leqcia 3.pptx

სასწავლო კურსი: სანავიგაციო ხიდურის რესურსების მართვა
კურსის ხელმძღვანელი: შორეული ნაოსნობის კაპიტანი, პროფესორი ირაკლი შარაბიძე
კაპიტნის მესამე თანაშემწე გიორგი მამულაძე ბათუმი
ლექცია 3
ლექციის თემა: სავახტო თანაშემწის უფლება-მოვალეობები
ლიტერატურა
ძირითადი ლიტერატურა:
Bridge Procedure Guide
დამატებითი ლიტერატურა:
ინტერნეტ-მასალები

DUTIES OF THE OFFICER OF THE WATCH (OOW)
Monitoring the progress of the ship
Good navigational practice demands that the
OOW:
• understands the capabilities and limitations of
the navigational aids and systems being used,
and continually monitors their performance;
• uses the echo sounder to monitor changes in
water depth;
• uses dead reckoning techniques to check
position-fixes;

• cross-checks position-fixes using
independent sources of information: this
is particularly important when electronic
position-fixing systems, such as GPS or
Loran-C, are used as the primary means of
fixing the position of the ship;
• uses visual navigation aids to support
electronic position-fixing methods, i.e.
landmarks in coastal areas and celestial
navigation in open waters;

The OOW should bear in mind that:
• if the chart datum differs from the datum (usually
WGS84) used by the electronic position-fixing system, a
datum shift will have to be applied to the position co-
ordinates before they are plotted on the chart. It should
be noted that, where an appreciable datum shift does
exist for a particular chart, a "satellite-derived positions"
note providing latitude and longitude datum shift values
will appear on the chart;
• on charts where the survey source data is very old,
accuracy may be poor in certain areas: under these
circumstances in particular the OOW should not rely
totally on position-fixing using electronic systems and
should, where possible, increase the use of visual and
radar navigational techniques to maintain safe distances
off the land.

World Geodetic System (WGS84)
The World Geodetic System (WGS) is a standard for
use in cartography, geodesy, and navigation
• The latest revision is WGS 84 (aka WGS
1984, EPSG:4326), established in 1984 and last
revised in 2004
• Earlier schemes included WGS 72, WGS 66,
and WGS 60. WGS 84 is the reference coordinate
system used by the Global Positioning System
• where a chart carries the legend “WGS84
positions can be plotted directly on this chart.

• Most charts are not yet referred to WGS84
Datum. This means that, in those cases,
positions obtained from satellite navigation
receivers will not be directly compatible
with the chart and must not be used
without adjustment.
• Hydrographic offices are attempting to
refer as many new charts as possible to
WGS84, but there remain many areas of
the world where information does not exist
to enable the transformation to be
performed.

• A latitude and longitude adjustment to be
applied to positions obtained directly from
satellite navigation systems (such as GPS) to
make them compatible with the horizontal
datum of the chart.
The following provides a worked example:
In this example, the shift equates to approximately
230 metres

RADIOCOMMUNICATIONS
The following basic principles apply to all communication
carried out by radio:
• absolute priority should be given to distress, urgency and
safety communications;
• interference with other radio users should be avoided;
• frequencies should be used for their correct purpose.
The OOW should normally be in possession of a
General Operator's Certificate (GOC). For ships
operating only in GMDSS Area A1, a Restricted
Operator's Certificate (ROC) is sufficient. The OOW
will be responsible for ensuring compliance with
the radio watchkeeping requirements of SOLAS,
the ITU Radio Regulations and any local
watchkeeping rules.

The VHF watchkeeping range is 20 to 30
nautical miles, depending upon antenna
height. All ships must maintain a watch on:
• DSC Channel 70 (156.525 MHz) (Digital
Selective Calling);
• Channel 16 (156.8 MHz) when practicable
(Distress, safety and calling);
• Channel 13 (156.650 MHz) when
practicable (Inter-ship).

• Maritime safety information (MSI) is defined as
navigational and meteorological warnings,
meteorological forecasts and other urgent safety
related messages broadcast to ships.
• A continuous MSI watch should be kept at sea at
all times by all ships. The NAVTEX receiver
meets this requirement while the ship is within
a NAVTEX coverage area.
• Radio equipment should be tested at the
intervals stated by the manufacturer and in
accordance with flag state requirements. Great
care should be taken to avoid the transmission
of false alerts when testing equipment.

POLLUTION PREVENTION
- The OOW should be aware of the serious
effects of operational and accidental
pollution of the marine environment and
should be familiar with MARPOL and the
ship's Shipboard Oil Pollution Emergency
Plan (SOPEP) or Shipboard Marine Pollution
Emergency Plan (SMPEP) as appropriate.
(An SMPEP can be a combined document for
the oil pollution emergency plan and that for
noxious liquid substances.)

