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.
| 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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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.
| 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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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.
| 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.
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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.
| 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.
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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.
| EMERGENCY RESPONSE ACTIONS An emergency situation may arise both due to perils of sea and due to any human’s errors or omissions. Nevertheless, not depending on the source of emergency, only due to rapid response actions and cooperative efforts of crew members such situation can be coped with. It may be attained only if each crew member deeply understands the emergency duties he is assigned to. The actions of the crew are largely governed by the circumstances and will depend on concrete situation. Let’s take up situations which are most often encountered in maritime practice: MAN OVERBOARD Anyone who has sighted a person in the water should immediately throw a lifebuoy and raise the alarm regardless of whether a person has fallen overboard from your own ship or a person from another craft is seen already in the water. The emergency squad will muster at the EHQ and than proceed to the lifeboat. The boat crew shall don lifejackets and take a spare one for the casualty. This crew comprises the members of the emergency squad. The Chief Officer as a rule takes charge of lowering the boat. A Deck Officer is in charge of the boat crew. An engineer is responsible for the boat engine. The following procedures should be adopted by the OOW in the event of a man overboard: 1. Commence the Williamson or other turn; 2. Release a lifebuoy with light, flare or smoke signal from the Bridge wings on the side where the person has fallen overboard or sighted; 3. Note the position of lifebuoy as search datum; 4. Sound emergency station signal; 5. Post lookouts with binoculars; 6. Inform the Master; 7. Inform the E/R and put the engine “ at stand by “; 8. Instruct the emergency squad to go to accident boat station; 9. If at night, arrange for an extra man to operate the search light or signaling; 10. Broadcast man overboard warning; COLLISION or GROUNDING In the event of collision OOW shall sound emergency alarm and maneuver the ship so as to minimize further damage. He must ensure that watertight and automatic fire doors are closed, deck lighting is switched on, VHF is kept on Channel 16, bilges and tanks are sounded after collision or grounding. He also should broadcast distress signal. The chief Officer will establish the extent of the damage resulted from collision or stranding if the point of impact is outside the E/R. He will report to the Master and take any actions to tackle the damage and to stop the ingress of water. The Master will together with the C/O calculate the effect of the damage on the vessel’s stability before ordering redistribution of weights (transfer of cargo, ballast and so on). The Second Engineer will take charge if the point of impact is within the machinery spaces. The Chief Engineer will take charge of pumping out arrangements. The Maser must be kept informed of problems and progress. FIRE In the event of fire on board the emergency response actions depend on the scene of emergency. Regardless of whether the fire has arisen in accommodation, or in E/R, or in pump room, or in other spaces the OOW should adopt the following actions: · Sound emergency alarm; · Determine the seat of fire; · Ensure that ventilation, automatic fire doors, watertight doors are closed; · Ensure that deck is switched on; · Broadcast distress signal; HELICOPTER DITCHING Master / OOW shall: Sound the alarm signal, make necessary alteration of course and speed to effect rescue; advice shore and order lifeboat preparation and coordinate rescue using VHF transceivers. If helicopter ditches near the ship a life craft is prepared for launching under the supervision of designated Deck Officer, who also instructs lifeboat crew as to their actions. Lifeboat crew dons life jackets and protective clothing. Before launching it’s necessary to ensure that the engine is operational and VHF transceivers are placed into boat. Lifeboat picks up survivors on board and returns to ship. The survivors may require medical treatment. During the voyage some problems with navigating aids and engines may arise such as main engine failure, steering gear failure, gyro or magnetic compass failure, bridge control and telegraph failure and so on. In the event of main engine and steering failure the OOW should exhibit “Not under command” shapes or lights and broadcast warning. Master and E/R must be informed in all above-said cases.
