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 provided there are well-qualified operators on board. In accordance with the Radio Service Regulations the ITU List of Radio-determination and Special Service Stations must be included into the ship’s Radio Documentation. This publication lists commercial and Government radio stations which provide free medical message service to ships. These messages are normally delivered to RCCs, hospitals or other facilities with which the communication facility has made prior arrangement. RCCs forward these messages to SAR services which provide either radio medical advice or immediate evacuation of the casualty. SAR personnel contain well-qualified doctors trained in accordance with special program for medical treatment and evacuation at sea. There are several enterprises in some States which provide subscription and pay-per-use medical advice to vessels at sea. 1) The best known medical advisory service is Centro Internazionaie Radio-Medico in Rome, Italy. It provides round-the-clock medical assistance and advice service by radio for sailors of any nationality anywhere on the high seas. The service is free of charge. Radiotelephone calls are also free. The Centre has arrangement with authorities concerned and can transport the sick or injured by air and sea in the Mediterranean to adjacent hospitals. The messages should be prefixed with =MEDRAD=. 2) There is also INMARSAT system which is available for communication concerning medical advice and assistance through the Coast Earth Stations. There are two such stations: one of them covers the Atlantic Ocean Area and another one covers the Pacific Ocean Area. Messages may be addressed to the US Coast Guard RCC. They should be prefixed with “MEDICO” and signed by the Master. The US Coast Guard RCC will promptly forward the messages received via INMARSAT to the medical facilities for action. On the base of the message necessary treatment will be decided upon by the medical staff and suitable instructions will be transmitted as soon as possible. Such messages should state briefly and clearly the symptoms of the affected person. During radio consultation all advice and directions of the doctor should be clearly understood and fully recorded. Telephone calls from ships to doctors are considered to be regular telephone calls in accordance with legally tariffs. No charge, however, is made for a call to US Coast Guard RCC when the ship states that there is a threat to safety of life or property at sea. The follow information should be ready when requesting Radio Medical Advice: · Routine particulars about the ship · Routine particulars about the ship · Particulars of the illness/History of the injuries · Results of examination of the ill person · Diagnosis (to your mind) · Treatment (first aid and other) · Problems
| 2. Duties of the cargo officer 1. Before arrival at the port of loading: · does everything to make the ship seaworthy · inspects how clean the hull is · checks for structural defects · convenes pre-arrival meetings for the crew involved into cargo operations · forwarding the Notice of Readiness properly completed to the Agent duly 2. On arrival at the port of loading: · secures the ship against theft · ensures restrict access · escorts visitors · oversees the activities of stevedores · prepares Cargo and Ballast Plans · considers the consequences before changing these planes · fills the Statement of Facts. 3. During the loading: · takes measures for preventing damage to various kinds of cargo through their contact, proximity in a stow and rotation of ports. · inspects the cargo before loading · records obvious defects · issues Letters of Protest to those responsible · instructs stevedores and foremen as to the proper stowage of goods 4. Establishing quantity of cargo: · keeps security tight · produces accurate tally · makes own measurements · considers sealing holds · preventing damage either to the cargo or to the ship through their negligent handling · ensures Mate’s Receipts or B/L show the actual quantity of loaded cargo and there are properly drawn up · knows what the owners want to do ship and shore disagree 5. In loaded voyage: · inspects the stowage if possible · sounds bilges regularly · follows carriage instructions · maintains appropriate temperatures and ventilation when necessary · makes appropriate remarks about weather, sea conditions, changes to planed course and speed 6. On arrival at the port of discharge: · supervises all stages of discharge · demands original Bs/L before discharging and contacts the Shipowner if Bs/L are not produced · establishing of the quantity of cargo discharged as careful as when loading · deals with the same officials as when loading · records cargo damage and asks for Club correspondence to call a surveyor · notes any circumstances after discharging which could lead claims against a ship · fills the statement of facts
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3. CAUSES OF DAMAGE TO CARGO. I’d like to tell you about the problem which very often takes place in maritime practice. It’s the problem of damage to cargo. The damage to cargo may occur on several stages of its transportation from warehouses of the Shipper to the warehouses of Consignee. The responsibilities of Shipmaster and the C/O are to receive the cargo in good condition, to ensure the safe carriage and to hand over the cargo in the same condition at the port of destination. They should also take appropriate measures to protect the vessel’s interest when the cargo is damaged through no fault of their. The main cause of damage to cargo is lack of care in handling. There are several example of damage owing to bad handling: 1. Inefficient and improper slinging. It may result in chafing, breaking and crushing of the goods. Heavy cases should not be slung with light cases. For each type of cargo the appropriate type of slings should be used. In all cases of slinging due attention should be given to the weight of the cargo in the sling. Excessive loads cause undue stress which apart from damage to lifting gear, may also result in crushing packages at the bottom and sides of the sling. 2. The use of cargo hooks: The hooks mustn’t be used with any baled cargoes, bagged cargoes and drums of liquids. 3. Lack of care in stowing: Incorrect use of wooden dunnage, unsuitable space allocation of cargo, insufficient attention paid to the type of cargo being loaded.are potential factors causing damage from this source. Heavy bulky packages stowed over and with fragile packages will produce undue stress upon the latter and, with the motion of the ship, may cause them to collapse. Light packages should be stowed on the top of each other. Improper prepared cargo spaces may also become the cause of damaged cargo which may be wetted, stained and so on. 4. Cargo gear: Much damage to cargo results from slings contacting with hatch-coamings bulwarks and obstructions within a hold. This is due to careless winch work. It is important to prepare and check the cargo gear before handling. To avoid the damage from this source all gear must be regularly lubricated, all wires and ropes must be in good conditions. In no circumstances should a derrick be overloaded. The jerky changes of winch rate should be avoided.