Helmsman
• OOW’s shall ensure that their ships are properly
steered.
• Helmsmen must be supervised to ensure that
they can understand and carry out steering
orders.
• In pilotage waters or emergency situations, when
the helm is ordered "hard over," the helm is to
be put over until it reaches the rudder angle
stop, i.e., 35 degrees.
• When a Pilot’s native language differs from the
crew's the helm orders must be closely watched
to prevent miscommunication
• Changeover instructions must be posted near
the ship's wheel.

Port Watch
• The key activities involved during port
operations are loading and unloading of
cargo.
• When ship is in port for loading or unloading
cargo, a deck officer is very much responsible
for the safe operations, security and safety of
the ship.
• The port watch is carried out mainly by
2nd officer and 3rd officer along with the chief
officer takes care of the cargo operations.

OOW Shall :
• Check the condition and securing of
the gangway, anchor chain and moorings,
especially at the turn of the tide and in berths
having a large rise and fall; this is to ensure that
they are in normal working condition.
• Make rounds to inspect the ship at appropriate
intervals.
• Observe all regulations concerning safety and fire
protection.
• Knowledge of all persons onboard and their
location, especially those in remote or enclosed
spaces is to be kept.
• Take every precaution to prevent pollution of
marine environment by ship’s operations

• In an emergency threatening the safety of the ship, raise
alarm, inform the master, take all possible measures to
prevent damage to the ship, its cargo and persons on
board, and, if necessary, request assistance from the
shore authorities or neighboring ships.
ALL officers should familiari3e themselves
thoroughly with the on board operational procedures for:
• Cargo operations which includes Line up, starting and
stopping of Cargo pumps)
• Ballasting / deballasting operations
• Location and operation of power switches for various
machinery and mooring winches.
• Proper use and operation of IG system including alarm
settings

• Duty officer should ensure that appropriate
communication is maintained at all times with
the 0horeterminal during vessel's stay alongside
the berth.
• appropriate entry should be made in the port
logbook of timings of all the activities related to
cargo operations, ballast operations, Safety and
Security related matters and all other activities
• OOW should ensure that cargo is being loaded
and discharged in accordance with the agreed
cargo plan.
• OOW should ensure that Ballasting and
Deballasting of the tanks is being carried out in
accordance with the cargo plan

• During cargo or ballast operations monitor the
ullage / soundings of all the tanks at regular
intervals in order to establish leakages if any.
• Monitor the ballast overboard discharge at all
times for accidental escape of oil through same.
in such case immediately stop the ballast
operation without any hesitation
• Deck scuppers to be plugged at all times and
should not be left unattended during hours
of rain. SOPEP equipment to be properly rigged
and should be ready for use at all times.
• Use of cameras and mobile phones to be
strictly prohibited on deck.

• All visitors should be properly recorded in
Gangway Log Book. Visitor’s ID should be
examined. The visitors should be searched as
per current MARSEC level.
• A stowaways search is to be carried out prior to
departure. The duty Engineer is to be kept
informed of all current ETS and gear tested one
hour prior to departure

Gangway Watch - Access Control

Ship /shore safety checklist
The responsibility and accountability for the safe conduct of
operations while a ship is at a terminal are shared jointly
between the ship’s Master and the Terminal
Representative. Before cargo or ballast operations
commence, the Master, or his representative, and the
Terminal Representative should:
• Agree in writing on the transfer procedures, including
the maximum loading or unloading rates.
• Agree in writing on the action to be taken in the event of
anemergency during cargo or ballast handling operations.
Complete and sign the Ship/Shore Safety Check-List.

1. Is the ship securely moored?
Due regard should be given to the need for adequate fendering
arrangements. Ships should remain adequately secured in their
moorings. Alongside piers or quays, ranging of the ship should be
prevented by keeping all mooring lines taut: attention should be
given to the movement of the ship caused by wind, currents, tides
or passing ships and the operation in progress. Wire ropes and fibre
ropes should not be used together in the same direction (i.e.
breasts, springs, head or stern) because of the difference in their
elastic properties.
2. Are emergency towing wires correctly positioned?
Emergency towing wires (fire wires) should be positioned both on
the off-shore bow and quarter of the ship. Some terminals may
require a particular method to be used and the ship should be
advised accordingly.

