МОИ ШПОРЫ
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11.Pilotage service 1. All over the world in every maritime country the pilotage service has been established. Pilot is a qualified and experienced navigator in a special area. The pilotage service contains the pilot station, special pilot boats which are necessary to deliver a pilot to the vessel and special communication equipment which is used for ordering a pilot by vessels. Surely the pilotage is not compulsory in each port. Usually it’s compulsory in waters difficult of access, ports, channels, narrows, regions covered by ice, shallow or dangerous areas. So in this case the Master orders a pilot. 8. He can order the pilot in the following way: 9. The Master can send a radiogram, using e-mail, fax, telex or voice messages (telephony). As a rules, such request contains the ship’s name, her characteristics, her Estimated Time of Arrival (ETA) and details concerning cargo, destination, and the local ship’s agent. When a vessel is in a pilot boarding ground the flag “Golf” must be hoisted that means “I require a pilot”. 10. So when a vessel is about to take pilot, the pilot ladder must be rigged on the side which is confirmed with the pilot station, as a rule it is a lee side. 13. A Deck Officer meets the pilot and guides him to the bridge. Flag “Hotel” will be hoisted, meaning “I have a pilot on aboard”. 14. In the first, the Pilot and the Master should check all documents concerning pilotage. 15. The first document is a Pilot Card which contains the information about a ship. Then the master and pilot must discuss (обсудить) all parts of passage (проход) , whether conditions, speed, ETA, physical and manoeuvring characteristics of the ship, navigational aids and equipment. Then the bridge must be shown to the pilot, because pilot must know where VHF is situated and which radar is available for his use. When all above actions (действия) have been done the pilotage begins. The master is fully responsible for the ship during the pilotage. The pilot only advises the master. 16. Before disembarking a pilot, the Master must fill in a Pilotage Bill. 18. The pilotage commonly (usually) is over when a vessel is moored or when she is not in the waters difficult of navigation.
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4.Main principles of fire fighting A fire is a special chemical reaction. The structure of any fire is become form the fire triangle. Any fire consists of three basic elements: heat, fuel and air. It can arise in various causes, such as: spark of dropped metal, heating flammable liquid, spark of any electrical failure and others. To prevent the fire spreading, one of the fire’s elements should be deleted. Removing one of the elements is called variously for different elements. So removing heat is called cooling, fuel – starvation, air – smothering. There are three types of flammable materials: liquids, gas and carbonate material. Fire fighting equipment can be divided into two types: fixed and portable. The main fixed fire extinguishing systems are: CO2 and foam smothering effect systems Sprinklers cooling effect systems Shore international fire hydrants Ship’s pressured water systems with water hoses Fixed chemical powder equipment Portable fire extinguishers may be of different types: water, foam, powder, CO2. Also fire fighting equipment includes fire blankets and hoses. If a fire alarm is given: the crew will proceed at the fire stations; everyone should carry out his duties, assigned in the master list; the ship’s course and speed are altered if necessary; First actions are encoded at the word FIRE. They are: find, investigate, report, extinguish or escape. The fireman’s outfit includes protective suit, protective boots and gloves, hard hat, self contained compressed air breathing apparatus, rescue line and harness, VHF radio and safety torch.
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2.DUTIES OF THE CARGO OFFICER On board the merchant ship the Cargo Officer is appointed from the number of watch mates. Very often it is a Chief Officer. Cargo Officer is he who supervises all of the processes connected with cargo. After conclusion of contract of sea carriage the shipper is to provide detailed information about the cargo containing its quantity and properties. On the basis of this data the Cargo Officer must ensure appropriate readiness of the ship. 1. Ensure readiness of cargo spaces. They must be swept, washed, dried. 2. Ensure that all cargo handling gear works properly. 3. Ensure that materials to be used (such as lashing, dunnage and separating materials are prepared.). 4. Make out the Notice Of Readiness and the CARGO PLAN which must be approved by the Master. All of the documents must be drawn up carefully and timely. Before taking the goods aboard he owes to survey them. And if he discovers damaged pieces or packing appropriate notes must be entered into the Mates Receipts. The Cargo Officer should look after the work of stevedores and crewmembers. He must control the cargo works and immediately interrupt them if necessary for example in case of bad weather. Another duty Cargo Officer is to ensure ship’s stability and her seaworthiness for the future voyage.
