Another animation explaining the onboard arrangement, this one dealing with the LNG, or liquid natural gas carriers. The video starts with the quick tour over the forecastle deck of the vessel, showing the location of such important items as the fairleads, rope hatch, cruciform chocks, port and starboard windlasses, deadman rollers, mooring bits.

The cargo domes and MARV, standing for the maximum allowable relief valve, are shown on the deck, followed with the vent masts and fixed DCP, or dry chemical powder extinguishing station, etc. The cargo hose handling crane is shown, as well, together with the cargo manifold, including the vapour line, liquid lines, and bunker manifold. After that the trainees with get to know the location of the deck store room and so-called SOPEP locker on board.

Among the items at the navigation bridge, the ECDIS, VHF radiocommunication equipment, AID, X-Band and S-Band radars, engine telegraph and main engine systems display, NavTex, navigational lights panel and other equipment is demonstrated. The firefighting equipment and systems are duly addressed. Note that there are other videos available, covering the container vessels, gas carriers, bulk carriers, and oil tankers.

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This animation is showing the key elements of the gas carrier. First of all, it will show you the arrangement of the forecastle deck of the ship, followed with the ballast tank hatch covers and vents, cofferdam sounding pipes, cargo manifolds and other deck items including the lifesaving appliances, such as the inflatable liferafts both with and without the HRU, standing for the hydrostatic release units, and the free-fall lifeboat installed in the aft part, and the deck firefighting station.

Talking of the cargo handling equipment, and considering the type of cargo carried on board these vessels, you will see the deck tank of IMO type C, relief valve, cargo hatch with deepwell cargo pumps. The expansion joints installed in the liquid and vapour pipelines have been shown due to their importance…

In general, this is a very good and sufficiently detailed tour on board the typical gas carrier, and it can be recommended to anyone willing to acquaint themselves with the respective arrangements – they should just spend six minutes watching this brilliant animation. Note that there are other videos available, covering the container vessels, bulk carriers, LNG carriers, and oil tankers.

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The present book covers the main aspects of the shipboard emergency response as well as the contingency planning relating to the oil spill cases, and will serve as a great complement to the video training program shared earlier. All ship officers are highly encouraged to go through the contents of both video and this book to get to the good understanding of the subject. The intention of the authors was to provide the trainees with the essential information, so there is actually no minimum skill requirement.

There are four main parts in this volume, the first one covering the policy on why the training shall be undertaken on board vessels and how they shall be done. In the second part the authors provide some general background on the internationally implemented oil pollution legislation.

The third part addresses the training sessions in detail, while the closing one will tell the trainees how exactly the training sessions shall take place and this is where the associated video will help them a lot. There are numerous examples provided throughout the main text of the document, originating from the real life incidents – they will be very good when used for the discussions, as this is the best way to learn.

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Have a look in this simple and easy-to-use software. The program will provide aid to those interested in celestial navigation. It has been designed to perform calculations of the geographical position on the basis of the celestial observations. The subject observations are normally utilized to fix the position of the users by LOP, standing for the Line of Positions, in the automatic manner.

Among the features of the program we would name the plotting of the Sun, Moon positions as well as those of the four planets and as many as fifty-six stars. Moreover, the software is capable of providing the names of the plotted objects together with their azimuth and altitude. The users will be able to identify any of the available objects by simply clicking the mouse, while the mouse wheel can be used to increment and decrement the time.

Also, they will be enabled to create both linear and polar plot at any position and time, load and save the data, draw and calculate the longitude and latitude. The program will be perfect when used for both practical and training purposes. The file was verified to be free of viruses and any malware so feel free to install and start making steps towards becoming a good celestial navigator.

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The material of the present IMO model course is arranged in nine main parts. The first part gives some introduction to the subject of security awareness and its critical importance, and gives some brief information on the vessel and port operations. The second part is dealing with the maritime security policy, and here the trainees will reach some familiarity with the relevant legislation including the international conventions and codes, as well as the officially published recommendations.

The third part addresses the security responsibilities including the ones of the operating company, vessel, SSO, CSO, and PFSO, standing for the Ship Security Officer, Company Security Officer, and Port Facility Security Officer, respectively. The ship security assessment is discussed in a separate part of the volume, followed by the one on the security equipment, systems and their operational limitations, maintenance and testing.

After that the trainees learn how to identify, recognize, and respond to the different threats. The remaining parts of the course give necessary information on the security administration, emergency preparedness, drills, and ship security actions.

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This is one more volume relating to the modern carriers of the liquefied gases. It shall be noted that the guidance provided in the pages of this official SIGTTO publication is intended to cover the CO2 emissions from the LNG carriers and no other greenhouse gases. The authors have focused on the emissions resulting from the combustion of the hydrocarbons during the regular operation of the vessel.

The trainees are expected to possess some very basic understanding of how the LNG carriers operate. Normally, the main and auxiliary engines and boilers will be considered typical sources of the CO2 emissions, together with the IGG, or Inert Gas Generator, and GCU, standing for the Gas Combustion Unit. In turn, the CO2 emissions can be measured using one of two available methods, namely the direct measurement, or measuring the consumption of the fuel on board with subsequent calculation of the CO2 through the so-called carbon emission factor.

The present volume mainly addresses the second method. The fuel consumption on board is usually monitored through the bunker delivery notes, or calculations based on the tank measurements of either fuel tanks or cargo tanks, should the cargo be used as a fuel. In addition to that, this can be evaluated using the flow meters.

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As we know, the incidents represent degree of failure in the shipboard safety management system and can be resulting from the lack of proper training, procedural deficiencies, faulty equipment or other factors, all of which shall be addressed in order to prevent reoccurrence. The most effective tool in eliminating these failures is the accident investigation process.

Conducting accident investigation forces us to take a deeper look at what actually went wrong, identify the root causes, and make recommendations for corrective actions to bring about change. This is a law under the section nine of the International Safety Management Code.

This video is intended to be used as training aid to assist shipboard and accident investigation teams in conducting investigations of accidents or near-accidents. Investigations must be carried out properly in order to prevent fellow shipmates from getting hurt on board your or perhaps some other vessel.

It is also intended to make all crew members aware of the importance of reporting accidents and near-accidents. All of the crew members must recognize that reporting of the near-accidents is as important as reporting actual accidents. Near accidents trigger the warning signs that the potential for an accident exists.

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The content of the present Cargo Resource Management course, or CRM for short was developed by the SIGTTO with the ultimate goal to provide necessary help relating to the optimization of the performance of those crew members directly involved in the shipboard cargo activities. The areas covered by the authors include the communication and situational awareness, as well as the proper teamwork and managing the workload of the personnel.

First of all, the readers will get some general information on the planning and further executing cargo operations on board, and then they will proceed to the organization and procedures related to the Cargo Control Room arrangements. The main idea is to make the cargo team behave and work in the maximum effective manner and this is why the ways shall be found to effectively modify the existing relations and make sure that the safest team culture is achieved.

In addition to that, due attention shall be paid to the lessons that have been learned from the incidents occurred in the past, and the critical operations shall be duly identified to move forward. The trainees who have successfully completed the course, will obtain required understanding of the safe and effective cargo handling operations.

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