3. Is there safe access between ship and shore?
The access should be positioned as far away from the
manifolds as practicable. The means of access to the ship
should be safe and may consist of an appropriate gangway
or accommodation ladder with a properly secured safety net
fitted to it.
4. Is the ship ready to move under its own power?
The ship should be able to move under its own power at
short notice, unless permission to immobilise the ship has
been granted by the port authority and the terminal
manager. Certain conditions may have to be met for
permission to be granted.

5.Is there an effective deck watch in attendance on board
and adequate supervision on the terminal and on the ship?
The operation should be under constant control both on
ship and shore. Supervision should be aimed at preventing
the development of hazardous situations;
6. Is the agreed ship/shore communication system
operative?
Communication should be maintained in the most efiicient
way between the responsible officer on duty on the ship
and the responsible person ashore.
7. Has the emergency signal to be used by the ship and
shore been explained and understood?
The agreed signal to be used in the event of an emergency
arising ashore or on board should be clearly understood by
shore and ship personnel.

8. Have the procedures for cargo, bunker and ballast
handling been agreed?
The procedures for the intended operation should be pre-
planned. They should be discussed and agreed upon by the
ship and shore representatives prior to the start of the
operations. Agreed arrangements should be formally
recorded and signed by both ship and terminal
representatives.
9. Have the hazards associated with toxic substances in the
cargo being handled been identified and understood?
Many tanker cargoes contain components which are known
to be hazardous to human health. In order to minimise the
impact on personnel, information on cargo constituents
should be available during the cargo transfer to enable
proper precautions to be adopted.

10. Has the emergency shutdown procedure been agreed?
An emergency shutdown procedure should be agreed
between ship and shore, formally recorded and signed by
both the skip and terminal representatives.
11. Are fire hoses and firefighting equipment on board and
ashore positioned and ready for immediate use?
Fire fighting equipment both on board and ashore should
be correctly positioned and ready for immediate use.
Adequate units of fixed or portable equipment should be
stationed to cover the ship's cargo deck and on the jetty.
12. Are scuppers effectively plugged and drip trays in
position, both on board and ashore?
Where applicable all scuppers on board and drain holes
ashore should be properly plugged during the operations.

13. Are hand torches of an approved type? And Are
portable VHF transceivers of an approved type?
Battery operated hand torches and VHF radio-telephone
sets should be of a safe type which is approved by a
competent authority.
14. Are the ship's main radio transmitter aerials earthed
and radars switched off?
The ship's main radio station should not be used during the
ship's stay in port, except for receiving purposes. The main
transmitting aerials should be disconnected and earthed.
Satellite communications equipment may be used normally
unless advised otherwise. The ship's radar installation
should not be used

15. Are all external doors and ports in the accommodation
closed?
External doors, windows and port-holes in the
accommodation should be closed during cargo operations.
These doors should be clearly marked as being required to
be closed during such operations, but at no time should
they be locked.
16. Are smoking regulations being observed?
Smoking on board the ship may only occur in places
specified by the master in consultation with the terminal
manager or his representative.
No smoking is allowed on the jetty and the adjacent area
except in buildings and places specified by the terminal
manager in consultation with the master.

17. Are sufficient personnel on board and ashore to deal
with an emergency?
At all times during the ship's stay at a terminal, a sufficient
number of personnel should be present on board the ship
and in the shore installation to deal with an emergency.
18. Has a vapour return line been connected?
If required, a vapour return line may have to be used to
return flammable vapours from the cargo tanks to shore.
19. Are ship emergency fire control plans located
externally?
A set of fire control plans should be permanently stored in a
prominently marked weathertight enclosure outside the
deckhouse for the assistance of shoreside fire fighting
personnel. A crew list should also be included in this
enclosure

20. Is the inert gas system fully operational and in good
working order?
The inert gas system should be in safe working condition
with particular reference to all interlocking trips and
associated alarms, deck seal, non-return valves, pressure
regulating control system, main deck IG line pressure
indicator, individual tank IG valves (when fitted) and deck
P/V breaker.
21. Have the fixed and portable oxygen analysers been
calibrated and are they working properly?
All fixed and portable oxygen analysers should be
calibrated and checked as required by the company and/or
manufacturer's instructions. The in-line oxygen
analyser/recorder and sufficient portable oxygen analysers
should be working properly.

22. Are all cargo tank atmospheres at positive pressure
with an oxygen content of 8% or less by volume?
Prior to commencement of cargo operations, each cargo
tank atmosphere should be checked to verify an oxygen
content of 8% or less by volume. Inerted cargo tanks should
at all times be kept at a positive pressure.
- Material Safety Data Sheets (MSDS) ფor the cargo transfer
have been exchanged where requested.
- An International Shore Fire Connection has been
provided.
- Fixed VHF/UHF transceivers and AIS equipment are on
the correct power mode or switched off.

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