Professional Documents
Culture Documents
1589287904405290
1589287904405290
ІНДИВІДУАЛЬНИХ ЗАВДАНЬ
Одеса – 2018
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Міністерство освіти і науки України
ІНДИВІДУАЛЬНИХ ЗАВДАНЬ
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Одеса – 2018
А 25
УДК 811.111(072)
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© Національний університет «Одеська морська академія», 2018
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Завдання 1 передбачає читання і розуміння тексту по одній з десяти тем
курсу, які будуть наведені нижче, а також відповідати на питання по тексту.
Від студента вимагається уважне читання тексту, вивчення граматичних
конструкцій та лексичних одиниць. Володіння матеріалом тексту дозволить
Вам правильно відповісти на питання як в сенсі відповідності його змістом,
так і в сенсі вибору коректних структур і термінології.
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Зразок оформлення титульної сторінки контрольної роботи:
Контрольна робота
з английскої мови
варіант I (II, III …)
студента 2 курса
заочної форми навчання
за спеціальністю 271 «Річковий та морський транспорт»
Прізвище, ім я, по-батькові……………..
шифр………….
Теми курсу
1. Ship’s measurement
2. Pilotage and pilots (Commands)
3. Distress, Urgency, Safety messages
4. Lights.
5. Buoys. Beacons
6. Anchoring. Anchorages
7. Berthing/unberthing. Mooring operations
8. Navigational warnings. Dangers.
9. Weather (reports, NAVTEX)
10. Life-saving appliances
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6. International Regulations for Preventing Collisions at Sea, 1972 (ColRegs). –
Одесса: Феникс, 2013. – 92 с.
Документи ММО
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Variant № 1
I. Read the text and answer the questions.
SHIP’S MEASUREMENT
Ships vary in size. We can express a ship’s size in weight, volume, depth, length,
and breadth.
Weight. A floating ship displaces the water equal to her own weight. For that
reason, ship's weight is expressed in terms of displacement. Displacement is
defined as light displacement and load(ed) displacement.
Light displacementis the weight of water displaced by a vessel when floating
with no cargo, fuel, ballast water, crew, passengers, stores or any other weights
not forming part of the hull or machinery or fixed equipment of the ship. In other
words, it is the actual weight of the empty ship. It is used in draft survey
calculations and when a vessel being sold for scrapping.
Load(ed) displacementis light displacement plus the weight of cargo, fuel, stores
etc. It is the total weight of a ship and all that she is carrying.
Deadweight (DWT) is the weight of the cargo, stores, fuel, passengers etc.
carried when the ship is fully loaded the summer load line. It expresses the total
weight that a ship can carry. The difference between the load displacement and
the light displacement is deadweight.
Volume. Tonnage is a measurement of the enclosed volume of a ship used to
describe her capacity. It does not indicate displacement and weight. It is used
for the calculation of tonnage taxes and the assessment of charges for
wharfage and other port dues.
Gross tonnage (GT) refers to the volume of ship's enclosed spaces in the ship's
hull and of the enclosed spaces above the deck. The capacity is measured in cubic
feet. (100 cubic feet = 1 ton). It is widely used to describe the size of passenger
vessels and ferries and it is the basis of port charges for all ships.
Net tonnage (NT) represents the volume of the ship available for cargo and
passengers. It is obtained by deducting the spaces used for the accommodation of
the ship's master, officers, crew, and the navigation and propulsion machinery
from the gross tonnage.
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Length. A ship’s length is measured as length overall and length between
perpendiculars. Length Overall (LOA) is measured from the extreme forward end
of the stem to the extreme aft end of the stern.
Length Between Perpendiculars (LBP) is measured from the main bow
perpendicular to the main stern perpendicular.
Breadth. Beam is the breadth of the ship at the broadest point. A ship's extreme
breadth is measured from the most outboard point on one side to the most
outboard point on the other at the widest point on the ship.
Depth. The vertical distance between the waterline and the uppermost watertight
deck is called freeboard (F).
