Contents

UNIVERSIDAD MARTIMA INTERNACIONAL DE PANAM ................................................................... 4 INTRODUCTION ................................................................................................................................... 5 Unit 1: PERIODIC CHECKS IN NAVIGATION.......................................................................................... 6 SPECIFIC OBJECTIVES:...................................................................................................................... 6 Bridge instruments. ......................................................................................................................... 6 The chart room ................................................................................................................................ 7 LOGBOOK: ....................................................................................................................................... 7 The main engine bearing ................................................................................................................. 8 Traffic Separation Scheme or TSS ................................................................................................... 8 Unit 2: MARITIME ROUTES .................................................................................................................. 9 SPECIFIC OBJECTIVES:...................................................................................................................... 9 Rule 5: Look-out .............................................................................................................................. 9 Importance of the Watcher............................................................................................................. 9 Electronic Aids navigation equipment .......................................................................................... 10 Using celestial navigation in case of error or damage of electronic navigation instruments ....... 11 Officer on watch duties ................................................................................................................. 12 MASTER'S STANDING ORDER .................................................................................................... 12 Master's night order ......................................................................................................................... 15 Guard on port. ........................................................................................................................... 16 Radio communications .............................................................................................................. 16 Unit 3 ARRIVALS TO PORT ................................................................................................................. 18 SPECIFIC OBJECTIVES:.................................................................................................................... 18 Documents in bridge; generalities ................................................................................................ 18 Sailing direction ......................................................................................................................... 18 -COSTA RICA- ............................................................................................................................. 18 Sailing direction ........................................................................................................................ 22 -VENEZUELA- ............................................................................................................................. 22 GUIDE TO PORT ENTRY.................................................................................................................. 23 PUERTO LIMON: 10_ 00' N 083_ 01' W ..................................................................................... 23 DOCUMENTS: ............................................................................................................................ 23 PUNTA CARDON VENEZUELA: ................................................................................................... 28

Distance to ports: .......................................................................................................................... 47 Nautical charts. ............................................................................................................................. 49 Nautical publications. .................................................................................................................... 50 SHIP PARTICULARS ........................................................................................................................ 52 ROUTE PLAN .................................................................................................................................. 54 The Book of Navigation or log book .............................................................................................. 54 Unit 4 pilot ON BOARD ...................................................................................................................... 58 SPECIFIC OBJECTIVES:.................................................................................................................... 58 Communication with pilot station. ............................................................................................... 58 Preparation of the pilot ladder. .................................................................................................... 58 Pilot Boarding ................................................................................................................................ 58 Pilot information. .......................................................................................................................... 60 Government to the pilot order. .................................................................................................... 60 Unit 5 PREPARATION FOR DEPARTURE AND ARRIVAL ...................................................................... 61 SPECIFIC OBJECTIVES:.................................................................................................................... 61 Weather Forecast. ......................................................................................................................... 61 NAVTEX...................................................................................................................................... 61 Main features of NAVTEX .......................................................................................................... 61 BEAUFORT SCALE .......................................................................................................................... 62 Navigation lights............................................................................................................................ 63 Unit 6 Responding to emergencies ................................................................................................... 64 Muster List and Emergency Procedure ......................................................................................... 64 Practice Musters and Drills ........................................................................................................... 65 Frequency of drills ......................................................................................................................... 65 In port Emergency Planning .......................................................................................................... 66 Emergency Organisation ............................................................................................................... 67 Balance crew ................................................................................................................................. 68 Preliminary Action ......................................................................................................................... 69 Entry into Enclosed Spaces............................................................................................................ 71 Self Contained Breathing Apparatus ............................................................................................. 72 RESCUE FROM ENCLOSED SPACES ................................................................................................ 72 RESUSCITATION ............................................................................................................................. 73 Heavy weather damage ................................................................................................................ 74 2

Rescue of survivors from another ship or the sea ........................................................................ 74 Leakages and spills of dangerous cargo ........................................................................................ 75 Stranding ....................................................................................................................................... 75 Abandoning ship............................................................................................................................ 76 Importance of drills and practices................................................................................................. 77 Protection and Safety of Passengers............................................................................................. 77 Unit 7 Bridge Staff ............................................................................................................................. 79 MASTER/CAPTAIN ......................................................................................................................... 79 First Mate ...................................................................................................................................... 79 Second Mate ................................................................................................................................. 79 Third Mate ..................................................................................................................................... 79 Deck Cadet .................................................................................................................................... 80 Able seaman (AB) .......................................................................................................................... 80 CONCLUTION ..................................................................................................................................... 81

UNIVERSIDAD MARTIMA INTERNACIONAL DE PANAM

FACULTAD DE CIENCIAS NUTICAS ESCUELA DE NAVEGACIN LICENCIATURA EN INGENIERA NUTICA EN NAVEGACIN GUARDIA DE PUENTE II TRABAJO FINAL CAPT. MIGUEL GONZLEZ P. CADET: DAVID ROJAS G. ID: 4-0203-0481 Panam, 2013

INTRODUCTION
This work can be define as a summary of all the things an officer must know in order to do a good watch, also all include thing that matters for all ships crew, it is been divided in seven units. Also, it will enable the student to acquire all the knowledge needed to develop a guard on board a vessel meeting the minimum requirements of the STCW 78/95 The requirements established in the agreements for training and security of navigation. We study the procedures for arrival and departure from port and procedures during practical maneuver aboard ship. It includes the study of the procedures and communication with the control room of machines, systems of government and emergency procedures. Here are also included; A Planning of all aspects required in the defeat of a trip in order to meet the requirements established internationally. Know the duties and responsibilities of each tour of duty in navigation and anchorage port. Learn the procedures for the changing of the guard. Knowing the government and communications systems required during the maneuvers. Know the emergency procedures for the arrival to port, maneuvering or anchoring. And, the importance of the practice of emergency situations, Drills; All crew have to know the procedures they will do at an emergency situation.

Unit 1: PERIODIC CHECKS IN NAVIGATION.

SPECIFIC OBJECTIVES:
-Know the procedures to continue a guard. -Identify the elements required to lead a safe guard. -Understand and follow the orders of Captain. -Review the information of the bridge before and after the bridge guard.

Bridge instruments.
Instruments used by nautical navigators and pilots as tools of their trade. The purpose of navigation is to ascertain the present position and to determine the speed, direction etc. to arrive at the port or point of destination. Charts: are maps of the areas to be navigated with details specific to the marine environment. Computing aids: used in the necessary mathematical calculations. Today electronic computers or calculators are used. Other traditional aids used included tables (trigonometric, logarithms, etc.) and slide rules. Dividers: used for measuring lengths of lines and approximate lengths of non-linear paths on a chart. Nautical almanac: used to determine the position in the sky of a celestial body after a sight has been taken. Parallel rules: used for transferring a line to a parallel position. Also used to compare the orientation of a line to a magnetic or geographic orientation on a compass rose. Cross-staff:, simple spider-shaped instrument that was used to measure the height of the stars on the horizon. Kamal: simple instrument of Arabic origin which was used to measure the height of the stars on the horizon. It consisted of a perforated rack in the center with a hole through which passed a string tied to the observer held between the teeth. Back staff: used to measure the height of a star above the horizon. He replaced the cross-and was replaced in turn by the sextant.

Sextant: is the most modern optical instruments used to determine the height of a star above the horizon. Octant instrument is essentially the same with the only difference that covers arc. The sextant made obsolete all earlier used instruments to determine the height of the stars. Nocturnal: was used to determine the time by observing stars. Chronometer: used to determine very precisely the time which is necessary for the determination of longitude. Nautical Almanac: used to, knowing the exact time, to determine the geometrical position of a star, this is necessary for the calculation of longitude. Instruments and calculation tools for performing the necessary mathematical calculations. Today have been replaced by calculators and digital computers but traditionally used tables (trigonometric, logarithmic, etc..), Slide rule, etc..

The chart room

Is an area adjacent to the wheelhouse where lies the charts and table where the calculation is performed and plot position. It's called the path track plan and followed by a boat that is plotted on maps or charts. If the chart room is integrated into the wheelhouse at night sailing it is separated by curtains so that does not alter the darkness that must reign in the bridge. In addition to the chart table is installed there all the necessary instruments for navigation (GPS, probes, finders, marine chronometers, course plotters, repeaters for radio, etc..).

LOGBOOK:
Today's ship's log has grown to contain many other types of information, and is a record of operational data relating to a ship or submarine, such as weather conditions, times of routine events and significant incidents, crew complement or what ports were docked at and when. It is essential to traditional navigation, and must be filled in at least daily. Most National shipping authorities and Admiralties specify that logbooks are kept to provide a record of events, and to help crews navigate should radio, radar or the GPS fail. Examination of the detail in a ship's log is often an important part of the investigative process for official maritime inquiries, in much the same way as a "black box" is used on airplanes (see Mary Celeste). Logbook entries are sometimes of great importance in legal cases involving maritime commercial disputes.

The main engine bearing

Is one of the most important components of the ships main propulsion system. The main engine bearing acts as a pivot to crank shaft and helps in transferring the power of the piston to the crankshaft to rotate the propeller. Being an engineer on ship, you will have to produce a main engine bearing report once the maintenance procedure on the same is done. For this, we are providing you a free sample of Main Engine Bearing Report for your convenience.

Traffic Separation Scheme or TSS

Is a traffic-management route-system ruled by the International Maritime Organization or IMO. The traffic-lanes (or clearways) indicate the general direction of the ships in that zone; ships navigating within a TSS all sail in the same direction or they cross the lane in an angle as close to 90 degrees as possible. TSSs are used to regulate the traffic at busy, confined waterways or around capes. Within a TSS you normally see at least one traffic-lane in each main-direction, turning-points, deep-water lanes and separation zones between the main traffic lanes. In most cases you can find an "inshore traffic zone" between the traffic-lanes and the coast. A ship navigating in a traffic-lane should sail in the general direction of that lane. The body of water between two opposite lanes are no-go areas: shipping is not allowed in these areas (compare this with the central reservation of a road), so the risks for head-on collisions is greatly reduced. The TSS rules are incorporated in the International Regulations for Preventing Collisions at Sea (under rule 10)

Unit 2: MARITIME ROUTES

SPECIFIC OBJECTIVES:

-Apply Boarding Regulation in its Article 5 -Calculate the position using celestial navigation in case of damage of navigational instruments

Rule 5: Look-out
Every vessel shall at all times maintain a proper look-out by sight as well as by hearing as well as by all available means appropriate in the prevailing circumstances and conditions so as to make a full appraisal of the situation and of the risk of collision.

Importance of the Watcher

The OOW should bring a pair of binoculars around his / her neck. This serves as a badge of office, reminds him / her what (s) he is there for and tells everyone that stands guard. If possible, the duty officer should be encouraged to move around the bridge. Lookouts should scan and inform teaching routines and treated as colleagues estimated. They should be trained rigorously search for "tiny targets 'in the' killing zone," well abaft the beam aft and up to three miles. (The CPA of a Target 'stopped', for example a raft or person in the water, across). The comprehensive visual lookout is valuable to consider the small vessels in distress and objects / people in the water that may not be evident from the radar. Viewpoints should be encouraged to seek her radar and participate in professional social conversation. All shipboard personnel should be encouraged to visit the train bridge as lookouts. The work of the target image long range radar short, regularly changing scale. If two radars are available, have a number of short-range, for example, three miles, and encourage job search it. ARPA is only useful if diligently capture all incoming targets. If you feel "overloaded", consider reducing speed. Keep it simple. I think the radar 'Relative Motion, North up' recognizable provides an instant comparison with the table (especially useful when using parallel index lines to the safety distance). Expect goals outward direction marker as found through the windows. Can not carry out a set of radar through use. Make clauses escape routes in mind at all times, including the 'crash stop "and" round and round to starboard. Make sure you have the engines ready to maneuver in high traffic

situations, such as TSS, and the ability to increase tightness. Do not forget to tell the engine room of what is going on. Change relative bearing can be easily detected by using a window frame of the bridge as a reference. This will tell you if a ship is coming left, right or in a constant bearing. No corrections will be required to compass magnetic collision avoidance. Visually check regularly stern. Always check before changing course. Be aware of your radar arches. In multi-target situations, prioritize and then address them sequentially. If necessary, be prepared to slow down and ask for help on the bridge. CPA radar half a mile is a complete collision risk.

Electronic Aids navigation equipment

The aid of electronic devices on board are a source of information that will give us more confidence and knowledge during our cruises. GPS: Determines minimum error margin latitude, longitude and height of any point on earth where we are located, thanks to a system of 24 satellites orbiting 169 kilometers away from Earth. Plotter: Sign on a liquid crystal display the chart where we are, our current position and direction in which we sail, to which must be connected to GPS. You can connect to any boat instrumentation including autopilot. Radar: Lets see what is around us in conditions of low visibility due to fog, rain or dark of night and allows guessing directions, speeds of other boats, or distances to coasts and other vessels Radar Reflector: A device that reflects the radar antenna emissions from other ships, for we appear on their screens in the most clear. If operating in high traffic areas or where often occurs fog and other weather phenomena that reduce visibility, being visible to the radar of other ships can avoid being tackled. AIS is a technology that allows you to send and receive data identifying static and a boat, and dynamic (from a GPS) to a radius of 60NM. The received data can be displayed in a plotters, pc? Sy pda? S on a digital card and, therefore, turning these devices into true radar, although improved, because the contacts are identified and there is no confusion between landforms and boat is not affected by weather conditions, and its range is much higher than the radar. Probe: An instrument for determining the vertical distance between the bottom of the bed and a selected portion of the hull. According to the reference point at which measurements are made, further refined to weigh reduction that measure the plane of the surface thereby determining the depth flotation.

