist BCL 4105 has to be completed daily. On coastal
passages navigation checklist BCL 4106 has to be completed every watch.

3.2.2.1 Visual Monitoring Techniques (leading lines, transits and heading marks)

Ahead, transits can provide a leading line along which a ship can steer safely. Abeam, transits provide
a ready check for use when altering course. At anchor, several transits can be used to monitor the
ship's position.
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Bearing lines can also be used effectively. A head mark, or a bearing line of a conspicuous object lying
ahead on the track line, can be used to steer the ship, while clearing bearings can be used to check
that a ship is remaining within a safe area.

3.2.2.2 Radar Monitoring Techniques

When radar clear targets are available, effective use can be made of radar clearing bearings and
ranges.

Ships with good athwart ship track control can use clearing bearings to monitor the advance of a ship
towards a wheel over position, while parallel indexing can be used to check that the ship is maintaining
track and not drifting to port or starboard.

3.2.2.3 Checking Vessel Position from Echo Sounder

It is also good practice to observe the echo-sounder at the same time as fixing and writing this reading
on the chart beside the fix. If the observed reading is not the same as that expected from the chart
then the OOW is immediately aware that something is not well. It may be that the chart is wrong; it may
be that the ship is standing into danger.

3.2.2.4 Cross Track Error

Having fixed the position the OOW will be aware of whether or not the ship is following the planned
track and whether or not the ship will be at the next waypoint at the expected time. If the ship is
deviating from the planned track he must determine whether or not such deviation will cause the ship
to stand into danger and what action he should take to remedy the situation. Apart from deviating from
track to avoid and unplanned hazard such as an approaching ship, there is seldom justification not to
correct the deviation and get the ship back onto the planned track. The OOW must use his judgement
as to how much he needs to alter course to return to track, bearing in mind that even when he has
returned to the planned track he will need to leave some of the course correction on in order to
compensate the cause of the earlier deviation.

3.2.2.5 Look Out

Refer to ‘’ 1.2.3.1.1 Maintaining Look Out’’ and ‘’ 1.2.3.1.2 Sole Look Out ‘’

3.2.2.6 Navigation Warnings

All OOW's must monitor Navtex and other radio aids providing Navigational Warnings eg VHF etc. All
warnings received during their watch are to be checked and marked on the chart where appropriate.
These navigational warnings are to be left on the chart table for the Navigational Officer to check and
file. The Master is to be advised immediately of any Navigational Warnings received that affect the

immediate route of the vessel . Refer to Chapter 14 Appendix 04-01 for details of navigational warning
apply and follow up details.

3.2.2.7 International Regulations for Preventing Collisions at Sea

Refer to chapter 1.2.3.1.6 Collision Avoidance.