This video is going to examine one of the key tasks on the ship - voyage planning by the navigating officer. A good voyage plan with all the information including information needed in emergencies, is the only basis for a safe voyage. Poor voyage planning may not always result in an accident, but it puts the watchkeeping officer in a weak position if the things are starting to go wrong, and inevitable they will one day.
As well as reducing accidents and improving safety, regulation 34 of SOLAS Chapter V requires all ships to have a voyage plan before proceeding to sea. The information it gives frees the watchkeeping officer from spending time on reference books and tables, it will ensure that the officer is fully aware of all requirements. The plan is to cover the entire voyage from berth to berth. It must be completed well before the departure and must be approved by the master.
If the voyage plan is your responsibility, you need to be aware that doing it properly takes time. The first step is to check that all the necessary charts and publications are up-to-date and that no change is taking place to the scheduled destination. Next, there must be a discussion with the master to take into account all the commercial requirements. The master's experience will enable him to suggest a route, pointing out potential hazards. One issue to discuss with the master is weather routing...
This training video supplements the booklet on the deck skills. We recommend our visitors to download both training resources to get better training results. The arrangement of the materials in this video is aligned with the structure of the book. As it is clear from the title of both video and publication, they were developed specifically with the sailors in mind.
The materials contained therein have been carefully selected by the authors and will be of practical use both for the students and for the practicing sailors. The explanations are all very clear and understandable. While the publication provides the text descriptions and instructions to be followed, the video will show how exactly the particular practices shall take place. All you have to do is just to read and understand the descriptions in the book and then launch this video file and see how it looks – as we all know, there is nothing better for training than the visual aids.
According to the feedbacks from the students, this training set is one of the most effective training resources of those available today and that is the main reason why it has gained so much of popularity all around the world. Make sure you go through it and do not miss any section.
Shipping is vital to the world economy, but it must be of a good standard and properly operated, so it is not to danger the crew, risk the cargo and damage the environment. Towards the end of the last century, a series of shipping incidents led to suspicions in Europe that poorly operated ships were escaping the net of the established regulatory bodies. Discussion began on inspecting ships in port under the SOLAS Convention.
It was clear that, to be effective, countries had to act together. So, in 1982 in Paris fourteen European countries signed the Memorandum of Understanding, an MOU on Port State Control. The Paris MOU currently includes twenty-seven countries. Other MOUs were established in the Asia-Pacific region, South America, the Caribbean, the Mediterranean, the Indian Ocean, West Africa, the Black Sea and the Arabian Gulf.
Now, there are nine MOUs incorporating nearly 140 countries. The USCG also inspects ships under port state regulations. The objective of all these countries is to ensure that the ships entering their waters are properly maintained and properly run. Although port state control is intended to benefit the port states, it is benefit to both ships’ crews and ship operators. As soon as the ship is scheduled to arrive, the port state authority examines its records and recent MOU inspection history.
If the ship has had problems in the past or has not been inspected recently, it will go into selection list for inspection. Each MOU has its own method for selecting ships. Many look at the ship’s history and also its type. If it is of the type and age considered high risk, it will go on the selection list. If it is Flag State or Recognized Organization that has a poor record of detentions, the ship will go on the list.
If a complaint has been received, either from a previous port, a crew member or a pilot, that will also put the ship on the list. Once the ships have been selected, the port state control officers are assigned. The ship is not informed – they always arrive without warning. The objective of port state control is to ensure that all the ships passing through the port state waters, are operated according to international standards.
This training file is in fact not the actual video but rather a sort of presentation providing necessary information about planning the ship’s route using the ECDIS. It will be very good both for people wanting to get the general idea of what the electronic navigation means is, and also practicing navigators who need some more info on the practical use of the system.
They will get to the better understanding of the ways to comply with the relevant rules and regulations, and know how to use all the functions and features of the electronic navigation charts. The main emphasis has been made on the voyage planning. The main objective of it is to ensure that the vessel can be safely navigated from one port to another. For this, the most safe and favorable route shall be established for the vessel and, of course, the safety aspects shall be taken into account at the first place.
The navigators shall consider so many factors when developing the voyage plan – among those factors are the type of the cargo being carried on board, marine environment, reliability of the navigation charts available for the proposed plan, routing constraints, weather conditions, availability of the navigation aids and so many others.
The opening part of the “The Mooring Series”, devoted to the theory of mooring. Start with this one but also get two other parts dealing with the safe mooring practice and maintenance of mooring systems, plus a booklet. As a ship approaches port, officers and crew members shall prepare for mooring. When berthed, the ship’s mooring system must help ensure the ship’s safety and enable the cargo operations to proceed smoothly.
The purpose of mooring is to ensure that the ship lies securely and in correct position of the berth relative to the loading arms or cargo handling facilities no matter how the wind, waves or currents may affect her. In this video, we will look at the various forces the mooring scheme must withstand; the mooring at buoys will not be considered. The forces that act on a ship’s hull at the berth can be considered as having two components – transverse forces trying to move the ship away from, or toward the berth, and longitudinal forces trying to move the ship along the berth, forward or aft.
These forces may be caused by wind or by the movement of water, such as underwater currents, wave motion, and swell from passing vessels. Wherever possible, berths are designed to minimize the transverse forces. In practice, however, changing wind, tide, and sea conditions mean that such forces may present a load on the ship’s hull from any direction, effectively reinforcing or counteracting each other…
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.
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…
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…