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Международные конвенции и кодексы. Том №3. Учебное пособие

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МЕЖДУНАРОДНЫЕ КОНВЕНЦИИ И КОДЕКСЫ

ТОМ 3

 Примечание:

 SG: Ходовой режим. ГД контролируется на мостике, т.е.

осуществляется полный контроль.

 EM: Вахта в машинном отделении.  SB: ГД в состоянии готовности, как определено капитаном.  MM: ГД в маневренном режиме.  UMS: Безвахтенное обслуживание машинного отделения.

Капитан может делегировать свои обязанности старшему помощнику (или меняться с ним во время длительных периодов), например, при ограниченной видимости / плотном движении / в Сингапурском и Малаккском проливах / в стесненных водах / с лоцманом на борту.

Правильная организация работы мостика и формирование вахты должны обеспечить должный контроль движения судна.

Капитан не ограничивается представленными выше требованиями при принятии решения по организации работы мостика, когда, в определенных обстоятельствах и условиях могут потребоваться дополнительные меры (дополнительный вахтенный помощник) для должного контроля судовых операций, включая швартовые.

В случае возникновения каких-либо сомнений или непредвиденных изменений ВПКМ должен немедленно вызвать Капитана.

Условия вахты, в которых эксплуатируется судно, должны быть зафиксированы в судовом журнале и в плане перехода.

13.6 Masters Standing Orders

Every Master is to personally formulate his own “Masters Standing Orders”. These should contain clear specific instructions which supplement the Company

Bridge Watchkeeping Standing Orders including but not limited to:

 Minimum acceptable passing distance  Bridge Watch composition  Calling the Master  Lookout requirements and duties  Use of autopilot/manual steering  Change over of the steering gear  Safe speed  Watch handover arrangements  Operation and checks of navigation equipment  Procedures for restricted visibility  Correct use of charts  Radio communication procedures

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 Port Watchkeeping procedures  Standby and mooring operations  Navigation under pilotage  Frequency of position fixing in open sea and coastal waters  Values for the alarm, safety and contour settings on the ECDIS

These instructions should leave the bridge watchkeepers in no doubt as to actions and responses required of them by the Master. All bridge watchkeeping officers are to sign these orders to indicate understanding.

On joining each vessel the Master must insert his own Standing Orders into the Master’s Standing Orders file, and on leaving the vessel they should be removed.

13.7 Calling the Master

Вахтенный помощник капитана должен незамедлительно информировать

капитана в случаях:

 Если ожидается плавание в условиях плохой видимости (или судно попало в

такие условия)

 Если курс судна или движение других судов могут повлечь столкновение  Если при заданном курсе судна ожидаются сложности  Если судно к заданному времени судно не обнаружило берега, навигационного

знака или отличительной глубины

 Если неожиданно судно обнаружило берег, навигационный знак или

отличительную глубину

 При поломке двигателя судна, пульта управления энергетической установки,

рулевого механизма или другого оборудования первой важности, индикатора

тревоги

 При неисправности радиооборудования  При тяжелых погодных условиях, при возможности повреждения судна из-за

погодных условий

 Если судно встретит любую опасность для навигации, например, лед или

брошенное судно

 При любой другой опасности или сомнениях в ситуации  Если заступающие на вахту помощник и вахтенный матрос не в состоянии

выполнять свои обязанности должным образом

Несмотря на выше перечисленные требования вахтенный помощник не должен

колебаться в принятии незамедлительных действий для безопасности судна, его механизмов и команды, если того требуют обстоятельства

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13.8 Master’s Night Order Book

The Master is required to enter written instructions to the navigating Officers each evening when the vessel is at sea and/or at anchorage.

These instructions must be entered in the Master’s Night Order Book to ensure that the Master’s navigational requirements will be known and agreed by the Watch Officers.

The following orders should normally be included:

When the vessel is at sea:

i. Anticipated course changes

ii. Anticipated environmental conditions.

iii. Speed restrictions, if any.

iv. Important lights or landfalls to be sighted.

v. Any other information deemed necessary to enable the OOW to navigate the vessel prudently.

When the vessel is at anchor

i. Frequency of anchor bearings

ii. Notification of tugs or pilot.

iii. Readiness of machinery

iv. Security measures

v. Other

Whenever there is a precautionary zone or high traffic area that the vessel will transit, the Master must specify the exact position at which he should be called.