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SALVAGE TUGS, REFLOATING, SALVAGE AGREEMENT Ship salvage is a rendering aid to distressed property from a peril at sea or in other navigable waters. The property in distress may be a vessel of any size or type, or the cargo aboard a ship. Salvage tugs. Salvage vessels are large seagoing tugs specially designed and outfitted to perform salvage work in relatively remote areas. As a rule they are 150—250 ft (46-76 m) long and have powerful engines in the 5000-10,000 hp range. Additionally, salvage tugs are big enough to carry an assortment of portable salvage equipment such as pumps, compressors, diving gear, patching material, beach gear, fire fighting implements, and cargo handling gear. The number of the constant crew is various. Trained salvage personnel contain divers, pump engineers, carpenters, and riggers. Some salvage companies, in the interest of economy, fly their salvage crews to the distressed vessel from their central base. So salvage tugs should carry all the equipment and personnel necessary to render first aid to the casualty and, if necessary, to tow the casualty to a shipyard for permanent repairs. Salvage vessels are stationed at strategic locations in close proximity to busy shipping lanes and areas with high incidence of casualties. Typical salvage situations: Rescue towing. Ships frequently are disabled at sea as a result of breakdown of engines, fire, collision, loss of propeller, or loss of steering control. The ship-owner arranges for a salvage tug to tow the disabled vessel to a port of repair. Strandings. Crew error, failure of a navigational aid such as a buoy, lighthouse, radar, sonar, fog, and storm conditions are often the cause of a vessel's running aground on a submerged reef or a shoreline. If the vessel is not too hard aground, it can frequently be refloated by pulling of tugs on high tide. Sometimes it is necessary to offload or jettison cargo to make the vessel light enough to refloat. More serious, standings may require the use of beach-gear. Beach gear consists of anchors and wire cables which are planted in deep water by the salvage tug and connected with tackles rigged by salvage personnel on the deck of the stranded vessel. In turn, tackles are powered by the stranded vessel's cargo winches. Normally, as conditions permit, from two to six sets of these beach gears are rigged. Each of the beach gear has the equivalent pulling force of a tug with effective capacity in the 5000-6000 hp range. Sunken vessels. When a vessel is sunk with the main deck still out of water, a combination of patching any holes and pumping out the water is all that is necessary to refloat. When the vessel's main deck is under water, more sophisticated techniques are required. If the vessel's main deck: is not deeply submerged, a waterproof wall may be built around the main deck to above the water surface and the vessel then patched and pumped. This wall or barrier is known as a cofferdam. Another method to refloat the vessel is by using special foam which is from special floating facility pressed out into the hull of the sunken vessel by a diver. The foam forcing the water out of the vessel makes it buoyant. The other materials are also use for this purpose. One of the quickest and most convenient methods of raisingsunken vessels, particularly smaller ones up to 1000 tons or so, is the useof heavy lift cranes. Divers attach slings to the sunkenvessel, and floating cranes lift the vessel to the surface where it can be pumped out. A similar technique involves the use of heavy lift craft. Wire cables are passed under the sunken vessel. The lift craft take on ballast water to increase their draft. At low tide, the wires are pulled tight on the deck of the lift craft. On the rising tide, the salvage crews pump out the lift craft to raise the wreck off the bottom. The sunken vessel can then be reground in a shallower place and the procedure repeated until the sunken vessel's main deck is out of water for dewatering by use of pumps. Sometimes, sunken barges and smaller vessels can be refloated by use of pontoons. Pontoons man be metal tanks or large rubber bags.
| 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.
fenders - кранцы
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CARGO OPERATION ON BOARD, PROCEDURE, PERSONNEL INVOLVED.