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Using celestial navigation in case of error or damage of electronic navigation instruments

While today, it is almost impossible to find a boat that lacks instruments or tools to chart a course towards a certain point frank, the fact is that due to fortuitous circumstances or unforeseen accidents on board, it is likely that once a sailor should drive your boat to a safe harbor without the aid of appropriate technical elements to carry out accurate navigation. Emergency Navigation understand at all that voyage that takes place without the support of appropriate instruments and not the emergency caused by circumstances of the ship, such as bearings, power plant breaks, fires, shipwrecks, etc.. We therefore talking about having to move the ship and the entire crew safely, using the means of locomotion either mechanical or wind possessing the ship but artifacts have orientation or geographic location. The circumstances which may result in this type of emergency may be various, but the most common and is determining which is due to a collapse of the electrical system that powers the onboard electronic devices and its deactivation causes the official to stay without observation and communication elements necessary to meet a journey through the right paths. is a position fixing technique that has evolved over several thousand years to help sailors cross oceans without having to rely on estimated calculations, or dead reckoning, to know their position. Celestial navigation uses "sights," or angular measurements taken between a celestial body (the sun, the moon, a planet or a star) and the visible horizon. The sun is most commonly used, but navigators can also use the moon, a planet or one of 57 navigational stars whose coordinates are tabulated in the Nautical Almanac and Air Almanacs. Celestial navigation is the use of angular measurements (sights) between celestial bodies and the visible horizon to locate one's position on the globe, on land as well as at sea. At a given time, any celestial body is located directly over one point on the Earth's surface. The latitude and longitude of that point is known as the celestial bodys geographic position (GP), the location of which can be determined from tables in the Nautical or Air Almanac for that year. The measured angle between the celestial body and the visible horizon is directly related to the distance between the celestial body's GP and the observer's position. After some computations, referred to as "sight reduction," this measurement is used to plot a line of position (LOP) on a navigational chart or plotting work sheet, the observer's position being somewhere on that line. (The LOP is actually a short segment of a very large circle on the earth which surrounds the GP of the observed celestial body. An observer located anywhere on the circumference of this circle on the earth, measuring the angle of the same celestial body above the horizon at that instant of time, would observe that body to be at the same angle above the horizon.) Sights on two celestial bodies give two such lines on the chart, intersecting at the observer's position. That premise is the 11

basis for the most commonly used method of celestial navigation, and is referred to as the "Altitude-Intercept Method."

Officer on watch duties

MASTER'S STANDING ORDER General: Understand company's SMS manual. Follow bridge procedures manual, standing instruction, night orders. Look out: Bridge should never be unattended. Keep a proper look out at all times, by all available means as appropriate. Use RADAR, ARPA. Compass error: All gyros are aligned at all times. Compass errors to be taken once in a watch. Compass errors to be taken after every large alteration as practicable. Check courses. ROR: Strictly comply with ROR. Display proper lights and shapes. Use proper sound signals if required. Use fog signals in restricted visibility. Take early action to avoid collisions. Call me if in any doubt. Always maintain a safe distance from nearby ships. Maintain a CPA of two miles if there is enough searoom. Maximum possible CPA in coastal and dense traffic areas, without endangering navigation. Inform me when traffic causing concern. Use ground speed in ARPA for anti collision.

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Visibility Monitor visibility at all times. Check visibility by radars. Call me if visibility reduces to less than three miles.

Position fixing Determine primary and secondary methods of position fixing. Position to be obtained at regular intervals. In deep sea, position once a hour. In coastal areas, 15minutes or less. Tides and currents Always keep tidal predictions ready, especially in coastal areas. Always be aware about set and drift. Call me if keeping course due to strong current is difficult. Weather Always monitor the present weather. Obtain up to date information about weather from NAVTEX, EGC, VHF, weather fax, MF-HF broadcast whichever available. Inform me when you observe any presence of cyclone, depression or bad weather. Keep an eye on barometric pressure. Inform me if it reduces 3mb in a watch. Inform me if significant change of wind force or swell without any warning. Bridge con My presence on bridge does not mean I have taken over the con. Taking over must be by verbal expression. Con change over between the watch officers also should follow the same principle. Bridge con not to be handed over during any action. Use of engines Engines under your disposal. You can use engines when required. Distress Call me when you receive any distress alert.

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Call me when you meet any distressed vessel or person. Do not transmit or acknowledge any distress alert without my concern. Ring general alarm in case we are in any distress. Hand steering Vessel to be on hand steering with two steering motors under following circumstances: Making or leaving port. When taking actions in close quarter situation. While maneuvering. Passing close to shoals. Passing narrow channels. During heavy weather. Any other situation when it is deemed necessary. Echo sounder To be used while passing shallows, making ports, departing ports. While passing 100m, 50m, 20m contours. Any time if it deemed necessary. Rounds after watch All officers to take round after watch and report to bridge. Rounds to be made in accommodation, galley, car decks. Any risk of fire, leak, water ingress, cargo lashings to be checked. Filling up deck log book To be filled up after every watch with ink. Courses, weather, comparison of compasses, emergency drills, look out man etc. to be written. Log book must be initialed. Maneuvering book To be filled up by watch officers, with ink. Control and try out of engines, times, names of pilots Must be initialed.

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Master's night order

Required to be written by master before he is going to take a rest at night. A set of instructions to OOW in written format. Depends on the events expected at the night. Generally includes following points: To comply with standing orders. Follow the laid courses. Check and plot positions at required intervals. Keep proper look out and comply with ROR. Calling master at required position, if applicable. Anti piracy watch if required. Preparations before proceeding to pilot stations. Inform ETA. Slow down one hour (or as required for engine) before end of passage position. Call master at the marked position. Rigging pilot ladders in time. Stand by crews in time.

Check the vessel's position frequently if at anchor. Calling master if in any doubt.

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Guard on port.
In the changing of the guard in port, should be given to the ropes of the boat, the weather conditions prevailing currents, the state and condition of the tide, and in the event that there is, stowage, the status of operations loading and / or unloading, or conditions of loading or unloading of passengers. Delivery procedures, implementation and guards relay necessary information to conduct a safe guard. Assistant to the officer on duty at night surveillance, identification of other ships, acoustic signals, etc.. Knowing how to navigate the restricted water environment, through the knowledge of the lighting system. Inform the watch officer the appearance of other vessels, which may interfere with the navigation of our, may indicate a delay or by dialing approximately approaching the other vessel Deal with regular security rounds, on board, erly connected to Collaborate in the bridge control measures to prevent environmental pollution and prevent this. Knowing how and being able to use the internal communication systems of the ship, and the use of the general alarm system of the boat. Be familiar with the procedures and protocols used for the same, of the systems mentioned in the previous point. Knowing the survival and rescue teams, their usefulness and their use; such as beacons, radar and radios responders GMDSS.

Radio communications
Marine VHF radio refers to the radio frequency range between 156.0 and 162.025 MHz, inclusive. It is installed on all large ships and small boats by shipping more. Also used with something different regulation, in rivers and lakes. Used for a wide variety of purposes, including invoking the rescue services and communicating with harbors, locks, bridges and marinas, and operates in the high frequency range (VHF), between 156 and 162.025 MHz Despite which is widely used for the prevention of collisions, its use for this purpose is controversial and is not recommended by some countries, including the UK. A shipboard radio station includes all the transmitting and receiving equipment installed aboard a ship for communications afloat. Depending on the size, purpose, or destination of a ship, its radio station must meet certain requirements established by law or treaty. For example, large passenger or cargo ships that travel on the open sea are required by the Communications Act and by international agreements to be equipped with a radio station for long distance radio communications. Passenger ships that travel along the coast must be able to communicate at shorter range with coast stations. These are examples of "compulsory ships" because they are required by treaty or statute to be equipped with specified telecommunications equipment. Smaller ships used for recreation (e.g., sailing, diving, fishing, water skiing) are not required to have radio stations installed but they may be so equipped by choice. These ships are known as "voluntary ships" because they are not required by treaty or statute to carry a radio. Ship stations may communicate with other ship stations or coast stations primarily for safety, and secondarily for navigation and operational efficiency. The FCC regulates marine communications in cooperation with the U.S. Coast Guard, which monitors marine distress frequencies continuously 16

to protect life and property. All users of marine radio are responsible for observing both FCC and Coast Guard requirements. The marine radio equipment listed below may be used aboard a ship. If your ship must be licensed, all equipment is authorized under a single ship radio station license. VHF Radiotelephone (156-162 MHz) - Used for voice communications with other ships and coast stations over short distances. Radar - Used for navigating, direction-finding, locating positions, and ship traffic control. EPIRB - Emergency Position Indicating Radio Beacons, or EPIRBs, are used when a ship is in distress, to emit a radio signal marking the ship's location. Extreme care must be taken to prevent inadvertent activation and batteries should be replaced prior to expiration date. Single sideband Radiotelephone (2-27.5 MHz) - Used to communicate over medium and long distances (hundreds, sometime thousands of nautical miles). Satellite Radio - Used to communicate by means of voice, data or direct printing via satellites. Radiotelegraph - Used to communicate by means of Morse code facsimile or narrow-band directprinting. Survival Craft Radio - Used for survival purposes only from lifeboats and rafts. On Board Radio - These are low-powered radios used for internal voice communications on board a ship or for authorized short range communications directly associated with ship operations. In addition, ships may use GPS or LORAN receivers, depth finders, citizens band (CB) radios, or amateur radios (an amateur license from the FCC is required).

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Unit 3 ARRIVALS TO PORT

SPECIFIC OBJECTIVES:
-Know the publications and information required to develop a safe watch. -Identify use of navigation equipment, documents, e-information during the development of the trip. -Know the bridge records and clothing.

Documents in bridge; generalities:

Sailing direction -COSTA RICAGeneral Costa Rica is located in Central America, bordering the Caribbean Sea and the North Pacific Ocean, between Nicaragua and Panama. The climate is tropical, having its dry season from December to April and its rainy season from May to November. The terrain is primarily coastal plains separated by rugged mountains.

Buoyage System The IALA Buoyage System (Region B) is in effect. See Chart No. 1 for further IALA Buoyage System information.

Currency The official unit of currency is the Costa Rican colon, consisting of 100 centimos.

Fishing Areas The coastal areas on the Caribbean Sea coast are extensively 18

fished by local vessels working out of small harbors and rivers. Fishing vessels are also found on Miskito Bank (1428'N., 8242W.).

Government Costa Rica is a democratic republic. The country is divided into seven provinces. Costa Rica is governed by a directly-elected President who serves for a 4-year term. The unicameral Legislative Assembly is composed of 57 directly-elected members serving 4-year terms. The legal system is based on Spanish civil law. The capital is San Jose.

Holidays The following holidays are observed: January 1--- New Years Day Mid April ---Juan Santa Maria (Anniversary of the Battle of Rivas) Holy Thursday --Variable Good Friday --Variable Easter Sunday --Variable May 1 --Labor Day Corpus Christi --Variable June 29 ---St. Peter and St. Paul Late July--- Annexation of Guanacaste August 2 ---Our Lady of Los Angeles August 15--- Assumption Day/MothersDay September 15 I---ndependence Day October 12--- Columbus Day/Dia dela Raza December 8 ---Immaculate Conception December 24 ---Christmas Eve December 25 ---Christmas Day December 28-31 ---Christmas Holiday 19

Industries The main industries are microprocessors, food processing, medical equipment, textiles and clothing, construction materials, fertilizer, and plastic products. The main exports are bananas, pineapples, coffee, melons, ornamental plants, sugar, beef, seafood, electronic components, and medical equipment. The main export-trading partners are the United States, China, the Netherlands, the United Kingdom, and Mexico. The main imports are raw commodities, consumer goods, capital equipment, petroleum, and construction equipment. The main import-trading partners are the United States, Mexico, Japan, and China.

Languages Spanish is the official language. English is spoken in the area of Puerto Limon.

Meteorology Marine weather bulletins are available in Spanish from the Instituto Meteorologico Nacional (http://www.imn.ac.cr).

Navigational Information

Enroute Volumes Pub. 148, Sailing Directions (Enroute) Caribbean Sea Volume 2. Pub. 153, Sailing Directions (Enroute) West Coasts of Mexico and Central America.

Maritime Claims The maritime territorial claims of Costa Rica are, as follows:

Maritime Boundary Disputes Legal dispute with Nicaragua over navigational rights on the San Juan River.

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Regulations No vessel is allowed to enter a Costa Rican port until visited by a Health Inspector, the Captain of the Port, and a Customs Officer. Vessels should send their ETA at their first Coast Rican port as soon as possible after leaving its previous port and at least 72 hours in advance. Any changes of at least 1 hour in the ETA should be reported at least 24 hours in advance. The initial message should include the following information: 1. Vessel draft. 2. Cargo. 3. Cargo consignees. 4. Vessel requirements.

