The document discusses the phenomenon of loll in ships, where a ship floats at an angle to one side or the other due to being unstable in an upright position. Loll can be caused by a large area of free surface inside the hull or a large addition of top weights. There are four ways to reduce loll: removing weights from high up in the ship; reducing the area of free surface liquid, especially breadth; adding weight low down in the ship; and shifting weights from high in the ship to lower levels.
The master's immediate actions upon the vessel running aground include sounding alarms, stopping engines, accounting for crew, closing watertight doors, activating the ship's pollution plan, and assessing damage with the crew. The master would then report the incident, attempt to refloat the vessel if possible, and communicate details to the owner. Legally, the master should note a protest, possibly sign a salvage contract, and send a detailed report to the owner. Commercially, the master needs to minimize danger and pollution risks while determining if refloating is possible with tides or cargo adjustments.
From July 1 2016 the International Maritime Organization (IMO) will enforce the amendments to the Safety of Life at Sea (SOLAS) Convention that require a packed container’s gross mass to be verified prior to stowage aboard a ship.
From July 1st 2016 this regulation, effective as global law, prohibits loading of a packed container in absence of the verified gross mass (VGM) declaration.
This applies to all packed containers which are to be loaded onto a vessel under the SOLAS convention in international maritime traffic.
It is the primary responsibility of shippers to ensure that the gross mass of containers is verified, but other suppliers and importers have a role to play to ensure they are not severely impacted by non-compliance.
A packed container, for which the verified gross mass has not been obtained will not be loaded on the vessel. Loading of a packed container without VGM on to a vessel is an offence against an existing SOLAS regulation.
Presentation on maneuvering and collision avoidance with special focus on large tonnage vessels.
Maneuverability limits and last moment maneuver are thoroughly shown in this material.
The document summarizes the International Maritime Solid Bulk Cargo Code (IMSBC Code) which provides regulations for the safe carriage of solid bulk cargoes by sea. It outlines the various risks associated with carrying solid bulk cargoes including cargo liquefaction, fires, explosions, and damage to ship structures. The code contains 12 sections that specify provisions for loading/unloading procedures, personnel and ship safety, cargo assessment, trimming procedures, determining cargo properties like angle of repose, testing liquifiable cargoes, hazardous materials, and more. It includes cargo schedules in appendices that describe individual cargo properties and handling requirements.
Stuff about people falling overboard on a boat while on the water. Created for the US Navy by myself. They didnt like this one much either.
Man overboard is serious fucking business petty officer doebelin.
The document discusses the phenomenon of loll in ships, where a ship floats at an angle to one side or the other due to being unstable in an upright position. Loll can be caused by a large area of free surface inside the hull or a large addition of top weights. There are four ways to reduce loll: removing weights from high up in the ship; reducing the area of free surface liquid, especially breadth; adding weight low down in the ship; and shifting weights from high in the ship to lower levels.
The master's immediate actions upon the vessel running aground include sounding alarms, stopping engines, accounting for crew, closing watertight doors, activating the ship's pollution plan, and assessing damage with the crew. The master would then report the incident, attempt to refloat the vessel if possible, and communicate details to the owner. Legally, the master should note a protest, possibly sign a salvage contract, and send a detailed report to the owner. Commercially, the master needs to minimize danger and pollution risks while determining if refloating is possible with tides or cargo adjustments.
From July 1 2016 the International Maritime Organization (IMO) will enforce the amendments to the Safety of Life at Sea (SOLAS) Convention that require a packed container’s gross mass to be verified prior to stowage aboard a ship.
From July 1st 2016 this regulation, effective as global law, prohibits loading of a packed container in absence of the verified gross mass (VGM) declaration.
This applies to all packed containers which are to be loaded onto a vessel under the SOLAS convention in international maritime traffic.
It is the primary responsibility of shippers to ensure that the gross mass of containers is verified, but other suppliers and importers have a role to play to ensure they are not severely impacted by non-compliance.
A packed container, for which the verified gross mass has not been obtained will not be loaded on the vessel. Loading of a packed container without VGM on to a vessel is an offence against an existing SOLAS regulation.
Presentation on maneuvering and collision avoidance with special focus on large tonnage vessels.
Maneuverability limits and last moment maneuver are thoroughly shown in this material.