Reception and stowage of cargo on board the ship as well as its correct delivery to the Consignees are the main responsibilities of the Shipmaster and his Cargo Officer. The Cargo Officer is directly charged with supervising every stage of the said operations and preparing a number of cargo documents which are to be drawn up both before and during loading or discharging. PROCEDURE OF LOADING Before loading the C/O should make out the NOR to load to advice the Shipper of the fact that the vessel is in every respect ready to commence loading. Signed by the Master, it must be tendered on the Shipper through the ship’s Agent during customary office hours. The procedure of tendering NOR is provided for by the Charter Party. The C/O should ensure all necessary preparation for loading. It has become common practice nowadays to invite special port cargo surveyors before and after loading to inspect cargo spaces and stow and to certify that all statutory requirements have been met. The cargo is taken on board in accordance with CARGO PLAN which is made out by the C/O or the Agent, and should always be approved by the Shipmaster prior to loading. The ship’s safety in voyage that is her stability and seaworthiness must be taken into consideration in planning the stowage of goods in the cargo spaces. The other main principles of stowage should also be taken into account. The C/O supervises the whole of the process of loading. He must instruct foremen and stevedores as to the proper stowage of goods in the ship’s cargo compartments and spaces; take measures for preventing any damage either to the cargo or to the vessel due to negligent handling; arrange careful tally of the goods taken on board and so on. For each shipment of cargo actually received on board C/O draws up a MATE’S RECEIPT on which, in case of short-shipment or damaged condition of goods or defects in their packing, he should add appropriate remarks or clauses to protect the vessel against claims for loss or damage. After completion of loading, the Shipmaster signs a receipt for the goods taken on board. Such receipt is called BILL OF LADING. It contains general information about the cargo and is evidence of Contract of Carriage as well as is document of title. The STOWAGE PLAN and MANIFEST OF CARGO are than drawn up and air-mailed to the port of discharge to facilitate discharging operations by obtaining necessary labor and cargo handling equipment. The Stowage Plan is the actual placing of cargo on board. The Manifest of Cargo is the list of all goods on board, made out by the Agent on the basis of all Bs/L issued. PROCEDURE OF DISCHARGING At the port of destination cargo must be discharged in the manner required by the relevant port regulations and customs unless the Charter Party or Bs/L stipulate a particular method. The procedure of cargo delivery is governed by a number of cargo documents. In compliance with the Charter Party the Shipmaster is duly to advice the Agent in the port of his vessel’s ETA, kind of cargo on board and sometimes other information about the cargo. Having received this information the Agent notifies the Port Authority and the Consignee of the vessels arrival, securing a berth, obtains sufficient labor and cargo handling facilities. The actual discharging of the cargo usually commences after the Shipmaster has drawn up and signed the NOR to discharge, which should be tendered to the Agent. The discharging is usually effected by a STEVEDORING COMPANY into their warehouses or pier-sheds and subsequently delivered to the Consignee. Direct delivery of goods from alongside the vessel may also take place. The C/O supervises all stages of discharging and deals with the officials and workmen. The cargo is most often delivered against the ORIGINAL B/L. If the cargo satisfies the requirements of Receivers they sign the CLEAN B/L. The Shipmaster may deliver goods only he has ascertained that freight and all other charges due to Carrier have been paid. In case of short-delivery or any disputes or claims on the part of the Receivers, the Agent is to arrange for an immediate check-up on the cargo to protect the interests of the vessel.
