Maritime english for deck officers of operational level on ships of 500 GT

Maritime English for Deck Officers of Operational Level on Ships of 500 GT or More Unit:2 BRIDGE WATCH KEEPING AT SEA 1.1 Principles to be observed in keeping a navigational watch The officer in charge of the navigational of the Master s representative and is primarily responsible at all time for the safe navigation of the ship and for complying with the international Regulations for Preventing Collisions at sea, 1972 (COREG 72) 2.1.2 Lock out A proper look out should be maintained at all time in compliance with rule of the International Regulations for preventing Collisions at sea 1972 by sight and hearing, as well as by available means appropriate in the prevailing circumstances and conditions so as to make a full appraisal of the situation and of the risk of collisions, stranding or other hazards to navigation Additionally, the duties of the look out should include the detection of ships or air craft in distress, shipwreck persons, wrecks and debris TOPIC I: CARRIAGE OF DANGEROUS GOODS Dangerous goods are carried in a wide variety of packages, containers and drums, each designed to handle the particular materials in the best possible way Under no circumstances should the recommended stacking or stowage height be exceeded When loading dangerous goods, only compatible cargo should be loaded or stowed together Great care is needed to ensure that all dangerous goods are properly stowed and secured The I M D G Code should be adhered(dinh vao, gan vao,di lien) to particularly as regards the correct stowage location and the segregation(su pan biet ) of cargoes The ships Officers should study how best to handle any broken package, drum, container or receptacle(chỗ chứa) before any damage occurs The use of salt water on some goods will cause an explosion or release of very toxic gas Maritime English for Deck Officers of Operational Level on Ships of 500 GT or More Where shade (noi tam lanh) on deck is meant to be provided, the First Mate should ensure that the awning (mais che) is not removed and is replaced as soon as possible if it is damaged Questions: 1- What dangerous goods you know? 2- How are dangerous goods carried to handle the particular materials in the best possible way? 3- Which cargo should be loaded or stowed together? 4- What is needed to ensure that all dangerous goods are properly stowed and secured? 5- What should the ships Officers study? 6- What will the use of salt water on some goods cause? 7- What on deck is meant to be provided? 8- What should the 1st Mates ensure? TOPIC 2: RADAR Except when the vessel is alongside the berth in port, the radar should always be kept on STAND-BY conditions at all times This ensures that the radar is ready for immediate use and will significantly (đáng kể)increase the operational life of the equipment Continual switching on and off will significantly reduce the life of the components (thành phần) within the set The Officer of the watch should use the radar when appropriate (thich hop) and always whenever (moi khi) restricted visibility is encountered (bat gap)(or expected du tinh) and also in congested (chat troi)waters, bearing in mind the radar limitations (luu y den nhung gioi han cua rada) Whenever radar is used, the Officer of the watch will select an appropriate range scale, observe the display carefully and plot effectively The Officer of the watch should ensure that the range scales used are Maritime English for Deck Officers of Operational Level on Ships of 500 GT or More changed at sufficiently (thich dang) frequent intervals (giai lao) so that echoes (tin hieu doi) are detected (nhan biet) as early as possible and that small or weak echoes not escape detection (mat tin hieu) The Officer of the watch should ensure that plotting or systematic(co he thong,co phuong phap) analysis (phan tich/xu ly) is carried out in sufficient time and also remembering that time may be gained (thu c, lõy c, gianh c, kiờm c) by reducing speed, if considered necessary.(nờu coi l cn thiờt) In clear weather, and whenever possible, the Officer of the watch should carry out radar practice Questions: 12345- When should the radar be kept on STAND-BY conditions? What is the radar ready for? What will happen if continual switching on and off? How should the Officer of the watch use the radar? What should the Officer of the watch ensure so that echoes are detected as early as possible and that small or weak echoes not escape detection? 6- What should the Officer of the watch carry out in In clear weather, and whenever possible TOPIC 3: PREPARATION OF CARGO PLAN A carefully prepared cargo plan is a valuable (h tr quan trng) to safe practice and should include as much detail as possible All Officers and key personnel (ngi then cht)engaged in cargo operations should be given the opportunity (c to c hi)to study and discuss the plan before operations commence to ensure that they are completely familiar with it When preparing the plan, both for loading and discharging, careful Consideration (lu ý) should be given to the following Quantities per tank, and the order of loading or discharging so as to ensure good weight distribution and therefore the minimum stress and optimum (thun li nhõt) trim (c õn bng mn mi-l ỏi, sp xờp) Maritime English for Deck Officers of Operational Level on Ships of 500 GT or More Safe segregation (chia tỏch) of different parcels (lụ, Bao kin)when more than one grade (lp, loi) of petroleum is carried Pipelines, pumps and valves to be used for each tank or section Reduction (gim) in normal flow rates when topping off (hon thnh) or when commencing loading Particular attention is required when loading grades classed as Static accumulators (tnh in) Any requirement for cleaning lines and pumps which may be used for handling more than one grade Any requirement for isolating (n, co lp cach ly) sections of the cargo tank venting system when loading, particular to any possible risk if volatile vapours entering gas free tanks through the venting system TOPIC 4: DUNNAGE It is most important that only clean, dry dunnage is used, free from any stains (d bn) from previous cargoes Dunnage should always be laid with the first layer crossing the floor and beams (sn ngang)of the tanktops (nh kột) and tweendecks When only limited dunnage is being used, the first layer can be laid diagonally (chộo), leading towards the side to assist drainage (h tr thoỏt nc) When palletized or unit load cargoes are being loaded, the dunnage used between them should be sufficient (cú kh nng) to allow forklift trucks to work without damaging them or their content When carrying heavy cargoes, a mat (chiờu, tõm lút)of dunnage should be laid under the cargo to ensure even weight distribution over as large an area as possible Spar(tr) ceilings should be kept in good condition any broken spars replaced Care should be taken to ensure that cleats (cc u dõy)have not been bent outwards so that they cause damage to the cargo Maritime English for Deck Officers of Operational Level on Ships of 500 GT or More TOPIC 5: TAKING OVER THE WATCH The Officer of the watch should not hand over the watch to the relieving Officer if he has reason to suspect that the latter is under any disability which precludes him from carrying on his duties effectively If the Officer of the watch is in any doubt whatsoever regarding the fitness of the relieving Officer, he must inform the Master immediately The Officer of the watch must ensure that the other members of his watch are fully capable of performing their duties, and in particular, their adjustment to night vision The relieving Officer should not take over the watch until his vision has fully adjusted to the prevailing conditions and that he is personally satisfied regarding standing orders and other instructions of the Master relating to the navigation of the vessel Attention should be given to the following The position, course, speed, and draught of the vessel Prevailing and predicted tides, currents, weather, visibility and the effect of these factors on the course and speed The navigational situation, including (but not limited to) the following (a) The operational condition of the navigational and safety equipment being used or likely to be used during the watch, (b) Errors of gyro and magnetic compasses, including errors of the repeaters, compared with the master gyro compass, (c) The presence and movement of vessels in vision or known to be in the vicinity,(gn) (d) conditions and hazards likely to be encountered during the watch, (e) The possible effects of heel, trim, water density and squat on the under keel clearance Hand over the watch :OOW must turn over to officer of next watch information as below : + Course :true course ,gyro course and magnetic course + Weather state : direction and wind force + Visibility: good or poor Maritime English for Deck Officers of Operational Level on Ships of 500 GT or More + Present traffic condition ,especially danger target + Navigational equipment condition + Average speed in watch + Next waypoint ,next course if necessary + Orders of captain if have + In case of , there are many ship : this ship is the most dangerous ,we should turn over first ! + We should turn over CPA ,TCPA ,BEARING ,BCR ,BCT of target ship + If there are fishing boat ,we should turn over careful fishing boat is moving no moving there is fishing net or no TOPIC 6: STOWAGE PLAN AND PORT ROTATION(luõn chuyn) When drawing up the cargo stowage plan, the Master and the First Mate must ensure that the cargo can be stowed making maximum use of all cargo handling equipment in every port The cargo should be so distributed that the ship will always have a Reasonable(hp lý) trim(cõn bng), with broken stowage and stresses due to uneven (khụng cõn )loading kept to a minimum When cargo has to be discharged at several ports, great care must be taken to ensure that the cargo for one port is not stowed above cargo for delivery at a port due to visit earlier When a stowage plan is being drawn up by the stevedores, the ships officer should always draw up its own plan of the actual loading sequence(phi hp) In this way the ships Officers can very quickly see when over-stowing is likely to occur and take preventive (ngn nga)action When loading cargo at intermediate ports, the ships Officers should ensure that the space allotted (chia, õn nh)for each port is not exceeded(vt quỏ), otherwise there may be insufficient(thiờu) space remaining and cargo shut out at the last port to be visited Maritime English for Deck Officers of Operational Level on Ships of 500 GT or More Main structure: Sothat expensive presents He so loves her that he keeps buying her He has so organized his life that his wife suspects nothing Sơ đồ xếp hàng luân chuyển cảng Khi vẽ sơ đồ xếp hàng, TT cà ĐP phải đảm bảo hàng hoá đ-ợc xếp với tận dụng tối đa thiết bị làm hnàg cảng TOPIC 7: SINGLE ANCHOR PROCEDURE The master, or pilot, should manoeuvre the vessel to the desired (mun)position, and take all (make) way off, so that the vessel is stopped over the ground She should be heading to the wind and/or tide, and have her anchor walked (xụng ra) back out of the hawser pipe, on the brake ready for letting go The bridge should be informed that the anchor is on the brake of windlass, or cable holder, and is ready for the order to let go The engines should be operated to give stern way to the vessel The master should check overside (ngoi mn) and see the stern wake (vt nc cun), about half-way up the vessels length, and know that stern way (trn lựi) is being made through the water, before giving the order to let go The officer in charge of the anchor party should order the brake to be taken off and allow the cable out in length along the sea bottom, and not cause it to pile up on itself The officer in charge should start to apply the brake once enough cable has to run out to prevent it falling on top of the anchor The procedure is to check on the cable periodically, by applying the brake, while the vessel drops astern, either under engine power or through the action of the tide, and lays (th)the required length of cable Communication from the fo c sle (forecastle) head to the bridge should be maintained by walkie-talkie, public address system, or by the ringing of the ships forward Bell Main structure: eitheror I left it either on the table or in the drawer Thủ tục thả neo Maritime English for Deck Officers of Operational Level on Ships of 500 GT or More TOPIC 8: COMPULSORY PILOTAGE Compulsory pilotage shall be applied for all types of foreign vessels regardless of size and Vietnamese vessels of 2000GT and over by Vietnamese pilots on entry into, departure from the port, manoeuvre in the waters of the port or in