Sometimes the effect of damage is not immediately apparent it may begin to show during the voyage therefore it’s so important to check the cargo condition constantly. It’s necessary to look after the proper securing of the cargo and the sounding of hatches. As a result of bad sounding cargo may be wetted. The deck cargo may be wetted due to improper covering. It is also necessary to support appropriate ventilation and temperature regime as well as look after the sounding of bilges and pipes in the cargo holds.
The above-mentioned causes mainly belong to the general cargo vessels. As to the other types of ships the causes of damage to cargo may differ. It depends on the type of cargo carried. The main responsibility of the crew is to comply with technology of carriage for certain class of cargo.
| 4. Main principles of fire fighting The following must be considered by the emergency squad when tackling an accommodation, storeroom or galley fire: · The speed with which the fire is tackled is of the utmost importance. · The accommodation will probably fill with smoke – breathing apparatus will be necessary as will protective clothing. · Water spray will be used. · Knowledge of the accommodation layout is essential – the fire fighters will be operating “blind”. · Ventilation fans should be stopped and fireflaps closed. · Electrical currents should be isolated to avoid the danger of water acting as a conductor on “live” circuits. · Fire fighters will always operate in pairs. · Boundary cooling is essential. Every fire has six sides! The Chief Officer will keep the Master informed of the situation and progress in fighting the fire, by VHF. The engine room is a high risk area with most of the combustible materials being class B (oil). Although a fire may start from an electrical source, it will, if unchecked, very likely spread to oils and fuels. Foam is the best fire fighting medium to fight an oil fire and the emergency squad will proceed to the scene of a fire in the engine room with the portable foam making equipment. If an outbreak of fire occurs when the engine room is manned, the person who discovers should, after raising the alarm, try and extinguish it, using the nearest portable appliance. If, however, the fire is too large to be tackled in this way, personnel in the engine room should first assemble in the control room where the senior officer will decide whether an attempt should be made to tackle the fire with hoses and foam or whether the engine room should be evacuated. He will also contact the bridge by telephone. Needless to say such decisions and necessary actions must be taken quickly. If the fire indicated in the engine room when it is in unmanned condition, the duty engineer must on no account proceed there on his own. Instead he will report to the emergency headquarters. The fire fighting team will be formed by members of the emergency squad under the direction of the second engineer. The chief officer will take charge of supporting operations such as: · arranging the supply of additional equipment and foam compound; · taking such actions as are necessary to prevent the spread of fire outside of the machinery spaces; · arranging the evacuation of any casualties. The chief engineer will take all the responsibility for the situation and will keep the master closely informed. He will assess whether the fire can be contained by means of portable appliances or whether activation of CO2 or foam system is necessary, and will advise the master accordingly. The chief engineer will also ensure that emergency stops, fuel trips, etc. have been activated as the situation may require, and that emergency power and fire pump have been started. In the event of fire in the cargo pumproom the CO2 or foam system should be activated without delay, after ensuring the space is battened down and all ventilation closed down. The possibility that the common bulkhead between the pumproom and the engine room may have been ruptured as a result of an explosion must be considered when releasing the CO2 and engine room personnel should be warned to keep well clear of the area unless wearing breathing apparatus. Heat transmission through the bulkhead may be considerable and boundary cooling should be commenced without delay.
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5. PRINCIPLES OF STOWAGE
Stowage is the placing of cargoes either in ship’s holds or on her deck. There are five main principles of stowage: 1. Safety of ship that is maintained by her stability and seaworthiness. Seaworthiness is the vessel fitness to withstand the action of the sea, wind and weather. Stability is the property of a ship by which it maintain the position of equilibrium or returns to that position when a force that has displaced it ceases to act. This item should be ensured by the Cargo Officer who draws up stowage plan and makes all necessary calculation to assess the risk of capsizing. Cargo must be stowed and fastened reliably to avoid shifting if the ship rolls and pitches during the storm. 2. Safety of cargo that are the measures to be taken to protect cargo from damage, loss or deterioration and to ensure its “sound delivery”. This item must be ensured by reliable fastening the cargo that prevents possible damage from chafing, breaking and crushing. It’s also very important that the technology of carriage for the certain cargo is complied during the voyage. It should be bear in mind that incompatible cargoes shouldn’t be placed together. Special attention should be paid to the stowage of barrels. For this kind of cargo bottom stowage is preferable in order that leakage may find access to the bilges without risk of damage to other cargo. Light cargoes should be stowed on top of heavy ones, the latter being given bottom stowage. 3. Effective use of cargo space The “broken stowage” must be avoided. “Broken stowage” is a term expressing space which is lost and unoccupied by cargo between and round the packages; space occupied by dunnage; space at sides, ends and of top of cargo. This loss of space varies according to the nature of the cargo carried. It can be avoided by: · Compactness of stowage; · Selecting packages which by their sizes and form are suitable for filling the broken stowage; · Always keeping a supply of such packages specially shipped for this purpose; · Specially selecting of cargo suitable for filling beam spaces.