The “Master’s Night Instructions/Orders” shall be read, understood and signed by the OOW before assuming the watch.

13.9 Deck Log Book

The instructions contained on the inside cover of the Deck Log Book are to be complied with.

All entries pertaining to the navigation of the ship made in the Deck Log Book should be written up by the Officer of the Watch before leaving the Bridge.

All sections in the Deck Log Book should be completed where applicable.

Pertinent comments and times should be made in the ‘remarks’ section which should

include the following subjects:

 Soundings

 Weather and visibility

 State of sea and swell

 Any navigational accident occurring to ship

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 Alter course positions

 Principal details of mooring operations

 Clock changes

 Passing salient points, buoys. lightfloats etc.

 Principal manoeuvring details

 Officers rounds

 Anchor position

 Details of pilot

 Details of tugs

 Steering gear changeover (manual/autopilot)

 Battening down of ship

 Incidents of damage to hull or cargo

 Master assuming control of navigation

 All other notable occurrences.

In addition, the following are to be entered in the Deck Log Book in red ink and respective carbon copy entries to be underlined in red ink:

 Test of Emergency Steering Gear.

 Test of Bridge gear prior to standby.

 Tests required under U.S. Navigation Safety Regulations

 Masters Inspections.

 Emergency exercises/drills.

 Details of distress messages.

 Ship search for stowaways, narcotics, explosive devices.

 Instigation of any other emergency procedure.

 Pollution drills as required by Sopep Manual as well as the U.S. OPA “90

Regulations”.

13.10 Deck Movement Book

The details in section 13.8 must be entered in the movement book in full immediately as they occur when the vessel:

 Enters or leaves port, lightering areas etc.

 Is in confined or congested waters.

 Requires to deviate for medical or SAR purposes.

 Suffers a casualty or ‘near miss’ incident.

 And on all other occasions when vessel’s engines are on standby or manoeuvring

of engines is anticipated.

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Selected major points are to be extracted to the Deck Log Book as guided by 13.8. If an engine order printer is not fitted, then engine movements are to be recorded in the Deck and Engine Movement Books.

13.11 Documentary Evidence

All personnel should be made aware that in the event of a marine casualty involving the vessel, all Bridge (and Engine Room) records may be used as documentary evidence in a Court of Law. It is imperative that any corrections are made by drawing a single line through the incorrect entry, which should be initialled by the Officer making such correction.

Entries should only be corrected by the Officer who made the incorrect entry.

Under no circumstances is Correction Fluid (‘Tippex’, ‘White Out’ etc) to be used in

Log Books for correcting entries.

Bridge records which may be used as documentary evidence can include but not be limited to:

 Deck Log Book

 Movement Book

 Radar Log Book

 Compass Error Log Book

 GPS Log book

 Masters Standing Orders

 Masters Night Orders

 Engine Order Printout

 Echosounder Recorder Printout

 Course Recorder Printout

In addition the chart in use will require to be retained, in its condition at time of incident. Additional information may be added where necessary for the safety of the vessel, however no positions, markings or text of any kind should be erased from the chart. If possible the chart should be photocopied as soon as possible after the incident.

Практическое занятие

Задание № 1

Курсантам предлагается ознакомиться со следующими судовыми журналами с

их содержанием и правилами заполнения:

МЕЖДУНАРОДНЫЕ КОНВЕНЦИИ И КОДЕКСЫ

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 Deck Log Book

 Movement Book

 Radar Log Book

 Masters Standing Orders

 Masters Night Orders

Контрольные вопросы:

1 Ответственность капитана и вахтенных помощников капитана по обеспечению безопасного плавания.

2 Основные требования Company Bridge Watchkeeping Standing Orders.

3 Основные требования по обеспечению безопасного плавания, которые должен отразить капитан в the Masters Standing Orders.

4 Назначение и содержание the Night Order Book

5 Каким образом решается проблема «one person errors»?

6 Как решается проблема усталости судоводителей?

7 Что означает аббревиатура CONN?

8 Может ли состав вахты на мостике уменьшить аварийность на флоте?

9 В каких случаях вахтенный помощник обязан проинформировать и вызвать капитана на мостик?

10 Какие основные записи в Deck Log Book должен делать вахтенный помощник?

11 Перечислите основные судовые журналы, которые являются юридическим документами в случае аварии или инцидента.