other compulsory pilotage areas of Vietnam, and the payment of pilot fees shall be as per provisions (cac dieu khoan)of the existing(hien hanh) laws For Vietnamese vessels of less than 2000GT, the Master may decide(quyet dinh) to request for pilotage Based on the actual conditions, Director of the Maritime Administration of ( ) shall have the right to provide(cung cap,dua quyet dinh) in the seaport regulations the non-compulsory pilotage for foreign vessels of less than 100GT on entry into and departure from the seaport, but he shall still be responsible for maritime safety and prevention of environmental pollution A Master who is a Vietnamese citizen having obtained(dat duoc,danh duoc,thu duoc) the Vietnam Maritime Pilot Certificate corresponding(tuong ung dung voi) to respective type of ship and maritime pilotage area shall be allowed to pilot the vessel by himself but he has to inform in advance the Maritime Administration of ( ) accordingly (phự hp) Maritime English for Deck Officers of Operational Level on Ships of 500 GT or More TOPIC 9: GENERAL DEFINITIONS(dinh nghia) The term vessel restricted in her abilities to manoeuvre means a vessel from which the nature of her work is restricted in her ability to manoeurve as required by these Rules and is therefore unable to keep out of the way of another vessel The term vessel restricted in their ability to manoeurve shall include but not limit to: (i) a vessel engaged inlaying, servicing or picking up a navigation mark, submarine cable or pipeline;(tau dang dat, bao duong, thao doi diem hanh hai, cap ngam hoac duong ong) (ii) a vessel engaged in dredging, surveying or underwater operations;(tau dang nao vet, trac dac hoac hoat dong duoi nuoc) (iii) a vessel engaged in replenishment or transferring persons, provisions or cargo while underway;(tau dang cap hoac doi nguoi, du tru hoac hang hoa luc dang dien ra) (iv) a vessel engaged in the launching or recovery of aircraft;(tau dang cho may bay cat, canh) (v) a vessel engaged in mine clearance operations;(tau dang tien hanh pha min) (vi) a vessel engaged in a towing operation such as severely restricts the towing vessel and her tow in their ability to deviate(chech huong) from their course.(tau dang thuc hien lai dat nhu la cuc ky han che tau keo va tau duoc keo ma kha nang cua chung chech huong ) The term vessel constrained(cuong buc) by her draft means a power-driven vessel which because of her draught in relation to the available depth of water is severely restricted in her ability to deviate from the course is following.(nghia la mot tau may co mon lien quan den sau nuoc bi rat han che doi voi kha nang bi chech huong di) The word underway means that a vessel is not at anchor, or made fast to the shore, or aground (tu dang hanh trinh nghia la tau khong neo, khong buoc ben hoac nam can) The words length and breadth of a vessel mean her length overall and greatest breadth Vessels shall be deemed(cho lla) to be in sight(trong tam nhin) of one another only when one can be observed visually (thi giac)from the other The term restricted visibility means any condition in which visibility is restricted by fog, mist, falling snow, heavy rainstorms, sandstorrns or any other similar causes TOPIC 10: ENGLISH LANGUAGE REQUIREMENTS Maritime English for Deck Officers of Operational Level on Ships of 500 GT or More The revised Convention includes vessel references to expanded English language requirements for seafarers(cong uoc sua doi bao gom nhung de xuat tau bien mo rong nhung yeu cau tieng anh cho nguoi di bien) Officers of the navigational watch will require knowledge of written and spoken English adequate(du,day du,tuong ung,thich dang) to understand charts, nautical publications, meteorological information and messages concerning the ships safety and operation, and adequate to communicate with other ships and coast stations and multilingual(da ngu) crew, and use IMO Standard Maritime Communication Phrases(nhom tu,thanh ngu) Officers of the navigational watch required to comply with standards of competence for GMDSS radio operators and obtain GOC certificates will require a knowledge of English, both written and spoken, for the communication of information relevant to the safety of life at sea Engine watchkeepers will be required to demonstrate(chung minh,giai thich) ability adequate to interpret(giai thich,lam sang to,hieu) engineering publications written in English and to speak clearly and comprehensibly(co the hieu,linh hoi,nhan thuc,bao ham) when making communications needed to perform engineering duties Recommendatory (khuyen cao)guidance in Part B of the STCW Code concerning basic training for seafarers with designated(bo nhiem,phan cong) safety or pollution prevention duties suggests(de nghi,de xuat) that flag states should consider ensuring that seafarers have an ability to use at least an elementary(so dang) English vocabulary with an emphasis on nautical terms and situations TOPIC 11: ENTRY INTO ENCLOSED SPACES 10 Maritime English for Deck Officers of Operational Level on Ships of 500 GT or More ten ordinary stevedores The boss stevedore allots(phan cong) a definite(cu the) gang for each hatch and superintends(giam sat) all the work Trên thực tế, công việc đựơc thực công ty xếp dỡ quan điều xếp (đốc công)hoặc đội tr-ởng xếp dỡ vài tổ(máng) bốc xếp cho tàu Mỗi tổ (máng) th-ờng bao gồm máng tr-ởng, công nhân bốc máng, vài ba thợ lái cẩu tám đến m-ời công nhân bốc xếp th-ờng In the course(tien trinh) of loading and discharging the fist mate has to deal with(bàn bạc) the boss stevedore, the foreman and ordinary stevedores He must explain and instruct them as to how the goods should be stowed, dunnaged and, if necessary,lashed or secured from shifting Trong tiến trình xếp dỡ, phó hai phải bàn bạc với xếp (đốc công) xếp dỡ, máng tr-ởng công nhân bốc xếp Anh ta phải giảng giải, h-ớng dẫn họ cách hàng hoá đ-ợc xếp, chèn lót cần cách ly, chằng buộc, cố định để khỏi xê dịch The fist mate is also to see that the goods are not damaged through careless handling and that each lot is separated from one another Phó hai phải thấy hàng hoá không bị hỏng hóc bất cẩn xếp sở lô hàng phải đ-ợc chia tách Packed goods must be received on board only in sound packing Before loading, the fist mate is to examine on shore the goods to be shipped If the packing is damaged or not adequate, the goods should be rejected(khong