4. The highest possible rate of port speed that is the rate at which the vessel is capable to load or discharge her cargo. Measures should be taken to make every consignment easily accessible should the goods be consigned to several ports and consignees. So stowage plan should be drawn up carefully. 5. Safety of the crew and stevedores Necessary precautionary measures should be taken by all members involved in cargo operations. Chief Officer must instruct in details all personnel of his crew involved in cargo operations as to safety measures. He should also supervise the whole process of loading or discharging.
| 6. TOWING ON THE HIGH SEAS The act of drawing through water a vessel, which is for some reason not using her power, or a non-propelled craft is called towing. Towing is performed by a specially designed craft with specific equipment on board. Such craft is called tug-boat. It either pulls towed vessel by means of the tow hawser with the towed vessel astern, or proceeds together with the towed vessel which is made fast alongside, or pushes her forward. Vessels may need towing both in ports and on the high seas. I’d like to tell you about towing on the high seas. Depending on the prevailing circumstances such towing may be planned or emergency. In a planned tow, the procedures to be adopted should be agreed with the towing master who, knowing the capabilities and the type of equipment available to him, can suggest a towing arrangement that will best suit the intended voyage Emergency towing may be required when a vessel cannot be kept under control or becomes disabled due to some failure of her steering gear, broken engine or as a result of an accident at sea or in other navigable waters. In an emergency tow, account should be taken of the size, horsepower and manoeuvrability of the tug-boat when deciding upon the towing arrangement which, due to the circumstances, may be unconventional. In the above circumstances special salvage vessels or ocean going tugs standing by at their stations all other the world and all night and day will immediately come out to render necessary assistance and tow the casualty into the nearest port for repairs. Ocean-going tugs are specially designed and outfitted for performing salvage work in relatively remote areas. As a rule they are 46-76m length and their engines have effective capacity of 5000-10000h.p. The number of the crew is various and usually includes specially trained personnel such as divers, pumpmen, engineers and so on. The length of towing line depends on the type of vessel being towed and is not less than 300m. Duration of towing ranges from several hours to several days. Besides towing facilities, ocean-going tugs carry special portable salvage equipment such as pumps, compressors, diving gear, patching materials, beach gear, fire-fighting implements and cargo handling gear. PREPARATIONS FOR TOWTNG Once the Master has decided that he requires the assistance of a towing ship, he should immediately begin to plan the possible methods of making the towing connection. Master of the damaged vessel should decide whether she should be towed from the bow or the stern to minimize further damage. Early communication should be established with the towing ship to exchange information and to decide what preparations should be made on the ship to be towed. This may include preparing the spare tow hawser for use or breaking the anchor cable on deck or having proper shackles and chain available for use with a towing bracket. When deciding upon the towing arrangement, the tendency to yaw by the ship to be towed should be excluded, because it will cause undue stress upon the tow hawser and it can part. To minimize the risk of parting the tow line may be by lowering the ship's anchor and cable a little way and connecting the tow line directly to the cable. If the towing ship is an ocean-going tug, the tug master is most likely to prefer to have his own towing pendant attached to the distressed ship. If time allows, the tug master will incorporate into his towline a length of chain where the connection leads through the fairlead of the ship to be towed. The fairleads must be chosen in order to provide a smooth guide for the towline in various directions. CONNECTING THE TOW. Radio communication should be maintained during the connecting up operation. Initial connection between the ships will normally be made by passing a light line, such as a heaving fine, and using this to take on board a messenger, which in turn will be used to pass a wire between the ships. Should it is impossible to lift the tug's towing gear on board due to lack of steam or high freeboard, or for other reasons, it may be practicable to lower the anchor and several shackles of cable so that the towing line may be connected directly to the cable. A light line and subsequent heavy messenger may be passed back to the tug, where after the chafe chain is heaved up to the towing point on the disabled vessel. The tow line may be secured on board the disabled ship in one of several ways, for example by either turning up on two or more sets of bitts or securing in a towing bracket or a chain stopper. . COMMENCING TOWING Before commencing the tow continuous radio communication should be established between the ships. No action should be taken in regard to navigation or engine manoeuvres by either master without first informing the other. If it is available, the ship's steering gear, properly used in conjunction with the tug, will also help the manoeuvre and assist the tow to steady on the required course. If the disabled ship's steering gear cannot be used, the rudder should, where possible, be secured amidships this will minimize any damage that could be caused by the rudder slamming in heavy seas.
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7. Navigation in narrows with TSS Voyages are not always performed on high seas far from off-shore dangers. Ships have often to shape their course close to the coast, among all kinds of natural and man-made obstructions to navigation. A typical example of this kind of sailing is navigating a vessel in narrows. Nowadays to facilitate sailing in congested waters TRAFFIC SEPARATION SCHEMES have been introduced in a good number of narrows. When navigating in narrows with TSS the principles of Rule 10 of COLREG should be complied with. In accordance with this rule: 1) A vessel using a traffic separation scheme shall: · proceed in the appropriate traffic lane in the general direction of traffic flow for that lane; · so 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. 2) A vessel shall so far as practicable 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. 3) A vessel shall not use an inshore traffic zone when she can safely use the appropriate traffic lane with the adjacent traffic separation scheme. However, vessels of less than 20 meters in length, sailing vessels and vessels engaged in fishing may use the inshore traffic zone. A vessel may also use an inshore traffic zone when on route to or from a port, offshore installation or structure, pilot station or any other place situated within the inshore traffic zone, or to avoid immediate danger. 4) A vessel other than a crossing vessel or a vessel joining or leaving a lane 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. 5) A vessel navigating in areas near the terminations of traffic separation schemes shall do so with particular caution. 6) A vessel shall so far as practicable avoid anchoring in a traffic separation scheme or in areas near its terminations. 7) A vessel not using a traffic separation scheme shall keep so far as practicable from it. 8) 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. VLCCs and other large vessels are to sail along specified DEEP-DRAUGHT ROUTES. The recommended traffic lanes are shown on plans and nautical charts. .
| 7 N AVIGATION IN NARROW WITH THE TRAFFIC SEPARITION SCHEME.