The distance between the waterline and the deepest part of the ship is draught
(draft).It is also defined as the amount of water that the vessel draws. The ship’s
draught is determined by reading the draught marks marked on each side of the
bow and stern of the vessel. A ship’s draught is usually measured as draft forward
(Tf), draft aft (Ta) and mean draft (T or Tm). The mean draught is the average
draught. The maximum permitted draught varies according to the seasons, the
salinity and density of waters that the ship plies. Fresh water is less buoyant than
salt water. Each vessel is allocated load line marks to show the maximum depths
to which the ship may be immersed.
Air draught defines the height from the waterline to the highest point of the ship.
This information is required by the ships when they make pass under the bridges
or power cables.
1. How can we express a ship’s weight?
2. What is understood by displacement?
3. What types of displacement exist?
4. What is the difference between the load displacement and the light
displacement called?
5. What is tonnage?
6. What kinds of tonnage are extinguished?
7. What is gross tonnage?
8. What is net tonnage?
9. What is LOA?
10.What is breadth of the ship?
11.What is air draught?
12.What is defined by air draught?
13. Why is the information of air draught required?
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II. Choose the correct word or word combination to complete the gaps in the
passage
III.
Aft, accommodation, starboard, port, deck, superstructure, bridge
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4. The ship’s draught is determined by reading the draught marks marked on each
side of the bow and stern of the vessel.
5. The inside height of the vessel is indicated by moulded depth.
V. Give the English equivalents for the following terms. Find them in the
picture and put the corresponding number.
Russian English №
Носовой шпринг
Носовой прижимной
конец
Носовой продольный
конец
Нос/форштевень
Левая носовая скула
Правая кормовая
скула
Кормовая часть
Траверз
Левый борт
Вперед, впереди
Буксирный трос
Бак, полубак
Кормовой прижимной
конец
Мостик
Наибольшая
продольная длина
VII. a) Read the report from MAIB (Marine Accident Investigation Bureau)
and describe the events mentioned in it.
b) Analyze the situation and decide which of these factors caused the capsizing,
flooding and sinking of the berthed vessel. Prove your decision.
1. fall of tide;
2. damage the hull planking by the tube;
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3. rise of tide;
4. inadequate actions taken by the crew.
Variant № 2
I. Read the text and answer the questions.
PILOTAGE
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The shipmaster assigns an officer for the welcome and the escort of pilot. The
duty officer supervises the rigging of the pilot transfer arrangements and the
embarkation or disembarkation of the pilot. He carries a hand VHP to
communicate with the navigation bridge and welcomes the pilot at the pilot access
point. When the pilot embarks and arrives on the bridge, he joins the bridge team.
The master informs the pilot of the ship’s characteristics. The pilot may have a
look at the wheelhouse poster and the pilot card.
II. Read and translate the extracts from Ex 10 Admiralty Sailing Directions №
64. (13 th Edition 2002. Red Sea and Gulf of Aden Pilot).
1. Pilotage is compulsory for all vessels above 150 nrt which are bound for the port
of El'Aqabafor the purpose of berthing, unberthing or entering the Near and Far
anchorage areas. Under normal conditions berthing and unberthing in the main port
area is undertaken 24 hours a day.
Pilotage is not compulsory for vessels proceeding to sea from the anchorages.
Pilotage is reported to be compulsory for vessels instructed to anchor in the Far
Anchorage as well as the in the Near Anchorage; it is reported to be only available
during daylight hours.
One hour notice of ETD should be given to Port Control for a pilot.
The pilot boat is black hulled with white superstructure.
2. Pilotage for merchant vessels is compulsory for many of the ports in the area of
this volume. In other cases pilotage though optional is advisable; in such cases
where qualified pilots cannot be obtained details of arrangements for obtaining
local unqualified pilots are given in the text where these are known. Arrangements
for pilots should be made through shipping agents well in advance of arrival.
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3. Pilotage is not compulsory for entering or leaving harbour, but can be provided
by the local agent if required, 3 hours notice is required. However, it is compulsory
for birthing and unberthing operations at Magathu Faalan. Tugs are available.