chap thuan,loai bo) and not accepted for shipment unless the packing is reconditioned In some cases, such goods may be, however, accepted for shipment on condition that the shipper agrees to the clause Shipped in damaged condition, which must be endorsed(xac nhan,chung thuc chat luong) on the bills of lading Những hàng hoá đóng gói phải đựơc nhận trên(lên) boong tình trạng bao gói không bị hỏng, phó hai phải kiểm tra bờ hàng hoá xếp lên tàu Nếu bao kiện bị hỏng không thoả đáng, hàng hoá phải đ-ợc loại bỏ không chấp nhận cho xếp lên tàu trừ bao gói đ-ợc sửa lại Trong số tr-ờng hợp, hàng hoá có tình trạng nh- đ-ợc chấp nhận cho xếp hàng song phải với điều kiện chủ hàng phải thoả thuận với điều khoản xếp hàng tình trạng hỏng, điều phải đ-ợc xác nhận vận đơn The fist mate is also under duty to take all necessary precautions to protect the crew and stevedores from any injuries and casualties(thuong vong) when handling the cargo Phó hai có nhiệm vụ áp dụng đề phòng cần thiết để bảo vệ thuyền viên công nhân bốc xếp không bị th-ơng vong làm hàng TOPIC 13: DISPOSAL OF GARBAGE OUTSIDE SPECIAL AREAS-vứt bỏ rác bên nhng vùng đặc biệt (R3-Marpol) 12 Maritime English for Deck Officers of Operational Level on Ships of 500 GT or More Subject to the provisions of regulation 4, and of this Annex Đối t-ợng áp dụng với điều khoản quy định 4, phụ lục (a) The disposal into the sea of all plastics, including but not limited to synthetic(tong hop) ropes, synthetic fishing nets and plastics garbage bags, is prohibited, (b) The disposal into the sea of the following garbage shall be made as far as practicable from the nearest land but in any case is prohibited if the distance from the nearest land is less than i) 25 nautical miles for dunnage, lining and packing materials which will float, ii) 12 nautical miles for food wastes and all other garbage including paper products, rags, glass, metal, bottles, crockery and similar refuse, (c) Disposal into the sea of garbage specified in subparagraph (b) (ii) of this regulation may be permitted when it has passed through a comminuter or grinder and made as far as practicable from the nearest land but in any case is prohibited if the distance from the nearest land is less than nautical miles Such comminuted or ground garbage shall be capable of passing through a screen with openings no greater than 25 millimeters d) When the garbage is mixed with other discharges having different disposal or discharge requirements the more stringent requirements shall apply Annex V (garbage): SPECIAL AREAS: Baltic Sea, Mediterranean Sea, Black Sea, Red Sea, Gulfs area, North Sea, Antarctic, Wider Caribbean region TOPIC 14: PORT STATE CONTROL INSPECTIONS-Thanh tra cảng vụ Port state control inspections are carried out under the authority(cơ quan có thẩm quyền) of international conventions And they are carried out to ensure that foreign flag ships have current documents and certificates showing a vessels compliance with relevant conventions, that the hull and machinery are fit for their 13 Maritime English for Deck Officers of Operational Level on Ships of 500 GT or More intended service, that the vessel does not pose(ở t- thế) a pollution risk, and that a healthy and safe working environments exits for the crew Initially(tr-ớc hết, ban đầu), the PSC inspection generally consists of a visit on board to verify(kiểm tra) that necessary certificates and documents are valid The initial visit also gives the inspector an opportunity to judge(phan xet, xet xu) the general appearance(thực trạng) and condition of the vessel When certificates are overdue or expired, or where there appear to be reasons to suspect(nghi ngờ) that the ship and/or its equipment may not be compliance with the relevant(liên quan) convention standards, a more detailed inspection is undertaken to Determine (xác định) whether the ship is substandard(không đạt chuẩn) and/or not fit for service Grounds for a PSC inspectors carrying out a detailed inspection may consist of any of the following A report or notification received from another authonty, report or complaint from the master, a crew member (or any person or organization with a legitimate(dungluat,hop phap) interest(quyenloi,loi ich) in the safe operation of the ship or in the prevention of pollution), or the finding of serious deficiencies during the preliminary(sơ bộ) inspection If deficiencies(cacloi) are found that might affect safety, health, or the environments, the PSC inspectors will ensure that the deficiencies are rectified(chỉnh sửa) before the ship is allowed to proceed TOPIC 15: MANUAL FOR SHIPS LOG BOOK- Nhật ký tàu The Ships Log Book should be under the responsibility of the master with the assistance of the chief officer and the chief engineer for maintaining the data of their respective departments The duty officer should make the required entries ( ghi mục yêu cầu) in the Ships Log Book, and then sign his name in the appropriate column on completion of his duty Erasures (Tay xoaá) must never be made in the Ships Log Book If an error is made a thin line should be drawn through the error such that, it remains legible (rõ ràng), the correct entry should be written above the error with his initial (chữ đầu) 14 Maritime English for Deck Officers of Operational Level on Ships of 500 GT or More One page (left & right side) consists of the Daily Report (upper part) and the Data Record (lower part) The page should be changed each day at Noon, and after the following cases Renewal (s i mi , s thay mi )of Voyage No Arrival Departure Note However, the Daily Report entry should be completed on the same page ( i.e (tức là) it should ignore (bỏ qua) changing the page after Arrival or Departure) TOPIC 16: PREPARING THE SHIP FOR CARGO-Chuẩn bị tàu để làm hàng After the cargo has been completely discharged, the tanks must be prepared to receive the next cargo Depending on the differences between the two cargoes, this preparation may be minimal or may require complete washing and gas freeing Reference (sự xem xét giải quyết) must be made to all available information regarding the compatibility(t-ơng thíc) of various grades In any case of doubt, complete cleaning and gas freeing must be carried out, including the removal of all sludge(cặn) and scale(cáu) When time permits, all tanks, pipelines and valves should be tested for leakage and any necessary repairs carried