Rule 10 Traffic Separation Schemes
(а) This Rule applies to traffic separation schemes adopted by the Organization and does not relieve any vessel of her obligation under any other Rule. (ИМ 8434/88). (b) A vessel using a traffic separation scheme shall: (b) Судно, использующее систему разделения движения, должно: (i) proceed in the appropriate traffic lane in the general direction of traffic flow for that lane; (ii) so far as practicable keep clear of a traffic separation line or separation zone; (ii) держаться, насколько это практически возможно, в стороне от линии разделения движения или от зоны разделения движения; (iii) в общем случае входить в полосу движения или покидать ее на конечных участках, но, если судно покидает полосу движения или входит в нее с любой стороны, оно должно делать это под возможно меньшим углом к общему направлению потока движения. (c) A vessel shall so far as practicable 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. (c) Судно должно, насколько это практически возможно, избегать пересечения полос движения, но если оно вынуждено пересекать полосу движения, то должно делать это, насколько возможно, курсом под прямым углом к общему направлению потока движения. (d) (i) A vessel shall not use an inshore traffic zone when she can safely use the appropriate traffic lane with the adjacent traffic separation scheme. However, vessels of less than 20 metres in length, sailing vessels and vessels in fishing may use the inshore traffic zone. (d) (i) Судно не должно использовать зону прибрежного плавания, когда оно может безопасно использовать соответствующую полосу движения в прилегающей системе разделения движения. Однако суда длиной менее 20 м, парусные суда и суда, занятые ловом рыбы, могут использовать зону прибрежного плавания. (ii) Notwithstanding sub-paragraph (d) (i), a vessel may use an inshore traffic zone when on route to or from a port, offshore installation or structure, pilot station or any other place situated within the inshore traffic zone, or to avoid immediate danger. (ИМ 7875/90) (ii) Независимо от предписаний подпункта (d) (i) судно может использовать зону прибрежного плавания, следуя в порт, к морской установке или сооружению, лоцманской станции или какому-либо другому месту, которые находятся в пределах зоны прибрежного плавания, или от них, или для избежания непосредственной опасности. (ИМ 7875/90) (e) A vessel other than a crossing vessel or a vessel joining or leaving a lane shall not normally enter a separation zone or cross a separation line except: (e) Судно, если оно не пересекает систему разделения движения, не входит в полосу движения или не выходит из нее, не должно, в общем случае, входить в зону разделения движения или пересекать линию разделения движения, кроме: (i) in cases of emergency to avoid immediate danger; (i) случаев крайней необходимости для избежания непосредственной опасности; (ii) случаев, когда это связано с ловом рыбы в пределах зоны разделения движения. (f) A vessel navigating in areas near the terminations of traffic separation schemes shall do so with particular caution. (f) Судно, плавающее вблизи конечных участков систем разделения движения, должно соблюдать особую осторожность. (g) A vessel shall so far as practicable avoid anchoring in a traffic separation scheme or in areas near its terminations. (g) Судно должно, насколько это практически возможно, избегать постановки на якорь в пределах системы разделения движения или вблизи от ее конечных участков. (h) A vessel not using a traffic separation scheme shall avoid it by as wide a margin as is practicable. (h) Судно, не использующее систему разделения движения, должно держаться от нее на достаточно большом расстоянии. (i) Судно, занятое ловом рыбы, не должно затруднять движение любого другого судна, идущего в полосе движения. (j) Судно длиной менее 20 м или парусное судно не должно затруднять безопасное движение судна с механическим двигателем, идущего в полосе движения. (k) A vessel restricted in her ability to manoeuvre when engaged in an operation for the maintenance of safety of navigation in a traffic separation scheme is exempted from complying with this Rule to the extent necessary to carry out the operation. (k) Судно, ограниченное в возможности маневрировать, когда оно занято деятельностью по поддержанию безопасности мореплавания в системе разделения движения, освобождается от выполнения требований этого Правила в такой степени, в какой это необходимо для выполнения этой деятельности.
(1) A vessel restricted in her ability to maneuver when engaged in an operation for the laying, servicing or picking up of a submarine cable, within a traffic separation scheme, is exempted from complying with this Rule to the extent necessary to carry out the operation. (1) Судно, ограниченное в возможности маневрировать, когда оно занято работами по прокладке, обслуживанию или поднятию подводного кабеля в пределах системы разделения движения, освобождается от выполнения требований этого Правила настолько, насколько это необходимо для выполнения этих работ.
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8. CONDUCT OF VESSEL IN RESTRICTED VISIBILITY In accordance with International Convention on STCW when restricted visibility is encountered or expected the first responsibility of the OOW is to comply with the relevant rules of COLREGs with particular regard to the sounding of fog signals, proceeding at a safe speed and having engines ready for immediate maneuvers. The Master shall inform the Deck Officer of circumstances that shall be considered “restricted visibility”. All Deck Officers must understand completely the Master’s requirements of actions to be taken in restricted visibility, and as set forth in the Master’s Standing Orders. When visibility diminishes to the point set by the Master, the OOW shall additionally: · Inform the Master immediately; · Post a proper lookout/helmsman as required; · Exhibit navigation lights; · Operate and use radar. When navigating in restricted visibility the principles of Rule 19 of COLREGs should be complied with. Rule 19 applies to vessels not in sight of one another when navigating in or near an area of restricted visibility. In accordance with this Rule: · 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 maneuver; In reduced visibility the best way to assess the threat of collision is by monitoring the radar. The capabilities and limitations of radar should be taken into account. A vessel which detects by radar alone the presence of another vessel shall determine if a close-quarters situation is developing or risk of collision exists. If so, she shall take avoiding action in ample time. If such action is an alteration of course she shall so far as possible avoid: · 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. Every vessel which hears apparently forward of her beam the fog signal of another vessel and the risk of collision exists or vessel which cannot avoid a close-quarters situation with another vessel forward of her beam shall reduce her speed to minimum at which she can be kept on her course. She shall if necessary take all way off and in any event navigate with extreme caution until risk of collision is over.
