Port works

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NATIONAL UNIVERSITY ODESSA MARITIME ACADEMY

Practice report

Report prepared

by III-course cadet

group 1301

Illia Grytsiyenko

Odessa 2016

Contents

mooring port bridge

Introduction

1. Approachings and traffic area of port of New York

2. Port of Singapore regulations

3. Pilot boarding procedure

4. Mooring procedure

5. Anchorage procedure

6. Arrival/departure execution

7. Communication by means of VHF

8. Occupational situations on bridge during watch

9. Abandon ship drill

10. Fire drill

11. SOPEP drill

Used Guides and Manuals

Intoduction

Upon my graduation of the second course of the National University Odessa Maritime Academy I had a practice on board of the vessel. This was a large-size container ship “MAERSK SHEERNESS”. It has the capacity of 8466 TEU and 715 Reefer containers. Its gross tonnage is 93 511 tons. It works on a special line which covers such ports as Port Said, New York, Savannah, Charleston, Miami, Freeport (Bahamas), Singapore and also such ports as Ningbo, Chiwan, Yantian and Kaohsiung in China. So all in all our voyage comprised of East ports of North America, one port in Egypt and few ports in South-East China. It took almost three weeks to get from China to Egypt (Suez Canal) and the same time from Egypt to East ports of the USA. We had a multinational crew on board of the vessel. Almost half of them were the Philippinos, few crewmembers from Germany, some from Croatia, Romania and also few from Ukraine. Cooperation on board of the vessel was on the high level and every crewmember performed his duties as best as it could be.

1. Approaching and traffic area of port of New York

I have chosen the port of New York to highlight the rules and regulations which must be applied when entering this area. As you know, North America refers to Buoyage Region B as per IALA Maritime Buoyage System. It means that we have red buoys on our starboard side and green buoys on port side when entering the inland waters. There are three main approaching Traffic Separation Schemes to enter the port of New York: East, South-East and South. They are all different until they meet together at the Lower Bay - final approaching TSS. These schemes are IMO-adopted and Rule №10 of International Regulations for Preventing Collisions at Sea applies.

Anchorage

Prior the enter of the final TSS (ENE and NE of the pilot boarding area) there is a special anchorage area clear of charted dangers and hazards. But it is recommended for all vessels to limit the use of this anchorage area only for such purposes as lightering or loading, bunkering, receiving stores or spare parts, repairs, Coast Guard inspections, crew changes or emergencies. On completion of these operations vessels must leave these anchorages (Stapleton Bay Ridge and Gravesend Bay) and anchor offshore to await a berth. Under the supervision of Captain of the Port (COTP) New York, New York VTS (VTSNY) exercises the authority, duties and responsibilities of the COTP; controlling the use of Federal Anchorages 21A, 21B, 21C, 23A, 23B, 24 and 25. Exemptions to anchorage regulations, specifically to length, draught and time restrictions, should be requested from VTSNY. The following table summarizes the regulations governing the length, draught, and maximum duration of stay for these anchorages:

Vessels drawing 12 m or more may anchor if they anchor within 5h of the start of the ebb at the Verrazano Narrows. VTSNY carries out anchorage management responsibilities through VHF Ch 12. All reports and requests for deviations may be made on this frequency. After a vessel is anchored and all required information is passed to the VTC (Vessel Traffic Center), the vessel will be required to maintain a continuous listening watch on VHF Ch 16 for the entire time it is anchored.

The following are additional requirements for vessels using these anchorages:

(a) No vessel may anchor unless it informs VTSNY when it anchors, the vessel's name, length, draught and its position in the anchorage;

(b) Each vessel anchored must inform VTSNY when it weighs anchor;

(c) VMRS (Vessel Movement Reporting System) users at anchor are required to make a Sailing Plan Report at least 15 minutes before getting underway in the VTSNY Area;

(d) No vessel may conduct lightering operations unless it notifies VTSNY before it begins operations;

(e) Each vessel lightering must inform VTSNY at the termination of lightering;

(f) No vessel may anchor unless it maintains a bridge watch, guards and answers VHF Ch 16 and maintains an accurate position plot;