III. Fill in the missing words. Choose them from the following list.
rail, safety, firmly, bulwark, ladder, stable, to ensure, rigidly, handrails
Bulwark Ladders
To ensure the ______________ of pilots and other persons using
______________ ladders to board or disembark from a vessel owners and masters
are requested _______________ that they are as _________________ as possible,
that hand-hold stanchions do not form part of the bulwark ladder but are
_________________ secured to the bulwark itself or the ship’s
________________.
If however, the stanchions and/or __________________ do form part of the
ladder, then the __________________ itself must be secured _________________
to the ship’s structure.
V. Study the first type of Conditional Sentences. Put the verbs in brackets in the
correct tense.
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1. If the pilot (to be) on the bridge it (not to relieve) the Master from his duties and
obligations.
2. If ships (to require) pilots they (to make) customary signals.
3. If a pilot (to be required) in daylight ships (to display) the flag “G” (Golf) of the
International code of Signals.
4. If a pilot (to board) the ship in the offing he (to be taken) aboard from lee side.
5. If the pilot (to con) the ship only to the entrance of the port, the port pilot (to
embark) the ship to maneuver her to the berth.
VII. a) Read the report from MAIB (Marine Accident Investigation Bureau)
and describe the events mentioned in it.
Series of mis-steps end in the sea
A vessel was underway in darkness having just disembarked the pilot.
Winds were modest at B6 and there was a swell of about three metres. Air
temperature was a cool 8C. The bosun, assisted by three other crew, was bringing
on board and securing the pilot boarding arrangements. The bosun descended to
the lower platform of the accommodation ladder to disconnect the latching
mechanism which secured the pilot ladder to the accommodation ladder.
After the bosun had pulled up the lower section of the pilot ladder and
placed it on the accommodation ladder, he asked one of the assisting crew to heave
up the accommodation ladder. Each time the crew tried to hoist the ladder, it
descended rather than moving up. After a few attempts, the crewman stopped the
operation, but at this time a noise was heard and the crew realized the
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accommodation ladder was now hanging vertically down. The bosun could not be
seen; he had not been wearing a lifejacket or a lifeline. A life ring and light were
thrown into the water and the bridge informed. Despite many hours of the
searching using their rescue boat, the vessel itself, the pilot boat and other boats in
the area, the bosun could not be located. His body washed ashore three weeks later.
The investigation found it probable that when the ladder was mistakenly
lowered (instead of raised), the weight of the ladder transferred from the hoisting
wire to the latching mechanism. The mechanism failed under a load that it was not
designed to hold, and the resulting shock load on the wire caused failure and free
fall of the lower end of the accommodation ladder, leaving it in the vertical
position.
The investigation also found it probable that the non-permanent air hose
connections for powering the hoist/lower function of the accommodation ladder,
which were unmarked, were mistakenly inversedwhen connected initially, hence
the lowering action achieved when the crew wanted to hoist.
Additionally, it was found that the wire on the failed accommodation ladder was in
fact only 55 long instead of the manufacture’s recommended 67 metres. This
probably caused undue stress and further undermined the wire’s integrity,
especially considering that at least two wraps were needed on the drum at
maximum payout.
The investigation further found that the bosun was working in contradiction
to the company procedure for this operation, having neither life jacket nor safety
line. None of the other crew working with the bosun had interjected to advise him
of these shortcuts.
b) Analyze the case and decide which of these factors caused the accident.
Comment on them
- no PPE;
- adverse weather;
- the violation of pilot boarding arrangements.
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Variant №3
II. Read and translate the extracts from Ex 10 Admiralty Sailing Directions
№ 64. (13thEdition 2002. Red Sea and Gulf of Aden Pilot).
1. Pilotage is compulsory for all vessels above 150 nrt entering, navigation within,
or leaving the port. It is available throughout 24 hours, except for tankers for which
pilots are available between 0700 and 1600. The pilot boards from one of two
modern, fast orange launches with a white superstructure; a doctor boards with the
pilot.