| 8 Conduct of vessels in restricted visibility. Rule 19. Conduct of vessels in restricted visibility. (a) This Rule applies to vessels not in sight of one another when navigating in or near an area of restricted visibility. (b) 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 manoeuvre. (c) Every vessel shall have due regard to the prevailing circumstances and conditions of restricted visibility when complying with the Rules of section I of this part. (d) 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 when such action consists of an alteration of course, so far as possible the following shall be avoided: (i) an alteration of course to port for a vessel forward of the beam, other than for a vessel being overtaken; (ii) an alteration of course towards a vessel abeam or abaft the beam. (e) Except where it has been determined that a risk of collision does not exist, every vessel which hears apparently forward of her beam the fog signal of another vessel, or which cannot avoid a close-quarters situation with another vessel forward of her beam, shall reduce her speed to the minimum at which she can be kept on her course. She shall if necessary take all her way off and in any event navigate with extreme caution until danger of collision is over.
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9. ACTIONS TO AVOID COLLISION Each navigator should be ready in any unforeseen situation to assess the risk of collision and to take necessary actions to avoid it. Such situation can be encountered everywhere: at open sea, in coastal waters, in harbor area, in narrows and so on. So navigator should know clearly what action to take and what action will be the most effective to avoid collision or close-quarters situation in concrete case because when a critical situation develops there is no time to consult the rules and there is no guarantee that VHF call to an unidentified vessel will be answered. In accordance with Rule 7 of COLREGs: 1) Every vessel shall use all available means appropriate to the prevailing circumstances and conditions to determine if the risk of collision exists. If there is any doubt such risk shall be deemed to exist. 2) Proper use shall be made of radar equipment if fitted and operational, including long-range scanning to obtain early warning of risk of collision and radar plotting or other equivalent observations. 3) Assumption shall not be made on the basis of scanty information, especially scanty radar information. 4) In determining if risk of collision exists it shall be taken into account that: · Such risk shall be deemed to exist if the compass bearing of an approaching vessel does not appreciable change; · Such risk may sometimes exist even an appreciable bearing change is evident, particularly when approaching a very large vessel or a tow or when approaching a vessel at close range. In accordance with Rule 8 of COLREGs any action to avoid collision shall be positive, made in ample time and with due regard to the observance of good seamanship; · Any alteration of course and speed to avoid collision shall be large enough to be readily apparent to another vessel observing visually or by radar; · A succession of small alteration of course or speed should be avoided because it’s will be difficult for another vessel to determine such alteration at once; · If there is a sufficient sea room, alteration of course alone may be the most effective action to avoid close-quarters situation provided that it is made in good time, is substantial and does not result in another close-quarters situation; · It is of special importance that action taken results in passing at a safe distance. A navigator should control the situation until the other vessel is finally past and clear; · If necessary to avoid collision or allow more time to assess the situation a vessel should slacken her speed or take all way off by stopping or reversing her means of propulsion; · A vessel which is required not to impede the passage or safe passage of another vessel shall, when required by the circumstances of the case, take early action to allow sufficient sea room for the safe passage of the other vessel. A vessel which is required not to impede the passage or safe passage of another vessel is not relieved of this obligation if approaching the other vessel so as to involve risk of collision and shall comply with the Rules of Part B of COLREGs. When two vessels are approaching one another so as to involve risk of collision a vessel the passage of which is not to be impeded shall also comply with the Rules of Part B of COLREGs.
| 10. PROCEDURE OF BRINING A SHIP TO ANCHOR When vessels cannot proceed directly to their allocated berth due to temporary insufficient depth of water and lack of available mooring berths they may anchor either in the open roadstead or in the inner harbor, where they may also make fast to mooring buoys. In case of anchoring in the inner harbor ships anchor at the allocated anchoring berths recommended by the pilot or port authorities in accordance with the local regulations. Anchorages in the outer roadstead are as a rule indicated on the charts and in the Pilot book. Vessels may use for lying at anchor the places allocated specially for anchoring. Such anchorages must meet the following requirements: · It should be sheltered from winds and seas; · Anchorage should be situated far off the ship's routes, fairways, underwater cables and pipelines, as well as other ships riding to anchor; · Anchoring place should have a good holding ground. It is not recommended to use the anchorages with the hard nature of the bottom such as rocks, stone, shells and corals. The good holding grounds are sand, clay, silt, mud and gravel. The mud grounds are preferable, because then the holding of the ship is possible; · Anchorage should also have sufficient swinging room and safe approaches; · Minimum depth of anchoring place depends on the ship's draught, height of waves and can be estimated by using the following formula: Hmin=1.2dmax+0,7Hwave ; The preferable depth of anchorage is 20-30 meters. It is not recommended to use anchorages with the depth more then 100 meters. The intended anchoring berth should be studied carefully and the plan of anchorage approach and maneuvering should be drawn up. When local rules require before anchoring the Watch Officer is to communicate with the port authorities or traffic service to report about his ship's arrival and specify the time of anchoring and berth's location. The Watch Officer prepares light and sound signaling warning devices and sends the boatswain to prepare the anchor gear. The anchor gear consists of the anchors with anchor chains, windlass, cable locker, spurling pipe, hawse-pipe and cable stoppers. The cable comes up from the cable locker, through the spurling pipe, over the gypsy on the windlass, through the stopper and down through the hawse-pipe. Preparing the anchor gear to use the boatswain eases off the chain and screw stoppers, uncovers the windlass, takes off the hawse bucklers. Having disconnected the gypsy he checks the work of windlass. In the approaches to the anchoring berth the Watch Officer notifies the Master and the Watch Engineer, checks the communication with the engine room and the forecastle. He switches on the echo sounder and he must use a large-scale chart. Before anchoring the vessel should reduce her sea speed to a maneuvering one. Procedure of bringing a ship to anchor is effected under the supervision of the Shipmaster. While anchoring the Watch Officer checks the ship's position and keeps a constant sharp lookout. Anchors are let go by means of the windlass operated by the boatswain who is to be on the forecastle while anchoring. When operating the windlass he should stand behind the anchor gear and sometimes behind the special plastic glass. It's necessary because when the cable runs out through the spurling pipe the air fills with flying particles of rust. Also the boatswain is to have a helmet on his head when working with the anchor gear. The boatswain maintains a constant communication with the bridge and complies with Master's or Watch Officer's orders. 