(g) If any vessel is so close to another that a collision is probable, each vessel must communicate with the other vessel and the VTC on VHF Ch 16 and must act to avoid that collision;

(h) No vessel may anchor unless it maintains the capability to get underway within 30 minutes;

(i) No vessel may anchor in a "dead ship" status (propulsion or control unavailable for normal operations) without prior approval of VTSNY;

(j) Each vessel in a "dead ship" status must engage an adequate number of tugs alongside during tide changes. A tug alongside may assume the VHF Ch 16 guard for the vessel after it notifies VTSNY;

(k) Vessels intending to conduct lightering operations outside of the VTSNY managed anchorages, see (a), must notify VTSNY of the time and place of the planned operation at least 4h in advance.

Caution measures to be taken

When approaching the East coast of USA a good lookout should be kept because of the submarines which conduct exercises between the meridians of 66? 30' W and 72? 15' W. There is also a former mined area, charted as a danger area. It is centered 11,5 miles ESE of Romer Shoal Light. The area is opened to unrestricted surface navigation, but all the vessels are cautioned not to anchor, dredge, trawl, lay cables or to carry out similar types of operation owing to the residual danger of mines on the bottom.

The final approach to the New York Harbor from the E leads for about 40 miles along the Long Island coast. There are also fish trap areas which extend up to 3 miles offshore between Sandy Hook and Barnegat Inlet. Navigation is rarely hindered by ice along the New Jersey coast, but the inner waters are completely closed in severe winters. The following areas are safe and security zones:

All waters within 100 yards of each moored or anchored US Coast Guard Cutter.

All waters within 25 yards of each commercial waterfront facility that is capable of accepting barge, ferry or other commercial vessels.

All waters of the New York Marine Inspection Zone and COPT Zone within a 200-yard radius of any LHG vessel or LHG facility.

All waters within 25 yards of any bridge pier or other structures, overhead power cable towers, tunnels.

Pilotage

Pilotage is compulsory for all foreign vessels and the US vessels under register which are entering or departing from the Port of New York and New Jersey. They must employ a Pilot, licensed by the State of New York or New Jersey. Enrolled vessels must have on board or employ a Pilot licensed by the Federal Government. Vessels entering the New York port through Lower Bay are boarded 1,5 miles ESE of “A” Light Buoy (40?27' 47N 73?50'20W). The pilot station boats have a black hull and white superstructure, with the name “Pilot №1” “New York” or “Pilot №2” “New Jersey” in yellow on each side. “Pilot №1” “New York” is used as the winter boat and “Pilot №2” “New Jersey” is used during the summer months. Boarding is made from smaller grey colored boats. Pilots for US registered vessels in coastwise trade board in the same area. Pilots should be contacted 2 hours in advance.

Notice of ETA: Pilot services are arranged in advance through the agents. A 24h advance notice of ETA is required with updates as follows:

(a) Sandy Hook Pilots:

(i) New York Harbor and approaches: 3h prior to arrival

(ii) New York Harbor from Long Island Sound: 12h and 6h prior to arrival

(b) Interport Pilots:

(i) New York Harbor and approaches: 6h prior to arrival

(ii) New York Harbor from Long Island Sound: 12h and 6h prior to arrival

Tidals, streams and depths

The main channel from the sea to the deep-water terminals in the Hudson river has a project depth of 13.7 m (45 ft). At Sandy Hook and also at the Battery mean spring range is about 1,6 m (5 ft) mean range is about 1,1 m (3.6 ft). For the Lower Bay the rate of in-going stream is about 2 kn. And it generally sets parallel to the Lower straight section of Ambrose Channel and tends to continue in that direction where the channel turns towards The Narrows. In the channel N of Governors Island the action of the tidal stream is very erratic and great care must be taken when navigating a large vessel. It is reported that the most dangerous conditions occur near the end of the in-going stream. A Shipping Safety Fairway has been established between the W end of the TSS S of Nantucket Shoals and the E end of the TSS approaching New York from the E. All the coastal waters off the S shore of the Long Island lie within a regulated navigation area that extends 12 miles offshore. Due to rapidly changing shoaling conditions and existing dangers, it is considered unsafe for the mariners to navigate along the W coast of the Long Island, so navigation should be conducted thoroughly especially in this area.