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In the N approach the pilot boarding position, as shown on the chart, lies 1 miles
NW of ShibQaham Light ( 21º 27'· 2 N, 39º06´·6E)for terminal bound vessels.
However, it is reported that the pilot usually boards just outside Bawabat al
MamarralWusta (Middle Gateway).In the S approach the pilot boards, as shown on
the chart, 5 cables WSW No 9 Light- buoy (21º24·2N, 39º05·5E) for vessels of 5·5
m draught or less.
2. Pilotage is compulsary.It is available in daylight hours only though exceptions to
this rule may sometimes be made at the discretion of the terminal authorities.
The Harbour Master, who acts as a pilot, boards the vessel in the waiting area
which lies, as shown on the chart, about 1 ½ miles SE of Ras Gharib; berthing and
unberhting is undertaken during daylight only.
3.The pilot will meet the vessel in a position 2 miles off the port and will remain
on board while the vessel is in port. The pilot will not board until pratique has been
granted.
III. Choose the correct procedure (Distress, Urgency, Safety) Explain your
choice. Make up a VHF message.
1. A crew member is badly injured and you want him taken ashore.
2. At about 1823 UTC on 31 October 2004, the 2159gt Isle of Man registered
tanker Border Heather suffered an explosion and fire in her forecastle while in
Grangemouth. Significant damage was caused to the vessel’s structure and
systems but no-one was injured and there was no pollution.
3. At 0153 UTC on 7 June 2001, the Panamanian-registered refrigerated cargo
vessel Atlantic Mermaid, collided with the Cypriot-registered general cargo
vessel Hampoel, off the Varne in the south-west bound lane of the Dover Strait
traffic separation scheme.
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b) Change the sentences from Passive into Active:
1. Important meteorological warnings were given by radiostation.
2. The safety message has been transmitted on VHF Channel 16 by the operator.
3. Safety calls and messages may be addressed to all ships in a specific area by a
vessel which encountered the severe weather.
4. The distress call must be acknowledged by Rescue Coordination Centre.
5. In case of urgency the call will be repeated 3 times by an operator.
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a) distress procedure
b) urgency procedure
c) safety procedure
5. Your propeller has dropped off, 100 miles from Cape D. with an offshore
wind.
a) distress procedure
b) urgency procedure
c) safety procedure
Lord Rank was engaged in a charity fund-raising event and was scheduled to
call at a number of Northern Ireland ports. On 8 June, the vessel completed her
fund-raising activities at Ballycastle and departed port at 2100 with three crew and
three passengers on board. The next port of call was Portrush, a passage of about 3
hours under power. No passage planning was undertaken. On clearing the
breakwater, the skipper ordered the helmsman to head in a northerly direction.
About 10 minutes later he ordered the helmsman to alter course to port and head
towards a visual reference point. No further position monitoring was undertaken.
The vessel went aground on Carrickmannanon Rock at about 2123. The skipper
then broadcast a ‘PAN PAN’ message on VHF radio that was acknowledged by the
Coastguard. A rescue operation involving a helicopter, an inshore lifeboat and an
all-weather lifeboat ensured that the crew and passengers were landed safely
ashore. STV Lord Rank subsequently sank.
b) Analyze the situation and make up the appropriate VHF message using the
given situation.
The skipper requires assistance. Contact Coastguard.
Ask for the helicopter, inshore and weather lifeboats to be sent immediately.
Give your position. Exchange information.
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Variant № 4
I. Read the text and answer the questions.
LIGHTS AS AN AID TO NAVIGATION
Aids to navigation are special structures like lighthouses, beacons,
lightships, beacons, buoys, that are used to enhance safety by providing more
opportunities to obtain LOPs. These lights and marks are prescribed across the
world by the International Association of Lighthouse Authorities (IALA).
