WEATHER ROUTEING

OPTIMIZATION
GOOD PRACTICES
Contenu
1. FOREWORD: .................................................................................................................................... 2
2. Constant Speed Management ......................................................................................................... 2
3. Passing through Low Pressures: Constant Power Management..................................................... 3
3.1. Principle ................................................................................................................................... 3
3.2. Manual method ....................................................................................................................... 5
3.3. Software Calm sea speed calculation: Bon Voyage AWT settings .......................................... 8
3.4. Recommendations by Routing operators ............................................................................. 12
3.5 Daily Monitoring the Voyage, Day to Day task and Routeing recommendation and
management according to the CSS ................................................................................................... 12
4. Avoiding Heavy Weather and Storms: Iterative Power management ...................................... 15
5. FAQ

6 What are the future developments

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1. FOREWORD:

Weather conditions affect a ship's navigation, and in 1983 IMO adopted resolution A.528(13),
Recommendation on Weather Routeing, which recognizes that weather routeing - by which ships are
provided with "optimum routes" to avoid bad weather - can aid safety. It recommends Governments
to advise ships flying their flags of the availability of weather routeing information, particularly that
provided by services listed by the World Meteorological Organization ( WMO/OMM No. 9,weather
reporting volume D information for shipping).

The Weather routeing is a part of the Sea Passage planning risk assessment and newly it’s a part of
SEEMP . This Service provides latest weather reports and Long range forecast to determine the best
route for a particular vessel. On passage, modifications to the route are passed to the vessel to
enable early action to avoid developing areas of adverse conditions. This system of weather routing
enables the original route to be modified to make best use of actual weather pattern and the
alterations expected to take place within it. These produce the greatest economy in fuel
Consumption and reduce the risk of heavy weather damage to the ship and her cargo.

For CMA CGM the latest implementation, with Constant power and speed policy control as a part of
weather routing have already been quite successfully implemented within the fleet, saving 250 000
Tons de FO so 777 500 tons of CO2 (about 150 Millions USD in one year…)

Whatever the situation, the procedure described below must never impair the safety of the
navigation. Please refer to your SMS Master Overriding policy and SOLAS chap V reg 34 Safe
Navigation and avoidance of dangerous situations, 34-1 Master’s discretion-

2. Constant Speed Management

This method was the common method on use in the company, and the simplest to manage on board,
often applies on board and ashore as a common practice. with this method , the distance to go
divided by the request time of arrival RTA subtract with the Time to go give an average speed over
the ground DTG / ( RTA – SOSP Time) = SOG. This method easy to check on Board with the GPS has
its limits. As the speed setting on Board is RPM monitoring and to avoid the Yo-yo effect on the shad
burn. A constant speed management would have required taking into account the Current forecast,
while it is inaccurate when compared to actual logs values. The weather forecast uncertainty doesn’t
intervene in such a simple system.
A constant RPM/ constant Speed over water (SOW) can be applied:
- if no current is forecasted along the route
- if the average current can be accurately determined, in order to be subtracted to the needed
required SOG
- If Good and stable weather with high confidence is intend for the transit

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The company rules are:

 This method applies to non-routed vessel and not equipped with BVS software , for short leg
(< 24H), feeder vessel and transiting in good weather condition
 A minimum speed margin at the beginning of the sea passage, according to the forecasted
weather confidence level,

Monitoring:

This monitoring is led by captainonduty2 in Fleet Navigation and Support Center on ShipTracking
System with an Alert dashboard that detects vessels which sail over Required speed + 0,6 kt

 the fuel over consumption is the monitoring of the constant speed over ground (SOG)

 The use of the VRB Daily Report to converge the ship’s actual speed to the required speed
over ground, within a margin of +/- 0.6 knot, until 12 hours before arrival.

3. Passing through Low Pressures: Constant Power Management

3.1 . Principle
The variations of M/E load to keep a constant set speed (RPM) induce additional fuel consumption:
because M/E governor has to adapt fuel index in order to keep M/E rotating at fixed speed, which is
not the optimal solution.

In speed control mode, the result is a “yoyo” effect on M/E shaft power: in bad weather, the fuel
index will increase, thus the power; and in good weather, fuel index and shaft power will decrease.