Repairs

The port of New York has extensive facilities for making all types of repairs for vessels. It has two dry docks. The main is GMD Shipyard Brooklyn (Three Graving docks and a wet berth. The largest dry dock: length 333 m, width 46 m, depth 11 m). The second dry dock is Caddell Dry Dock and Repair Co., Inc. Staten Island. It has it's own seven floating dry docks, the largest of which has the lifting capacity of 7500 tons. Also there are several salvage companies, which perform all types of salvage work at sea.

2. Port of Singapore regulations

Before describing the rules of the Singapore port I want to make a minor basic familiarization for the reader of this report with this port. The Port of Singapore lies predominantly on the Sand SW sides of Singapore Island, which is separated from the S tip of the Malaysian peninsula by the Johor Strait. The port, which is one of the busiest ports in the world, is a major complex formed within the island and the mainland mass which constitute the Republic of Singapore. The port has a well-sheltered natural deep-water harbor and the extensive facilities to cater for all types of vessels, including VLCC and gas carriers. Major ship repair and building facilities are available. Principal imports consist of crude oil, chemicals, iron, steel and manufactured goods. Exports consist of refined oil production, timber products, rubber, machinery, textile and manufactured goods. The Maritime and Port Authority of Singapore (MPA) maintains a VTIS with radar surveillance which is the port mandatory of Malacca and Singapore Straits Ship Reporting Systems (STRAITREP) in order to improve safety of navigation in Singapore Strait, protect the marine environment.

Diagram of Vessel Traffic Information Service (VTIS) and Port Operations.

Vessels transiting the Singapore Strait

Participation in the schemes is mandatory for all vessels and tows of 300 gt and/or 50 m in length or more, and all passenger vessels, intending to enter or depart from the Port of Singapore. Reporting positions are shown on the charts. There is a special bunkering Anchorage Scheme in the Port of Singapore. The scheme has been introduced for vessels of 20 000 gt or more, other than LPG vessels, chemical tankers, oil rigs and drilling ships, to take bunkers at designated bunkering areas. Under the scheme, qualifying vessels will be accorded concessionary port dues under the following conditions:

-That the vessel shall not carry out cargo work.

-That the vessels overall stay shall not exceed 24 hours.

-That the vessel shall be an “arrival” vessel and proceed directly to the bunkering area.

All in all there are five bunkering areas. Vessels proceeding to these anchorages are required to obtain the services of a licensed pilot. The Pilotage District, within the limits of Port of Singapore, is divided into three areas (A, B and D) within which differing rules apply for compulsory pilotage. Compulsory pilotage applies to all LPG and chemical carriers of any size and to those vessels, moving in a particular area. There are seven pilot boarding positions, which are shown on special charts. Initial request for pilots should be forwarded to the Pilot Office (MPA Maritime Pte. Ltd.) at least 12 hours before arrival at Singapore and confirmed to Singapore Pilots at least 2 hours before arrival. Vessels at anchor and those, which require pilots at night shall exhibit three all-round lights in a vertical line; the highest and the middle one lights must be white, and the lowest must be red. By day vessels should hang the flag “G” of the International Code of Signals.

With effect from 1-st January 2012, all power-driven vessels, irrespective of size, are required to be fitted with a working AIS transponder. The Port Authorities (MPA) do not generally allow cargo operations to be conducted at the anchorage unless in special circumstances, such as the nature of the cargo not being able to be handled at an appropriate berth. Nevertheless, if approval is given by the MPA to conduct cargo operations at the anchorage, an appropriate anchorage will be allocated for this purpose.