| Emergency ORGANIZATION ON THE SHIP and procedures
The ship's emergency organization involves all members of the crew. The emergency organization is centered on an emergency squad which includes a number of selected officers and ratings and which will take any actions necessary and possible to deal with an emergency. On sounding the emergency station signal or fire alarms the emergency squad will muster at the emergency headquarters from which position they will collect their equipment. Selected personnel will be assigned to special duties. Their actions will be controlled by the circumstances but their principal functions will be to provide technical support. Emergency squad will normally consist of the following personnel: Chief Officer, 2nd Engineer., 2nd Officer., 3rd Engineer., 3rd Officer., Bosun, selected deck and engine ratings. The Chief Officer and the 2nd Engineer will always be numbers 1 and 2 of the emergency squad, with the Chief Officer normally in charge when tackling emergencies outside of the engine room and the 2nd Engineer taking charge of emergencies within machinery spaces. The final structure of the emergency squad will always rest with the Master. All members will be chosen from the most suitable officers and ratings. The emergency squad must be chosen so that at least 4 officers are available to muster at the emergency headquarters at any time. The support squad will be in charge of a deck officer and its main function will be to provide support and back up for the emergency squad. Its main duties will be to: • supply extra equipment to the emergency squad • provide extra manpower; • form additional hose parties if instructed; • prepare lifeboats and life-rafts if required. The first aid and provisions squad will include all members of the catering staff in charge of the chief steward and will muster outside the hospital. The main duties will be the transportation and care of casualties and the supply of extra water and blankets to the lifeboats. An EHQ will be established in the accommodation or at a suitable place where: - it is unlikely to be cut off by fire or smoke; - it allows reasonable access to upper deck, engine room, accommodation. The Master will be in overall command of the emergency and will normally proceed to the bridge whether the ship is at sea or in port.
Catering - поставка, снабжение Unlikely - маловероятно
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ORGANIZATION OF SEARCH AND RESCUE
The SAR system has 3 general levels of co-ordination: · SAR coordinators – SCs; · SAR mission coordinators – SMCs; · On-scene coordinators - OSCs; 1) SCs are the top level SAR managers. The responsibilities of SCs are establishing, staffing, equipping and managing the SAR system; establishing RCCs and rescue sub-centers as well as providing for SAR facilities. Each state will normally have a representative of such coordinator. 2) SMCs: each SAR operator is carried out under the supervision of SMC. Normally this function is performed by the RCC chief. Usually operating from RCC or RSC, the SMC obtains SAR facilities, plan of SAR operation and provides overall coordination. 3) OSCs are designated by SMC when two or more SAR facilities are working together on the same mission. Their purpose is to coordinate the activities of all participating facilities at the scene. When a vessel or aircraft becomes aware of SAR incident directly, it should alert the appropriate RCC or RSC. The first facility to arrive at the scene should assume OSC duties until the SMC has designated an OSC or, if necessary, SMC duties until appropriate SMC has been designated. For the maritime environment Shipmaster usually performs the OSC function. The OSC should obtain a search action plan from the SMC via RCC or RSC as son as possible. When developing a search plan coordinators should: · Establish a datum, which is the most probable position of a distressed craft or survivors, taking drift effect into account; · Determine the search area; · Select SAR facilities and equipment to be used; · Select a search patterns and procedures. When the location of the search object is known within defined limits, the most effective search pattern will be EXPANDING SQARE SEARCH. Such method is used when alone vessel takes part in search or then a search facility arrives on scene in advance of the others. Such facility proceeds directly to the datum and commence an ESS. When two or more vessels take part in search the PARALLEL SWEEP SEARCH may be the most effective pattern provided there is good visibility and sufficient search facilities are available. Combination of these methods can be used. There is also so called SECTOR SEARCH which is also used when alone search facility participates in search operation. The OSC should continue the search until all reasonable hope of rescuing survivors has passed. If the OSC decides to terminate an unsuccessful search after consultation with other assisting craft and SMC he should terminate active search, advice assisting craft to proceed on passage, inform land-based authority and send a message to all ships in the area asking them to continue to keep a lookout. It the distressed object is sighted the OSC should accept the best method for the rescue. When all rescuing actions are completed, the OSC should immediately inform all search facilities that the search is terminated. Survivors may require hospital treatment. They must be delivered o a safe place as quickly as possible. They should be questioned about the distressed craft in details soon after the rescue. Such information may be very useful for future SAR operations or for the prevention of incidents in the future. This information should be relayed to the SMC.