out If the time available is insufficient(không đủ) for complete check, an inspection should be made of those pipelines and valves that would be most critical(then chốt) during the next loading operation Sea valves and overboard discharge valves should always be tested between cargoes Ships which retain(giữ lại) residues (cặn bã)from tanks washing on board under Load on Top procedures should concentrate(tập trung) these residues in one tank and ascertain(xác định) whether or not they may be mixed with the next cargo TOPIC 17: PRECAUTIONS MUST BE TAKEN DURING TANK CLEANINGPhòng ngừa phải thực vệ sinh két 15 Maritime English for Deck Officers of Operational Level on Ships of 500 GT or More Special precautions must be taken during tank cleaning and gas freeing to eliminate(loại trừ) any possible ignition source coming into contact with hydrocarbon gas that must inevitably(chắc) be present about the upper deck area during period whether or not an Inert Gas System is fitted The following precautions apply to vessels not fitted with an Inert Gas System Where Inert Gas Systems are fitted, refer to Inert Gas System Operating Manual All chipping(gõ gỉ) and scaling (cạo gỉ) or machinery repairs are normally prohibited on the upper deck during cleaning period, except by special permission by the Master who will only allow machinery repairs that are vital(sóng còn) for the pursuance(thực hiện) of the voyage and after all safeguard have been taken Ensure that all doors marked with a notice stating THIS DOOR MUST BE KEPT CLSOED THROUGH OUT ALL LOADING, DISCHARGING, TANK CLEANING AND BALLASTING OPERATIONS are kept closed This does not preclude (ngăn ngừa) these entrances being used for access purpose, but the doors must not be left open All forward facing windows on the poop(boong sau lái) front bulkhead must be kept closed during tank cleaning and cargo operations Similarly, all windows, on the accommodation house sides should be kept closed during tank cleaning and cargo operations TOPIC 18: HYDROCARBON VAPOUR-Khí hydrrocarbon On board vessels carrying cargo which give off hydrocarbon vapour (e.g Oil tankers) a dangerous situation arises(phỏt sinh) if oxygen, in the correct proportion(tỉ lệ/cân xứng), enters the cargoes tanks At this stage a Potentially Flammable Environment exists in the tank and gives a source of ignition, an explosion could occur Crude oil gives off hydrocarbon vapour, and although the rate at which this takes places reduces rapidly if the oil is allowed to settle(làm lắng xuống), certain tank-ships operations, particularly cargo discharge and tank washing, tend to increase this rate by disturbing(xáo trộn, khuấy động) the contents of the tank A fuel in the 16 Maritime English for Deck Officers of Operational Level on Ships of 500 GT or More form of hydrocarbon gases, therefore always exists in the tank even though the cargo may have been discharged This element of the fire triangle must be considered to be present under all conditions Safety regulations, therefore, designate tank space as a Dangerous Zone, and the need to eliminate(loại trừ) sources of ignition is strongly emphasized(nhấn mạnh) Ignition sources are diverse(đa dạng), and in some tank-ship operations are not always controllable In some ships where inert gas systems are fitted by introducing inert gas into the cargo tanks (or slop(lắng) tanks) this operation removes the oxygen side of the fire triangle whereby(bởi vậy) disallowing(không cho phép) combustion to take place Inert Gas Systems are discussed(thảo luận) later in this section TOPIC 19: SMOKING In Oil Tankers it is necessary to limit smoking since cigarettes provide of a possible source of ignition In all ship, smoking is only allowed at the discretion(sự xem xét cẩn thận)of the Master In all tankers (regardless of the cargo being carried) smoking is totally prohibited outside the Accommodation and Machinery Spaces at all times except when the vessel has been certified gas free by a competent authority (ng-ời có thẩm quyền) Smoking is normally permitted in some specified areas and at the discretion of the ships Master and in the wheelhouse and chartroom, but not on the wings of the Bridge Secret smoking is much more dangerous than controlled smoking as there is a possibility that flammable vapour may enter certain (nào đó) areas Smoking is prohibited in any area of a vessel where paints, oils, rags and Cordage(dây) are stowed and inside the ships general and ready use stores Only safety matches should be allowed on board and should not be carried outside the accommodation The carrying of cigarette lighters on any person outside the accommodation or Machinery Spaces is prohibited on tankers 17 Maritime English for Deck Officers of Operational Level on Ships of 500 GT or More If a lighter is accidentally dropped, it may operate causing a spark which could ignite gases and consequently(từ đó) provoke(kích) an explosion TOPIC 20: LOOK- OUT A proper look-out should be maintained at all times by sight and hearing, as well as by available means appropriate in the prevailing circumstances and conditions so as to make a full appraisal of the situation and of the risk of collisions, stranding or other hazards to navigation Additionally, the duties of the look-out should include the detection of ships or air-crafts in distress, shipwrecked persons, wrecks and debris In applying the principles, the following should also be observed Whoever is keeping a look-out must be able to give full attention to the task and no duties should be assigned or under taken which would interfere with the keeping of the proper look-out The duties of the person on look-out and helmsman should be separate and the helmsman should not be considered the person on look-out when steering There may be circumstances where the Officer on watch can safely be the sole look-out Under these circumstances, it may be allowable for anyone on watch with him to carry out other duties on the Bridge (e g repairing flag, canvas work, maintenance work, etc ) However, this practice should be followed after careful assessment of the situation and in daylight TOPIC 21: COMBUSTION-sự đốt cháy When combustion takes place(xảy ra) it is the gas of vapours being given off by a product that burns, not the product itself It is essential to have a clear 18 Maritime English for Deck Officers of Operational Level on Ships of 