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16.Procedure of mooring. Mooring is one of the most difficult operations concerning the ship’s handling and requires a great care attention and experience on the part of navigators in case of necessary. Ship's approach to berth should be effected at a slow speed with both anchors ready to let go. The angle between the direction of the vessel's way and the pier shell not exceed 15-20°. At an appropriate distance from the berth the engine is stopped. Ship’s headway should be just enough to keep the ship moving ahead and without losing steerage. To reduce ship’s headway only engine or anchor must be used. Ships are made fast to the quayside by mooring lines, which are made either of natural fibers or synthetic or steel wire. The standard mooring lines include head and stern lines, springs, and breast lines. They are given ashore with the help of a heaving line. After the mooring lines are put on bollards, they are tightened by the vessel’s mooring parties on the forecastle and stern with the help of the windlass or capstan and secured on bitts. After the ship is secured in her berth, rat-guards should be placed on all the lines. All the mooring lines should be constantly watched as an alteration of water level or draft of the ship and change of wind force or direction may result in an excessive slackening or tightening. In stormy weather the ships usually have to double up fore and aft.
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9.Actions to avoid collision. Every vessel shall use all available means to determine risk of collision. If there is any doubt such risk shall be deemed to exist. Navigators should use radar equipment properly, including long-range scanning to obtain early warning of risk of collision. Assumptions shall not be made on the basis of scanty information, especially scanty radar information. Any action taken to avoid collision shall, if the circumstances of the case admit, be positive, made in ample time and with due regard to the observance of good seamanship and shall be such as to result in passing at a safe distance. The effectiveness of the action shall be care-fully checked until the other vessel is finally past and clear. Any alteration of course and speed to avoid collision shall, if the circumstances of the case admit, be large enough to be readily apparent to another vessel observing visually or by radar; a succession of small alteration of course and/or speed should be avoided. If necessary to avoid collision or allow more time to access the situation, a vessel shall slacken her speed or take all way off by stopping or reversing her by means of propulsion. If there is sufficient sea room, alteration of course alone may be the most effective action to avoid a close quarters situation provided that it is made in good time, and does not result in another close quarters situation.
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10.Procedure of bringing the ship to anchor. When a vessel cannot proceed to their berth they may anchor either in the open roadstead or inner harbour. Before the anchoring the watch officer should study carefully the intended anchoring berth and must communicate with the port authorities or traffic service to report about ship’s arrival and specify the time of anchoring. Then the watch officer sends the boatswain to prepare the anchor gear. In the approaches to the anchoring berth the watch officer notifies the master and chief engineer, checks communication with the engine room and with the forecastle. Before bringing the vessel to anchor her speed must be decreased to slow or dead slow. When the vessel approaches her allocated anchoring berth, her engines must be stopped or, if necessary, should be worked astern to run off ship’s headway. An anchor should be let go when the vessel still has momentum either forward or backward, the latter being bette. The boatswain must report how many shackles are paid out. Then the anchor chain becomes taut. The black ball in daytime or white light signals at night must be displayed. After the vessel has been anchored the WO takes anchorage bearings & soundings & makes corresponding entries into the log book. He plots the ship’s position on the chart.
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6.Towing on the high sea. The act of drawing through water a vessel , which is for some reason not using her own power, or a non propelled craft is called towing. Such reason is broken engine, damage gears, collision or in other navigable mates. Also tug assistance is needed when a vessel is grounded. Such towing is called emergency towing. In this case a special salvage ship or ocean-going tugs will immediately come to conduct search and rescue operations and to render necessary assistance. They tow the damaged ships to the nearest port to repairs. Floating cranes, dry-docks, oil platforms and buoys are also towed on the high sea. The towing may be necessary while sailing in ice conditions. Tug’s Master is always responsible for towing on the high sea. All his orders have to be carried out immediately. During the towing both ships have to maintain a constant communications by means of ICS (INTERNATIONAL CODE OF SIGNALS), VHF radio-telephone and morse code. Coast station usually monitors how the towing is realized.