Light identification. During daytime, the identification of aids to navigation is
accompanied by observing: location, shape, colour scheme, auxiliary features
(sound signals, RACON, RC, etc) or markings (name, number etc.). During the
night, we use the features of the aid to navigation’s light to both identify it and
ascertain its purpose. There are 3 features to describe the light: colour- either
white, red, green or yellow. If no colour is stated in the chart, default is white;
period - the time in seconds needed for one complete cycle of changes; phase
characteristic – the particular pattern of changes within one complete cycle.The
common types are: Fixed (R), Flashing (FI.), Quick Flashing (Qk.Fl.), Isophase
(Iso.), Occulting (Occl.), Alternating (Al.), Group Flashing (Gp.Fl.), and Long
Flashing (L.Fl.).
All lighted aids to navigation are either major or minor lights, where major lights
are used for key navigational points along sea-coasts, channels and harbor and
river entrances. These lights are normally placed in lightships, lighthouses and
other permanently installed structures, providing both high intensity and high
reliability of the lights. Major lights are then subdivided in primary lights (very
strong, long range lights used for the purpose of making landfalls or coastal
passages) and secondary lights (shorter range lights found at harbor and river
entrances). Important details of primary lights can be found in a reference called
the Light List where information can be found which is not included in the chart.
Minor lights are likely to be found within harbours, along channels and rivers.
Lighthouses are located on land and at sea. In most cases lighthouses are erected
on solid foundations, sometimes the foundation is a framework. Lights are often
exhibited from piles, poles, posts, pillars, staffs, etc.
Lighthouses vary in appearance. They are circular, pyramidical, quadrangular,
square, cylindrical, triangular, rectangular, hexagonal and octagonal. Lighthouses
are built of steel, stone, concrete, wood, iron, brick, etc. Lighthouses are painted
white, yellow, red, etc., sometimes they are stripped, i.e. they are painted in
horizontal or vertical stripes of different colors.
Also, the lights may be leading, rear and front. When leading lights are exhibited
the front light is always lower than the rear light.
II. Read and translate the extracts from Ex 10 Admiralty Sailing Directions №
64. (13th Edition 2002. Red Sea and Gulf of Aden Pilot).
1. A light is exhibited from the Suez Canal Authority signal tower situated at about
km 3Eand also from the head of a pier close E; a further light is exhibited from the
W bank of Bur Said By-pass (position approximate) at about km 13E and also
from the signal tower at km 19.
A light is also exhibited from a beacon on the shore at the bifurcation of the canal
between Bur Said West Branch and Bur Said By-pass at about km 15½; a light-
beacon (S cardinal) stands in the canal close S.
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2. A light (29º57´·2N, 32º32´·0E) is exhibited from a lattice tower (black and
white bands, diamond topmark) standing on the E arm of the Petroleum Jetty.
A light (Lat. 16º 40´ S., Long. 39º30´E.) is exhibited, at an elevation of 164 feet
(50metres 0), from an octagonal tower, the upper part of which is painted white
and the lower part red, 89 feet (27 metres 1), in height, situated on a sandhill near
Ponta Caldeira. The keepers' dwellings are on the either side of the lighthouse and
are painted white.
Malina Point Light is exhibited at an elevation of 24m from a hut (red and white
chequered diamond daymark) situated on the point. In NE winds there is good
anchorage for small craft close NW of Malina Point, in depths of about 11m (36
ft).
A shoal with a least depth of 12·2m (40 ft) over it lies 2 ½ miles SSW of Malina
Point, off the entrance to Viekoda Bay which opens off the side of Kupreanof.
VI. Study the first type of Conditional Sentences. Translate the following
sentences. Mind first type of Conditionals in some of them.
1. Если выставлять автоматические огни, то моряки не могут увидеть их
днём.
2. На освещаемый береговой знак нельзя полагаться.
3. Если основной огонь не горит ночью, то аварийный огонь включается
автоматически.
4. Если навигация открыта, то все огни выставляются.
5. Огни выставляются на различных заметных постройках.
6. Если ледовая обстановка требует временной остановки навигации, то огни
в районе временно не выставляются.
7. Огни используются для обеспечения безопасного мореплавания.
8. Если средства навигации подвержены смещению, то моряков
предупреждают об этом.
VII. a) Read the report from MAIB (Marine Accident Investigation Bureau)
and describe the events mentioned in it.