3. Pilot boarding procedure

Depending of which port the vessel is going to enter there are special requirements, which must be taken into consideration when taking the pilot on board of the vessel. Every port has it's own rules, but the basic are the same in each port. First of all, prior entering the port, the vessel must send an initial request to provide pilotage at a designated time before arrival. Than as the vessel approaches her port of call, the final report of her position and exact time of arrival are sent to the pilot station of that port and detailed information about position, time etc. is exchanged between ship and shore-based station. The requested side, by which the pilot usually embarks the vessel is lee-side. Also the pilot station provides the vessel with information about the hight of the pilot ladder above the water level. It depends on what is the hight of the freeboard of the pilot boat. If the length of the pilot ladder extends more than 8 meters, than the combination ladder is used. It consists of the same pilot ladder, but also attached to the gangway of the vessel, to make boarding of the pilot safer and easier.

In my case the vessel had a special pilot doors in both port and starboard sides. Each door has a ramp, which is hanged out beforehand boarding. When the pilot boat approaches the vessel, the internal communication between the seaman standing near the pilot door and the officer on the bridge must be checked (it is provided by means of walkie-talkie). Than a designated person (usually deck cadet) is sent to the pilot door, to provide a safe embarkation of the pilot. There is a list of special standard maritime communication phrases which are used when boarding the pilot (e.g. Pilot boat is approaching, pilot boat alongside/clear, pilot is on the ladder… etc.) After safe boarding of pilot, the last one is escorted to the bridge. When the pilot is already on the bridge, the exchange of the information between him and captain is carried out and a special pilot card is handed to the last one, to get more information about the vessel and her particulars.

4. Mooring procedure

Mooring of the vessel prevents it's drifting away from a berth and holds the ship in place in relation to the loading/discharging gantry cranes/hoses, which may only have a limited freedom of movement. The mooring system has to maintain the ship's position against forces that will try to move it. These may be caused by one of the following: wind, current, tides, surge due passing ships, waves and swell, change of draft, trim and list… etc. When approaching a berth our vessel proceeded at slow speed. On deck heaving lines and mooring ropes are prepared beforehand. At an appropriate distance from a berth three tugs are secured: one on the forward, one on the middle and the third on the aft. They proceed with the vessel, escorting her up to the birth. The vessel approaches the berth at approximate angle of 30?, measured between jetty and vessel. When the bow almost touches the berth the forward heaving line is passed ashore. First of all bow spring, then ahead-rope and two breast lines are run out from the ship and secured on the bollards ashore. Then commands are given to the tug boats by harbour pilot to push the vessel closer to the berth and also bow-thruster is used to conduct this maneuver. Working on forward lines, as the stern approaches to the berth, the stern heaving line is passed ashore and stern-line, stern spring are run out in due time, the ship is positioned and all lines made fast. After the ship is secured in her berth, rat-guards should be placed on all lines. Depending on the rate of discharge/loading of the vessel, the Master usually decides either to put all winches and windlasses on brakes or to put them on auto tension mode. But in spite of the made decision, all the mooring lines are constantly watched as the auto tension mode has it's own disadvantages. For example it can happen so, that if the strong wind is blowing from forward, so the great force of it pushes vessel astern and the forward lines become slackened, while stern lines are tighten too much. As the result auto tension system slacken the forward lines and make tight stern lines and the vessel moves astern without coming back in precise position, what is very necessary for container vessels during cargo operations. The Second Officer usually print the tide table, according to which those, who are on deck while vessel is alongside should pay more attention to a certain periods of time of high or low tide and check mooring line more frequently, to prevent their destroying because of high tension.

5. Anchorage procedure

Usually our ship was anchored in open roadsteads. We didn't use anchor, while being in harbour. To bring the vessel to anchor it is necessary to reduce the speed to minimum and to stop the engine at the proper time. Master usually makes decision which anchor to let go: port or starboard. As there is the risk of tangling of the anchor chains, when both anchors are let go, we used only one anchor to prevent this. If there is the wind or current is present, it is necessary to bring the vessel head up to the wind or against current before anchoring. When the ship is near her intended place, she is given a slow astern (if there is no wind or current) and anchor is dropped, the anchor chain is paid out slowly, after the anchor reaches the ground. When the appropriate quantity of shackles is paid out, the break on the anchor windlass is set up as tight, as possible. The scope of the anchor chain to be paid out depends on many factors such as the size of the ship, depth, the weather and tide conditions, the quality of the holding ground. Usually, length of the chain equal to about five times the depth of the water, which is considered to be sufficient to keep the vessel in position in normal weather conditions. After the ship has been anchored, the watch officer takes the anchorage bearings. He also sees that the soundings are taken at the anchorage and entries into the log book are made. When the vessel is at anchor at night one man is posted on anchor watch. It is his duty under the officer of the watch to provide security of the ship, to report about the tension and direction of the chain and to see if there is sufficient room for the vessel to swing with the tide without striking another vessel.