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5.Principles of stowage Correct and proper stowage of the goods on ship’s deck or in her holds ensures such important factors as full usage of ships earning capacity, safety as to her seaworthiness, high cargo handling operation speed, preventing cargo from possible damage within the voyage. But safety of the crew is most important factor, which must be provided first of all. A method of stowage and it is details are elaborated in the cargo plan which should be made out before loading. It determines a disposition of cargo pieces on the ship schematically. It is a considerably facilitates the cargo operation. Many cargoes especially bulk cargo may affect ship’s stability and other seaworthiness due to shifting or incorrect placing. The C/O is to ensure that the cargo would be stowed reliably. Sometimes it’s necessary to involve additional equipment. There are particular requirements for stowage of general goods. For example bottom stowage must be given to heavy ones, and light units are usually stowed on the former. Also C/O shouldn’t forget about separating materials when necessary.
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22.Taking over the navigational watch The relieving officer of the watch should ensure that members of his watch are fully capable of performing their duties, particularly as regards their adjustment to night vision. The relieving officer of the watch should not take over the watch until his vision is fully adjusted to the light conditions and he has personally satisfied himself regarding: •standing orders and other special instructions of the Master; •position, course, speed and draught of the ship; •prevailing and predicted tides, currents, weather and visibility; •navigational situation, including but not limited to the following: •operational condition of all navigational and safety equipment being used or likely to be used during the watch; •errors of gyro and magnetic compasses; •presence and movement of ships in sight or known to be in the vicinity; •conditions and hazards likely to be encountered during his watch; •possible effects of heel, trim, water density and squat on under keel clearance. If at the time the officer of the watch is to be relieved a maneuver or other action to avoid any hazard is taking place, the relieving officer should be deferred until such action has been completed.
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8.Conduct of vessels in restricted visibility. This Rule applies to vessels not in sight of one another when navigating in or near an area of restricted visibility. Every vessel shall proceed at a safe speed adapted to the prevailing circumstances and conditions of restricted visibility. A power-driven vessel shall have her engines ready for immediate manoeuver. Every vessel shall have due regard to the prevailing circumstances and conditions of restricted visibility when complying with the Rules of Conduct of Vessels in any condition of visibility. A
vessel which detects by radar alone the presence of another vessel
shall determine if a close-quarters situation is developing and/or
risk of collision exists. If so, she shall take avoiding action in
ample time, provided that
(однако;
при
условии
если)
when such action consists of an alteration of course, - an alteration of course to port for a vessel forward of the beam, other than for a vessel being overtaken; - an alteration of course towards a vessel abeam or abaft the beam. Except where it has been determined that a risk of collision does not exist, every vessel which hears forward of her beam the fog signal of another vessel shall reduce her speed to the minimum. She shall navigate with extreme caution until danger of collision is over.
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. 3.Causes of damage to cargo All types of unsafe cargo carriage may be divided into 3 main groups: deterioration or damage to cargo, short-shipment or short-delivery and pilferage. Damage to cargo means its getting slightly wet, crushing, acquisition of outside odour, auto-ignition and others. Negligence and human factor the first reason of unsafe carriage. The most frequent violations are for example bad stowage of the pieces when heavy units are placed on top of light ones; improper ventilation of the goods etc. Another cause is old and insufficient equipment of the ship. The facility of the ship should totally correspond to the type of cargo.
Unforeseen
circumstances during the voyage sometimes results in serious
problems which may be even the ship’s wreck. These circumstances
are storm, tornado, hurricane,
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15.FIRST AID ON BOARD First aid is the emergency treatment given to the ill or injured before professional medical treatment. It is given to prevent death or further injury, to counteract shock and to relieve pain. A rapid emergency evaluation should be made at the scene of injury. Conditions which require immediate actions are: • severe bleeding: you should apply bandage or tourniquet. • stopped breathing/heart: you should restore breathing and heart-beat by means of heart compression and artificial respiration. They are: -mouth-to-mouth respiration - mouth-to-nose respiration - Silvestre method • In case of shock: the injured person should be led down, keep the patient warm but not hot, relive pain as quickly as possible. Fractures should be splinted. Wounds and most burns should be covered to prevent infection. Never consider anyone dead, until you and the others agree that: • no pulse can be felt • breathing has stopped • the eyes are glazed and sunken • there is progressive cooling of the body.