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 Power Speed

Constant Speed over Ground

100% 20,0 kts

90% 18,0 kts
80% 16,0 kts
70% 14,0 kts
60% 12,0 kts
% MCR

50% 10,0 kts

40% 8,0 kts
30% 6,0 kts
20% 4,0 kts
10% 2,0 kts
0% 0,0 kts

If we succeed in reducing this effect, we can save fuel; therefore, from now, we must avoid these
load variations. This means to adjust the RPM, according to the local weather around the ship.

Constant Power
Power Speed

100% 20,0 kts

90% 18,0 kts

80% 16,0 kts

70% 14,0 kts

60% 12,0 kts

% MCR

50% 10,0 kts

40% 8,0 kts

30% 6,0 kts

20% 4,0 kts

10% 2,0 kts

0% 0,0 kts

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When able to pass through Low pressures/ bad weather, we have retained a solution based on a
constant power principle, which needs to have:

- a reliable current forecast system, in order to determine the daily current factors to be taken into
account all along the route: the Current factor (Cur F in knots) represents the longitudinal current

- a reliable weather forecast system associated with a speed loss model in order to determine the
daily weather factors, On average, a five-day weather forecast of today is as reliable as a two-day
weather forecast 20 years ago . The Weather factor (Wx F in knots) represents the longitudinal
resistance due to the significant waves: in knots according to the bearing and strength of the sea and
the wind

This information generally means the support of a routing operator.

- an updated assessment of the vessel slip (hull and propeller efficiency), which increases since the
date of the last hull and propeller last cleaning/brushing

So the Over the Ground speed is variable, according to the weather and current encountered, but
the Power (Kwh) must be remained as constant as possible.

This instruction is given by routing operators like AWT as a CSS (Calm sea speed or % of MCR):

- It means that the captain has to translate this speed in Kwh.

- Then the OOW (officer on the bridge) has to change the RPM in order to maintain the Power
as stable as possible in good and bad weather (+/- 3 %)

3.2 . Manual method

The Global Weather Factor ( ) and the Global Current Factor ( ) have to be calculated all
along the ship’s planned track.

1. identify each local current and regional weather conditions,

2. “divide” ocean passage into different regional legs, according to these forecasted Current and
Weather conditions,
3. calculate for each of them, the loss of power/speed, on a daily basis for instance (daily and
daily )
4. add all the regional current to be encountered, in order to obtain the Global Current Factor
,
5. do the same calculation for each local weather factor (by adding all daily ), in order to define
the Global Weather Factor , the use of the bellow graph which can only be used for head
sea; the figure shows the percentage speed loss for panama and post panama container ship for

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 different BEAUFOR scales. It seen that the percentage speed loss is significantly increased at
higher BF scales

The Direction of the sea and wind has a marked effect upon the speed loss. The resistance is highly
depending on the wave’s length and encounter period the waves. The below figure illustrates the
influence of the heading of the weather. The more you head into the sea the more percentage speed
loss

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6. Each time a forecasted current or weather changes, update with new data to readjust the Global
and .

These calculations are proposed by routing operators, for example:

 ETA Service, by AWT, which recommends and , (for example -1kt, and + 0,5 kt)
 OSR Service, by WNI, which gives a combined , (for example -1kt, and + 0,5 kt = -
0,5 kt)

If there is no routing service available, the Master should perform the Current and Weather Factors
calculations, using the above relevant method.

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 3.3 . Software Calm sea speed calculation: Bon Voyage AWT settings

This software from AWT (Applied Weather Technology company) is specified by the Fleet Navigation
Center to take into account progressively all engine and geographical constraint: speed in Piracy
area, Whales areas, 20 Nm Green Flag Program for vessels calling at California ports …

At this time, it is not only a Weather routing, but a full Weather routeing Optimization software:
including Fuel Cost optimization, the difference of Fuel Price (LSFO/ HSFO/DO) is taken into account
to determine the best Route for vessels transiting through ECA ( future BVS 7 , coming soon).

So this software is to be used to determine the Power to maintain, so the RPM to be adjusted:

- First verify once per voyage the Vessel set up , length (Lpp) etc ..

- Check and/or amend with your latest data’s the Vessel Speed curve in order to get accurate
CSS calculation. When the initial vessel setup is performed, you have the ability to further
adjust calculated performance in the Speed Curve configuration. With editable tables,
allowing detailed adjustment of wind and swell speed down curves for increased accuracy in
perfo rmance and in future ‘DR position’ calculations.

