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
| 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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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.
| 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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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.
| 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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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. .
| NAVIGATION 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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