This set of two training video supplements the training booklet. The whole program was developed by the Videotel with the idea to provide all people on board with the necessary information on the VGP. The first video will explain what the Vessel General Permit is and what ships shall do in order to reach full compliance. The second video will take the viewers through all applicable requirements for the various discharge streams.

The VGP itself is a permit to the implementation of the United States environmental regulations relating to the effluent discharges from merchant ships. Subject regulations apply to the vessels more that seventy-nine feet in length visiting American ports and operating in American waters. The Permit supplements the relevant provisions of MARPOL convention which is internationally applied and making a part of the legal system of the United Stated.

What it means is that the ships in US waters shall be in full compliance with all requirements of the MARPOL together with the VGP. The main purpose of the Permit is to raise due awareness of the discharges, enabling better water pollution control from all merchant fleet vessels in the United States waters.

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Mooring is a routine procedure. It involves huge stress on the lines and sometimes huge stress for the team. The operation is quickly done and forgotten most of the time. There is one way to help ensure safer mooring – good risk analysis and proper safety planning. Remember – better planning means safer mooring. Because precise data of the berth, weather and traffic conditions may not be available until the last moment, there may be little time to plan.

Many issues need to be considered. The increased risk of mooring at night must be allowed for. How experienced are the crew members involved? Have recent incidents been considered? Ask yourself – are you missing something? Never become complacent about planning the mooring. The next step is preparation. The members of the mooring team need to be informed about the plan.

Do they understand it and know what they are expected to do? In mooring operations complacency causes accidents. The correct personal protective equipment is an important part of proper preparation. Everyone must wear boots and gloves, hard hats with straps. Once at the mooring station, first check that the lines and equipment prepared are exactly those required by the mooring plan…

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The last third part “The Mooring Series”, and this one addresses the safe mooring practices. We remind you to use the whole package consisting of two other videos dealing with the theory of mooring and maintenance of mooring systems, and associated booklet. Mooring is a routine operation on every ship. It is carried out by day or night, in good weather or bad, in winter and summer.

Because of the large forces involved in mooring operations, they do present a serious risk to the personnel’s safety. Good planning and briefing of personnel is very important to minimize these risks. Also, mooring teams must always work in their safety shoes and gloves, they must use the chin straps on their helmets, and they should avoid stepping on lines and must never stay in the snap back zones. Most importantly, they must always be aware of the operations going on around them.

Safe mooring is also the key to efficient cargo operations. The ship must be positioned correctly and held securely; however, the forces of wind and current may vary. Taking into account that the possible failure of the mooring system poses serious hazard, the first thing for the responsible officer to do is the risk assessment, considering any given circumstances at the mooring station. The assessment shall cover all mooring schemes that the ship is likely to encounter…

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This is the third part of the popular “The Mooring Series”. Note that the training set also includes two other videos and a booklet to be used together. The ship is heading out to sea. A voyage begins. The mooring system served well in port, and now wires and ropes are checked and stored waiting for the next entry to harbor. But the story is not as simple as that. The mooring system must work properly every time no matter in what conditions it is employed, no matter how much work and how to do when last in use, any damage suffered when it was last used must be put right.

A lot of planning and hard work is required to ensure that the ship’s mooring system is maintained in a good working order. Here we will describe some of the most important tasks that are involved in the mooring system maintenance. The planned maintenance system shall be established on all ships in line with the procedures outlines in their SMS. Essentially, all winches, ropes, wires, shackles, stoppers, and fairleads – in fact, the whole system requires periodic inspection and maintenance.

These would normally be carried out during a deep sea passage. In most cases, mooring winches are driven either by hydraulic or electrical power. During the routine maintenance, check that the heaving and slack out markings are clearly visible on the control system…

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This is the first part of a very useful three-video set. This part of the training is dealing with the housekeeping on deck. Two other parts of the training covers the housekeeping in the engine room, and housekeeping in the accommodation area and galley. Note that there is a training booklet accompanying videos. We do recommend you to go through the booklet as well as every video to have a full picture and duly understand the importance of a good shipboard housekeeping.

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And here is the last third part of the housekeeping-related training package. The other parts of the package include the training videos with the information on the housekeeping on deck and in the engine room, as well as the training booklet to be used with each of the videos. This part of the set deals with the housekeeping in the accommodation area and in the galley. It goes without saying that the proper housekeeping is one of the most important factors contributing to the safe and efficient work of the vessel and safety and wellbeing of the crew members

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This is an excellent video training that would be greatly useful to anyone whose work involves operating the navigational radars, i.e. marine navigators, and those dealing with the maintenance and repair of these appliances – all of them must have clear understanding of the construction and working principles of the radars as well as of the applicable regulations and standards to be complied with.

Navigational radars use two bands on the microwave spectrum – the X-band and the S-band. Radars using the short wave length X-band exhibit good angular resolution but are susceptible to the effects of rain and snow resulting in greater attenuation. However, attenuation is minimum with radars working on the longer wave S-band making them less susceptible to interference from rain and snow. The IMO has revised its performance standard for navigational radars.

This new standard applies to all such radars fitted after 01 July 2008. What is known as the radar image is displayed in the center of the screen. Look at the upper left-hand side of the screen; here, information such as the range and scale settings, motion display mode and azimuth display mode are shown. On the low left-hand side of the screen the gain, STC, FTC and traffic mode settings are displayed…

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And here is the last, closing part of the training series developed and released by the United Kingdom Hydrographic Office. Each part of the training sets deals with some particular system. And this compilation consists of ten videos and one document with installation instructions, dealing with the Transas Navi-Sailor ECDIS 4000.

The bridge team members of the vessels having this system installed will definitely appreciate the detailed explanations and step by step instructions provided by the authors of this training set. In addition, we would like to remind you that all the other parts of this brilliant series are readily available for download and use.

The remaining parts cover such widely used ECDIS systems as Furuno FMD 3X00, SAM Electronics ECDISPilot, Kelvin Hughes Manta Digital, eGlobe G2, OSI ECPINS, Tokyo Keiki EX 8x00, Sperry VisionMaster FT, PC Maritime NavMaster, Maris ECDIS 900, Kongsberg K-Bridge, TELKO ECDIS, Furuno FEA2X07, JRN-JAN-701B-901B-2000, SAM Electronics ChartPilot 1100Raytheon Anschutz and Totem Plus ECDIS.

You are absolutely recommended to get through the content of each of the parts making this popular and practically useful training resource which has been very well met by the navigators all around the world.

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