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1.Obtaining Radio Medical Advice. At the open sea situations very often arise when immediate medical advice may be required. Nowadays it is possible to realize such advice by means of GMDSS equipment. ITU list of Radiodetermination & Special Service Stations must be included into the ship’s Radio documentation in accordance with the Radio Service Regulations. This publication lists commercial & government radio stations that provide free medical message service to vessels. These massages should be prefixed with “DH MEDICO”. They are delivered to RCCs, hospitals or other facilities. RCCs forward these massages to SAR services which provided either medical radio advice or immediate evacuation of the casualty. SAR personnel contains well-qualified doctors trained in accordance with special program for medical treatment & evacuation at sea. The best known medical advisory service is Centro International Radio-Medico in Rome, Italy. It provides round the clock medical assistance & advice service by radio for sailors of any nationality anywhere on the high seas. The service is free. As for the United States the Inmarsat system is available for this purpose. The massage may be addressed to the US Coast Guard RCCs. There are two such stations: one of them covers the Atlantic Ocean Area & another one covers the Pacific Ocean Area. These massages should be prefixed with “MEDICO” & signed by the master. These RCCs forward the massage received through the Inmarsat to the medical facilities for action. Massage must include the following information: -routine particulars about the vessel -routine particulars about the patient -particulars of the illness or history of the injury -results of examination of the ill person.
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19.OOW. Duties of OOW when the vessel is under way. The O.O.W. is the Master's representative and his primary responsibility at all times is the safe navigation of the ship. It is of special importance that at all times the officer of the watch ensures that an efficient look-out is maintained. He should bear in mind that the engines are at his disposal and he should not hesitate to use them in case of need. All Watch Officers must fully familiarize themselves with the location and operation of all bridge controls and equipment. Operational tests of shipboard navigational equipment should be carried out at sea as frequently as practicable. The O.O.W. should make regular checks to ensure that the helmsman or autopilot is steering the correct course, errors of gyro and magnetic compasses should be determined once a watch. The OOW should notify the master immediately when in any doubt as to what action to take in the interests of safety. Situations where the master should be called, in the following: If difficulties are experienced in maintaining course/ If restricted visibility is encountered or expected/ If the radio equipment malfunctions/ In heavy weather. / In any other problem or in doubt The OOW will continue to be responsible for the watch, despite the presence of the master on the bridge. The fact that the master has taken control on the bridge should be recorded in the log book. The O.O.W. must not hesitate to take immediate action for the safety of the ship, where circumstances so require.
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17.Cargo operations on board. Procedure, personnel involved. Before the commencement of cargo operation all necessary preparations should be made both in the port and on board the ship. On board the ship the boatswain and seamen get ready the ship's cargo handling equipment and check it against damage. In mean time the Cargo Officer makes the Notice of ship's Readiness to Load or Discharge, which must be signed by Master and after all preparations he must tender this Notice on the Ship Agent. And the Cargo Plan must be drawn up by the Cargo Officer in advance and must be approved by the Master. Cargo operations usually are effected by the stevedores, but under supervision of the Cargo Officer or Watch Officer, instructed by him. He also must ensure careful tally of the cargo. The Cargo Officer must compare the quantity of the cargo in Tally-Shits counted on board and shore to put the total amount of the cargo in B/L. He is in charge ща the stability of the ship, her draught and trim, proper stowage, lashing. For each shipment of cargo received on board the Cargo Officer must draw up the Mate's Receipt, where he must indicate all facts of damage or defects of cargo or their packing or fact of short-shipment. These Mate's Receipt must be included in the Bill of Lading, which must be drawn up by the Master. After loading, the Stowage Plan and Manifest of Cargo must be drawn up by the Cargo Officer. Different kinds of cargo require different equipment. So the cargo is pumped on board of tankers or discharged by shore pumps through central manifold. The bulk cargo such as grain, coal, sugar is usually loaded automatically by buckets on conveyor belt system or through large tubes. It is discharged by huge grabs on cranes or large suction tubes. General cargo is loaded or discharged by cranes or derricks with using slings, nets, pallets; containers are loaded or discharged by gantry cranes or container bridges.
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Narrow channels. A vessel proceeding along the course of a narrow channel or fairway shall keep as near to the outer limit of the channel or fairway which lies on her starboard side. A vessel of less than 20 meters in length or a sailing vessel shall not impede the passage of a vessel which can safely navigate only within a narrow channel or fairway. A vessel engaged in fishing shall not impede the passage of any other vessel navigating within a narrow channel or fairway.