GROUNDING OF GENERAL CARGO VESSEL MIDLAND 2
On the arrival of Midland 2, an ex-Russian river-class general 4, 966gt cargo
ship, at Plymouth at about 2325, the pilot gave the master his passage plan but the
master did not reciprocate with a pilot card. The master/ pilot exchange consisted
mostly about the ship’s speed and the bow thruster. The ship was twin screw,
around which were steerable nozzles, linked to one central rudder. As the ship
made progress towards her berth at about 4.5 knots, she was set to starboard by the
ebb tide, to such an extent that a larger turn had to be made into a narrow channel.
The ship’s head did not turn fast enough, and, despite use of the two engines, the
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bow thruster and the pilot boat, she grounded. After being refloated, no damage
was found to the ship’s hull.
Action taken
The Chief Inspector of Marine Accidents has written to the following:
Cattewater Harbour Commission’s harbour master to consider a review of the
navigational light at Fisher’s Nose; moving the pilot boarding area to seaward, if a
ship needs more time for the master/ pilot exchange; the process of pilot training
and a review of the guidelines on the use of tug assistance.
Midland 2’s managers to ensure that their navigating officers prepare passage plans
from berth to berth; a navigating officer is designated to monitor the ship’s
position while a pilot is on board; the ship’s pilot card is given to a pilot; and tasks
on checklists are actually carried out and not just signed off.
A Flyer has been produced for the benefit of the Port Marine Industry, which
identifies the safety issues raised by this incident. Further to this, a
recommendation has been made to the Port Marine Safety Code Steering Group to
consider the safety issues identified in the Flyer when discussing best practice for
master/ pilot information exchange, and pilot familiarization for ships with unusual
propulsion and maneuvering systems.
b) Analyze the situation and decide which of these factors caused grounding the
vessel. Prove your decision.
a) High slack tide;
b) The ebb tide;
c) Lack of master/pilot information exchange concerning the vessel’s
characteristics.
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Variant № 5
I. Read the text and answer the questions.
THE IALA SYSTEM OF BUOYAGE
Aids to navigation (ATONs or navaids) are designed for assisting a navigator in
determining safe course or position, or to warn of dangers or obstructions to
navigation. In 1973, observing the need of urgency an attempt to find a single
world-wide system of buoyage was made by the Technical Committee of the
International Association of Lighthouse Authorities (IALA). IALA is a non-
governmental body which brings together representatives from aids to navigation
services in order to exchange information and recommend improvements to
navigational aids based on the latest technology.
IALA concluded that the use of only two alternative systems was practicable by
dividing the world into two regions. It proposed a system allowing the use of both
Cardinal and Lateral systems in each region, but whereas in Region A the colour
red of the Lateral system is used to mark the port side of channels and the colour
green the starboard side, in Region B the colours are reversed.Region A covers
Europe, and the rest of the world except America, Japan, Korea and Philippines.
Region B covers America, Japan, Korea and Philippines.
The IALA system has now been implemented throughout much of the world.
In 1980 a conference, convened with the assistance of IMO and IHO the
lighthouse authorities from 50 countries and the representatives of 9 international
organizations concerned with aids to navigation, agreed to adopt the rules of the
new combined system, and reached decisions on the buoyage Regions.
Buoys are floating objects anchored to the bottom. They are used to mark
channels, shoals, wrecks, obstructions and other dangers to navigation. The
location of each buoy is displayed on a chart.
There are five types of buoys:» Lateral » Cardinal »Isolated danger » Safe water »
Special
Lateral buoysshow the direction of the fairway. The lateral buoys differ between
Region A and Region B. In Region A, red buoys mark the port side of the channel
and green buoys mark the starboard side of the channel. In region B, the red buoy
is for starboard side and the green is for port side.
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Cardinal buoys indicate the safe side of a danger. A cardinal buoy is placed in
one of the four cardinal points. The navigator is safe if he passes the north of a
north mark, the east of an east mark, the south of a south mark and the west of a
west mark. The top marks of cardinal buoys are black double-cones. For instance,
the North is two cones with their points up, the South is two cones with their
points down. The cardinal buoys are pillar or spar type. When they are lighted,
they exhibit white light.