6. Arrival/departure execution

As it was already mentioned, m/v “MAERSK SHEERNESS” works on a special line between ports of America, China, Asia and Egypt. Before entering one of ports of call, the vessel and her crew must be prepared for this. The vessel has estimated time of arrival, which the crew shall adhere. This time is reported to the agent of the vessel, whose responsibility is to manage with port authorities successful conduct of vessel's call into port. From the side of the crew it's necessary to prepare all documentation, reports and special requirements of the port of call. Usually the 3-rd officer is in charge of preparation of documents before entering any port. Different port authorities require some different documentation to be prepared, but in general it is the same for all ports.

Agent provides crew with information about which documents are required.

The major document, which is required by all ports is IMO Crew list. It consists of information about each crewmember as name, family name, rank, date of birth, nationality and Seaman's book number. Ship's particulars is the second one document, which is commonly required. A lot of ports require the list of previous ten-fifteen ports of call. It's common for USA ports to require the ballast exchange form as per VGP (Vessel General Permit). In USA a lot of attention is paid for preventing of environment pollution, so each vessel, which enters the waters of USA must make ballast exchange in open ocean, where the water is free of pollutants and only than to enter the US ports, otherwise it is prohibited to make ballast operations in coastal waters of US. Also significant documents are: Vaccination list, stores declaration (which must be prepared by steward or Chief Cook, Drugs & Narcotics list (provided by Medical Officer (2-nd Mate)) and a lot of other specific documents.

As the vessel approaches her port of destination, she is exposed to thorough preparation as per special check list. This check includes unlashing of anchors, preparation of ropes on mooring stations, securing of all restricted areas by means of pad-locks, preparation and accurate check of all bridge equipment for it's proper and reliable work. The same procedure applies to Engine Room. After everything above is done, communication with port is established and permission to enter the port is given, pilot is assigned and pilot card is ready, the vessel is ready to enter her port of call. During departure procedure is basically the same, but it's necessary to receive the list of IMDG (dangerous cargo) which is loaded on the vessel with summary of all containers.

7. Communication by means of VHF

The VHF communication is usually carried out between two vessels or vessel and shore-based station (Pilot Station, VTS…). VHF is used for these purposes. The VHF watchkeeping range is from 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) is used for distress and urgency, safety and calling, );

-Channel 13 (156.650 MHz) is used for safety of navigation ship-to-ship

Channel 6 may be used ship-to-ship for SAR operations, it's not necessary to keep watch on this channel.

The OOW should normally be in possession of a General Operator's Certificate (GOC). The OOW will be responsible for ensuring compliance with the radio watchkeeping requirements of SOLAS. There is a special procedure for connection by means of VHF, which every officer of the watch must know.

Basically there are two types of communication by means of VHF. First-routine (general) communication. Routine or general communications include ship-to-ship communication, pilotage messages, port operations, ship movements, ship's business messages and other public correspondence. The frequencies used by coast stations, port stations etc. can be ascertained from the ITU List of Coast Stations.

The second type of communication is emergency communication. It includes distress, urgency and safety messages. Further I will give the basic sequence and structure of messages, sent by VHF.

The person, who intends to communicate with other vessel/shore station while conducting general communication must:

1. Make initial calling of the vessel by it's name (three time)

2. This is m/v …(identify yourself by ship's name) spoken three times.

3. Your Call Sign, spoken one time.

4. Wait for reply on the same channel. The replying vessel must give the name of the calling vessel and give her identify (vessels name) repeated one time.