Search and Rescue Puntarenas Coast Radio Station (TEC) maintains a continuous listening watch on VHF channel 16 for distress traffic. Maritime Rescue Coordination Center Costa Rica can be contacted by telephone (506-286-4418 or 506-286-6880). Costa Rica is part of the Corporacion Centroamericana de Servicios de Navegacion Aerea (COCESNA), the Central American aeronautical search and rescue network. Rescue Sub-Center (RSC) Costa Rica works with RCC Centro America and can be contacted, as follows: 1. Telephone: 506-372-2043 506-368-3702 2. Facsimile: 506-443-8961 3. E-mail: vernopiedra@yahoo.com Further information on COCESNA can be found in HondurasSearch and Rescue.

Time Zone The Time Zone description is SIERRA (+6). Daylight Savings Time is not observed.

U.S. Embassy The embassy is situated on Calle 120, Avenida 0, Pavas, San Jose. The mailing addresses are, as follows: 1. Costa Rica address 920-1200 San Jose 21

2. U.S. address U. S. Embassy San Jose APO AA (34020) U. S. Embassy Costa Rica Home Page http://costarica.usembassy.gov

Sailing direction -VENEZUELAGeneral Venezuela is located in Northern South America, bordering the Caribbean Sea and the North Atlantic Ocean, between Colombia and Guyana. The climate is tropical, hot and humid, becoming more moderate in the highlands. The terrain contains the lowlands of the Maracaibo and the highlands just to the E. The central part of the coast is dominated by two sections of the coastal mountain range and the E third of the coast is low-lying areas in the delta of the Orinoco.

Buoyage System The IALA Buoyage System (Region B) is in effect. See Chart No. 1 for further IALA Buoyage System information.

Cautions Many navigational lights along the coast have been reported to be unreliable, irregular, or operating at a reduced range. Piracy incidents have been reported (2006) in Guanta and Islas de Piritu. Drilling platforms, well heads, and pipelines occupy the greater portion of Lago de Maracaibo. Drilling platforms and drill rigs are also found N of Peninsula de Paria (1040'N.,6220'W.). Currency The official unit of currency is the bolivar, consisting of 100centimos. Government Venezuela is a republic. The country is divided into 23 states, 22

GUIDE TO PORT ENTRY

PUERTO LIMON: 10_ 00' N 083_ 01' W
PORT LIMITS: Limits considered as arrival are 0.5 1.0 mile distance from breakwater, anchorage is required.

DOCUMENTS:
Required by Port Authorities at Port Limon: Clearance from Last Port: (Zarpe) 2 certified copies (original and duplicate.) Crew List: 1 original legalised copy. 5 copies not legalised. Passenger List: 1 original, 1 copy. 5 additional copies not legalised (if no passengers carried, this must be stated on the same document). Maritime Health Certificate: 1 original, 1 copy. Provisions List: Not legalised : 7 copies. Stowage Plan: Not legalised. Total cargo on board, 4 copies. Hatch List: Not legalised. Total cargo on board, 4 copies. Cargo Manifest (manifiestos de carga): Legalised. From each calling port. 1 original, 1 copy. 30 additional copies, not legalised. Bills of Lading: 4 sets. Local Agents or General Agents require the following documents urgently, by Air Mail (Special Delivery), from each calling port directly to address in SanJose, Costa Rica. 2 sets Cargo Manifest copies. 2 sets Ships Declaration. 2 sets Bills of Lading. If there are Ocean Freight rates to be collected at destinations, please send Agent by Air Mail (registered), the 3 originals and 2 copies, in order to get the payment of the freight rates in time. Data in every document must be in Spanish or with proper translation.

MAX. SIZE: Depth 9.14 m.

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PILOTAGE: Pilot boards ship with Port Authorities about 1 mile from pier. Also see Shipmasters Report.

ANCHORAGES: All anchorages are SW of Isla Uvita in depths of 34 36 ft.

PRATIQUE: In the event of contagious disease or fever being suspect on board, agency should be advised immediately.

PRE-ARRIVAL INFORMATION: Notice of Arrival: Radio Agent at least 24 hours before arrival, advising date and time of arrival, length, draft, number of passengers disembarking (if any), amount of cargo to discharge in metric tons, number of gangs required to work on board. This information is required by Port and Customs Authorities.

VHF: Port Authority on VHF Channel 16. All vessels anchoring in the port must communicate with the Pilot office on Channel 16.

TUGS: 2_850 h.p. tugs, compulsory for berthing and unberthing.

Note: Measurements are given in feet. Berths No.1 2 have a length of 1,020 ft. In order to use Berth No. 2, Agents need to know or check LOA of the vessel at Berth No. 1, if it is less than 520 ft. it is possible to berth a vessel.

TANKER FACILITIES: See Puerto Moin.

CRANES: 1 Portal Crane 1 Grove Crane 1 P & H Crane

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1 Liebherr Container Crane 10 ton capacity. 30 ton capacity. 50 ton capacity. 45 tons, under hook, and 35 tons, under spreader.

STEVEDORES: ETA should be sent to Agent in due time. There are 2 stevedoring companies who work throughout 24 hours. Hatches: Carried out by stevedores.

MEDICAL: No advance notice except in case of serious illness to be included in arrival notice, ample hospital facilities available.

FRESH WATER: Available and obtained alongside pier delivered by hose, 1.5 to 2 t.p.h. cost $1.56 per ton.

FUEL: Any quantity can be obtained as there is a refinery at Limon.

STORING: Vessel can be stored by truck, which can proceed alongside the berth, local riggers can be employed.

REPAIRS: Minor repairs only.

SURVEYORS: Lloyds, ABS and Norske Veritas.

POLICE/AMBULANCE/FIRE: Police Tel: 117; Red Cross Ambulance Tel: 580125; Fire Tel: 118.

SECURITY/GANGWAY: Recommended.

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TIME: Local time minus 6 hours.

HOLIDAYS: Holidays and days on which the port will remain closed: 1 January from 1200 hrs. to 0600 hrs. following day; Holy Thursday and Good Friday from 0001 hrs. on Thursday to 2400 hrs. on Friday; 1 May from 0001 2400 hrs.; 15 August; 15 September; 12 October from 0001 2400 hrs.; 24 December 1800 hrs. 26th December 0001 hrs. The first Sunday in February every 4 years is a holiday for Presidential Elections.

WEATHER/TIDES: There is a small surge alongside the berths in Port Limon, especially when winds coming from the SE, which occurs occasionally (August and September). In Port Moin the surge occurs when winds come from the north, which occurs occasionally in the months of December and January.

NEAREST AIRPORT: 5 miles from city. Two daily flights (except Sundays) to San Jose International Airport. Also air taxi service to the whole country.

BANKS: Banco Popular Banco Nacional de Costa Rica Banco Anglo Costarricense Banco de Costa Rica.

CUSTOMS: One packet of cigarettes may be taken ashore. No alcohol may be taken ashore.

SHORE LEAVE: Crew members are allowed to go ashore.

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REPATRIATION: Facilities available.

IDENTIFICATION CARDS: They are needed and supplied by theAgent.

DEVELOPMENTS: Old Railroad Pier is being removed and 2 Ro/Ro ramps are being built.

SHIPMASTERS REPORT: May 1984 Before leaving Gulfport I contacted Standard Fruit Company at Boca Raton, Florida. They confirmed that the Pilot boards off Limon breakwater. They also confirmed that there is a heavy surge alongside the berths in Moin Bay due to the prevailing swell and that shore springs are not normally available at the cargo berths although they are supplied to tankers. This vessel possesses 2_6 in. nylon tails and 2_3.25 in. mooring wires and these were made ready. A cable was sent to the Agent at Limon requesting information concerning berthing arrangements. A reply was received to the effect that the ship would berth at the German Wharf. This conveyed nothing to me at the time. It turned out that the German Wharf is, in fact, the new container berth in Puerto Limon. This berth does not appear on the navigational chart but is shown in the Plan Section of Guide to Port Entry. The old banana berth at Puerto Limon is no longer used and all banana loading takes place at Puerto Moin. The Pilot confirmed that there is a heavy surge at Limon/Moin and also that newcomers to the trade are boarded off Limon whilst regular traders are met by the Pilot off Moin fairway buoy. The German Berth is not supplied with shore springs and there is a considerable surge alongside. We secured starboard side to using 4 lines and 1 spring at each end plus the 2 wires with nylon tails. It is considered that the latter are essential in this port as considerable chaffing of the polypropylene lines can be expected. The berth is provided with very effective sprung fenders but these ensure that the ship is held several feet off the quay. No shore gangway is supplied and access was by way of the accommodation ladder which was landed on the quay at an angle of about 30_ to the ships side. To avoid damage to the ladder due to surge it is essential that particularly secure moorings be used. A powerful tug is available at Limon and another at Moin.

AUTHORITY: Junta de Administracion Portuaria y de Desarrollo 27

Economico de la Vertiente Atlantica (JAPDEVA), Administracion Portuaria, Apartado T, Puerto Limon, Costa Rica, Central America. Tel: +506 (58) 3229, 1041. Telex: 8518 (Port Operations Manager). FAX: +506 (58) 3229. Contact: Captain Dennis G Cavallini, Chief - Marine Operations Department.

PUNTA CARDON VENEZUELA:

11_ 38' N 070_ 14' W (See Plan)

LOCATION: The port of Punta Cardon is located on the Gulf of Venezuela, on SW coast of Paraguana Peninsula, Venezuela. Punta Cardon is an open sea port with practically no swell, due to the easterly winds prevailing almost all year from the shore side.

PORT LIMITS: The area enclosed by the parallels of Lat. 11_ 38' 00" N and Lat. 11_ 36' 38" N and the meridian of Long. 070_ 14' 25" W.

DOCUMENTS: Clearance (inward Pratique). Inward Clearance is effected on board by Government Port and Customs Officials and a representative of the Oil Movements Department immediately after berthing. The following documents must be ready on arrival for clearance inwards: In ballast: 1 Clearance from Last Port. 1 Ballast Manifest from Last Port). 7 Crew Lists. 5 Stewards Stores Lists (all foodstuff, liquors, tobacco, etc.), to be declared on a separate and independent sheet (See note (2)). 5 Deck and Engine Stores and Spare Parts Lists (paints, varnishes, chains, ropes, etc.), to be declared on a separate and independent sheet (See note (2)). 5 Medicine Chest Lists (including narcotics accurately itemised). 5 Slop Chest Lists. 4 Personal Effects Lists. 1 Sailing Permit (issued by Maritime Authority at Last Port of call). 2 Passenger and Baggage Lists (if any). 28

4 Lists of Passengers in transit (if any).

In addition to other clearance documents, 5 copies of an itemized list of articles in the ships slop chest must be presented to the authorities on arrival.

(2) Both the Stewards Stores List, the Deck and Engine Stores and Spare Parts List may be prepared on board prior to the vessels arrival. The Stewards Stores List must be comprehensive and accurate, especially with regard to cigarettes and liquor. All new clothing, gifts, souvenirs, etc. are to be clearly marked. All personal effects of the crew are to be collected and placed in the Bonded Stores Locker, ready for sealing by the Customs Authorities on arrival.

Although vessels proceed directly to Punta Cardon, clearance documents should be made out showing the port as Las Piedras, Paraguana (Punta Cardon). Failure to comply with this requirement may result in fines up to a max. of USD600.00.

(3) Clearance documents out-bound: Outward Clearance and cargo documents are delivered on board by the Ships Services Representative. In the event that the berth is required by another vessel, a vessel having completed loading may be required to vacate the berth promptly and proceed to anchorage to await cargo documents and clearance. CERTIFICATES: All ships arriving in Venezuelan ports for the first time must be measured by the Maritime Authorities for issuance of a Venezuelan Tonnage Certificate, known as Certificado de Arqueo.

This document gives the measurements and weight of the vessel in accordance with existing laws. The cost of measuring and issuing of the Certificate is contingent on size and tonnage of vessel. It is usual practice to take ashore the ships General Arrangement and Capacity plans, which are used as a basis for calculations.

These plans and the Venezuelan Tonnage Certificate are later forwarded to shipsOwners. Vessels registered in following countries are exempt from above regulations, due to existing reciprocal agreement with Venezuela: Denmark, France, Germany, Ireland, Netherlands, Norway, Portugal, Sweden, UK, USA.

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The Venezuelan Tonnage Certificate is used in calculating Venezuelan Government Port charges, such as Port Captain Habilitation for entry and despatch of vessels and Pilotage Dues, for all vessels except those registered in the countries mentioned above, in which case the Lloyds Registered Tonnage is used.