500 GT or More understanding of this fact to know why fires can be extinguished All normal products can be made to give off (giải phóng)gas that can be ignited even steel, if heated sufficiently(đủ) Some products will give off flammable vapours at relatively(khá) low temperatures, such as paper, wood, cloth, etc , while others give off vapours readily(sẵn sàng) at ambient(quanh) temperatures to temperatures below freezing, such as kerosene(dầu hoả), gasoline(xăng) or crude oil The temperature at which a product will give off sufficient vapour that can be ignited and will continue to support combustion after the application of an outside source of ignition is known as the FLASH POINT of that product The flash point of crude oil is between -50oF to + 65oF (-45oC to 18oC) Combustion can not take place or continue without the presence oxygen in a quantity slightly less than the amount of oxygen available in the atmosphere There is approximately 21% oxygen in the atmosphere and combustion will begin to diminish(giảm) for most products when the oxygen content is reduced to about 14% and will die out when the oxygen content is reduced to 12% TOPIC 22: RESPONSIBILITIES OF THE OFFICER OF THE WATCH The Officer of the watch is the Masters representative and his primary responsibility at times is the safe navigation of the vessel He must, at all the times, comply with his Companys Regulations and International regulations for the prevention of collisions at sea The Officer of the watch should keep his watch on the Bridge at all times and under no circumstances shall he leave, unless properly relieved It is of special importance that a good look-out is maintained constantly Before carrying out navigational duties at the chart table or in some parts of the Bridge where visibility is restricted, the Officer of the watch should ascertain that it is safe to 19 Maritime English for Deck Officers of Operational Level on Ships of 500 GT or More so and that a proper look-out is maintained When the Officer is acting as look-out, he must not hesitate to summon assistance and such assistance must always be immediately available The Officer of the watch must also bear in mind that ships engines are at his disposal and should not hesitate use them, if necessary However, notice should always be given, where possible, of intended vanations of engine speed to the Master and Engine Room personnel The Officer of the watch must be fully aware of the manoeuvflflg capabilities of the vessel, including the stopping distances, Guidance on this aspect is available in the Ships Trials Manual TOPIC 23: RESTRICTED VISIBILITY When restricted visibility is encountered or suspected, the primary responsibility of the Officer of the Watch is to comply with the relevant rules of the International Regulations for Preventing Collisions at Sea, 1972 with particular regard to the sounding of fog signals and proceeding at a safe speed and having the ships engines prepared for immediate manoeuvres In addition, the officer in charge of the navigational watch shall (1) Inform the Master (2) Post look-out(s) and in congested waters revert to MANUAL steering immediately (3) Exhibit navigational lights (4) Operate and use the Radar It is important that the Office of the Watch is fully aware of the manoeuvring capabilities of the vessel, including its stopping distance and should appreciate that other ships may have different handling characteristics CALLING THE MASTER The Officer of the Watch should normally notify the Master immediately under any of the following conditions 20 Maritime English for Deck Officers of Operational Level on Ships of 500 GT or More If restricted visibility is encountered or suspected If traffic conditions or movements of other vessels are causing concern If difficulty is experienced in maintaining course On failure to a sight land, a navigational mark or to obtain soundings by the expected time If a land or a navigational mark is sighted or change in soundings occurs unexpectedly On the failure of the engines, steering gear or any essential navigational equipment In heavy weather, if any doubt, regarding the possibility of weather damage In any other emergency or situation in which he is in any doubt If the vessel meets any hazard to navigation, such as ice or a derelict, and 10 In any other emergency or if in any doubt Despite the requirement to notify the Master immediately in the foregoing circumstances, the Officer of in charge of the navigational watch shall in addition not hesitate to take immediate action for the safety of the ship where circumstances so require TOPIC 24: USE AND MAINTENANCE OF LIFEBOATS It is hoped that lifeboats may never have to be used in distress by ships crews, but if the need arises, the lifeboat must be in first-class working order when required In the event of an emergency and the life boats have to be launched immediately, there is little or no time during this situation for faults to be rectified, therefore the life boats must be maintained in a state of instant readiness at all times In accordance with SOLAS CONVENTION (1974), Regulation 18 (3 1) Bach member of crew shall participate in at least one abandon ship drill and one fire drill every month The drill of crew shall take place within 24h of the ship leaving a port, if more than 25% of the crew have not participated in abandon ship and fire drill on board that particular ship in the previous month Regulation 18 (3 7) Each lifeboat shall be launched with its assigned operating crew aboard and manoeuvred in the water at least once every three month during an abandon ship drill When the lifeboats are lowered every three months, wires must be inspected 21 Maritime English for Deck Officers of Operational Level on Ships of 500 GT or More and renewed, if necessary The oil level in the lifeboat winches must also be checked at this time and replenished as necessary Painting must be camed out if necessary After painting, all wires and bearings must be checked for free running and the lifeboat swung out to test the Davits Lifeboat equipment must also be checked regularly in accordance with the checklist normally kept on board A typical lifeboat Check List specification is included in this Section TOPIC 25: HEAVY WEATHER Mariners operating in extremely cold condition may become affected by Frostbite With this in mind, the following guidelines