A vessel
shall not cross a narrow channel or fairway if such crossing
impedes the passage of a vessel which can safely navigate only
within When in sight of one another in a narrow channel or fairway: - a vessel intending to overtake another shall indicate her intention by the following signals: - - • to mean “I intend to overtake you on your starboard side” - - • • to mean” I intend to overtake you on your port side” - the vessel about to be overtaken shall indicate her agreement by the following signal: - • - • “One prolonged, one short, one prolonged and one short”
- if
vessel fails to understand the Any vessel shall, if the circumstances of the case admit, avoid anchoring in a narrow channel.
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14.Duties of the OOW at anchor. After the vessel has been anchored the OOW takes anchorage bearings & soundings & makes corresponding entries into the log book. He plots the ship’s position on the chart. When the vessel is lying at anchor the OOW should: 1. Determine & plot the ship's position on the appropriate chart as soon as practicable & at sufficiently frequent intervals check by taking bearings to fixed navigation marks. 2.Ensure that an efficient lookout is maintained. 3.Ensure that an inspection of the vessel is made periodically. 4.Observe weather tidal & sea conditions. 5.Notify the Master & undertake all measures if the ship drags. 6.Ensure that the state of readiness of the main engine & other machinery is in accordance with the Master's instructions. 7.Notify the Master if visibility deteriorates & comply with COLREG. 8.Ensure that the ship exhibits the appropriate lights & shapes & that appropriate sound signals are made at all times. 9.Keep constant listening watch on appropriate VHF radio channel.
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Personal safety onboard Work on board of the ship is constantly connected with the danger. The lack of knowledge, inadequate training, not understanding of processes, non-compliance with Safe Working Practices may cause different incidents. Crewmembers can be injered. Injeres may be divided Burns, Frostbite, Foreign body in eye, Injuries from falling or slipping, Head injuries, Injuries to the ear, Sprains or cuts in arms, hands or fingers, legs, feet or toes. While working, crew should wear Personal Protective Equipment. It consists of: - Helmet - Overall - Goggles - Ear Muffs/Plugs - Safety Shoes - Safety Belts In 1994 IMO adopted the ISM Code. According to this Code, every shipping company must develop the SMS, which stipulates safety procedures and risk assessment. Therefore, every vessel has a designated person who is responsible for safety. Such person is called Safety Officer. As a rule, it is a Chief Officer. For any kind of work risk assessment should be prepared and permission should be issued.
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18.ORGANIZATION OF SEARCH AND RESCUE The SAR system has 3 general levels of co-ordination: SAR coordinators – SCs; SAR mission coordinators – SMCs; On scene coordinators - OSCs; 1)SCs are the top level SAR managers. The responsibilities of SCs are: establishing, stuffing, equipping & managing the SAR system; establishing RCCs and rescue sub-center. Each state will normally have a representative of such coordinator. 2)Each SAR operation is carried out under the guidance of an SMC. Usually operation from RCC or RSC, the SMC obtains SAR facilities, plan of SAR operation and provides overall co-ordination. 3)OSCs are designated by SMC when two or more SAR facilities are working together on the same mission. Their purpose is to coordinate the activities of all participating facilities at the scene. The OSC should obtain the search action plan from the SMC from RCC or RSC as soon as possible. When developing a search plan coordinators should: - Establish a datum, which is the most probable position of a distressed craft or survivors, taking drift effect into account; - Determine the search area; - Select SAR facilities and equipment to be used; - Select a search methods and procedures. Methods of search objects: 1)Expanding Square Search (SS) – when alone vessel takes part in search. 2)Parallel Sweep Search – when two or more vessels takes part in search. 3)Sector search – also used when alone ship participates in search. At the OSC decides to stop an unsuccessful search after consultation or other assisting craft and SMC he should terminate active search, send a message to all ships in the area asking them to continue to keep a lookout.