MAX. SIZE: Jetty/Berth Depth (LWS) Draft Length Displac. (m.) (m.) (m.) (tons) No. 1 North Outer (3) 12.80 12.04 216.4 55,000 South Outer (4) 12.95 12.19 216.4 55,000 South Inner (2) 9.90 9.45 175.3 25,000 No. 2 North Outer (3) 13.10 12.34 216.4 55,000 South Outer (4) 12.65 11.89 216.4 55,000 North Inner (1) 6.40 5.94 129.2 25,000 South Inner (2) 7.01 6.55 129.2 25,000 No. 3 North Outer (3) 14.32 13.56 274.3 70,000 South Outer (4) 14.63 13.86 274.3 62,000 No. 4 North Outer (3) 14.47 13.71 274.3 54,000 South Outer (4) 14.47 13.71 274.3 54,000 No. 5 (1) 13.71 12.70 239.9 60,000

APPROACHES: Restricted Fishing Area. Masters when approaching coast should keep a particularly sharp lookout for fishing boats, nets and small craft. Mechanically propelled vessels drawing more than 1.52 m. are prohibited from navigating in the restricted fishing area that extends off Paraguana Peninsular from Punta Macolla, Lat. 12_ 05' 32" N, Long. 070_ 12' 55" W to Punta Estanques (Los Taques), Lat. 11_ 48' 45" N, Long. 070_ 16' 45" W, and a line connecting the position indicated below: a) Lat. 11_ 37' 12" N, Long. 070_ 14' 25" W b) Lat. 11_ 37' 30" N, Long. 070_ 19' 23" W c) Lat. 11_ 37' 36" N, Long. 070_ 21' 50" W

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Leading Lines: Height Position (m.) Jetty Lat. Long. Colour (LWS) I 11_ 37' 19.20" N 070_ 13' 54.60" W Green 4.70 11_ 37' 23.10" N 070_ 13' 47.60" W Green 14.20 II 11_ 37' 32.00" N 070_ 14' 02.00" W Red 4.83 11_ 37' 35.90" N 070_ 13' 55.10" W Red 14.30 III 11_ 37' 08.10" N 070_ 13' 53.50" W White 3.06 11_ 37' 09.10" N 070_ 13' 50.60" W White 14.94

Height Position (m.) Jetty Lat. Long. Colour (LWS) IV 11_ 37' 41.90" N 070_ 14' 12.00" W Blue 5.10 11_ 37' 42.40" N 070_ 14' 09.40" W Blue 21.54 V 11_ 30' 49.64" N 070_ 14' 33.12" W

Navigation Aids: When approaching the Punta Cardon Terminal, two flares will be seen.

The North Flare is located at: Lat. 11_ 30' 49.64" N, Long. 070_ 14' 33.12" W.

The South Flare is located at: Lat. 11_ 37' 26.00" N, Long. 070_ 13' 20.00" W.

A light is located on the outer radio tower. Position: Lat. 11_ 38' 03" N, Long. 070_ 13' 56.2" W. 31

Characteristics: Fl. White and Red, ev. 10 sec. Height 62.5 m., 21 miles (U). Sectors: Red 340_ 009_, White 009_ 202_, Eclipsed 189_ 340_. (All bearings are true from seaward).

2 large chimneys are very conspicuous in the Refinery Area. The north chimney is situated Lat. 11_ 37' 54.6" N, Long. 070_ 13' 10.8" W. Height above MLWS 121.8 m. The south chimney is situated in position Lat. 11_ 37' 52.9" N, Long. 070_ 13' 09.8" W. Height above MLWS 120.8 m. For daylight distinguishing marks, both are painted with broad red and white bands and at night both have a string of all round fixed red lights at the top and the same at the middle height.

PILOTAGE: Pilots are employees of Venezuelan Government and pilotage is compulsory for vessels entering or leaving harbour. The Ships Services Office will arrange for this service at any time. If it becomes necessary for Master of the vessel to disregard Pilots orders in order to ensure safety to the ship, the Master must promptly submit a written report to the Harbour Master on the matter, via the Ships Services Representative, stating reason for this action. Pilots sustaining injuries: It is compulsory to submit a full report in cases where a Pilot is injured while performing duties on board vessels.

Agents Notice to Masters: Dated July 1986. Subject: Pilot Service from/to Punta Cardon Harbour Masters Office has issued new regulations. Here below are mentioned regulations:

1. Pilot service from Punta Cardon is only compulsory when Masters are crossing the channel of Lake Maracaibo for the first time. If this is not the case, the Pilot should be then embarked at San Carlos. 2. Upon your request this Pilot service can be arranged by the Agency. 3. On departure, Pilot service to Punta Cardon is not required. 4. If Official Pilot is unable to disembark at San Carlos due to difficulties on board or by force majeure, or if you decide to change the instructions given to the Agency with regard to Pilot disembarking San Carlos, a letter addressed to the Harbour Master stating your reasons should be handed to the Pilot before he disembarks in Cardon. Masters Note: With regard to the above, on reflection the content of the letter from Agent may not be too clear to those not familiar with this area. At risk of stating the obvious, what this Notice is saying is that pilotage in wards from the EM Buoy, to the San Carlos Pilot Station is only necessary on the Masters first visit to a Lake 32

Maracaibo Port. Thereafter he may navigate the Outer Channel without a Pilot. The Outer Channel Pilot is taken at Punta Cardon on the inward passage, and disembarked there on the outward passage, should a Pilot be so required. Also see Shipmasters Report dated January 1989.

ANCHORAGES: The anchorage at Cardon roads within a radius of 2 miles from end of jetties has depths varying from 16.46 30.48 m. (LWS) and a bottom consisting of mud with some patches of small stones, sand and shells. There are no known obstructions from west to NW of the Piers and there is ample water for a clear approach when coming from west and NW, but the anchorage is limited on the south by a sandspit projecting 1 mile SW off Punta Cardon Cape. A beacon is located on this sandspit in position Lat. 11_ 36' 03.4" N, Long. 070_ 14' 15.6" W, Fl.R.1s.5.2M, 5 miles (U).

PRE-ARRIVAL INFORMATION: Arrival messages (ETAs) must be sent by all vessels bound for or diverted to Cardon, through telex to the terminal or Agent, 72, 48 and 24 hours prior to arrival.

a) name of vessel b) flag c) ETA d) Last Port e) Masters name f) number of crew and passengers g) port for which the vessel is cleared h) quantity of clean ballast on board. i) all requirements.

This information is of the utmost importance to the Harbour authorities in facilitating the entry of vessels in general, and in case of diversion. VHF Radio Telephony: The radio and communication centre is located in the Oil Movements Office. There is an R/T set operating 24 hours a day on the following frequencies, and manned by English speaking operators: VHF Channel 12 Range limit 25 miles 33

VHF Channel 16 Range limit 25 miles

Call sign Marine Cardon. If a ship, originally cleared for another port (including any other Venezuelan port) is diverted at sea to Punta Cardon, certain information must be radioed prior to arrival in order to avoid heavy fine(s) and/or delays. Also see Shipmasters Report dated January 1993.

VHF: See Pre-Arrival Information.

TUGS: 2_2,700 h.p. tugs are available, and their assistance is compulsory for berthing. Number, disposition and manoeuvres of tugboats are directed by the Pilot. The following tug signals in practice in this port are listed below for Masters guidance: Short blasts are used to give orders to the tug situated ahead. Long blasts are used to give orders to the tug situated aft. 1 blast means push tug engine, ahead (if it is stopped); stop tug engine, stop (if it is moving). 2 blasts, pull tug engine, astern.

VENEZUELA Punta Cardon

1 long, 1 short, 1 long and 1 short whistle, Calling tugs.

2 long and 2 short whistles, Tugs Dismissed.

BERTHS: Without exception ships always moor head-in on all berths. It is considered prudent to have the outboard anchor hove out prior to approaching piers to facilitate speedy release while docking if necessary. Vessels are to be moored to satisfaction of the Port Services Superintendent or his deputy; mooring lines must be tended regularly and kept hove taut to prevent surging and possible damage to ships, docks or hoses. When

34

adjusting mooring lines, the assistance of harbour tugs should be requested before slackening off any mooring line.

Emergency Signal: The emergency fire signal is 5 long blasts on the ships whistle or siren. No other signal is to be given in cases of emergency.

BALLAST: It is suggested that vessels nominated to load at this installation arrive with the minimum of ballast on board, necessary for the safe handling of the vessel under normal conditions. In this connection experience has shown that, under normal weather conditions, vessels can be safely berthed and unberthed with a quantity of ballast of approximately 25% of their respective Summer deadweights. Dirty ballast can be received ashore. Maximum discharge pressure to shore installation is 150 p.s.i. in the 20 in. ballast line of Jetty No. 2; Jetties No. 1 and 4 have a 24 in. ballast line, and Jetty No. 3 has a 16 in. line. Masters are requested to endeavour to arrive at this port with 20% SDW ballast. Parafinic slops or ballast will not be accepted. Extra-occupancy tariff will be charged for delays in ballast time. For more information contact our vessels Agent. No dirty ballast may be pumped overside in port in Venezuelan coastal waters. Ballast disposal facilities are available at Punta Cardon Terminal.

WASTE DISPOSAL: Garbage is collected twice daily (earlymorning and mid-afternoon).

MEDICAL: Facilities are available for medical and dental treatment, vaccination and hospitalisation in a private clinic. Emergency cases will be attended to at all times. Masters requiring medical or dental service or vaccination for their crew members should call vessels Agent and they will make the necessary 35

arrangements with the clinic and arrange for transportation to pick up the crew members on the pier and to take them to the clinic and back. Any crew member who is sent ashore for medical or dental treatment, and who does not speak English or Spanish, must be accompanied by a crew member who speaks one of these languages. Doctors do not attend patients on board. In serious cases where the patient is unable to walk an ambulance will be provided to take him to the hospital.

FRESH WATER: Fresh water is available at all berths. Loading rate is 30 t.p.h.

FUEL: Available if advance notice given. Funds at to be remitted to Chase Manhattan Bank, One Chase Manhattan Plaza, New York, 24 hours in advance to PDVSA (Account No. 001-1-992773).

REPAIRS: Shore facilities are available for emergency repairs of a minor nature. The nearest dry docks are located at Puerto Cabello and Curacao, N.A. Request for repairs should be mentioned in the ships ETA message.

SURVEYORS: Marine Surveyors: Both the Lloyds Agents at Maracaibo and Norske Veritas at Caracas have a representative in Punta Cardon who acts on their behalf when a surveyor is requested. However, in the case of continuous or classification surveys, advance notice of 4 days should be given in order to arrange for an appointed surveyor to come from Caracas. There is also a representative of the American Bureau of Shipping in this area (Caracas).

Petroleum Inspection: Several petroleum inspectors are available in this area. Contact can be made through the Agents.

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HOLIDAYS: By order of the local Port Authorities it is requested that all ships in port be fully dressed on the following national holidays: January 1st, April 19th, July 5th, July 24th, October 12th, December 25th.

TELEPHONES: Loading Supervisor (for cargo and bunkers), a 24 hour service on Tel: +58 (69) 72206, 72133 or by VHF Channels 12 and 16, call sign Marine Cardon.

CUSTOMS: Venezuelan National Guards are stationed at the piers to ensure that vessels in port comply with regulations.

Smuggling: Strict compliance with the Customs laws of the country is enforced by the Authorities and Masters are strongly advised to caution crew members against attempting to smuggle ashore cigarettes in carton lots, cigars, tobacco, souvenirs, gifts (particularly items of womens apparel) or other articles. A maximum of twenty cigarettes per person for personal use is allowed to be carried but a greater quantity will result in the imprisonment of the offender with possible heavy fines and delay to the vessel.

Bar: On Customs Authorities instructions vessels maintaining a Bar Service on board for the use of officers, crew, passengers and visitors, must keep the bar closed during the vessels stay in port.

Firearms: Firearms on board any merchant vessel calling at Venezuelan ports must not exceed one per officer, nor can the ammunition exceed 18 cartridges per officer. All firearms and ammunition must be declared on Stores List. Officers must not carry firearms while ship is in Venezuelan waters. Said arms should be collected together with the ammunition and held in the Masters safe custody. Crew members should be warned against taking 37

knives or other weapons ashore as these will be confiscated and the bearer fined.

SHORE LEAVE: Shore leave is permitted and Harbour Masters representative who boards vessel on arrival issues the required number of shore passes. These passes must be shown when proceeding ashore to the Government and Company Guards at the gangway and refinery gates. They are to be collected by Master prior to sailing and handed to Pilot unberthing the vessel. Masters are reminded that in accordance with the instructions of local police, crew members be properly dressed before leaving the vessel, i.e. long trousers and shirts. Masters are requested to have shore leave expire at least 2 hours before expected departure. Men then found missing should be reported to the vessels Agent, who will endeavour to locate them. An officer must accompany shore personnel in order to identify the missing crew member. Vessels are not permitted to sail until all crew members are on board, unless said crew members are hospitalised or previously signed off by the Master through the Ships Services representative. If any crew member is missing at sailing time and cannot be found, his passport and other personal documents must be handed to the vessels Agent, as well as written instructions as to his repatriation, when found. All costs and expenses of a crew member so left behind will be for ships account.

REPATRIATION: No staff and/or crew should be engaged or discharged without consulting ships Agent. In case of discharge, identification documents must be handed to the Ships Services representative or the Norwegian Consular Officer in the case of Norwegian vessels. GENERAL: National Flag: It is compulsory to display the Venezuelan flag at the foremast starboard yardarm during daylight hours for ships 38

anchored or berthed in Venezuelan waters. The ships Services will provide a Venezuelan flag at any time for ships account.

Navigation Charts: Navigation charts are not available at this port.