Литература по практической работе:

1. Песков, Ю.А. Руководство по организации мостика для судов. В 3 т. Т. 1.:

Учебное пособие [Текст]/ Ю. А. Песков.- Новороссийск: НГМА, 2002.- 146с.

2. Песков, Ю.А. Руководство по организации мостика для судов. В 3 т. Т. 2.:

Учебное пособие [Текст]/ Ю. А. Песков.- Новороссийск: НГМА, 2002.- 132с.

3. Песков, Ю.А. Руководство по организации мостика для судов. В 3 т. Т. 3.:

Учебное пособие [Текст]/ Ю. А. Песков.- Новороссийск: НГМА, 2002.- 322с.

4. Песков, Ю.А. Системы управления безопасностью в международном

судоходстве: Учебное пособие [Текст]/ Ю. А. Песков.- Новороссийск: НГМА,

2000.- 322с.

5. Торский, В.Г. Управление судовыми экипажами [Текст]/ В. Г. Торский -

Одесса: Астропринт, 2000. - 212с. ISBN: 966-549-385-X

6. Торский, В.Г. Международные конвенции, кодексы, рекомендации ИМО и

МОТ, 3-е издание [Текст]/ В. Г. Торский - Одесса: Астропринт, 2007. - 146с.

ISBN: 966-318-656-9

7. Торский, В.Г. Применение международных конвенций на борту судна [Текст]/

В. Г. Торский - Одесса: Астропринт, 2005. – 208 с. ISBN: 966-318-418-3

МЕЖДУНАРОДНЫЕ КОНВЕНЦИИ И КОДЕКСЫ

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8. Принципы безопасного состава экипажей судов. Резолюция А.890(21) с

поправками / СПб: ЦНИИМФ -2004. -36 с.

9. РШС 89 Рекомендации по организации штурманской службы на судах / СПб:

ЦНИИМФ -1999. - 152 с.

10. Стадниченко, С.М. Организация вахт - залог безопасности (Watch -

Arrangement). [Текст]/ С.М. Стадниченко - Одесса: Астропринт, 2006.- 116 с.

11. Стадниченко, С.М. Человеческий фактор на море. Bridge Resource

Management (рус./англ.). [Текст]/ С.М. Стадниченко - Одесса: Астропринт,

2003.- 192 с.

12. Стадниченко, С.М. Управление командой и ресурсами мостика. Bridge Team

& Resource Management (рус./англ.). [Текст]/ С.М. Стадниченко - Одесса: ТЭС,

2007.- 212 с.

13. Bridge Procedure Guide [Text] : [The International Chamber of Shipping (ICS)] :

fourth edition – London.: Marisec Publications, 2007.- 114 p.

14. Guidelines on fatigue [Text] : IMO : 2001 edition – London.: IMO publication,

2001.- 122 p. ISBN 92-801-5128-2.

15. Swift, A. J. Bridge team management [Text] / Capt. A. J. Swift. - [second edition]. -

London.: The Nautical Institute, 2004. – 118 р. ISBN 1-870077-66-0.

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ПРАКТИЧЕСКАЯ РАБОТА № 14

«TANKER OPERATIONS PROCEDURES»

Учебные вопросы:

14.1 Relevant Procedures, National Requirements, Maritime Compliance

14.2 Cargo plans

14.3 Oil Record Book

14.4 Control of operations

14.5 Familarization

14.6 Check Lists

14.7 Safe Condition of Loading

14.8 Maintenance of Records

14.9 Noting Protest

14.10 Notice of Readiness

14.11 Crude Oil Washing

14.12 Ballast Operations

14.13 Inert Gas Procedures

14.14 Testing of Cargo Pumps, Cargo Systems prior to Discharge

14.15 Inspection of Tanks and Spaces

14.16 Duties of the OOW

14.17 Records and Cargo Documentation

14.1 Relevant Procedures, National Requirements, Maritime Compliance

These operations procedures should be followed at all times in conjunction with the

vessels particular cargo, COW and I.G. manuals. In addition the ‘International Safety Guide for Oil Tankers and Terminals’ (ISGOTT) is to be construed as an integral part of this

manual and the operating procedures and recommendations contained within are to be strictly adhered.

Company vessels will also adhere to all I.M.O., Classification Society, ‘M’ notices

and Flag State regulations pertaining to the carriage of oil by sea going vessels.