| Principles of survival Survival is the ability to stay alive when life is threatened such as may be encountered after a shipping casualty. Principles of survival at sea provide forё: · Regular training & drills; · Preparedness for any emergency; · Knowledge of actions to be taken when called to survival craft stations, when required to abandon ship, when in water, when aboard a survival craft; · Knowledge of the main dangers to survivors. Thus crew expertise is one of the most important factors in successful survival. The primary difficulties & limiting factors facing survivors are drowning & exposure. These difficulties can be minimized by: · the correct type of equipment being available, · the correct use of this equipment; · the will to survive by all survivors; The ship itself is the primary means of safety while the lifesaving appliances are intended to provide a secondary means of safety in case the ship has to be abandoned, to maintain life until rescue arrives. Survival craft are most reliable means with such primary functions as to support survivors out of the water & thus reduce body cooling as a result of immersion in water, to protect survivors from wind, rain, sea, cold, sun & extreme heat, to aid location for search & rescue services, as well as to preserve survival with rations, water & survival aids. When surviving the first actions & attention must be concentrated on protection from exposure. The support of the body out of the water, protected from cold, wind & rain is essential. In cold climates the body must produce heat to stay warm & maintain body core temperature of 36,9’C. Usually this is attained by exercises or by shivering. The falling of body core temperature may result in hypothermia & even death. Heat loss from the body must be prevented by wearing plenty of clothing. Clothes form the insulating layer thus maintaining the body temperature. Nowadays the immersion suit is the best means for protection against hypothermia & heat loss. If anyone, however, find himself in cold water with immersion suit put on it is necessary to adhere to principle “the smaller motions- the better” & necessary to press the arms & legs to body. Before put on such suit it is necessary to wear many layers of clothing. On board the SC it is also necessary to keep close together for maintaining warm. LOCATION: · Search & rescue services start searching at the last known position of the ship- don’t try to sail away from immediate area; · Keep survival craft secured & grouped together in order to provide a bigger location target; · Use emergency radio equipment such as EPIRB, SART & portable emergency transmitters to send out distress signals; · Only use the pyrotechnic signals if there is absolutely no doubt about the presence of ships or aircrafts. The normal well nourished human body contains enough nourishment to sustain life for over 50 days provided there is adequate water to drink. Without freshwater the body will die after only a few days, therefore the priority is the provision of fresh water. Small amounts of carbohydrate type food are valuable as an aid to retain fluids as well as their nutritional value while protein type food need a large amount of water in digestion & should not be eaten unless an adequate supply of water available. The basic supply of water should be supplemented with rainwater & condensation where possible, but seawater & urine should never be drunk because they exert destructive influence on the human liver.
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Duties of OOW The OOW is the Master's representative and his primary responsibility at all times is the safe navigation of the ship. He should at all times comply with the applicable regulation for preventing collision at sea. OOW shall: 1. Keep the watch on the bridge; 2. In no circumstances leave the bridge until properly relieved; 3. Continue to be responsible for the safe navigation of the ship, despite the presence of the Master on the bridge, until informed specifically that the Master has assumed responsibility and this is mutually understood; 4. Notify the Maser in any doubt as to what action to take in the interest of safety; It is of special importance that at all times the OOW ensures that a proper look-out is maintained. In a ship with separate chart room the OOW may visit the chart room, when essential, for the short period for the necessary performance of navigational duties, but shall first ensure that it is safe to do so and that proper look-out is maintained. The OOW should carry out at sea operational tests of shipboard navigational equipment as frequently as practicable and as circumstances permit, in particular before dangerous conditions affecting navigation are expected; where appropriate these tests should be recorded. The OOW should make regular checks to ensure that: • the helmsman or the automatic pilot is steering the correct course • the standard compass error is determined at least once a watch and, when possible, after any major alteration