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 - Set up the Threshold for the maximum significant waves acceptable, and maximum wind ,
according to each 45° bearing angle.

- Prior to each voyage, details regarding DRAFT, ROLL PERIOD

and ROLL RESONANCE THRESHOLDS should be entered.

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 - Start a new Voyage or clone a pervious voyage , with departure and arrival time in UTC
- Then launch the calculation via optimization menu on least FO cost with fixed ETA
- Check if no resonance alert along the route (synchronous and parametric rolling,
surfing/breaching). Coloring depends on each specific risk, Alarms are displayed at 6-hour
intervals along the track.

- In addition you are able to fix some specific speed in some restricted area to get an accurate
Calm sea speed calculation

- Calculate with the ship latest speed curve the equivalent power in kwh

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 1. For this example , CSS is 20 kts the corresponding Engine Power output is 21 000
KWH ( 28% MCR)

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 3.4 . Recommendations by Routeing operators

ETA Service is the name of the service provided by AWT in addition of the Bon Voyage software, for
routed vessels (most vessels crossing Atlantic or Pacific Ocean are routed either by AWT). AWT
applies the Constant Power principle and so recommends some Calm sea speed

OSR (Optimum Ship Routeing) is the name of the service provided by WNI (Weather News
Information) in addition of the Bridge/ Captain Dosca software, for routed vessels (some vessels
crossing Pacific Ocean are routed by WNI to maintain a competition). WNI applies the Constant RPM
principle, and is encouraged to recommend the Power in the next future.

- some messages are automatically sent to vessels:

 initial messages of constraints:
for Navigation in Restricted area, all speed constraints have to be sent to the routing
operator with the exact waypoints, in order to determine the buffer time to be taken
into account for the Power calculation

 recommendation of alternative routes, calm sea speed for AWT or RPM for WNI,
confidence level
- captains can contact a routing operator 24/24 hr for additional information, remarks, new
calculation
- all contracts are specified and followed by the Fleet Navigation Center

As Weather Routing Operators do not have knowledge about each vessel characteristics, most of
them recommend a Calm Sea Power setting, by advising an equivalent Recommended Speed in calm
sea, which takes into account the whole daily current and weather factors along ship’s planned track.

For example, Routing Operators calculate an average required Speed over Ground (eg. 21 kt)
for the RTA next port of call.
Applying Global Current and Weather Factors (eg. ), they will give a
Recommended Speed in Calm Sea of : .

3.5. Daily Monitoring the Voyage, Day to Day task and Routeing
recommendation and management according to the CSS

The aim of RPM Management is to reduce as far as possible load variations of ME during the sea
passage. Constant Power Mode means, comparatively to average required RPM, and the basics are:

 to decrease RPM in bad weather conditions,

 to increase with a higher RPM in favorable weather conditions.

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RPM Adjustment
Once the Calm Sea Power has been established, for each particular weather condition encountered,
the Master determines the right RPM to set to maintain Constant Shaft Power.

For instance, to keep a Constant Power of 40 MW, ME revolution setting could be 75 RPM
with head winds of 5 Bf; 82 RPM, with tail winds of 4 Bf, etc.

Calm Sea Power recommendation

Recommended Calm Sea Speed can be updated each day by the Routing Operator, as AWT update
this only each two days in normal circumstances but Fleet Navigation Center is able to give an update
daily basis through AWT Fleet Dss Web .With the given Recommended Speed in Calm Sea, the
captain or the OOW if delegation during night can adjust smoothly the RPM at sea in order to get the
more suitable Shaft Power (eg. for 21.5 kt, ME Shaft Pwr = 40 MW.)

If there is no shaft power indication available on bridge, the Governor Fuel Index Indicator should be
controlled instead (Recommended Speed in Calm Sea will be “translated” in Fuel Index instead of
Shaft Power.) That’s means during a watch, if OWW noted an increase or decrease of the fuel index
mark, environment has change and an rpm adjustment may be needed, the Captain has to
implement an onboard policy in Captain Order to achieve this task.

When weather conditions deteriorate,

The Officer of the Watch shall adjust Shaft Power by decreasing the Bridge RPM Command until
Shaft Power indication reaches the calculated value. The actual ship speed will of course decrease
but all these speed changes are already included in the calculation of the Recommended Calm Sea
Speed.

