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The present book has been treated as one of the most valuable references on shiphandling since the time when the first edition had been released; this fourth edition reflects all changes that took place since then. The author covers the major shiphandling principles together with their application to the particular problems. The essentials of shiphandling have been presented in a very clear way.

It is a perfect guidebook for all maritime professionals and future mariners. Among the topics addressed by the author there are the forces that act on the vessel, replenishment at sea, maintaining the engines, maneuvering and many others. Of course, no book can replace the practical experience, but this book will provide you with everything you need to know to handle the navy vessel safely.

Considering the attention paid to the details, we would also recommend this volume to those handling huge commercial ships and willing to brush their professional skills. All of the navy ship types have been covered including but not limited to the destroyers, small and large combatants, submarines, and ocean escorts. the author’s style of presenting the material made the publication easily accessible even for the people with little to no maritime background.

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Sailing with ECDIS

This short article is devoted to the practical use of ECDIS as an aid to navigation and the usage of the common features and functions in a safe and efficient way during the voyage of your vessel. The ECDIS system is only one of many complicated electronic navigation aids found on today’s modern ship bridges. To navigate his vessel safely and efficiently, the navigator must have a good navigational background, sufficient navigational practice, theoretical knowledge about the ECDIS system architecture, functions and features, and practical experience in the use of ECDIS systems.

An ECDIS system is a very impressive system even when seen through the eyes of the professional navigator. But no navigator should ever forget that all systems do have limitations and the fact that these limitations are very often well-hidden and/or not mentioned in the system manuals. The most important thing to know about modern computerized systems is their limitations. Knowledge concerning their functions and features is quickly accessible with a little interest and practice. The only way to get to know the limitations of the system is to study available material about the subject, system manuals, and by practical use under safe conditions.

As of today, the Seafarers Training, Certification and Watchkeeping (STCW) Code does not specify any special training in the use of ECDIS. STCW table A-II/1 considers the ECDIS training to be a part of training in understanding a “chart”. As a modern ECDIS system is just as complicated as ARPA, this lack of detailed training requirements may pose a hazard to ships, sailing with ECDIS operated by untrained operators.

The reduction of presented information or proper selection of only relevant information is often an important task when setting up Sailing with ECDIS - 2an ECDIS system. An ECDIS system which simultaneously presents all available information tends to be overloaded and therefore the important information may be less visible. A basic and very important thing to understand and take into account at all times when using ECDIS is the fact that no system is better than its weakest chain, that is, “rubbish in – rubbish out”. Vital information for any ECDIS system is own ship’s position. Whenever own position is wrong, ECDIS chart information is wrong. Simple as that!

information is wrong. Simple as that! ECDIS systems accept position input from a number of positioning devices as well as dead reckoning. Most ECDIS systems today are connected to a GPS and/or DGPS. This means that stable and good positioning can be expected most of the time. However, the navigator should never forget to check his position as often as practicable by all available means in order to detect any malfunction or inaccuracy in the navigation system used as an input to the ECDIS.

Positions are always referenced to “something” and this “something” is referred to as the chart datum and there are hundreds of different chart datums around. This means that the navigators at all times must know:

  1. What chart datum does the ship’s positioning system connected to the ECDIS use
  2. What chart datum does the actual ECDIS chart use
  3. Whenever the datum used by the positioning system and the chart are different, known corrections must be taken into account.

Today, the ECDIS system is often connected to an integrated bridge system, of forms a part of an integrated bridge system, i.e. a system where the Radar, ARPA, Autopilot, Positioning, Routing, Log, Gyro, ECDIS etc. are connected and work as “one system”. Several options for “automatic sailing” become available to the navigator. Depending on the ship position, i.e. open sea, coastal or restricted waters, the navigator may select between several sailing options. The examples of possible sailing options found on an integrated ship bridge system include course mode, corrected course mode, and track mode.

Course mode is a sailing mode normally used in open waters and for long distance sailing, as this mode will give the shortest distance between two points. No correction for offset is made, but the ship will “home” to the destination.

Corrected course mode is used in waters where it is necessary to correct for wind and current. Correction for offset is made, but no attempt to follow the original planned track is made.

In track mode, the system will calculate the optimal path back to the original planned track. This mode is used in restricted waters whenever it is important to stay exactly on the planned track.