Animals: The importation and transit of all birds belonging to the genus parrot or parakeet is prohibited. For other birds a valid health certificate is required. For so-called small animals e.g. dogs, cats, monkeys, rabbits, etc. a valid health certificate and a valid rabies vaccination certificate are required.

Bonded Stores: Stores in bond are not obtainable in Punta Cardon. The nearest port with bonded stores facilities is Curacao.

Gangway: A safe gangway must be provided by the vessel and should be rigged as soon as possible after mooring to allow the Port Authorities to board, and should not be taken in until Pilot has boarded to unmoor vessel. The use of rung ladders, pilot ladders, etc. is contrary to Port Regulations and Port authorities will not board except by means of a safe gangway or accommodation ladder.

Damage during Manoeuvres: When a vessel or the pier sustains damage during manoeuvres with an official Pilot on board, it is the responsibility of the Master to submit to the Ships Services representatives, immediately after the accident, a report in quintuplicate, for presentation to the Harbour Master. Such reports should give full details of the accident and of all engine movements as ordered by the Pilot, as well as a sketch in triplicate of the ships manoeuvring position at the time. These will be translated by the Agents into Spanish and forwarded to the Harbour Master. 39

Cash Advance to Masters: Cash advances to Masters are made only in Venezuelan currency, which is the Bolivar. Cash requirements should be included in the vessels ETA message. Foreign currencies are accepted in the United Seamens Service Club.

Rat Guards: By order of the Port Authorities rat guards must be fitted to all mooring lines. Non compliance entails a fine of VEB200 for each unguarded line.

Kerosene, Motor Gasoline, Gas-Oil, Solvents: Supplies for ships purposes are available in drums. The return of empty drums ashore is prohibited by Customs regulations. Therefore the cost of each drum will be billed to the vessel in the Port Disbursement Account.

Lubricants, Oils and Greases: Supplies of products are available. Vessels arriving at Punta Cardon on Saturday or Sunday or on a holiday should give ample notice of their requirements by cable in order that the necessary labour arrangements for delivery can be made. This procedure also applies to the delivery of white oils mentioned under 7 above, when required outside working days.

Laundry Service: Laundry service is available throughout each working day. Such service should be requested in the vessels ETA message.

Wireless Transmitters in Port: It is strictly prohibited to use vessels wireless transmitters in the Port of Cardon. Non-compliance with this regulation may result in a fine being imposed on the vessel by the authorities.

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Mail: On vessels arrival, blank Mail List Forms will be handed to the Master to be completed in sextuplicate and duly signed by him, when sending ships and crew mail ashore for posting. Ships mail received after ship has sailed, or for vessels on which no advice has been received, will be held for 15 days and then returned by airmail to the owners or operators or senders, at ships expense unless specific instructions have been received beforehand.

Passengers: Movement of passengers over Cardon Piers is subject to restriction under terms of agreement with the government. Passengers will not be permitted to disembark unless in possession of the required Venezuelan visa and travel documents. If passengers are carried, Master should so advise in his radio ETA so that arrangements can be made for Immigration Authorities to visit vessel on arrival and thus facilitate clearance.

Personnel Seamen Left Ashore: In the case of seamen left ashore for hospitalisation, repatriation, desertion or other reasons, all documents and personal effects are to be handed to the Oil Movement Departments representative before sailing. A letter is required from the Master advising the maximum advances, if any, to be made to the seamen, and instructions concerning his repatriation. All expenses incurred by seamen left ashore, including cost of repatriation, are for ships account. It is important that Masters bear in mind that the Venezuelan law will at all times hold the vessel, her Master, or Owner responsible for any seamen left behind in Venezuela.

Photographing: The taking of photographs within the boundary fence of the Cardon Refinery is prohibited. Taking cameras ashore is likewise prohibited.

Provision and Stores: Provisions and stores are available. Requisitions 41

should be conducted through the Agent, when he calls on board with the authorities on arrival. Ships chandlers are not permitted to visit ships, unless specifically instructed to do so by the Agents.

Radar and Radio Repairs: Repair and maintenance services for radar, radio, gyro compass, radio direction finder, echo sounder, etc. are available. The repair man should be contacted through the Agent.

Safety of Personnel: It will be appreciated that persons intoxicated by alcoholic drinks can create risks of accidents; therefore we ask the Masters co-operation to ensure that these persons do not enter the refinery gates and/or board their vessel unless accompanied by sober members of their crew. In this connection we will advise the Master or one of his officers, so that measures can be taken to ensure the safety of the forementioned person(s) e.g. by sending one or more of the crew to the gate to accompany him (or them) to the ship. Visitors: Visits to ships are prohibited except from those company employees, petroleum inspectors, etc., whose duties require their presence on board.

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Punta Cardon VENEZUELA See guidelines for compiling and submitting information (page x) 3467

Tank Cleaning and Mopping: Several contractors in the area provide labour for tank cleaning and mopping. Masters in need of this service should submit their requirements to the Ships Services Office, who will contact and request a contractor to go on board to discuss details and estimate costs of work to be effected. It must be pointed out that the Master of the vessel is solely responsible for the proper fitness of the ships tanks for loading his next cargo, and will therefore be held liable for any contamination of the cargo after loading, due to inadequate tank cleaning. Therefore it is up to him to decide the degree of tank cleaning necessary. He may, of course, seek advice from the installation representative in this respect, whenever there is any doubt.

Turnaround: To promote the economical operation of their vessel, Masters are requested to co-operate with installation representatives in minimising their in-port time. Any delays which are considered unnecessary or extensive should be reported to the loading Supervisor (Tel: 2133) so that corrective measures can be taken.

SHIPMASTERS REPORT: January 1989 Punta Cardon is no longer a pilot station. The new station is Guaranao Pilot Station. The embarkation/disembarkation zone is located between the following 4 points: A) Lat. 11_ 40.0' N, Long. 070_ 15.5' W B) Lat. 11_ 41.5' N, Long. 070_ 15.5' W C) Lat. 11_ 41.5' N, Long. 070_ 16.5' W D) Lat. 11_ 41.0' N, Long. 070_ 16.5' W 43

REPORT: February 1991 The following telex was sent to a Master by the Agent. Quote:

Latest Instructions from Coast Guard: The following are the latest instructions received from Coast Guard and Port Captaincy with reference to National Security Enforcement: (AAA) Arrival and departure transit of vessel to the terminal of Punta Cardon. (AA1) All vessels should arrive at following position: Lat. 12_ 10' N, Long. 070_ 40' W (AA2) Then, they have to proceed to the following position (course 180_): Lat. 11_ 46' N, Long. 070_ 40' W (AA3) In order to arrive at terminal of Punta Cardon it is compulsory to pass through Coast Guard control zone at the following area: (A) 11_ 40' 15" N, 070_ 22' 30" W (B) 11_ 40' 15" N, 070_ 26' 00" W (C) 11_ 37' 00" N, 070_ 26' 00" W (D) 11_ 37' 00" N, 070_ 22' 30" W (AA4) After passing through Coast Guard control you may go ahead to the anchorage zone which is as follows: Parallels 11_ 40' 00" N and 11_ 38' 00" N Meridians 070_ 17' 00" W and 070_ 15' 30" W (BBB) Arrival and departure information should be transmitted by radio on VHF Channel 16 to Coast Guard or Guaranao Pilot Station (Port Captaincy of Las Piedras): 44

(BB1) Once you arrive at the position referred to in (AA1) above you should start calling the Coast Guard (if you do not receive any answer then call Guaranao Pilot Station). (BB2) Following information should be passed to them: Agency name Vessels name ETA/Port Last Port Call Sign Kind of vessel. Please note that all this information should be provided by us (agent) to the port authorities 48 hours prior to the vessels arrival. Once you arrive at Point (AA1) above same information must be reported to authorities, thence you may be authorised to transit from Point (AA3) to (AA4) above. If there is something different in the information, your vessel may be requested to anchor in the zone mentioned in Point (AA3) above and wait until Coast Guard boards your vessel and checks all the information again. Please note that even when all information is correct your vessel may be requested to anchor for routine check. (BB3) Upon departure you should contact Coast Guard/Port Captaincy and inform them about your departure and transit through zone indicated in Point (AA3)/(AA2)/(AA1). If all the above procedure is not followed by you, your vessel will be requested to anchor for about 48 hours in area referred to as Point (AA3). We highly appreciate your co-operation in order to avoid any unnecessary delay for your vessel. Unquote. 45

SHIPMASTERS REPORT: January 1993 VHF Channels 16 and 12 used. It is important to call and listen on VHFChannel 12. SHIP OFFICERS REPORT: October 1997 Vessel: Tanker 41,000 d.w.t. Berth: Jetty No. 1, southern outer berth. Mooring: There are both conventional mooring bollards and quick release mooring hooks on the jetty. The jetty lies SWNE. Mooring arrangement was 3-2-2, both fore and aft. The ship was berthed port side to, head-in. The berth is equipped with flat faced, rubber shock absorber fenders. The jetty is equipped with a shore gangway to the west of the shore cargo manifold (see Plan). Cargo Handling Facilities: The berth has 6_6 in. and 10_10 in. shore manifold connections. SHIPMASTERS REPORT: April 1998 Vessel: Chemical tanker, 40,700 d.w.t. Berth: Jetty No. 2. VHF: The Terminal Marina Cardon works on VHF Channel 12. Pilots: Pilot change of shift times are 0800 hrs., 1430 hrs. and 2230 hrs. Tugs: 2 tugs used for berthing. Berthing: Our vessel berthed port side alongside. The berth consists of a flat faced quay. Our vessel overhung the end of the quay. The mooring lines tie-up was 3-2-3 forward and 4-0-3 aft, havingmixed propylene and wire lines. Stern and forward breast lines were long leads (see Plan). Cargo Handling Facilities: Vessel loaded via 4_10 in. flexible hoses. Gangway: Shore gangway is available. AGENTS REPORT: January 1999 Ballast on arrival should not exceed 25% of d.w.t. Discharge rate required by the Terminal at Piers No. 1 and No. 2: 2,000 t.p.h. At Pier No. 3: 46

2,500 t.p.h. and at Pier No. 4: 4,000 t.p.h. If the discharging rate is not achieved by the vessel, Terminal will charge an additional fee for berth occupancy. Tanks will be inspected upon berthing. When tank cleaning/mopping is required, Terminal will charge the additional fee for berth occupancy. When a vessel is rejected and ordered to the anchorage, a second Terminal fee will be charged. As per terminal regulations, vessel to arrive with propeller completely submerged, and trim not to exceed maximum 2.44 m. Fresh water not available.

Distance to ports:
LIMON, COSTA RICA (959'30"N., 8301'00"W.) to:

Junction Points* Panama, Panama, 234 Yucatan Channel, 732 Ports Baltimore, Maryland, U.S.A. (via Windward Passage and Crooked Island Passage), 1,974 Boston, Massachusetts, U.S.A. (via Windward Passage and Crooked Island Passage), 2,230 Brunswick, Georgia, U.S.A., 1,611 Cartagena, Colombia, 447 Charleston, South Carolina, U.S.A. (via Windward Passage and Crooked Island Passage), 1,637 Colon, Panama, 190 Galveston, Texas, U.S.A., 1,394 Georgetown, Guyana, 1,647 Halifax, Canada, 2,368 Hamilton, Bermuda (via Windward Passage), 1,715 Jacksonville, Florida, U.S.A.,1,589 Kingston, Jamaica, 605 47

La Habana, Cuba, 1,170 Mobile, Alabama, U.S.A. (via inside route), 1,292 New York, New York, U.S.A. (via Windward Passage and Crooked Island Passage), 2,047 Norfolk, Virginia, U.S.A. (via Windward Passage and Crooked Island Passage), 1,852 Pensacola, Florida, U.S.A., 1,256 Philadelphia, Pennsylvania, U.S.A. (via Windward Passage and Crooked Island Passage), 2,019 Port of Spain, Trinidad, 1,313 Port Castries, St. Lucia, 1,316 Puerto Cortes, Honduras, 623 San Juan, Puerto Rico (via Mona Passage), 1,119 Savannah, Georgia, U.S.A. (via Windward Passage), 1,636 Veracruz, Mexico, 1,338 Wilmington, North Carolina, U.S.A., 1,680

48

Nautical charts.
A nautical chart is a scale representation of navigable waters and accompanying land regions. Usually indicates water depths and the heights of the land, nature of the fund, including details of the coast ports, navigational hazards, location of lights and other aids to navigation. Nautical charts are essential tools for marine navigation. Traditionally charts were printed on paper but recently developed computer systems that allow the storage and processing of nautical charts with computers. Representing a sphere on a flat surface has the consequence that there is some distortion of reality, since the area can not be developed exactly in the plane. The representation of a convex surface (land) on a flat, is made through different types deproyecciones cartographic each having particular utility or purpose. Basically used for navigation as follows: Mercator Projection. They are for plane sailing. These charts are based on a cylindrical projection, so are the meridians as parallel lines and the same distance from each other. The parallels are also represented as parallel lines, but the distance is greater between them as they move away from Ecuador. gnomonic projection. Represents land surfaces in planes tangent to a point. In turn, there are three classes: Polar, when the plane is tangent to the pole. The meridians are like radial lines and parallels as concentric circles. Equator, when the plane is tangent to Ecuador. Meridians are separate but parallel between them increasingly separated as the point of tangency. The parallels are curves that increase their separation as far around the point of tangency and Ecuador is a line perpendicular to the meridians. Horizontal when tangency is any point. Meridians are straight lines converging toward the pole projection point and parallel parabolic curves. Classification of the letters according to the scale General Letters. It's that include a lot of coast and sea. They are intended for ocean navigation. Its scale is very small, usually between 1/30.000.000 and 1/3.000.000. Letters plotting sheet. They are used for medium distances. Their scales are between about 1/3.000.000 and 1/200.000. coastal navigation charts. Used to navigate close to the coast. They usually have scales between 1:50,000 and 1/200.000. Landfall. Are those that facilitate the approach to a port or a geographical feature. Its scale is 1:25000 or very close to it. Cuarterones. They show in detail a small area of coast and sea. Its scale is less than 1:25000. 49

 Sketch of the rivers are usually 1:50,000 scale or higher, but given the high precision required to navigate (matter of few tens of meters frequently), are used for reference only and not to determine the position. Generally there for navigable rivers are pilotage areas. In addition, the letters are often called minor point they represent large areas, and more to the point representing smaller portions. In many letters, usually inshore, the cartridge is present, it really is a paneled an enlarged representation of a portion of the letter (representing a place, harbor, anchorage, bay, island) within a frame.