The safety of the ship, her crew, and her propulsion system remains the first priority at any time. In
heavy weather, speed and heading adjustment are the first measures to adopt to avoid damages
to vessel’s structure and cargo.

 Every day, the Officers on the Watch have to compare measured local current and observed
weather to the daily current and daily weather factors from the weather forecast software (e.g.
BVS.)
First method to be used is the forecasting Weather factor and Current factor sent by AWT, which
give you the opportunity to compare the forecast and the actual over the ground speed:
DD/HH LAT LON WX F/CUR F(KTS)
15/00Z 26.9N 079.6W -0.15/2.34
15/12Z 28.2N 076.8W -0.3/1.09
16/00Z 29.6N 073.7W -0.3/-0.07
16/12Z 31.0N 070.8W -0.67/-0.09
17/00Z 32.3N 067.8W -0.07/-0.01

Second method is while underway with BVS software, you must enter your actual position once a
day. A new reported point appears on the voyage track.

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 Note: The default speed is the iterated calm sea speed between the two recent actual positions.
This figure will be used for the onward voyage simulation but can be edited.

With the TAB editing, you can compare the actual position and the ground speed with the
forecasted one. If ship’s observations do not match with the forecasted factors, Master shall
send a message to the Routing Operator to initiate an update of the Recommended Calm Sea
Speed / Power.

Without waiting the to anticipate any further important ME load peak which could result from
inaccurate daily factors answer and based on his own observation, Master shall smoothly adjust
Shaft Power, in order.

 At the beginning of a long leg (e.g. Pacific Ocean crossing), do not set a speed margin as the
Routing Operator calculation already integrates a small daily margin.

According to statistics, this daily margin usually decreases along ship’s track, depending upon
seasons and oceans.

If the weather forecast changes suddenly and becomes worse in the middle of the ocean
passage, the recommended speed will be updated1. The vessel will obviously have to increase
her speed at the end of the leg.

Even if this action is fuel consuming for one vessel during one leg, it is statistically acceptable:
indeed, forecast system is globally efficient, i.e. performance and fuel savings are generated for
the entire fleet.

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 If there is any doubt about the recommended calm sea speed, you can request a speed
Confidence Level2 to the routing operator. This index (Low, Medium and High) is issued from 20
computed routes for each ship. It is daily updated and available at the Fleet Center.

This monitoring is led by captainonduty3 in Fleet Navigation and Support Center on the AWT
Fleet Decision Support System (FDSS) with an Alert dashboard that detects vessels which don’t
follow recommended calm sea speed/ constant Power.

4 Avoiding Heavy Weather and Storms: Iterative Power management

There are some cases for which the vessel has to avoid strong bad weather areas:
- When the forecasted significant waves are too high and creates a serious risk for the Cargo
- When Resonance alerts , appears with latest weather forecast download.
- When the combined weather and current factor shows no significant Fuel saving compared
to a quieter sea, so the hull and cargo will be stressed for nothing.

The below figure illustrates the effect of speed loss for the post Panamax (Draft=14, full load):

- It is seen that in weather of BF3 and BF5 a marginal speed loss must be expected.
- However, for BF7 and BF9 in particular, a significant speed loss must be expected.

The obtainable speed also depends on the characteristics of the propeller and engine of the ship.
In heavy sea with high added resistance the propeller and the engine will be highly loaded. In this
case propeller revolutions and thus speed must be reduced to avoid overload of RPM or engine
torque.

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 .

Example:

- If you are sailing with 80% power in BF9 you can max sail around 17 knots.
- If you are sailing with 100% power in BF9 and are only doing 17 knots. You might consider
that the last 20% of power is going into the sea forward at the bow. This might be the
reason why we often see some buckled bow plates and cargo damage.