are laid down The more gradual the thawing(tan), the less pain and reaction will occur and the greater will be the chance of survival, incorrect treatment by rapid application of heat may cause the loss of a limb Remove the clothing over the affected part with extreme care, when the frozen tissues commence to thaw, the blood vessel dilate and the part becomes swollen and extremely painful as if it were intensely inflamed Remove rings, watches, shoes and anything of constricting nature Gently rub the parts with snow or ice-cold water and endeavour to warm the tissue with the heat of the hands alone Never allow any warm water to be used, nor allow exposure to the heat of a fire or hot water bottle Wrap the parts in a thick layer of cotton wool and elevate them on a soft pillow - in this way swelling may be reduced Attend to the general condition, keep the rest of the body well covered up and treat for shock condition When working on deck in very cold weather, crewmembers should attend to the warmth of their clothing and wear loose-fitting garments One of the main 22 Maritime English for Deck Officers of Operational Level on Ships of 500 GT or More contributory factors of frostbite is wearing tight clothing -gloves, socks and boots TOPIC 26: FACTORS RESTRICT THE MAXIMUM LOADING RATE The main consideration for restricting the maximum rate at which a vessel may load is to prevent the excessive build up of pressure within the pipeline system This is governed by a number of factors including the diameter of the smallest section of pipe in the system; the material from which the pipe is constructed, the angle and frequency of bends, etc The ability of the gas given off by cargo to disperse at a safe distance from a possible igmtion source is a separate consideration and depends mainly upon the design of the outlet section of the gas line and its position in relation to the deck and superstructure The diameter of gas line has been carefully considered in most cases and as a general rule, a size of 1/2 times larger than the minimum size required to freely liberate all the gas will be given off by the cargo being loaded at the maximum loaded rate, has been chosen It is important, therefore, the maximum loading rate should not be exceeded to avoid placing an undue stress on the pipeline system and to allow all the gas being given off by the cargo to dissipate to below the lower explosive limit within a safe distance from the gas line outlet It is also important that a correct distribution is made of the cargo being loaded It is not permissible to load at the maximum loading rate in to one single tank or into tanks served by only one section of the gas line so that all the gas being given off by the cargo is expelled through a single output TOPIC 27: FIRE EXTINGUISHING if a fire breaks out in a readily accessible position for example, the tween deck, then the Following is suggested course of action: (i) Never open up a hatch until charged lines of hose are in readiness and men are ready with breathing apparatus on (ii) Never enter thick smoke without a guide line; if possible, always work in pairs, as this gives confidence and enables the helping of one 23 Maritime English for Deck Officers of Operational Level on Ships of 500 GT or More another in case of emergency (iii) One in smoke, shuffle dont walk keep weight on rear foot, feel with the other by sliding forward in order to detect any obstruction Move forward with the hand raised in front of the face, lightly clenched, back of the hand leading, so that in the event of touching live cables, the hand will be thrown clear and the danger of the grasping the cable obviated (iv) Minimize damage by using hand controlled branches, whenever possible (v) Remember water used for fire fighting is only doing its best work when being turned into steam (vi) Keeping the jet moving over the whole vicinity of the fire in an endeavour to reduce the temperature and so prevent the surrounding materials becoming involved (vii) Working conditions when close to the fire and low down are quite often better than when approaching it due to the expansion of the hot gases and smoke The first minute or so is often worse when attacking a fire because as the jet strike the burning material, large quantities of steam and smoke occur and drives towards the outlet, but once this initial surge has passed, conditions tend to improve TOPIC 28: OIL AND ITS FLASH POINT Oils have a wide range of flash points As far as ships are concerned, they may vary from 50F (petroleum product) to in excess of 150F (heavy fuel oil) Obviously oil with a flash point as low as 0F can not be cooled below their flash point by applying water, in a spray or any other form, as a quantity of heat extracted by the latent heat of evaporation would be insufficient to reduce the temperature of the burning material below its flash point It is completely useless to attempt to extinguish a low flash point oil fire by applying water, although the spread of a low flash point oil fire can be contained by an efficient water spray It is possible, however, to extinguish a relatively high flash point oil fire by the use of water spray, but this calls for skillful application and suitable conditions Diesel oils with a flash point of 110F (43C) and above, or easily fuel oil 24 Maritime English for Deck Officers of Operational Level on Ships of 500 GT or More with a flash point of 150F (65C) and above can be extinguished if a fire water spray is swept very rapidly over the burning surface of the oil, but this method requires the flame area to be driven back with the ever present possibility of a re-flash and the means to approach the whole surface area free from obstruction It is for this reason that cutting off the available supply of oxygen is considered to be the best method of extinguishing an oil fire by covering the surface with foam TOPIC 29: RADIO PRATIQUE Subject to a vessel holding a valid Japanese Sanitary Inspection Certificate, free pratique may be granted by radio which will allow the vessel to enter port and berth without the need for further clearance The certificate is valid for one year Application for a sanitary inspection may be made through the Agent at any of the ports where quarantine examinations are carried out A request for radio pratique should be addressed to the port to be visited, submitted