Nautical publications.
In the vocabulary of sailing nautical publications generically called all those that a ship should be driven by either indispensable, or significantly useful for security Navigation1 Usually the concept mentioned Nautical charts are omitted. In the allusions to the material of this type is often referred to nautical charts and publications, mentioning them separately. The SOLAS, in its definition: to meet the requirements of marine navigation. This is due to IMO rules do not extend to the territorial waters and inland. But ships engaged usual traffic of local publications are provided. On the other hand the various countries require their flag vessels possess certain publications, some general and others related to habitual defeat. Thus, the SOLAS makes vague mention of publications to bring a ship This is due to several reasons: Every sailor knows that for a given crossing certain publications are indispensable. (This general exception in the case of pilotage) Two. There are many "nautical publications" are not limited to the concept of navigation itself, but are closely linked to the security of the same. Three. There are a number of specialized vessels for certain types of operations or traffic. Accordingly it is necessary to have some private publications. Therefore, nautical publications may categorized as follows: Descriptive: Sailing. List of lights and signals. Notices to Mariners. Catalogs of cards. Table of currents. Letters of tidal currents. Radio aids to navigation. 50

Route planning interocenicas.7 List world.8 ports In calculating Nautical Almanac. Tables for astronomical calculation. Navigation Tables. Tide tables.

51

SHIP PARTICULARS
Name: Hanjin Buenos Aires

IMO: Flag: MMSI: Callsign:

9443011 Malta 248302000 9HA2308

Vessel type:

Container Ship

Gross tonnage: 35,595 tons Summer DWT: 44,060 tons Length: Beam: Draught: Home port: 223 m 32 m 8.7 m Valletta

Class society: Germanischer Lloyd Build year: Builder*: Owner: Manager: 2010 Hanjin Heavy Industries Pusan, South Korea Danaos Shipping, Athens, Greece Danaos Shipping, Athens, Greece

52

53

ROUTE PLAN
Costa Rica Venezuela UTC: CR-6 VEN -4.5 ETD from CR: 2013-06-25 00:00 Speed: 18 knots Total time: 1d20h08m ETA to VEN: 2013-06-26 22:30 Waypoint LAT (N) LONG (W) Distance (Mn) Wp0 1000`00 08300`00 696.1 Wp1 1238`15 07130`30 56.50 Wp2 1210`45 07040`15 35.1 Wp3 1140`15 07022`30 5.85 Wp4 1138`00 07017`00 112.5 794.05 Total T: 00h20m 1d20h08m 150.2 787.7 1h57m 119.1 752.6 03h08m 076.9 696.1 38h23m Bearing Total distance Time

The Book of Navigation or log book

The Book of Navigation or log book (log book) is the book in which the master of a ship must state how many significant events occur to the vessel during navigation. Should be numbered and stamped with expressive note the number of pages it contains, and signed by the competent authority. It noted, in addition to navigation-related data extracted from the log book-breakdowns suffered by the vessel in its hull, machinery, equipment and supplies, as well as malfunction and failure load. Must also be recorded on the Journal wills and Civil Registration records authorized by the Captain; corrections and disciplinary measures imposed by the court; crimes committed or discovered on board, and, in general, the occurrences on come on the trip.

54

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56

57

Unit 4 pilot ON BOARD

SPECIFIC OBJECTIVES:
Know the procedures for practical operational board. Meet the team, organization and preparation for practical hosting board. Identify the information required by the pilot and its importance for the safe operation of the vessel. establish communication with a pilot station to receive information regarding the practical and report the arrival of the vessel.

Communication with pilot station.

Pilots receive "the docking part" of the Port Authority, responsible for port security, with the anticipation of the ships scheduled to call at a port which in turn will report by radio, at frequencies established its arribadas with early enough that depends on individual circumstances. This allows cursarles practical instructions on the meeting place and your shipment as well as the exact time and everything related to the transactions carried out. These professionals self-inflating life jackets fitted with contact with water, they head to the ship you have requested their services (who previously demanded the flag G Ingternacional Code of Signals). in practical boat, which in Bilbao steamers still call conducted by your employer (and can be distinguished with a P or with the sign Pilot) communicating by radio with his captain to specify any matter it deems necessary. Sometimes the transfer is carried out by helicopter.

Preparation of the pilot ladder.

The preparation of the scale and ship operations require special care and attention, both from the ship's crew as the boat the practical. Although they have experienced other more sophisticated systems for the transfer of practical as mechanical lifts, izadotes of various types, etc.., Has offered no results. In order to keep a careful watch over the good practices on an issue as vital, Empa Impa and practical as international organizations, conduct frequent "safety campaigns" thoroughly inspecting scales and procedures for loading / unloading.

Pilot Boarding
The practical access to ships carries significant risks especially in cases of high tonnage, in heavy seas laste and having produced numerous accidents resulting in death even. On flights with no deaths occurred in the period 1970/1990 have been 13 mishaps related to the scale five times by fall practice on the boat, in four for his crushed between the ship and the boat, and as many for Water collapse. All this explains the unique attention that the International Maritime Organization (IMO) given to the practicability of the scales (unpainted wood, abaca rope, etc.). Once aboard the customary handshake between practical and captain is full of symbolism towards work, often difficult, with significant risks, which will take place between the two. 58

The practical will defeat Captain indicating most suitable for the particular ship, adjusting the directions and speeds navigation and maneuvering made until it is tied to the dock to get in, or leaving offing. Depending on the size and draft of the ship, the maneuver to be performed and wind intensity, current, or the state of the tide may be necessary to use one or more tugs. In some cases, for example when it comes Flights large ships operate two convenient one another on board and from the tug or the boat.

59

Pilot information.
The loading or unloading of the practical is risky. Both practical boat as the ship must be moving. The largest ship must "do lee" to facilitate the shipment, it is often impossible without such a maneuver. Several accidents and even deaths occur every year in this operation. Therefore it is very important that the design of the boats of the features I practice are appropriate for this task, debiendose avoid embark or disembark in embarcacioens Pilots deferens regulated by IMO The size and mass of the great vessels difficult to maneuver a Panamax vessel loaded, giving machine back, comes to rest after more than 1 kilometer. All ships have different handling characteristics. Also vary greatly instrumental models they have. Add to this the variety of nationalities and languages, not only between different ships but within the same vessel, the crew members understand each other through a sometimes rather elementary English. Each service provides a handy, it takes on a different ship and must immediately adapt to all circumstances. Under the provisions of the IMO agreed by all countries, the pilot must provide all your orders and information in English. Despite advances in instrumentation available, it has not done more to accompany the increase in size and mass of the ship, as well as its depth. In most practical situations requires an instinctive reaction. The handy navigation in restricted waters is performed in confined waters, in congested waters or committed maneuvers (berths, entry locks, etc..), Which support many times the minimum delay. The slightest mistake can cause millions of dollars damage. Rarely is there time for a careful evaluation before making the right decision, as in maritime navigation. In addition, it should be mentioned that the pilot relieving the master of economic pressures-too frequent-that could compromise security. The pilot is not part of the ship's crew. Local employee is acting on behalf of the public interest rather than the owner, operator or ship loader but always keep in mind that interest. It is estimated that the world is held annually two and half million pilotage services.

Government to the pilot order.

The pilot finishes up the rope ladder, ascends four decks to the bridge, is presented to the Captain and begins with his advice, at the time the duty officer sits in the Navigation Daybook: "... ship to the voice of Mr. Captain advised by Mr. pilot ... " The Captain is always responsible for all operations and decisions taken in the navigating bridge even if you are a Pilot on board. His authority is delegated at any time your advisor even when this service was compulsory (LN art. 134 and Dec 2694/91 Appendix 1 art.13 in fine). On the bridge, Captain pilot advice and it is this which ultimately makes navigating the vessel, may at any time, to ignore the advice of his advisor navigation, maneuvers and regulation. It follows that the third party liability is directly imputed to the Owner-Captain and no direct action against the pilot. In this sense, the L.N 20,094 in art. 134 states in relevant part: "Captain, even if you are forced to use the services of a pilot, is directly responsible for driving, maneuvering and steering the ship ..." prohibiting subrogation Captain's authority to pilot. 60

Unit 5 PREPARATION FOR DEPARTURE AND ARRIVAL

SPECIFIC OBJECTIVES:
Recognize teams navigational aid Interpret weather reports Correctly read drafts

Weather Forecast.
NAVTEX
An electronic device that allows you to receive information on the weather, weather warnings, tidal information, restricted navigation zones, etc.. It is an automated service that seeks the promulgation of navigational warnings, as well himself, carrying meteorological and any other urgent to ships. This system is characterized by being an inexpensive, simple and automated means of receiving maritime safety information on ships plying the high seas or in coastal waters. They are dependent coastal radio stations local Maritime Authorities responsible for transmitting the information. The NAVTEX is an international direct-printing telegraphy for dissemination to ships navigational warnings, meteorological warnings and urgent information on maritime security to coastal waters up to 400 miles offshore. It also transmits routine weather forecasts and storm warnings all. The NAVTEX system uses a single frequency (518 kHz) in the world, for the transmission of messages in English. There are also transmissions using 490 kHz band for local broadcasts in the local language. Also used HF band 4209.5 kHz for broadcast maritime safety information (MSI), for example in tropical navigation areas, although its use is not common. Mutual interference is avoided by limiting transmitter power required to reach the limits of the allocated and distributed time frequency use. The NAVTEX system is integrated into the Global Maritime Distress and Safety System (GMDSS / GMDSS).

Main features of NAVTEX

- The NAVTEX sends messages to certain seasons, and for them to forward to their particular NAVAREAs. - The power of each transmitter is controlled to reduce the risk of interference between the transmitters.

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- The NAVTEX receiver to select the messages to be printed, unless weather or navigational warnings or announcements regarding search and rescue operations, which are automatically printed. - The ship can select which transmitter to receive messages, thus moving to have the reports of the area where surf or sail. - As far as possible, the transmit frequency should be kept free for the greatest percentage of time possible to allow immediate shipment of vital information, including her: information search, rescue, alerts, among others.

BEAUFORT SCALE

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Navigation lights.
Maritime Navigation lights are those that are installed aboard any type of vessel in order to alert other ships in the area of their presence, inform maneuvering capabilities, and direction of special features in terms of a Isolates were designed to facilitate collision avoidance maneuvers. The characteristics of the navigation lights, colors, arcs of visibility, scope and relative position of installation, are established by the International Regulations for Preventing Collisions (RIPA)

Listed below is a brief description of the set of lights that must exhibit craft according to the particular characteristics of each.

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Unit 6 Responding to emergencies

Muster List and Emergency Procedure
Special duties to be undertaken in the event of an emergency shall be allotted to each member of the crew. The muster list should specify details of the general emergency alarm and public address system and also action to be taken by crew and passengers when this alarm is sounded. The muster list shall also specify how the order to abandon ship will be given. Each passenger ship shall have procedures in place for locating and rescuing passengers trapped in their staterooms. The muster list shall show all the special duties and shall indicate, in particular, the station to which each member must go, and the duties that he has to perform. The muster list for each passenger ship shall be in a form approved by the Administration. Before the vessel sails, the muster list shall be completed. Copies shall be posted in several parts of the ship, and in particular in the crews quarters. The muster list shall show the duties assigned to the different members of the crew in connection with: a. closing of the watertight doors, fire doors, valves, scuppers, sidescuttles, skylights, portholes and other similar openings in the ship;

b. equipping of the survival craft and other life-saving appliances; c. preparation and launching of survival craft;

d. the general preparation of the other life-saving appliances; e. f. g. h. i. the muster of the passengers; use of communication equipment; manning of fire parties assigned to deal with fires; special duties assigned in respect to the use of fire-fighting equipment and installations and the extinction of fire, having regard to the ships fire control plans.