In those cases, the optimum route is not using constant Power all along the entire route.
As no algorithm is available at this time to optimize the consumption, you have to calculate in an
iterative way the best Route/ speed. So you can:

- Optimize the avoidance of heavy weather or “Turn around the storm”:

According to Buys Ballot Law , the Wind and the sea wave turn counterclockwise of the Low
pressure in North hemisphere and clockwise in Southern Hemisphere; you can take
advantage to this basic , As shown above the speed loss is greater with head wind and waves
than following weather. You have to determine the best route/ speed by fixing some key
date of waypoints on Bon Voyage system in order to fix the speed leg by leg and to keep the
Low on the good side. I.E in North hemisphere, you have as far as possible to keep the Low
pressure on your Port side, of course to do this you have to fix the threshold:
Max Sign Waves Height and their direction, Max Wind speed,

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 For this example illustrated above in North Hemisphere, the advantage to keep the Low on
Port Side, in following seas.There is less speed loss and low probability for an RTA delay,
inconvenience are mostly resonance to deal with. The way to keep the Low on Starboard
Side with head seas has advantage to keep good Ship handling ability, but inconveniences are
a big speed loss, high risk of hull bulkhead damage, the risk of parametric rolling, high risk of
RTA delay enhance with higher probabity to meet another Low system.

The resonance risk must be checked with BVS, which taking account of Surf Riding and High
Waves. Unfortunately, the IMO is not suggesting any threshold for Parametric Roll and
Synchronous Roll, So, theoretically there would be risks even for very low wave heights,
therefore you can introduce for these two risks as well, on bVS. It is up to the Master to
define the wave height when parametric or synchronous roll becomes a concern for him. All
thresholds are based on the Master’s experience!

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 The polar diagram above give you solution to escape a dangerous situation as altering course
, adjusting speed and even ballasting to modify the roll period.

- You could Decrease speed without additional distance

So, you have also to determine the best route/ speed by fixing some key date of waypoints
on Bon Voyage system in order to fix the speed leg by leg.
 but it will be mandatory to increase speed afterwards, in order to arrive on time
 and some other storms can be encountered, so there is a risk to be delayed

- Better is usually to increase speed without additional distance:

you have to determine the best route/ speed by fixing some key date of waypoints on Bon
Voyage system in order to fix the speed leg by leg.
 when forward the storm, the swell will come probably from the stern

IN any case if your vessel is fitted, you should use Octopus Software to determine the best safe
sailing option. OCTOPUS has also a Polar diagram and can be use with actual weather condition if the
sensors are accurate.

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For NON ROUTED VESSEL or without AWT Bon VOYAGE software and OCTOPUS, you should refer to
the annex of this procedure : IMO MSC.1/Circ.1228, 11 January 2007, REVISED GUIDANCE TO
THE MASTER FOR AVOIDING DANGEROUS SITUATIONS IN ADVERSE WEATHER AND SEA
CONDITIONS in which you will find the same “resonance” risk and how to deal with for manual
calculation.

For example the use of the following diagram, allow to you to calculate the Encountrerd period of
Waves and determine if there is risk of Synchronous roll or parametric rolling, as there is no
threshold it would safer to applies a ratio of +/- 0.1 for the calculated value

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 CAUTIONS

It should be noted Masters are requested to use this guidance with fair observation of the particular
features of the ship and her behavior in heavy weather. It should further be noted that this guidance
is restricted to hazards in adverse weather conditions that may cause capsizing of the vessel or heavy
rolling with a risk of damage. Other hazards and risks in adverse weather conditions, like damage
through slamming, longitudinal or torsional stresses, special effects of waves in shallow water or
current, risk of collision or stranding, are not addressed in this guidance and must be additionally
considered when deciding on an appropriate course and speed in adverse weather conditions.
Moreover The master should ascertain that his ship complies with the stability criteria . Appropriate
measures should be taken to assure the ship’s watertight integrity. Securing of cargo and equipment
should be re-checked. The ship’s natural period of roll TR should be calculated by appriate loading
software.

This monitoring is led by captainonduty3 in Fleet Navigation and Support Center

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5 FAQ frequently ask questions:

What is Calm sea speed?

Calm sea speed, which is different with SOG (speed over the ground) or the SOW (Speed over
the Water, Surface Speed). Calm Sea Speed is the speed will be done in Calm Sea (Good
weather condition, < BF3) with a certain Engine Power output. It’s also the speed you can find in
the sea trial test of your vessel. This speed is calculated manually or with BVS or given by AWT
when you are routed. The calm sea speed is recommended by AWT for the remaining portion of
the voyage.

What is Performance Speed?

Sometimes you will receive message from Fleet Center stated that’s your Performance Speed
not follow the recommended Calm sea speed.