through the Agent, not less than 12 hours before arrival The request should be prefixed with the abbreviation RPM, followed by Name of vessel Number (in full digits) of the Japanese Sanitary Inspection Certificate Port and date of departure Intermediate Ports of call Name of Japanese port of entry and estimated date and time of arrival Issuing authority and the date of De-ratisation Certificate and whether De-ratting or Exemption Number of crew and passengers (latter denoted by word PAX) Whether or not any person or goods were received from another vessel within 15 days prior to arrival in Japan, if affirmative (a) name of other vessel, port of departure, sailing date and port of call (b) date of transfer, number of persons and description of goods transferred Whether any person suffered from any infectious disease within 15 days 25 Maritime English for Deck Officers of Operational Level on Ships of 500 GT or More prior to arrival in Japan 10 Any case of death, other than by accident, within 15 days of amval, if affirmative, name, age, date of death, cause and symptoms TOPIC 30: PILOTAGE Arrangements for pilots should be made through agents in Japan If this is not possible, pilots may be requested by radio, addressed to the pilots association or the harbour master of the particular port, well in advance of arrival Pilotage area, in which pilots associations are established are as followed Hakata Sasebo Hososima Shimbara Wan Ise Wan Shimizu Kagosima Tagono Ura Mikawa Wan Tokyo Nagasaki Tokyo Wan Naha Yokosuka Pilotage is compulsory in Sasebo, ports in Tokyo Wan, Irago Suido Traffic Route (first occasion), Uraga Suido and Nakano-se Traffic Route Japanese pilot boats normally have a green or black hull, with Pilot letter in white on both sides, and a white superstructure Exceptions in the general rule in the case of major ports are indicated in the text The signals for a pilot are those laid down in the International Code of Signals Each licensed pilot is provided with a copy of the Japanese port regulations, and is instructed to produce it when required by those employing him Members of the Japanese Pilot Association have been instructed to obtain the signature of the Master and/or Agent to a form of indemnity with regards to liability in event of loss or damage to the vessels 26 [...]... Attend to the general condition, keep the rest of the body well covered up and treat for shock condition When working on deck in very cold weather, crewmembers should attend to the warmth of their clothing and wear loose-fitting garments One of the main 22 Maritime English for Deck Officers of Operational Level on Ships of 500 GT or More contributory factors of frostbite is wearing tight clothing -gloves,... (a) name of other vessel, port of departure, sailing date and port of call (b) date of transfer, number of persons and description of goods transferred 9 Whether any person suffered from any infectious disease within 15 days 25 Maritime English for Deck Officers of Operational Level on Ships of 500 GT or More prior to arrival in Japan 10 Any case of death, other than by accident, within 15 days of amval,... apparatus on (ii) Never enter thick smoke without a guide line; if possible, always work in pairs, as this gives confidence and enables the helping of one 23 Maritime English for Deck Officers of Operational Level on Ships of 500 GT or More another in case of emergency (iii) One in smoke, shuffle dont walk keep weight on rear foot, feel with the other by sliding forward in order to detect any obstruction... certain tank -ships operations, particularly cargo discharge and tank washing, tend to increase this rate by disturbing(xáo trộn, khuấy động) the contents of the tank A fuel in the 16 Maritime English for Deck Officers of Operational Level on Ships of 500 GT or More form of hydrocarbon gases, therefore always exists in the tank even though the cargo may have been discharged This element of the fire triangle... Watch is fully aware of the manoeuvring capabilities of the vessel, including its stopping distance and should appreciate that other ships may have different handling characteristics CALLING THE MASTER The Officer of the Watch should normally notify the Master immediately under any of the following conditions 20 Maritime English for Deck Officers of Operational Level on Ships of 500 GT or More 1 If restricted... fire by the use of water spray, but this calls for skillful application and suitable conditions Diesel oils with a flash point of 110F (43C) and above, or easily fuel oil 24 Maritime English for Deck Officers of Operational Level on Ships of 500 GT or More with a flash point of 150F (65C) and above can be extinguished if a fire water spray is swept very rapidly over the burning surface of the oil, but... It is of special importance that a good look-out is maintained constantly Before carrying out navigational duties at the chart table or in some parts of the Bridge where visibility is restricted, the Officer of the watch should ascertain that it is safe to 19 Maritime English for Deck Officers of Operational Level on Ships of 500 GT or More do so and that a proper look-out is maintained When the Officer... bị th-ơng vong khi làm hàng TOPIC 13: DISPOSAL OF GARBAGE OUTSIDE SPECIAL AREAS-vứt bỏ rác bên ngoài nhng vùng đặc biệt (R3-Marpol) 12 Maritime English for Deck Officers of Operational Level on Ships of 500 GT or More Subject to the provisions of regulation 4, 5 and 6 of this Annex Đối t-ợng áp dụng với những điều khoản của quy định 4, 5 và 6 của phụ lục này (a) The disposal into the sea of all plastics,.. .Maritime English for Deck Officers of Operational Level on Ships of 500 GT or More Paying attention to the fact that enclosed spaces have high risk of accidents due to lack of oxygen or toxic gases, the safety officer shall take every necessary measure before entering 1- Definitions Enclosed spaces means holds, cargo tanks, pump room, chain lockers, cofferdams(gieng kin), double... which details a boss or chief stevedore and several stevedore gangs for the ship Each gang usually consists of a foreman, a hatchman, two or three winchmen and eight or 11 Maritime English for Deck Officers of Operational Level on Ships of 500 GT or More ten ordinary stevedores The boss stevedore allots(phan cong) a definite(cu the) gang for each hatch and superintends(giam sat) all the work Trên thực