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21. Marine Environment Protection. Now days, the environment’s pollution remains one of the global humanity problem. The pollution problem is global and embraces all of our resources. Pollution of the sea comes from many sources. One of those is disposal of untreated waste water, sewage, waste oil and oil sludge from ships, and also solid garbage, food waste. The International Convention for the Prevention of Pollution from Ships is MARPOL 73/78. There are a lot of various systems have been designated to prevent or minimize pollution. One of those, the Atlas Denmark automatic system for the treatment and disposal of waste water and sewage, oil sludge and solid garbage. This system consists of three parts: A waste water unit designed for processing all types of waste water; Incinerator for burning waste water and oil sludge; And system for the transportation of sludge. The waste water unit, type AWWU, processes grey and black waste water from toilets, galley and bathroom. This unit is designed for mechanical or chemical waste water processing and separates the waste water into a liquid and sludge. After treatment, the purified liquid may be pumped overboard or be remained in any ballast tank. The separated sludge may either be incinerated together with oil sludge or collected in a slop tank for later discharging into the open sea or into part reception facilities. Solid garbage is collected in the traditional matters in proper and plastic bags and placed in separate combustion chamber. In case of accident on board concerning to sea pollution, actions of all crewmembers should be efficient and timely to prevent any leakage from ship to sea, may be used any anti-pollution equipment: For example: absorbent materials (sand, sawdust), Squeegees, Scoops, Shovels, And empty buckets. |
12.Duties of the Deck Officers while the mooring. During the mooring operations Deck Officers are in charge of aft and forward mooring stations. Before mooring the officer must be familiar with the plan of operation and special Master’s instructions regarding it. Before commencement of mooring operations the Officer must ensure that all members of his party are properly outfitted, everyone wears safety shoos, overall, safety gloves and helmet, person who operates with winch wears safety goggles. Also he must ensure that all members of the party know their duties and code of safe working practices so they can effect accordingly during the mooring. Do not cross the steel mooring line while heaving it up. Do not stand close to a winch drum when holding and tensioning a line. Do not stand in the bight of a rope. During the mooring the Officer must act according to some principles: Of course he must follow the master’s orders especially the combination of mooring lines and which line will be sent first. As soon as the eye of the line is on bollard slack should be picked up but not tighten until the vessel is in position. Mooring is a high risk operation and watch officer first of all should provide compliance of safety requirements as he is the most experienced and competent person.
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Rule 10. Traffic separation schemes. A vessel using a traffic separation scheme shall: -proceed in the appropriate traffic lane in the general direction of traffic flow for that lane; -as far as practicable keep clear of a traffic separation line or separation zone; -normally join or leave a traffic lane at the termination of the lane, but when joining or leaving from either side shall do so at as small an angle to the general direction of traffic flow as practicable. shall avoid: - crossing traffic lanes. • but if obliged to do so shall cross on a heading as nearly as practicable at right angles to the general direction of traffic flow. • using an inshore traffic zone (excluding vessels of less than 20 meters in length, sailing vessels and vessels engaged in fishing) shall not normally enter a separation zone or cross a separation line except: • in cases of emergency to avoid immediate danger; • to engage in fishing within a separation zone. In addition: A vessel navigating in areas near the terminations of traffic separation schemes shall do so with particular caution. A vessel shall avoid anchoring in a traffic separation scheme or in areas near its terminations A vessel engaged in fishing shall not impede the passage of any vessel following a traffic lane. A vessel of less than 20 meters in length or a sailing vessel shall not impede the safe passage of a power-driven vessel following a traffic lane.
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13.Types of cargoes and their packing. Merchant ships are designed to carry cargo. This cargo may be divided into two types: bulk cargo and general cargo. Bulk cargo consists of single goods. These goods are usually carried loose. General cargo consists of a variety of goods. These goods are packed separately. The stowage of bulk cargo presents few problems. But the stowage of general cargo presents many problems, because general cargo has own type of packing and characteristics. Bulk cargo may be divided into liquid or dry bulk cargo. Liquid bulk cargo is carried in tankers. Most tankers are designed to carry crude oil or its refined products. The oil is carried in tanks. These are connected by a system of pipes to a central manifold. The cargo is pumped on board at the port of loading by shore pumps. At the port of discharge the ship pumps oil ashore. Dry bulk cargo is carried in bulk carriers. Dry bulk cargo includes grain, iron-ore, coal and sugar. It is loaded automatically by buckets on a conveyor belt system or through large tubes. It is unloaded by huge grabs on cranes or by large suction tubes. General cargo can be divided into containerized, non-containerized and refrigerated cargo. Non-containerized cargo presents most stowage problems, because each goods has own type of packaging and characteristics. Goods may be in bags, bales, cases or steel drums. |
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