Топики англ 1

Action to avoid collision

Every watch officer shall be ready at all times to take action to avoid the collision. In determining if the risk of collision exists the following considerations shall be among those taken into account:

• Such risk shall be deemed to exist if the compass bearing of approaching vessel does not appreciably change;

• Such risk may sometimes exist even if appreciable bearing change is evident; particularly when approaching a very large vessel or a tow, or when approaching a vessel at close range;

Any action to avoid collision shall, if the circumstances of the case admit, be positive, made in ample time and with due regard to the observance of good seamanship.

Any alteration of the course and\or speed shall, if the circumstances of the case admit, be large enough to be readily apparent to another vessel observing visually or by radar; a succession of small alterations of course or speed should be avoided. If necessary to allow more time to assess the situation a vessel shall slacken her speed or take all way off by stopping or reversing her means of propulsion. If there is sufficient sea room, alteration of the course alone may be the most effective action to avoid the close-quarters situation, provided that it is made in good time, is substantial and does not result in another close-quarters situation.

Navigation in restricted visibility

Navigation in restricted visibility is most dangerous navigation of the ship. Every vessel shall proceed at a safe speed adopted to the prevailing circumstances and conditions of restricted visibility. Power-driven vessel shall have her engine ready for immediate maneuver.

A vessel which detects by radar alone the presence of another vessel shall determine if the risk of collision exists. If so, she shall take avoiding action in ample time. When such action consists of the alterations of course, so far as possible the following shall be avoided:

• An alteration of course to port for a vessel forward of the beam, other than for a vessel being overtaken;

• An alteration of the course towards a vessel abeam or abaft the beam;

Except where it has been determined when the risk of collision does not exist, every vessel which hears apparently forward of her beam the fog signal of another vessel or which can not 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 her way off and, in any event, navigate with extreme caution until danger or risk of collision is over.

OOW. Duties OOW when the vessel is under way.

OOW is the Master’s representative on the bridge and his primary responsibility at all times is the safe navigation of the ship. He should always comply with the applicable regulations for preventing collision at sea. He ensures that an efficient lookout is maintained at all times and even if the ship is fitted with an autopilot the helmsman should be always on the bridge in order to be posted for steering and for any other assistance to the OOW.

He should always bear in mind that the engine is at his disposal and he should not hesitate to use it, but if it is possible to give timely notice to the engine room. It is better to do so. OOW should also know the handling characteristics of his ship and should make regular check to ensure that the helmsman or autopilot is steering the correct course and that all equipment is functioning properly. Operational test of the navigational equipment should be made out as frequently as possible. The OOW should be thoroughly familiar with the use of all navigational equipment including their capabilities and limitations.

Fixes of the ship’s position should be made out at certain intervals depending on the place of navigation. When restricted visibility is encountered or expected the OOW should fully comply with applicable regulations of COLREG, including the switching light and sounding appropriate signals.

The OOW should not hesitate to call master immediately in the following circumstances:

• If restricted visibility is encountered or expected;

• If the traffic condition or actions of another vessel are causing concern;

• If it is difficult to maintain the course;

• In the case of breakdown of any equipment;

• If the ship meets any hazards to navigation;

• In the case of any doubt regarding the safety of navigation.

Handing over and taking over the watch

The relieving officer of the watch should arrive on the bridge at least 10 mns before his watch and should ensure that members of his watch are fully capable to perform their duties.

The relieving officer should not take over the watch until his vision is fully adjusted to the light conditions and he has personally satisfied yourself regarding the following:

• Standing orders and other special instructions of the Master relating to the navigation of the ship;

• Position, course, speed and draught of the ship;

• Prevailing and predicted tide currents, weather, visibility and the effect of these factors upon the course and speed;

• Navigational situation including operational condition of all navigational and safety equipment;

• Errors of gyro and magnetic compasses;

• Presence and movement of ships in sight;

• Conditions and hazards likely to be encountered during his watch;

• Possible effects of heel, trim, water density.

All maneuvers or other actions to avoid any hazards to navigation should be completed by the previous watch officer and watch can be handed over only after the completion of such actions.

Navigation in narrows with TSS

A vessel using the TSS shall comply with the rule 10 of COLREG. In accordance with this rule a vessel using the TSS shall proceed in the appropriate traffic lane in the general direction of traffic flow for that lane as far as possible keep clear of the traffic separation line or zone.

A vessel should 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. A vessel shall so far as practicable avoid crossing of traffic lanes but if obliged to do so, shall cross as nearly as practicable at right angle to the general direction of traffic flow. A vessel shall not use an inshore traffic zone when she can safely use the appropriate traffic lane within the adjacent TSS. However, a vessel of less than 20 m in length, sailing vessel or vessel engaged in fishing may use the inshore traffic zone. Vessels may also use an inshore traffic zone when on route to or from the port, offshore installation or structure, pilot station or any other place situated within the inshore traffic zone.

A vessel shall not normally enter the separation zone or cross the separation line except in case of emergency, to avoid immediate danger and to engage in fishing within the separation zone. A vessel navigating in areas near the termination of the TSS shall do so with particular caution. A vessel shall also as far as practicable avoid anchoring in TSS or in areas near its termination. A vessel engaged in fishing, sailing vessel and a vessel of less than 20 m in length shall not impede the passage of any other vessel following in traffic lane.

Causes of damage to cargo

Damage to cargo is the most frequent type of liability that confronts a shipowner. Unfortunately, cargo damage is often caused be small mistakes.

In case of damage to cargo on board it is vital that all facts are recorded and documented. An important function of the Bill of Lading is to describe condition and quantity of cargo received on board. If the cargo is discharge in a different condition or in a lesser quantity, than that should be stated in the B\L, the shipowner may be responsible for the damage or short delivery.

There can be considerable damage to cargo if proper handling is not carried out. The possibility of this source of damage occurs in both loading and discharging. Inefficient and improper slinging is great source of damage to cargo. Case goods should be arranged more or less in like sizes before slinging. Heavy cases should not be sling with light cases. Canvas slings should be used for bagged goods in preference to rope slings. For very small packages wire net slings are preferable. In all cases of slinging due attention should be given to the weight of the cargo in the sling.

Excessive loads may result in damage to packages, lifting gear or sides of the slings.

The use of mechanical handling devices such as Fork Lift Trucks can constitute a serious source of cargo damage when working in a ship cargo space, if prudent precautions are not taken.

Damage to the cargo from crushing is mainly due to lack of both thought and care in stowing. Incorrect use of wooden dunnage, unsuitable space allocations to cargo, insufficient attention paid to the type of cargo being loaded and to the order of stowage, are potential factors contributing to damage from this source.

Much damage to cargo results from slings contacting with hatch-coamings, bulwarks and obstructions within a compartment. This is due to careless winch or crane work.

All shackles, hooks, blocks and pins should be of the same safe working load as the derrick they serve.

It does not matter what is the cause of damage to cargo. Anyway the consequences will be unfavorable. Therefore, special attention should be paid to the observance of all precautions.