1) First of all the Master makes an order: “ get the port, starboard or both anchors ready to let go”. The number of anchors dropped depends on force of wind, strength and set of tide, nature of holding ground and depth of water. It is recommended to slack away the anchor to the water before dropping especially after a long voyage. Before bringing a vessel to anchor her speed must be decreased to slow. If there is a strong wind it is necessary to bring her head up onto the wind. In case of a strong tidal stream or current the ship should be stem the current. 2) When the ship is near her intended anchoring place her engines are stopped, and, if necessary, should be worked astern to run off her headway. Then vessel is given a little sternway with the engine and one anchor is dropped. The Master orders: "Let go the anchor" or "drop the anchor" and the boatswain slacks the chain away. 3) When the length of the cable paid out is nearly equivalent to double depth the Master orders: "hold on the chain". The boatswain secures the break, connects the chain gear with the windlass and then the anchor chain is slacked away slowly, shackle by shackle, by means of the windlass. The Master orders to slack away a definite number of shackles. The boatswain constantly reports how many shackles are under water and how the chain looks. The length of the chain paid out depends on the depth of water at the anchorage, force of wind, tide and current. When the proper length of the chain is paid out Master orders to hold on the chain. When the chain is brought up, that is when the vessel has come to rest in water, the brake is set as tight as possible. After the ship has been anchored the Watch Officer takes anchorage bearings and soundings and makes corresponding entries in the log book. He plots the ship's position on the chart. The boatswain switches off the power of the windlass, disconnects the chain gear and in the day time, he must hoist the black ball on the forecastle. In the night time the Watch Officer switches on the anchor lights. Then the vessel's position at the anchorage must be charted and checked periodically by the Watch Officer.
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11. PILOTAGE SERVICE. PILOTAGE PROCESS. The process of entering or leaving almost any port in the world requires great skill and attention on the part of the navigator because a good many of ports are situated in inner waters difficult of access. As to the Masters who have to take the vessel into a port for their first time they usually don’t know bye-laws and peculiarities of the pilotage area. Therefore a special service has been established in every maritime country in order to render assistance to vessels in port and coastal waters navigation. Pilotage area is an area which is very dangerous and difficult for navigation such as straits, channels, canals, harbors, locks, rivers, port areas and so on. Pilot is a qualified person who is authorized to pilot vessels in a particular pilotage area. There are port pilots, deep-sea pilots and river pilots. Every pilot must have a PILOT LICENCE (CERTIFICATE) which he produces, if requested, to the person by whom he is employed. Pilotage may be compulsory, obtional or advisable. In some ports special certificate can exempt Master from necessity to order a pilot. This, so-called, PILOTAGE EXAMPTION CERTIFICATE is given to the Masters who visit these ports very often and have local knowledge. PROCEDURE OF ORDERING A PILOT Usually pilots stand by to render assistance round-the-clock, but in some small ports. Pilotage Service works only in the day time. The procedure of ordering a pilot is different in each port.It‘s described in special ship’s publications such as Guide to Port Entry, Pilot Book and ALRS Vol.6. This procedure depends on the local navigation condition. Request for pilotage may be addressed either to Agent or directly to the port Pilot Station by means of telecommunication or radiogram. The vessel should notify Pilot Station in advance of arrival, as a rule from 96 to 24 hours before arrival. Such radiogram should contain routine particulars about the ship: · Ship’s name; call sign; the port of departure; draft; LOA; gross tonnage; free board; ship’s air draft; ETA; port of destination and so on. During the first communication Pilot Station specifies the time or the place where the vessel must call it again to acknowledge her arrival. Communication is usually effected on VHF channel 16. When the vessel reaches the intended place she should in the day-time hoist flag G of the INTERNATIONAL CODE OF SIGNALS, meaning "I require a pilot". Light signals may be used at night. PILOT EMBARKATION When the vessel’s Pilot Station ETA is established, the OOW shall contact the pilot station to arrange the pilot boarding. During such communication the pilot station specifies the time and the place of pilot embarkation. As a rule vessels are met by Pilot Boat flying the Pilot Flag (upper half white and lower half red) and very often having the word PILOT on the sides. The OOW shall communicate with the pilot boat to establish on which side of the vessel the Pilot shall board, and the vessel’s heading and speed at time of boarding He shall supervisee the embarkation and disembarkation of the Pilot, which is accomplished by means of pilot ladder. The pilot ladder must be accordingly rigged for boarding and meet current IMO standards. In fresh wind the pilot ladder is rigged on the vessel's lee side. The rigging of the ladder shall be supervised by a Deck Officer. Sometimes when weather conditions prevent the pilot from embarking, he remains in the pilot launch and leads the vessel, maintaining constant communication with the piloted vessel and giving orders by VHF radiotelephone. Vessels may also be met by a helicopter. In this case boarding is accomplished by landing in any sea condition. The OOW with hand-held VHF radio should meet the pilot and show him to the Bridge, where the pilot should be met by the Master. As soon as the Pilot is board, flag G is to be substituted for flag H meaning “I have a Pilot on board”. PROCESS of PILOTAGE During the voyage Navigating Officer and the Master should draw up the pilotage plan. The planning must continue from sea to berth or vise versa. The boarding of the pilot is the part of the plan. A well planed passage will not stop at the PBA. The areas where the pilot actually will have the conn are also planned by the navigator. So, pilotage area must be carefully studied by OOW and the Master. Before boarding of the pilot the Master should ensure that: · The appropriate charts and publications are available; · The navigation aids are in order and operational; · An efficient watch including OOW, helmsman and lookout is posted; When the pilot enters the Bridge it is good practice for the Master to make time for a brief discussion with the pilot.. This will include the instructions as to destination, pilot’s planned route, speeds and ETA, berth and which side to, tugs, VTS information and traffic expected, expected shore assistance, expected weather and tidal conditions, UKC during the ship’s progress as well as alongside or at anchorage and so on. For his part, the Master should advice the pilot of the handling and maneuvering characteristics of his ship, all navigational aids and equipment as well as any defects or problems, crew and watch availability, special instruction from ship-owner, ship-s information manager or agent. Much of this information can be readily available on a Master/Pilot exchange form. Detailed exchanges should be carried out before the vessel reaches a critical area, if practicable. Masters and OOW must remain alert to the Pilot’s handling of the vessel. They must observe the helm and engine orders given by the Pilot. The Master shall ensure that OOW is capable of acting on the Master’s behalf with a Pilot should he need to leave the Bridge. Despite the presence of the Pilot the Master remains responsible for his actions, whether the Pilot is acting alone or with the Master.