Sailing with ECDIS - 3For a professional navigator, it is a matter of course that the route selected for actual sailing is properly checked before it is activated and used for actual sailing. Parameters used when planning the route must still be valid in order to maintain required safety margins. If not, the route may have to be changed before it can be used safely. Examples of parameters which may have changed after the selected route was programmed are ship draft, available position accuracy, engine and steering gear reliability etc.

Navigation with an ECDIS system, especially when the ECDIS is connected to an integrated bridge system, changes the work situation for the navigator a lot. Conventional navigation with manual plotting of ship position in the chart, heavy traffic, and manual course change in restricted waters is a task that puts a heavy workload on the navigator. A good working ECDIS reduces that workload a lot. So, the navigator’s role has changed from actually doing the tasks to monitoring them. From the safety point of view, this should be very good, as the navigator is given more time to check important parameters and monitor the traffic more closely.

Sailing with ECDIS requires a highly qualified navigator with a sound and positive skepticism towards computerized systems. Take the necessary time and effort to really get to know your ECDIS. This will definitely save you lot of work and trouble in the future; it may someday save your career or even your life.

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Today, the risk managements is deservedly considered as one of the integral elements of the ship vetting process. That is why the importance of having due understanding of this process can never be overstated. It is essential to duly manage and mitigate the risk in any form in order to ensure that the safety and quality are maintained at highest standards. Therefore, the vetting becomes a significant area followed by the charterers when they select the vessel for transporting their cargoes.

It is worth noting that the positive vetting is treated as an important item equally by the ship owners, crews and operators. The publications released by Intertanko traditionally provide the shipping industry with the professional guidance and support. This particular volume was developed to give a sort of consolidated source of reference to the applicable requirements of the energy stakeholders and major PSC MOUs.

The content of the document is aimed specifically at the ship officers and crew members who will benefit from it most. Having read this book, they will get to the better knowledge of the SIRE VIQ requirements and be able to prepare their vessels for the forthcoming inspections. The topics covered include documentation and certification, safety management and pollution prevention, mooring, ice operations, ballast and cargo systems, and so many others.

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The maritime nations, throughout the history, have always been defined by their navy and merchant fleets. The navy fleet would normally be considered as consisting of the armed vessels while the merchant fleet would normally be made up by the ships transporting cargo. The so-called mercantile marine is commonly referred to as merchant fleet in UK. They normally carry the maritime ensign of the country where the particular vessel has been registered.

Nowadays, the British fleet of merchant vessels includes those owned by the citizens of Great Britain and also the vessels placed by the ship owners under the British regulatory framework in accordance with the provisions of the Tonnage Tax regime. As a result, they are entitled to carry the Great Britain ensign and to receive the tax breaks.

It should be noted that the ship registry of the Great Britain implies that the owners of the vessels should sign-up o the particular practices ranging from the shipboard safety and technical maintenance standards to the environment protection via implementation of the applicable regulations on board. The quality assurance will allow the ship owners to be “white listed” and this will make their ships much more attractive to the clients in need of the safe and efficient transportation of their goods.

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The navigators have found this book to be an excellent guide for those sailing in the Mediterranean; it was written by the professional expert with over forty years of practical seagoing experience. In his publication, the author provides readers with the valuable insight into the aspects specific for the Mediterranean area, gives all required updates about the anchoring and berthing, dealing with the weather, navigation matters, route planning, formalities involved, and many other critical things.

He has covered every single country located around the Mediterranean. In addition to the above, there is a new section in the book that will be of particular interest to the people intending to have a tight-budgeted cruising. The readers will definitely find all practical advice and tips for the sailors as well as any other information they need to be able to make the informed and correct decisions.

In fact, we can say that the contents of the publication presents the “distilled” experience of its author, and this makes the book of great practical benefit to all those cruising or planning to start cruising in the Mediterranean area and recommended to anyone willing to be better prepared for the subject activities.

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Offshore Supply - Preparing and Operating Inside the 500 metre Zone

Let us talk a bit about the preparations that shall be done by the crew of the supply vessel about to enter the 5000 meter zone of the offshore installation. Before leaving port, the vessel shall ensure that it has most recent field charts and up-to-date information about the installations it is going to. On the way to the field, the vessel must monitor the weather and the weather forecasts. The people on the installation will be doing the same but the final decision for going ahead with any operation will be made by the Master.

Whenever at an hour of way or consistent with field procedures, the vessel notifies the installation of the vessel’s ETA, or estimated time of arrival. After the vessel is instructed to proceed, the pre-entry 500 meter zone checklist must be gone through.