of course • the standard and gyrocompasses are frequently compared and repeaters are synchronized with their master compass • the automatic pilot is tested manually at least once a watch • the navigation and signal lights and other navigational equipment are functioning properly OOW should keep a proper record of the movements and all activities relating to the navigation of the ship during a watch. OOW shall be thoroughly familiar with the use of all electronic navigational aid carried, including their capabilities and limitations, and shall use each of these aids when appropriate. OOW should use the radar whenever restricted visibility is encountered or expected, and at all time in congested waters. In clear weather, whenever possible, the OOW should carry out radar practice. OOW shall take frequent and accurate compass bearings of approaching ships for early detection of risk of collision and bear in mind that such risk may sometimes exist even when an appreciable bearing change is evident, particularly when approaching a very large ship or a tow or when approaching a ship at close range. OOW shall notify the master immediately: 1 If restricted visibility is encountered or expected; 2 If the traffic conditions or the movements of other ships are causing concern; 3 If difficulty is experienced in maintaining course; 4 On failure to sight land, a navigation mark or to obtain soundings by the expected time; 5 If, unexpectedly, land or a navigation mark is sighted or a change in soundings occurs; 6 On breakdown of the engines, propulsion machinery remote control, steering gear or any essential navigational equipment, alarm or indicator; 7 If the radio equipment malfunctions; 8 In heavy weather, if in any doubt about the possibility of weather damage; 9 If the ship meets any hazard to navigation, such as ice or a derelict; 10 In any other emergency or if in any doubt. Despite the requirement to notify the master immediately in the foregoing circumstances, OOW shall in addition not hesitate to take immediate action for the safety of the ship, where circumstances so require. The OOW shall give watch keeping personnel all appropriate instructions and information which will ensure the keeping of a safe watch, including a proper look-out.
| PERSONAL LIFE SAVING APPLIANCES1/2 In accordance with International LSA Code which is annex to SOLAS Convention all LSA are divided into: · Personal LSA; · Visual signals (rocket parachute flares, hand flares,buoyant smoke signals); · Survival craft; · Rescue boats; · Launching & embarkation appliances; · Emergency Radio Equipment; · Other LSA (line throwing appliances). I’d like to tell you about personal LSA, survival craft & rescue boats. To begin with personal LSA which include: 1. Lifebuoys: 2. Lifejackets: 3. Immersion suits: 4. Anti-exposure suits: 5. Thermal protective aids. Lifebuoys: Every lifebuoy shall: · Have an outer diameter of not more than 800mm & an inner diameter of not less than 400mm: · Be constructed of inherently buoyant material: · Be capable of supporting not less than 14,5kg of iron in fresh water for a period of 24h: · Have a mass of not less than 2,5kg: · Be constructed to withstand a drop into the water from the height at which it is stowed above the water line in the lightest seagoing condition or 30m, whichever is the greater: · Not sustain burning or continue melting after being totally enveloped in a fire for a period of 2s: · Be fitted with a grabline not less than 9,5mm in diameter & not less than 4 times the outside diameter of buoy in length. At least one lifebuoy on each side of the ship is provided with a 30m long buoyant life line. Not less than ½ of lifebuoys on board must be fitted with 2 miles range self-igniting lights which shall be such that they cannot be extinguished by water, be of white color & be provided with a source of energy capable to work effectively for a period of at least 2h.A heavy lifebuoy (“man-overboard buoy”) is mounted on each side of the wheelhouse & is joined by a line to a light or self-activating smoke signal. Such signal shall emit of highly visible color for a period of at least 15minwhen floating in calm water, not be swamped in seaway, continue to emit smoke when fully submerged in water for period of at least 10s. The lifebuoys are painted in easily-discernible color (orange-yellow) & provided with retro-reflective strips. They are marked with the ship’s name & port of registry. They are distributed all over the ship & accessible to everyone. The number of lifebuoys depends on the ship’s length & type:on cargo ships 8-14,on passenger ships 8-30. Lifejackets: There are rigid & inflatable lifejackets. General requirements. · A lifejacket shall not sustain burning or continue melding after being totally enveloped in a fire for a period of 2s; · An adult lifejacket shall be constructed so that after demonstration all persons can correctly don it within 1min without assistance, it is comfortable to wear & |
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