| 12. DUTIES OF THE DECK OFFICER WHILE MOORING THE SHIP
The mooring procedure requires great skill on the part of the people involved. This procedure is effected under the supervision of the Shipmaster. On board a vessel special Mooring Parties/Teams are formed. They comprise a number of ratings and, as a rule, one Deck Officer in charge. There are bow and stern Mooring Parties. As a rule Third Officer is in charge of the bow mooring team and the Second Officer is in charge of the stern one. Special Mooring Party Schedule is displayed on the Bridge or in other places. Before mooring the Master gives order: “Stand by for mooring”. · The members of the Mooring Team should muster at their Mooring Stations thereafter the Deck Officer reports to the Master by means of hand-held VHF that his Mooring team is on station at full strength. The D/O should ensure that all members of his team are dressed accordingly and have a helmet on the head and special gloves on the hands as well as they are ready to perform their duties properly. Master will state the side of mooring and give the instructions as to the scheme of mooring. Deck Officer should instruct his team concerning Master’s orders. · Then the M/Team should prepare necessary appliances for mooring under the supervision of the Deck Officer who gives appropriate orders. He should ensure that fenders, heaving lines, mooring ropes, ratguards, winches and other equipment likely to be used are ready and operational. After the preparation is completed the Mooring Team should stay at their mooring station and wait for any instructions from the mooring team Commander who maintains a constant communication with the Bridge by means of hand-held VHF and complies with Master’s orders. Master states sequence of passing of moorings and number of ropes passed as well as gives other orders to the Deck Officer who in his turn must direct the team. D/O should report to the Master about all activities of the team and ensure that precautionary measures are complied with by his team · When moorings are passed ashore the Deck Officer should show to the shore personnel the bitts to be used for securing and look after securing to avoid the ropes’ confusing. · If the ropes are given ashore by means of a mooring launch Deck Officer should deal with her operator. · When the vessel is approaching a berth Deck Offices should make measures to prevent sticking of ropes between the vessel and berth or their parting. · When the ship is alongside the berth the D/O per the Master’s order should ensure the tightening and securing the ropes. In case of strong off-shore wind the lines should be doubled to prevent them from parting. After the vessel is secured to her berth ratguards should be placed on all the moorings connecting the vessel with the shore to protect both the vessel and the shore from rats. The members of mooring team may not leave the stations until special permission from the Master or Deck Officer has been given.
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13. TYPES OF CARGOES AND PACKING
Merchant ships are designed to carry cargoes. These cargoes may be divided into two basic types: bulk and general cargoes. 1) Bulk cargo consists of a single commodity. This cargo is carried in specially designed vessels therefore stowage presents few problems. 2) General cargo consists of a variety of goods. These goods are packed separately. And with general cargo stowage presents many problems because each item has its own type of packaging and characteristics. So general cargo requires the expenditure of much labour while loading or discharging. Storage and transportation of a lot of tare are very expensive too. BULK CARGO in its turn may be divided into liquid or dry bulk cargo. LBC is carried in tankers. The most important liquid cargoes are oil products. During the transportation and storage of such cargoes some of their properties should be taken into consideration. They are density, temperature of thickness, flash point, viscosity and water quantity. Liquid oil products include fuel oils, petrol, kerosene and lubricants. The tankers which carry such cargoes are supplied with special oil tanks, pumps and oil-conducting pipe lines for loading/discharging. DBC is carried in bulk carriers. It includes grain, iron-ore, coal and sugar. These cargoes are loaded into holds in bulk. Transportation of bulk cargoes requires special knowledge to deal with them, or special ships, such as ore carriers and so on. DBC is loaded automatically by means of special devices such as grab bucket unloader or giant suction tubes. Although the cargo is stowed itself it’s important to maintain the ship’s stability and to ensure that the cargo won’t move during the voyage. GENERAL CARGOES comprise bagged, baled, barreled and boxed goods, metals and machinery, heavyweights, goods in packages, containers, timber cargoes and others. General cargoes may be divided into containerized, non-containerized and refrigerated cargoes. NCC presents most stowage problems because each commodity has its own type of packaging and characteristics. Goods may be in bags, bales, cases or steel drums. Some cargoes such as tobacco and rubber have a strong smell and can taint delicate cargoes such as tae and rice. Such cargoes as cement and fertilizers are dusty and leave a residue behind them. Heavy cargoes shouldn’t be stowed on top of fragile ones. This can cause problems if heavy cargo is to be discharged first. NCC is loaded by cranes and the ship’s own derricks. NCC is carried in multi-deck vessels. To help with the problem of stowage many types of general cargoes are now put into containers of standard dimensions. A container is 8 feet in high and 8 feet in wide and is usually 20 or 40 feet in length. Containers are carried in specially designed container ships and loaded/discharged by special cranes from quayside. The containers are stowed both above and below deck. Refrigerated cargo: Perishable cargoes such as meat, fruits and dairy products are carried in ships with refrigerated holds. These hold are designed to keep food at necessary temperature. Some food such as fish is frozen solid, other food such as fruit is only chilled. Fruits, however, require good ventilation. Such food as eggs and butter are easily tainted. Refrigerated cargoes are loaded by cranes or derricks. During the voyage for each type of cargo the technology of carriage should be complied with.