The document summarizes the International Maritime Solid Bulk Cargo Code (IMSBC Code) which provides regulations for the safe carriage of solid bulk cargoes by sea. It outlines the various risks associated with carrying solid bulk cargoes including cargo liquefaction, fires, explosions, and damage to ship structures. The code contains 12 sections that specify provisions for loading/unloading procedures, personnel and ship safety, cargo assessment, trimming procedures, determining cargo properties like angle of repose, testing liquifiable cargoes, hazardous materials, and more. It includes cargo schedules in appendices that describe individual cargo properties and handling requirements.
Stuff about people falling overboard on a boat while on the water. Created for the US Navy by myself. They didnt like this one much either.
Man overboard is serious fucking business petty officer doebelin.
2. Tema i dette kapittel
• Hva er hastertrafikk?
• Prosedyre
• Medico
3. Hva er hastertrafikk?
• Hastersignalet PAN PAN indikerer trafikk med prioritet rett under
nødtrafikk.
• Hastersignalet indikerer at stasjonen som sender det har trafikk som angår
stasjonens (skipets, flyets, helikopterets) sikkerhet eller en eller flere
personers sikkerhet.
• Eksempler på slike situasjoner kan være brann om bord, mann over bord
eller lignende
• Hastersignal og påfølgende melding sendes på VHF Ch 16, eller man kan
bruke en hvilken som helst annen kanal for å påkalle oppmerksomhet.
• Ved lange hastermeldinger eller meldinger som gjelder legeråd (MEDICO)
skal disse sendes på arbeidskanal. Oppgi arbeidskanal i hasterkallingen.
• Hastermeldinger kan være adressert til alle stasjoner eller en bestemt
stasjon
4. Prosedyrer
• Når man hører hastersignalet skal man passe på å ikke forstyrre
sendingen og meldingen som følger.
• Hvis man kun hører hastersignalet og ikke melding skal man fortsette
å lytte i 3 minutter. Hvis man ikke hører noe mer skal man om mulig
varsle kystradio om at man har mottatt hastersignal.
• PAN PAN x 3 – Alle stasjoner/enkeltstasjon – this is – eget navn x 3 –
kallesignal – MMSI hvis første annonsering ble sendt på DSC – Innhold
i meldingen
5. PAN PAN PAN PAN PAN PAN
ALL STATIONS ALL STATIONS ALL STATIONS
THIS IS
BRUNITA BRUNITA BRUNITA CALLSIGN LKFE MMSI 257222000
MAN OVERBOARD IN POSITION 5510 NORTH 01810 EAST
TIME 1015 UTC
SHIPS IN VICINITY ARE ASKED TO KEEP SHARP LOOKOUT AND
REPORT TO BRUNITA ON CHANNEL 16
DATE AND TIME 051020 UTC BRUNITA LKFE
6. Kansellering av hastermelding
• Når situasjonen som utløste hastertrafikken er
avklart skal stasjonen som sendte
hastermeldingen kansellere den
PAN PAN PAN PAN PAN PAN
ALL STATIONS ALL STATIONS ALL STATIONS
THIS IS
BRUNITA BRUNITA BRUNITA CALLSIGN LKFE MMSI 257222000
PLEASE CANCEL MY URGENCY MESSAGE OF 051020 UTC TODAY
THE PERSON HAS BEEN FOUND AND IS IN GOOD SHAPE
THANK YOU FOR YOUR COOPERATION
DATE AND TIME 051100 UTC BRUNITA LKFE
7. MEDICO
• Skip kan få gratis legeråd fra radio medico via alle norske
kystradiostasjoner.
• Kystradiostasjonen vil da sette skipet i kontakt med vakthavende
medico-lege ved Haukeland sykehus.
• Hvis nødvendig kan hastersignalet sendes foran radiokommunikasjon
som gjelder legeråd
8. PAN PAN
BERGE MASTER
THIS IS
ROGALAND RADIO
STAND BY CHANNEL 28 FOR MEDICO
PAN PAN PAN PAN PAN PAN
ROGALAND RADIO ROGALAND RADIO ROGALAND RADIO
THIS IS
BERGE MASTER BERGE MASTER BERGE MASTER LANO2
MEDICO
CHANNEL 28
9. Oppsummering
• Hva er hastertrafikk? Hakket under nød – PAN PAN
• Prosedyre: PAN PAN
• Medico