Performance Speed is the speed a vessel achieves in ‘good weather’ condition (as per the
Charter Party description) – accounting for the effect of all current conditions. In the absence of
‘good weather’ a weather factor is calculated to account for the weather (wind, sea and swell)
the performance speed is calculated daily – from noon to noon or as an average for the entire
voyage. Performance Speed is equivalent to the calm sea speed.

What is Weather Factor?

The Weather Factor is the speed loss due to the effect of all wind, sea and swell conditions is
expressed as a weather factor. The weather factor is always < 0 and calculated as an average for
the entire voyage or for intervals like noon to noon.

What is the Current Factor?

The Current Factor is the impact of the current on the vessel’s speed. The current factor can be
positive (favorable= speed gain) or negative (adverse= speed loss) and is calculated as an
average for the entire voyage or for intervals like noon to noon.

How to find the Power to set on Main Engine with the value of CSS?
With the poster extract from sea trial test, on which the speed are always converted to Calm Sea
speed. As recognize, the figures changed with the time, you have to taking account of the
Propulsion efficiency in your conversion from CSS to Power. So, If doubt exist, you should ask to
your superintendent and to Fleet center an updated of your curves as CMA CGM has developed
specific tools to achieve this task.

What is the AWT recommendation, I have to follow ?

When routed by AWT, on recommendation, you will receive following message :

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 TO MEET DESIRED ARRIVAL TIME LONG BEACH 16 JAN, 2200Z BASED ON DR POSN 37.1N 156.0W AT 13 JAN
0000Z

SUGGEST POWER SETTING TO PRODUCE : 21.18 KTS IN CALM SEAS

% MCR : 63.06
RPM : 89.2
APPROXIMATE DISTANCE TO GO : 1853 NM
APPROXIMATE TIME REMAINING : 94.00 HOURS
AVERAGE WEATHER FACTOR : -1.58 KTS
AVERAGE CURRENT FACTOR : 0.12 KTS
AVERAGE SPEED OVER GROUND : 19.72 KTS
CALCULATED CONSUMPTION : 755.1 MT

The value you have to follow is “SUGGEST POWER SETTING TO PRODUCE: 21.18 KTS IN CALM SEAS”
other value are to give information , and some are based on data base which are sometimes not
reliable . For example % Mcr could not match with your own data, as well for Rpm setting, there are
only for information. Special, rpm suggested setting is for a specific time and subjected to change
with weather condition. The Speed over the Ground referenced above, is not the speed to be achieve
day by day, but the average of the voyage. Refer to the monitoring chap. 2.5

How can I calculate buffer time?

The Buffer time has to be fix before departure, there is the buffer time for weather forecast
reliability when you are routed by AWT the value is 0,2 hour per each remaining day of the voyage,
taking account for unexpected speed loss. This buffer is updated at each step during the voyage and
decrease till the end. – When routed by AWT the power setting is adjusted to account for stoppage
and / or required speed reduction approaching port equivalent X.x hrs.

6 What are the future developments?

At this time (2014) main projects are:

Currents
 Evaluation of Routing with tidal Currents: appraisal and development of Adrena Ships software
for vessels transiting in north Europe
 Find provider for more accurate speed logs equipment
 Tide forecasts and tidal currents to be integrated in BVS and FDSS

Weather
 Storm avoiding algorithm in Bon Voyage 7/ FDSS
 Wind factor to be assessed in routeing systems
 Reduce the Waiting (anchorage/ drifting) time in front of ports: all local weather forecast in ports
and pilot stations to be integrated in Bon Voyage version 7 (already in FDSS)

Algorithms
 Integration of unusable speed range (from electrical blowers to turbo charger) in routeing
softwares
 Computation of ship’s speed loss model for Route optimization

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 Integrate weather and current forecast and Routes optimization in internal softwares
(Shiptracking) to develop an “adaptive Power” algorithm

Passage Planning
 V2PS (New VRB software) to be displayed from April 2014
 GC/RL and UKC calculation integrated
 Matching with Bon Voyage to be developed
 NAVTOR agreement to fit vessels with horizontal ECDIS electronic Table integrating weather
softwares

Weather Routeing Monitoring

 Develop CMA CGM 24h/7d Fleet navigation and support Center : in progress
 Develop a Heavy weather Policy with the IMO circular and Avoidance tools as OCTOPUS:
 circular letter “Navigation in rough Sea”
 new training course “Routeing Optimization and Navigation in Rough Sea” in head office and
manning agencies to employ Octopus and BVS 7

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