| 14 Duties of the Watch Officer when the vessel is lying at anchor . . While at anchor, the OOW should: 1. determine and plot the ship's position on the appropriate chart as soon as practicable; 2. when circumstances permit, check at sufficiently frequent intervals whether the ship is remaining securely at anchor by taking bearings of fixed navigation marks or readily identifiable shore objects; 3. ensure that proper look-out is maintained; 4. ensure that inspection rounds of the ship are made periodically; 5. observe meteorological and tidal conditions and the state of the sea; 6. notify the master and undertake all necessary measures if the ship drags anchor; 7. ensure that the state of readiness of the main engines and other machinery is in accordance with the master's instructions; 8. if visibility deteriorates, notify the master; 9. ensure that the ship exhibits the appropriate lights and shapes and that appropriate sound signals are made in accordance with all applicable regulations; 10. take measures to protect the environment from pollution by the ship and comply with applicable pollution regulations; 11. keep constant listening watch on appropriate VHF radio channel.
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15 FIRST AID ON BOARD First aid is the emergency treatment given to the ill or injured before professional medical service can be obtained. It is given to prevent death or further injury, to counteract shock and to relieve pain. There is a designated person on board who is responsible for medical treatment on board. As a rule he is C/O or Second Officer. Conditions which require immediate actions are: • severe bleeding • stopped breathing/heart • unconsciousness First aid must be administered to: • restore breathing and heart-beat • control bleeding • remove poisons • prevent further injury to the patient. A rapid emergency evaluation of the patient should be made at the scene of injury. The patient's pulse should be taken either at the wrist or at the carotid artery at the side of the neck. If there is no pulse heart compression and artificial respiration must be started. There are three methods of giving artificial respiration. They are: •mouth-to-mouth respiration • mouth-to-nose respiration • Silvestre method The patient should be treated for shock if his skin is pale, cold and often moist, his breathing is shallow and rapid, he has thirst, nausea and vomiting, pulse is rapid and weak, he has restlessness. Treatment: • eliminate the cause of the shock; • have the injured person lie down; • keep the patient warm but not hot; • relieve pain as quickly as possible. If the pain is severe 10 mg of morphine sulfate must be given by intramuscular injection. The dosage can be repeated only after obtaining Radio Medical Advice. In case of low blood pressure the injection is not recommended. • If the patient has no puncture or crush wounds to the abdomen or a brain injury he must be provided with fluids. Liquids should not be given by mouth if the patient is unconscious, drowsy or about to have surgery. Alcohol should never be given. The three musts for unconscious patients: • must have a clear airway • must be kept in the unconscious position • must never be left alone In case of severe bleeding: • lay the casualty down • press where the blood comes from, using a clean handkerchief, dressing or cloth • press with your hand or fist, if nothing else is available • if the arms or legs are wounded lift them up a near vertical position as this will help to stop bleeding • tie a dressing firmly round the wound to maintain the pressure • if blood continues to come through the dressing apply another bandage on the top of the first one. Bandage more firmly. If bandaging does not stop bleeding you may apply a tourniquet. In this case immediate Radio Advice must be obtained. In general the patient should be kept in a lying-down position and moved only when absolutely necessary. Fractures should be splinted. The patient should not be moved if injures of the spine or neck are suspected. Wounds and most burns should be covered to prevent infection. Cover the patient to prevent loss of body heat or if necessary protect him from heat. 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.
| 16 Procedure of mooring. Master is responsible for the safety of the ship, cargo and his crew members during mooring. He stays on the navigating bridge and gives orders to the engine room and mooring teams. Chief Mate is also on the bridge and operates the actions of the helmsman. Third Mate and Second Mate are usually commanders of the bow and stern mooring teams. Boatswain and AB check the work of the windlass and capstan. Other members of the mooring teams prepare heaving lines, mooring ropes and fenders which must be ready for use in time. When approaching a berth ships must proceed at a slow speed. The anchors must be ready to let go. 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. Then a heaving line is passed ashore a head-rope, a bow spring and two breast lines are run out from the ship and secured to shore bollards. After the ship is secured in her berth rat-guards should be placed on all mooring ropes. All mooring ropes given ashore should constantly be watched.
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17 CARGO OPERATION ON BOARD, PROCEDURE, PERSONNEL INVOLVED. Reception and stowage of cargo on board the ship as well as its correct delivery to the Consignee Дата добавления: 2015-09-29; просмотров: 54 | Нарушение авторских прав
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