The muster list shall show the duties assigned to members of the crew in relation to passengers in case of emergency. These duties shall include:
a. warning the passengers; b. seeing that they are suitably clad and have donned their lifejackets correctly; c. assembling passengers at muster stations;

d. keeping order in the passageways and on the stairways and generally controlling the movements of the passengers; and e. ensuring that a supply of blankets is taken to the survival craft. 64

The duties shown by the muster list in relation to the extinction of fire shall include particulars of: a. the manning of the fire parties assigned to deal with fires;

b. the special duties assigned in respect of the operation of fire-fighting equipment and installations. The muster list shall specify definite signals for calling all the crew to their boat, liferaft and fire stations, and shall give full particulars of these signals. These signals shall be made on the whistle or siren and, they shall be supplemented by other signals, which shall be electrically operated. All these signals shall be operable from the bridge. The muster list shall specify which officers are assigned to ensure that life- saving and fire appliances are maintained in good condition and are ready for immediate use. The muster list shall specify substitutes for key persons who may become disabled, taking into account that different emergencies may call for different actions. The muster list shall be prepared before the ship proceeds to sea. After the muster list has been prepared, if any change takes place in the crew which necessitates an alteration in the muster list, the master shall either revise the list or prepare a new list. The format of the muster list used on passenger ships shall be approved.

Practice Musters and Drills

At the emergency drills each member of the crew shall be required to demonstrate his familiarity with the arrangements and facilities of the ship, his duties, and any equipment he may be called upon to use. Masters shall be required to familiarize and instruct the crews in this regard.

Frequency of drills
In passenger ships, musters of the crew for emergency drill shall take place weekly when practicable and there shall be such a muster when a passenger ship leaves the final port of departure. In cargo ships, a muster of the crew emergency drill shall take place at intervals of not more than one month, provided that a muster of the crew for emergency drill shall take place within 24 hours of leaving a port if more than 25 per cent of the crew have been replaced at that port. On the occasion of the monthly muster in cargo ships the boats equipment shall be examined to ensure that it is complete. The date upon which musters are held, and details of any training and drills in fire fighting which are carried out on board shall be recorded in such log book. If in any week (for passenger ships) or month (for cargo ships) no muster or a part muster only is held, an entry shall be made stating the circumstances and extent of the muster held. A report of the examination of the boats equipment on cargo ships shall be entered in the log book, which shall also record the occasions on which the lifeboats are swung out and lowered. In passenger ships, a muster of the passengers shall be held within 24 hours after leaving port. Different groups of lifeboats shall be used in turn at successive emergency drill and every lifeboat shall be swung out and, if practicable and reasonable, lowered at least once every four months. 65

The musters and inspections shall be so arranged that the crew thoroughly understand and are practiced in the duties they have to perform, including instructions in the handling and operation of liferafts where these are carried. The emergency signal for summoning passengers to muster stations shall be a succession of seven or more short blasts followed by one long blast on the whistle or siren. This shall be supplemented in passenger ships, by other signals, which shall be electrically operated, throughout the ship operable from the bridge. The meaning of all signals affecting passengers, with precise instructions on what they are to do in an emergency, shall be clearly stated in appropriate languages on cards posted in their cabins and in conspicuous places in other passenger quarters.

In port Emergency Planning

All ships should have procedures ready for immediate implementation in the event of an emergency when in port. The procedures must anticipate and cover all types of emergency, which might be encountered in the particular activities of the ship. Although the main aim of the procedures will be to respond to a fire, all other possible emergencies such as water seepage into the holds, oil cargo overflow, pumproom flooding, men overcome by gas within tanks, breakouts of vessels, weather or blackouts, must be covered. Similarly, while the deployment of fire-fighting equipment will be prominent in any emergency procedures, equipment such as breathing apparatus, resuscitation apparatus and stretchers must also be covered, together with details of means of escape or exit. The procedures should be familiar to the personnel involved, who should be adequately trained and clearly understand the action they would be required to take when responding to the emergency. This can best be achieved by regularly exercising the plan. Exercises will also serve to highlight the need for any revisions to be made to the plan, associated emergency procedures and further training requirements. Care should be taken when formulating an emergency plan to ensure that procedures to alert people or to arrange equipment do not depend too heavily on one man doing a number of tasks simultaneously. Preparation Planning and preparation are essential if personnel are to deal successfully with emergencies on board ships. The master and other officers should consider what they would do in the event of various types of emergency, such as fire in cargo holds, fire in the engine room, fire in the accommodation, the collapse of a person in a tank, the ship breaking adrift from her berth, the emergency release of a tanker from her berth etc. They will not be able to foresee in detail what might occur in all such emergencies but good advance planning will result in quicker and better decisions and a well-organized reaction to the situation. The following information should be readily available: a. Type of cargo, amount and disposition.

b. Whereabouts of other hazardous substances. 66

c.

General arrangement plan.

d. Stability information. e. Fire-fighting equipment plans.

Emergency Organisation
An emergency organization should be set up which will come into operation in the event of an emergency. The purpose of this organization will be in each situation to: a. Raise the alarm.

b. Locate and assess the incident and possible dangers. c. Organize manpower and equipment.

The following suggestions are for guidance in planning an emergency organisation, which should cover the following four elements: Command Centre There should be one group in control of the response to the emergency with the master or the senior officer on board in charge. The command centre should have means of internal and external communication. Communication is of the utmost importance and the possibility of communication failing should always be taken into account as such back up for communication means should always be provisioned for such as spare batteries for W/T sets, spare W/T sets, loudhailers, PA system and messengers. Emergency Party This group should be under the command of a senior officer and should assess the emergency and report to the command centre on the situation, advising what action should be taken and what assistance should be provided, either from on board or, if the ship is in port, from ashore. Back up Emergency Party The back up emergency party under the command of an officer should stand by to assist the emergency party as instructed by the command centre and to provide back up services, e.g. equipment, stores, medical services including cardio-pulmonary resuscitation etc. Engineering Group This group should be under the command of the chief engineer or the senior engineering officer on board and should provide emergency assistance as instructed by the command centre. The prime responsibility for dealing with any emergency in the main machinery spaces will probably rest with this group. It may be called on to provide additional manpower elsewhere. The plan should ensure that all arrangements apply equally well in port and at sea. Duties assigned for the operation of remote controls such as: a. main engine stop

b. ventilation stops 67

c.

lubricating and fuel oil transfer pump stops

d. dump valves e. f. CO2 discharge watertight doors

Operation of essential services such as: a. emergency generator and switchboard

b. emergency fire and bilge pumps

Balance crew
The rest of the crew if not allotted any of the duties under the different groups as mentioned above would act as back up for the emergency parties. As back up they may be utilized in various other duties such as accumulating passengers and herding them away from danger to the evacuation decks. Escorting feeble passengers or crew including any injured crew to the safe places as designated. Rendering first aid and trauma counseling. Filling extinguishers as required, mustering fire hoses from elsewhere, recharging and supplying W/T batteries. In case of abandoning ship possibility then taking in additional provisions and clothing/ water. Preparation of the survival crafts such that it does not lead to any panic. Making rounds of areas adjacent of the fire area.

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Preliminary Action
The person who discovers the emergency must raise the alarm and pass on information about the situation to the officer on duty who, in turn, must alert the emergency organization. While this is being done, those on the scene should attempt immediate measures to control the emergency until the emergency organization takes effect. A fire in the galley is dangerous since it can spread very easily into the rest of the accommodation. The fire is dangerous as well as the fumes from burning plastics and any cooking oil. The person in charge of the galley or the person first locating the fire should try and extinguish the fire himself after alerting the officer of the watch. Generally the fire as it is detected and begins is a small fire and later develops into a major one. Thus the fire may be put off by a single person with the equipment available in the galley and nearby areas. Fire dampers should be engaged and DCP extinguishers used to put out he galley fire if anywhere on the stove area since these are electric circuits. In case of cooking oil fire in the provision locker (rare) this may be put out using foam extinguishers and also with DCP extinguishers. An accommodation fire may be caused by a short circuit or due to smoking or flammable material catching fire inadvertently. The items to be available would be: a. DCP extinguishers

b. Fire hoses low to moderate pressure on the fire mains c. Insulated fire axe

d. Fire mans out fit e. f. Safety lamps many Fire blanket

The blowers must be stopped instantly and the ventilation should be stopped for all decks as soon as the fire is detected. All accommodation doors to all decks should be similarly closed to prevent any draught of air reaching the compartment. This should be done before the compartment door is opened to fight the fire. If the possibility of any portholes being open are there then these should be shut prior any serious fire fighting effort takes place. In stopping the ventilation to the compartment the fire triangle one arm is restricted that of the oxygen supply. It then becomes easier for a man in a fire mans outfit to enter and extinguish the fire. In case of electrical fire the electrical circuit breakers should be tripped to prevent the fire from migrating and producing sparks elsewhere. The safety lamps should be placed at convenient locations especially around corners for ease of movement of the emergency party, these lights 69

would be in addition to the emergency lighting which should have been switched on. Additionally fire hoses should be brought and kept ready for use. The pressure in the fire hose should be reduced in such close confined space or else the hose would be difficult to handle. The compartments surrounding the compartment on fire should be inspected. An engine room fire is potentially very grave. The fire is detected by the automatic heat or vapour sensors or by alert staff. The alarm is raised and the engine room fire party gets going to tackle the fire. The fire may be a generator fire hot oil from the fuel line catching fire, the generator trips and the other generator is put into use. This being a oil fire the prime extinguisher would be the foam fire extinguisher but for a generator fire the best option is a DCP extinguisher since the foam requires a build up to cut off the oxygen to the oil on fire, this is not possible on vertical metal covers and such. The large extinguisher should be rolled in to fight the fire, as well as small portable ones put to use. The deck emergency party should be assisting in fighting the fire under direction of the ER personnel. The back ups being used to refill the extinguishers.

In case the fire is uncontrollable then it may be necessary to evacuate the ER and to release CO2. For this the crew muster has to be taken after every one has been evacuated and once the head count is over and the compartment sealed then only should the CO2 released.
If required Urgency messages should be transmitted, if the vessel is at sea. Essentially for any type of ER fire the most important is the aspect of knowing what is to be done to control and finally to extinguish the fire. For this the knowledge of the ER as well as the equipment together with the location and the type of detectors and extinguishing medium available is very important. Fire drills should not be taken lightly and it falls on the senior management level officers to devise real life scenarios for the drills. For any compartment on fire if the ship is in port then the port has to be informed and any assistance offered should be taken since the experience of the shore personnel is more however their idea of the ships compartments may be scanty, the fire control plan should be gone over with the fire chief and then the fighting can be done with both the forces in tandem. The fire potential in the ER becoming grave is highlighted by the following: YELLOW FIN (1992): this VLCC 254,000 dwt was fully laden with Arabian crude when she became completely immobilised due to fire in the engine room.

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Entry into Enclosed Spaces

with Atmospheres Known or Suspected to be Unsafe for Entry It is stressed that entry into any space that has not been proved to be safe for entry should only be considered in an emergency situation when no practical alternative exists. In this highly hazardous situation, the personnel involved must be well trained in the use of breathing apparatus and be aware of the dangers of removing their face masks while in the hostile atmosphere. When it is absolutely necessary to enter a compartment where it is suspected that the atmosphere is, or might become unsafe, a responsible officer must continuously supervise the operation and should ensure that: a. A permit has been issued by the master stating that there is no practicable alternative to the proposed method of entry and that such entry is essential for the safe operation of the ship.

b. Ventilation is provided where possible. c. Personnel use positive pressure breathing apparatus and are connected to a lifeline.

d. The number of persons entering the tank is kept to a minimum consistent with the work to be performed. e. f. Means of communication are provided and a system of signals is agreed and understood by the personnel involved. Spare sets of breathing apparatus, a resuscitator and rescue equipment are available outside the space and a standby party, with breathing apparatus donned, is in attendance in case of an emergency.

All essential work that is to be undertaken is carried out in a manner that will avoid creating an ignition hazard. General Breathing apparatus, of the positive pressure type, should always be used whenever it is necessary to make an emergency entry into a space which is known to contain toxic vapours or gas or to be deficient in oxygen, and/or is known to contain contaminants which cannot be effectively dealt with by air purifying equipment. Entry should only be permitted in exceptional circumstances when no other practicable, safe alternative exists.

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Self Contained Breathing Apparatus

This consists of a portable supply of compressed air contained in a cylinder or cylinders attached to a carrying frame and harness worn by the user. Air is provided to the user through a face mask which can be adjusted to give an airtight fit. A pressure gauge indicates the pressure in the cylinder and an audible alarm sounds when the supply is running low. Only positive pressure type sets are recommended for use in enclosed spaces as these, as their name implies, maintain a positive pressure within the face mask at all times. When using the equipment, the following should be noted: a. The pressure gauge must be checked before use.

b. The operation of the audible low pressure alarm should be tested before use. c. The face mask must be checked and adjusted to ensure that it is airtight. In this regard, the presence of any facial hair may adversely effect the masks seal and, should this be the case, another person should be selected to wear the apparatus.

d. The pressure gauge should be monitored frequently during use to check on remaining air supply. e. Ample time should be allowed for getting out of the hazardous atmosphere. In any event, the user must leave immediately if the low pressure alarm sounds. It should be remembered that the duration of the air supply depends on the weight and fitness of the user and the extent of his exertion.