It is the policy of the Company to comply with all pertinent national statutory and regulatory requirements where Company offices are located and where Company ships operate. Tankers operating in United States waters must have a valid Tank Vessel Examination Letter of Compliance issued by the United States Coast Guard. They must maintain a valid IOPP Certificate and are subject to port state control examinations.

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Whilst safety of personnel and ship must always be paramount, all procedures must ensure efficient operation which gives due regard to both the safety and the commercial considerations of the operation. To this end the utmost diligence must be exercised in ensuring that charterers requirements are closely adhered to, particularly regarding cargo tank preparation, cargo uplift, segregation, discharge and the prosecution of the voyage.

14.2 Cargo plans

Prior to any oil transfer operation a clear, detailed plan of cargo, ballast, COW and stripping operations should be drawn up covering all aspects of each particular operation. This plan should also have allowance for any changes which may occur during the transfer and have various contingency/alternate plans amended to it.

These plans should be made out by the Chief Officer after consultation with the Master and submitted to him for his approval.

The plans should be prepared in conjunction with the vessels computerized loading program to ensure that the vessel remains within the limiting stress parameters throughout the operation.

Details of plan contents will be covered in relevant sections of this manual but as a minimum must include the following information:-

a) Quantity and grade of each parcel

b) Density, temperature and API

c) A plan showing the distribution of the oil(s)

d) Lines and pumps to be used in the transfer.

e) Transfer rates and maximum allowable pressures

f) Critical stages of the operation.

g) Any notices required for a change of rate.

h) Venting arrangements and requirements.

i) Stability and stress information

j) Drafts and trims

k) Ballast operations.

l) Emergency stop procedures

m) Emergency spill procedures and spill containment.

n) MDS and hazards of the particular oil(s).

o) Initial start up rates.

p) Crude oil washing procedures

q) UKC limitations.

r) Line draining

All cargo and ballast operations, including contingency measures, are to be thoroughly and sequentially planned to produce a detailed cargo plan for use by all shipboard personnel.

All officers and crew members, including those in the Engine Room department, who will be involved in the transfer operation should be given a copy and told to familiarise

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themselves with the contents, prior to the start of any operation. The cargo plan must be signed by the Engine Department involved personnel.

Any queries about the plan or any abnormality which it may contain should be discussed prior to the plan being finalised and implemented.

It is very important that a copy of the operational plan is available in the Cargo Control Room (C.C.R.) and Engine Control Room (E.C.R.) throughout any operation, including tank-cleaning and ballast changing operations. The Master should also be given a copy of the operational plan. Such copies should be clear and concise so that if, due to unforeseen circumstances, the Chief Officer is indisposed for any reason then the other

members of ship’s staff can take over without any untoward delay.

The vessel’s Masters have to continuously monitor cargo operations planning and

execution, identify areas for improvement and take immediate actions if required.

14.4 Control of operations

Chief Officer is responsible to the Master for the correct handling and segregation of cargo and ballast, the setting of lines and valves, control of pumps, and operation of the Inert Gas System. He should also be responsible for tank-cleaning, gas-freeing and any other tank preparation.

Full written instructions for any operations to be carried out are to be given to the O.O.W. before cargo related operations.

It is a Company requirement that cargo and vapour line setting for any cargo

operation is undertaken under the direct supervision of the Chief Officer. However,

prior to any cargo operations commencing vessel’s cargo/vapour system (line up)

shall be independently checked by Watch Officer and same is noted in cargo Log Book.

The Officer of the watch is responsible for ensuring that the Chief Officer’s

directions concerning the setting of valves and the conduct of operations are maintained during his watch. It is essential that following any operations concerning valves, subsequent ullage checks are made to ensure that the action taken has had the desired effect, particularly that the flow of cargo ballast into fully or partly loaded tanks has ceased, and that other tank ullages remain unchanged.

The Officers of the watch should always follow the Operation Plan prepared by the Chief Officer and approved by the Master. Hourly rate of loading, discharging, ballasting or de-ballasting operation to be checked, logged and verified same as cargo plan.

The Officers of the watch should always monitor stability and stresses every hour on the Loading Computer and in conformance with cargo plan. They must at least once every four hours compare the Loading Computer’s drafts with the actual, by visual observation.

All national requirements concerning cargo operations must be complied with. Individual ship Oil Transfer Procedures (OTP) required by the U.S. Coast Guard and approved as a part of the issuance of U.S. Tank Vessel Letter of Compliance should reflect these requirements.

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