5. The calling vessel appoints designated channel, on which communication will be conducted.

6. Confirmation by other vessel must be received and switch to designated channel.

7. Calling vessel repeat again name of called vessel and identify itself on a new channel and transmit the message.

8. Called vessel gives it's respond.

(In the end of each message word “Over” must be used, to indicate that you have finished your message and you are ready to receive respond)

9. In the end of communication it must be reported “Out” that means that they have finished listening of the designated channel.

Example of routine communication between two vessels:

-M/v “Blue Sky”, m/v “Blue Sky”, m/v “Blue Sky”, this is m/v “Maersk Sheerness”, m/v “Maersk Sheerness”, m/v “Maersk Sheerness”, Lima X-ray Sierra Hotel. Over.

-M/v “Maersk Sheerness”, this is m/v “Blue Sky”. Over.

-Good afternoon Sir, Channel 06, please. Over.

-Channel 06. Over.

- M/v “Blue Sky”, m/v “Blue Sky”, m/v “Blue Sky”, this is m/v “Maersk Sheerness” . Over.

-Replying m/v “Blue Sky”. Over.

-Request to alter your course to starboard, as I have a shallow waters ahead of me and I need more room. Over.

-All received, altering my course to starboard. Over.

-Thank you. Coming back on channel 16. Out.

Example of communication between shore-based station (VTS Tangier) and vessel:

-VTS Tangier, VTS Tangier, VTS Tangier. This is m/v “Maersk Sheerness”, m/v “Maersk Sheerness”, m/v “Maersk Sheerness”, Lima X-Ray Sierra Hotel. Over.

-M/v “Maersk Sheerness”. This is VTS Tangier. Over.

- Good afternoon Sir. Crossing East reporting line, heading Westbound. My position is 33*40'17 N, 012*03'4 W. Course 350, speed 23 knots. Last port of call-New York. Next port of call-Suez, ETA-13/09/2016. Over.

-All received m/v “Maersk Sheerness”. Please, give the information about number of crew and presence of dangerous cargo on board. Over.

-My crew is 23 persons, including Master. I carry 2 076 tons of dangerous cargo on board. IMDG classes: 2.2 and 3. Over.

-Thank you very much m/v “Maersk Sheerness”. All clear. Please keep the speed limit in TSS of 20 knot. Have a good voyage! Over.

-Thank you, Sir, slowing down to 20 knots. Out.

8. Occupational situations on bridge during watch

Seafaring will never be without its danger, but the maintenance of a safe navigational watch at all times, and a careful preparation of passage are at the heart of good operating practice. At all times safe navigation requires effective command, control, communication and management. It demands that the situation, the level of the bridge manning, and the operational status of navigational systems, the ship's engines and auxiliaries are all taken into account. It is people that control ships, and therefore people, together with management and teamwork, who are the key to reliable performance. People entrusted with the control of ships must be competent to carry out their duties.

The OOW, who takes over the watch of his colleague must to proceed in the following way, as per check list, which includes advices regarding how make proper familiarization with the situation at the beginning of the watch:

The relieved OWW must ensure that his reliever is capable to carry out duties on the bridge, otherwise Master must be informed and actions be taken. On the beginning of the watch the log book is filled up to certify that all responsibility is transferred on the reliever. OOW must adjust himself to the situation on the bridge within the shortest period of time to be able to conduct a safe navigation especially during hours of darkness, when the vision of oncoming watchkeeper requires essential time to adapt. OOW must continuously maintain a sharp look-out as visually, so by means of all available equipment on the bridge. During watch, OWW follows the passage plan, keeps the track, alters the course of the vessel to prevent dangerous closeness of vessels makes full appraisal of the situation and risk of collision. Officer maintains continuous monitoring of radio equipment, attentive listening on required channels, to be ready to communicate in any circumstances. When conducting the pilotage, OOW ensures safe boarding and disembarking of pilot, controls the orders of pilot and their accomplishment. Precise and accurate actions of Officer of the watch are guarantee of safety of all crew.