Every vessel will have one as a part of the safety management system. Sometimes the charterers will have one that they will need the vessel to use. Whether the company or charterer checklist, it will include a communication check and a full equipment check including engines, thrusters, and rudders.

All propulsion machinery should be started; steering gear system and changes between control positions and maneuvering modes need to be checked. Some fields require the vessel to be on DP, while others insist that it is not used. The vessel needs to get it right. If required, the DP checklist must be completed and the DP must be running on entry to the zone.

Once all checklists are completed, the vessel can request permission to enter the 500 meter zone. Only when permission is given, can the vessel proceed. Before entering the zone, there must be a toolbox talk. Although time may be limited, it is important that the deck crew members understand the planned operations as well as the hazards on the vessel; there are many external hazards that must be considered.

The most recent field charts will be needed. Check with the OIM or the designated person to ensurOffshore Supply - Preparing 500m - 2e that you have the most recent information. If subsea operations are taking place, it is unlikely that the vessel be allowed inside the 500 meter zone. But this can happen if the installation needs the supplies urgently.

Helicopter operations are another potential hazard. Helicopters almost always land and take off into the wind and the vessel is usually asked to stand off. The vessel will be informed of any helicopter operations.

Other operations that can conflict with the vessel’s activities include overboard discharges, flaring, well testing, seismic work and air venting. The Master must ensure that the installation’s designated person keeps the vessel fully informed about all these operations, both planned and unplanned.

The vessel should first maneuver to a safe position outside the radius of the installation’s cranes and at least fifty meters off the installation. The Master should then assess the situation to ensure that working conditions are safe before proceeding to the position for cargo operations. Inside the zone, the engine room as well as the bridge should be continually manned. It is best practice to work down weather from the installation. If the installation requires vessel to work up weather, a further risk assessment may be needed.

It is possible that the vessel may need to tie up to the installation. This is a challenging procedure. The vessel will be moored either stern-to or alongside. Regular checking of the mooring lines is essential. These situations can cause considerable wear on the mooring ropes.

The personnel on the bridge must maintain a constant listening watch on the field VHF channel. The vessel must be ready to change position or stop operations at short notice. Stopping operations may mean leaving the 500 meter zone. Working inside the Offshore Supply - Preparing 500m - 3500 meter zone is demanding for everyone on board.

Many operations may be going on at the same time so it is important that anyone is told about any changes to the plan. The deck crew needs to keep alert – they must be prepared to stop or alter what they are doing at short notice, either because the weather has deteriorated or because the installation requires it for any reason.

Proper planning, good communications, and putting the safety of everyone on board as main priority will help to make these operations safe and successful.

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Have a look into this eighth edition of one of the most popular titles on ship chartering and broking practice. The book will serve as a great reference for anyone in need for the better understanding of the subject. The volume will provide them with the commercially focused and clear explanation of the business and will also give them professional advice regarding the operation of the modern shipping market, covering all of the relevant topics.

The authors of the book have dealt with not only managerial and operational parts but have also covered the financial and legal aspects involved. Many real life case studies have been included. The present edition features fully updated and thoroughly revised contents reflecting all ongoing trends and legal developments. Among newly added chapters the readers shall pay attention to the one lay-time principles, provided with the expert commentary and worked examples.

The authors have also included the freight rates for all types of ships together with the analysis of the most common standard documents. The glossary describing all terminology and abbreviations that are used during the negotiations on the chartering matters has also been included and is very useful.

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Here is an absolutely excellent publication and a must have one for many marine engineer, from students to the practicing professionals. However, it will be of particular practical interest to those marine engineers who are in need of upgrading their ratings. The information contained in the pages of this volume will help them test their grasp in the scope falling within the endorsement exam. The author added hundreds of questions to provide better coverage.

There are also several subchapters newly introduced that address the machine shop devices, maintenance procedures to be followed in the pump room, troubleshooting of the shipboard machinery, electrical review and so many other aspects. The sections related to the routing maintenance of the equipment and applicable regulatory framework, piping and pumping arrangements, HVAC, lubrication, bearings etc. have all been significantly expanded in this fourth edition of the book.

According to the numerous reviews, this title is one of the most helpful ones of those available today. The author has covered info that the marine engineers shall be aware of so that they perform the troubleshooting of the engines and all associated equipment. Recommended to all people involved in operation and maintenance of the machinery installed on board ships.

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