If the user suspects at any time that the equipment may not be operating satisfactorily or be concerned that the integrity of the face mask seal may be damaged, he should vacate the space immediately.

RESCUE FROM ENCLOSED SPACES

When an accident involving injury to personnel occurs in an enclosed space, the first action must be to raise the alarm. Although speed is often vital in the interests of saving life, rescue operations should not be attempted until the necessary assistance and equipment has been mustered. There are many examples of lives being lost through hasty, ill-prepared rescue attempts. Prior organization is of great value in arranging quick and effective response. Lifelines, breathing apparatus, resuscitation equipment and other items of rescue equipment should always be kept ready for use and a trained emergency team should be available. A code of signals should be agreed in advance. Whenever it is suspected that an unsafe atmosphere has been a contributory factor to the accident, breathing apparatus and, where practicable, lifelines must be used by persons entering the space. The officer in charge of a rescue should remain outside the space, from where the most effective control can be exercised. It is imperative that every member of the rescue team should know what is expected of him.

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Regular drills and exercises in rescue from enclosed spaces should be carried out.

RESUSCITATION
All tanker personnel should be instructed in resuscitation techniques for the treatment of persons who have been overcome by toxic gases or fumes, or whose breathing has stopped from other causes such as electric shock or drowning. Most tankers are provided with special apparatus for use in resuscitation. This apparatus can be of a number of different types. It is important that personnel are aware of its presence and are trained in its proper use. The apparatus should be stowed where it is easily accessible and not kept locked up. The instructions provided with it should be clearly displayed on board ship. The apparatus and the contents of cylinders should be checked periodically. Adequate spare bottles should be carried.

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Heavy weather damage

Heavy weather damage as the name suggests is damage caused due to the weather being very rough with possibility of seas being shipped on deck. In the event of any ventilators being sheared off, the same would have to be closed effectively to prevent water from entering the hold. With the weather bad the conditions would not be suitable for sending un initiated crew on deck, the crew who would be sent should be able bodies and with the knowledge as to what is expected of them. Lifelines should be rigged and each crew should be attached to a lifeline and be wearing life jackets. The tools required should be made up into a canvas bag and slung over. The ship should be turned so that the least amount of sea comes on deck and the crew then only sent to do the work. Minimal number of crew are to be sent unless necessary. For hatches which are found to be leaking the most effective repair that can be effected would be to spread canvas over the hatches. This may be done by sending men to tie up the ropes to the hatch coamings on one side and then going to the other side to tie up the other end. The canvas being spread between the ropes. If the deck cargo is found to be adrift then additional lashings should be taken rather than trying to secure/ tighten the existing lashings. If at night then the advent of daylight should be awaited for unless it is of utmost important to do the repairs during dark hours. For one visibility would be down and the efficiency of crew when working in dark is less than during daylight.

Rescue of survivors from another ship or the sea

Prior rescuing survivors from another ship the own ship should have been brought as close as possible to the disabled ship. A lee is to be provided for lowering the rescue boat. The rescue boats are to be prepared and under a suitable command the rescue boat is to be lowered. Communication with both the disabled ship and the own ship is of utmost necessity. Once the rescue boat is in the water it is to proceed to the disabled ship and if possible may go alongside the disabled ship from where the passengers are to descend. If the alongside is not possible then a line is to be tossed to the rescue boat tied to a lifebuoys at the centre of the line. The survivors are to attach themselves to this line and should get down with the help of a pilot ladder or other ladder and then haul themselves along the main rope resting if required at the lifebuoy. If a ladder is not possible them the survivors are to jump into the water keeping the life line attached to the main rescue line and the above procedure then may be effected. The rescue ship in the meantime should steam to a position to the leeward side of the disabled ship such that on completion of the rescue the lifeboat could sail downwind to the rescue ship.

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This would also ensure that the survivors are offered a quiet sea. The rescue boat would proceed to the rescue ship and go around the stern to the leeside of the rescue ship and be hoisted up. In case the lowering of the rescue boat is impractical then a modified breeches buoy may be slung between the two ships with a liferaft instead of a buoy serving as the rescue compartment. The survivors would get into the liferaft and be pulled onto the side of the rescue ship. To send the first line a rocket throwing apparatus should be used, the direction of the throw should take into account the wind direction such that the line reaches the disabled ship. Once this is done a 24mm rope is to be passed to the other ship and then a thicker rope or smaller diameter mooring line. In case that is not available then a small diameter wire rope. Adequate precaution regarding the hauling rope should be taken such that the rope hauling the raft should not part. The rescue ship however should prepare boarding nets cargo net slings or other net slings, so that any survivor may clamber aboard. To pick up survivors from the sea, the rescue boat should be launched, the rescue ship offering the lee. Once the boat is launched the ship should steam away so that it becomes easier for the rescue boat to sail downwind after the rescue also any survivor in the water could swim downwind to the rescue ship clambering up with the help of the nets. Warm blankets and dry clothing should be prepared for the survivors as well as a hot beverage. The own ship should also cater for any hypothermia affected patients.

Leakages and spills of dangerous cargo

Any dangerous cargo that is spilled or leaks out should be dealt with as stated in the IMDG code. Protection or injury caused by the above should be dealt with as stated in the MFAG. The cargo as it is loaded would have a material on the actions to be taken in the case of leakages/ spillages. The actions on board should be in conformity to the above. Some liquids should not be flushed with water, barring these any hazardous materials may be flushed with water. Any contaminant if hazardous to the environment should be informed to the nearest port control and an entry made in the log book or the cargo record book.

Stranding
Accidental grounding is unexpected and happens with nobody prepared for the emergency. The dangers are dependent on the type of shallow patch on which the vessel has grounded. If it happens in a river or entrance to a channel with soft mud then the chances of any bottom damage is negligible. However the danger is may fold if the ship runs aground on a rocky surface, the bottom can be ripped apart and the ship would then be taking in water. The findings of a commission of enquiry after a grounding highlights the above:

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The engines were run astern intermittently between 1736 hours and 1913 hours, without a full assessment of the damage to the vessel being made. This action may have increased the damage to the hull and, in the worst case, if the ship had come off the reef, it may have sunk immediately. The above vessel had run aground at 1735 hrs.

Thus it is necessary to sound all compartments of the ship to ensure that the outer structure is intact, not that it does not mean that the outer skin is not breached it may happen that after breaching the area got firmly stuck overall with the bottom thus the chance of water seepage was negligible in the first hour of sounding.
Thus the emergency measures that may be taken would be to: a. Stop the engines

b. Ring the emergency alarm c. Change over sea suction to high intake

d. Sound all tanks e. Sound the water surrounding the ship this would give an idea of the nature of the bed as well as the overall area of contact.

The sounding should be taken at intervals of 30mins in the contact area region. After it is established that the tanks/ holds/ER are intact, then only any further action should be taken. Regarding the earlier example of the ship aground it was found that the cofferdam in the ER had been breached. Although the ER was initially flooding the pumps could cope up this led to complacency, then the cofferdam man hole bolts gave way and again flooding of the ER started. Thus flooding may start after a period of time from sources earlier disregarded. Before any action is taken the crew should be ready for abandoning the ship if there is danger that the ship would sink in deep waters. The ship then could be lightened by either ballasting or deballasting tanks to release the ship. If the above fails then it is better to wait for salvage tugs. Earlier period ship much smaller could be dragged out using the ships anchors but is not feasible by ships boats or crew.

Abandoning ship
Abandoning ship is a decision which has to be taken by the Master after due consideration weighing all the options. Since the ship is the best life boat there is, to abandon this and proceed to life boats and rafts is a courageous decision. However before abandon ship order is received the boats are to be provisioned in excess of the amount already in place. Provisions such as sweets chocolates biscuits and other high calorie foods may be taken in preference to meat and other such provisions. On receiving the abandon ship signal an orderly embarkation would cause little panic and the resultant injury. 76

On casting off from the ship the boats should move a distance away from the ship and remain altogether. This would ensure that when rescue ships/ aircraft reach the last position of the abandoned vessel they would be able to sight the survivors easily. The SART should be placed on a high point maybe at the end of a boat hook and lashed in place. The Radar reflectors should be assembled and erected again on ahigh point. The EPIRB if having been taken on board should be placed in a safe place. It would be advantageous to connect all the boats and rafts by a rope so that the drift of the boats and rafts are similar. If the abandoning is close to shore then an attempt may be made to land ashore provided that the shore is suitable for landing. The sight of rollers would indicate the slope of the coast and the success of the landing. If the rollers are in multiple lines then the slope would in general be sloping quite a bit. Single lines would indicate a sharp slope. The LB W/T should be used with care since the battery would be discharged with too many transmissions in the reception mode the battery would last a considerable time.

Importance of drills and practices

Training and Drills Ships personnel should be familiar with the theory of fire-fighting and should receive instruction in the use of fire-fighting and emergency equipment. Practices and drills should be arranged at intervals to ensure that personnel retain their familiarity with the equipment. If an opportunity arises for a combined fire practice or conference with shore personnel at a terminal the master should make an officer available to show the shore personnel the location of portable and fixed fire-fighting equipment on board and also to instruct them on any design features of the ship which may require special attention in case of fire.

Protection and Safety of Passengers

Some of the crew on passenger ships would have the duties related to safety of passengers. They would require to instruct and guide the passengers to the embarkation/ muster stations. The crew would have to have a head count and assist feeble passengers to the stations. Realizing that panic among a majority of the passengers would be catastrophic. good crowd control techniques would be required. This and the trust which the passengers would have for the crew should be built up during the drills for the above. SOLAS specifies that on passenger ships some crew would be entrusted with the following: Each passenger ship shall have procedures in place for locating and rescuing passengers trapped in their staterooms. The muster list shall show the duties assigned to members of the crew in relation to passengers in case of emergency. These duties shall include: a. warning the passengers;

b. seeing that they are suitably clad and have donned their lifejackets correctly; 77

c.

assembling passengers at muster stations;

d. keeping order in the passageways and on the stairways and generally controlling the movements of the passengers; and e. ensuring that a supply of blankets is taken to the survival craft.

Additionally some crew would have to undertake the following: a. ensuring that all passengers spaces are evacuated

b. taking a roll-call of passengers c. instructing passengers on the procedure for boarding survival craft or jumping into the sea

d. directing them to embarkation stations e. instructing passengers during drills

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Unit 7 Bridge Staff

MASTER/CAPTAIN:
Person on board to ensure compliance with local and international laws and policies of the company. ne of the rights of particular importance for a captain is to ensure compliance with the ship security plan, as required by the ISPS Code International Maritime Organization For international travel, the captain is responsible for meeting the needs of immigrants andcustoms local officials. Immigration issues can include situations such as loading and unloading of passengers, crew management leaving the ship, so the crew-changes in port, and make accommodations for foreign crewmembers. Customs requirements may include the teacher provides a cargo declaration, Ship's Stores Declaration, a statement of personal effects, lists of crew members crew and passenger lists. The captain has special responsibilities when the ship or its cargo is damaged, the ship causes damage to other vessels or facilities, and in the case of injury or death of a member of the crew or passengers. The teacher acts as a liaison with local researchers and is responsible for providing complete log books and accurate reports, statements and evidence to document an incident.

First Mate
In charge of a number of functions of the department, the companion has appointments as Head of the Department of Housing, Head of loading / stowage, head of security / fire fighting, security chief on board (Ship Security Officer ), Head of Environment and Quality and so on.

Second Mate
The second mate is often the medical and maintainer of distress signaling equipment. The navigator role focuses on building plans ship cruise. The GMDSS official role is testing and maintenance, and ensure the correct maintenance log at the Maritime Distress Safety System team ship'sGlobal. Safety equipment includes emergency position indicating radio beacons, NAVTEX unit, INMARSAT consoles, several radio stations, search and rescue transponders and digital selective calling systems.

Third Mate
The third officer is a watchstander and security usually ship commanded officerand fourth (fifth in some ocean liners). Other duties vary depending on the type of ship, its crew and other factors. Obligations related to the safety function focus on formal responsibility for such items asfirefighting equipment, lifeboats, and various other emergency systems.

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Deck Cadet
A Deck cadet is an officer under training in much the same way as in a military context. Cadets receive training in firefighting, first aid and survival techniques. Deck Cadets train in the fields of navigation, ship handling and cargo handling as well as maritime law. A cadet reports to the Chief Officer. His or her role as a trainee is to observe and learn, while helping out where possible, mostly the Chief Officer. As they do not have Certificate of Competency, cadets cannot hold a watch, but will likely assist one of the qualified officers, often with the Chief Officer, with their watch.

Able seaman (AB)

An able seaman (AB) is an unlicensed member of the deck department of a merchant ship. An AB may work as a watchstander, a day worker, or a combination of these roles.

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CONCLUTION
This is a summary of all the maters of a bridge guard, the mate in guard have to know about th necessary for the fulfillment of basic essential tasks in a watch such as effective monitoring and knowing what to do at all times in front of different situations. Also is important for all ships crew to know all about the emergency drills, each member of the crew shall be required to demonstrate his familiarity with the arrangements and facilities of the ship, his duties, and any equipment he may be called upon to use. Masters shall be required to familiarize and instruct the crews in this regard.

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