9. Abandon Ship Drill

Abandon ship drill on m/v “Maersk Sheerness” was conducted every month. The day of the drill was chosen by Master and all crew informed beforehand about which kind of drill and when we will have it. When the crew heard General Alarm followed by PA announcement of “Abandon ship drill”, everybody proceeded to our designated muster station for this kind of drill. Muster station took place on the third deck. Our crew was divided into two parts, so every crew member knew to which life boat he must proceed, fully dressed, with life-jacket and immersion suit. M/v “Maersk Sheerness” has two davit-launched life-boats. The only one difference between them is that starboard side life-boat is used to rescue man overboard. This life-boat is launched and recovered faster because of more powerful davit. Other equipment of both life-boats is the same. When everybody gathered near his designated life-boat, team-leaders make a head-count, to see if all crew is present. Team-leader of life-boat №1 was Chief Officer and leader of boat №2 was Third Officer. After head-count team-leaders reported to the Master, who was on the bridge that all crew is present and drill can be started. Every crew member has his own responsibilities during Abandon-Ship drill:

After reporting to the bridge, team-leaders began to explain first of all about launching procedure of the life boat. Life-boat can be launched by one person, so every crewmember must know how to launch it. After everybody proceeded inside, and team-leaders explained about inventory of the life-boat (what is stored inside it and how much). Below is the list of items, which both life-boats had:

After familiarization with equipment, the engine of the life-boat was started and checked for proper work. In the end everybody went to the ship's office to make some more detailed explanation and to receive answers on questions, which have rose up during drill. When the drill was finished, officer in charge was making the report of conducted drill.

10. Fire drill

Fire drill was planned in advance by captain. He decided either it will be conducted in the Accommodation, in the Engine room, or on deck. General alarm was sounded with PA announcement of “Fire drill” and all crew members assembled at the muster station. All crew gathered on the Upper deck in Fire-fighting store. Our coordinator was Chief Officer, who explained to the crew the location and nature of fire. After all information was received, everybody proceeded with appropriate equipment to the location.

Crew was divided into three teams with their leaders. There were: defense squad, members of which were extinguishing the fire, support squad, members of which were providing defense squad with additional equipment and any other help and boundary cooling team, which prevented fire to be spreaded more. When all crew arrived at location of fire, fire emergency pump was started, hydrants opened and water was directed on supposed fire. Chief Officer as coordinator checked if actions of every crew member are proper and correct. After drill all crew proceeded to ship's office to discuss the mistakes, which took place during drill. Third Officer explained how to release CO2 into the cargo holds by means of special system. Conclusions were made basically on results of all crew and report of the drill was sent to the company.

11. SOPEP drill

Ship's Oil Pollution Emergency Plan drill was conducted before entering port, if the passage was longer than five days. It was basically made to remind to the crew the procedure and consequence of actions in case of pollutants spillage (e.g. fuel, oil) during bunkering in port. All crew was gathered in ship's officer by hearing PA “All crew, please proceed to the ship's office for pre-bunkering familiarization”. When everybody was ready, the procedure of future bunkering operation was explained to the crew. Chief Engineer was in charge of preparing the information about it. It was told to the crew all details: quantity of heavy, diesel, low sulphur concentration, high sulphur concentration fuels, how many bunkering barges will be alongside and at what time. After receiving full information the crew proceeded to the SOPEP locker to familiarize themselves with equipment, which will be used in case of emergency. The list of this equipment is given below:

After crew was familiarized with equipment, stored in SOPEP locker, Engineers had an additional conversation to divide responsibilities between each other.

Used Guides and Manuals

-Effective Mooring, 3-rd Edition (Oil Companies International Maritime Forum)

-Bridge procedures guide, 4-th Edition, 2007 (International Chamber of Shipping)

-Admiralty Sailing Directions, 11-th Edition (Malacca Strait and West coast of Sumatera) (UKHO)

-The Mariner's Handbook, 9-th Edition, 2009 (UKHO)

-GMDSS Manual, 2011 Edition (IMO)

-Lloyd's Maritime Atlas of world ports and shipping places, 28-th edition, 2014

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