Isolated danger buoys indicate the position of an isolated danger. They have
black double-sphere topmark. Safe water buoys indicate that there is navigable
water around the mark.
Special buoys are used to indicate special areas including traffic separation zone.
Ocean Data Acquisition System buoys, spoil ground, military exercise zone, cable
or pipeline, anchorage, mooring, diving and recreation buoys. They have yellow
light and X-shaped topmark.
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No 2 Light-buoy is moored on the NW side of the channel abreast No 1 Light-
buoy.
No 4 Light-buoy is moored 3 cables N of the head of West Breakwater, where the
NW side of the channel changes direction from 215º to 172º.
Two light-buoys mark the edges of the dredged channel midway between the
breakwater heads and the original coastline.
Malina Point Light is exhibited at an elevation of 24 m from a hut (red and white
chequered diamond daymark) situated on the point. In NE winds there is good
anchorage for small craft close NW of Malina Point, in depths of about 11 m (36
ft).A shoal with a least depth of 12·2 m (40 ft) over it lies 2 ½ miles SSW of
Malina Point, off the entrance to Viekoda Bay which opens off the S side of
Kupreanof.
VII. a) Read the report from MAIB (Marine Accident Investigation Bureau)
and describe the events mentioned in it.
MOVING GANTRY CAUSES SERIOUS INJURY
While in port, several cargo hold hatch cover pontoons had to be shifted from
forward to aft. An officer was operating the hatch cover gantry crane and a deck
crew member was standing nearby, but at one point the crew member was not
within the field of view of the operating officer. It appears that the crew member
was standing with his back to the oncoming gantry, so he did not see the gantry nor
the flashing warning lights to indicate its operation. Additionally, the noise of the
port may have drowned out the ringing of the gantry alarm.
The crew member’s coverall became stuck on the leg of the gantry and pulled his
left hand and arm between the gantry crane leg and the structure of the cargo crane.
The crew member’s left arm was severed at the elbow and the remaining tissue
badly mangled. He was transported to a local hospital where the remaining part of
his arm was surgically removed.
The company investigation determined, among other things, that safety is not
achieved through rules and procedures alone but also depends on the actual actions
of people.
b) Analyze the situation in the text. State your arguments due to the following
points:
1. Carelessness during work
2. Possible cause of situation and possible consequence
3. Preventive measures to be taken
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Variant № 6
I. Read the text and answer the questions.
ANCHORING
Anchoring operation includes the following stages:
» determining the location to anchor
» approach to the anchorage area
» dropping the anchor » laying out the scope
» monitoring the ship for dragging anchor.
The anchorage area where the ship is proposing to anchor is selected. The depth of
water, the vessel's draught, the type of holding ground, the proximity of dangers or
adjacent ships, the weather conditions, the prevailing wind and the strength of tide
are the major factors to be taken into consideration before choosing a position to
anchor. The amount of the cable to be used is determined depending on these
factors. After the anchorage position has been determined, the navigator plots the
anchorage on the chart.
Before the vessel is brought to an anchorage, the master and engine-room staff
should be informed of the estimated time of arrival (ETA), and time of anchoring.
An anchor approach plan should be prepared. The master (or pilot) employs the
approach to the intended position. The vessel is stopped at the location to drop the
anchor.
The anchor party makes the windlass ready for letting go by;
removing the hawse pipe covers » clearing away the devil's claw and other
lashings » taking off the brake
walking back the anchor on the cable until the anchor is clear of hawse pipe
above the water surface
screwing the brake on hard and checks that the brake holding the cable.
When the anchor is ready to be 'let go', the anchor party informs the bridge that the
anchor is on the brake and is ready for the order to 'let go'. The master (or pilot)
turns the vessel into a position of stemming the wind or tide. The master (or pilot)
gives stern way about half-way up her length
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before giving the order to 'let go'. The officer in charge of the anchor party orders
the brake to be taken off. After the anchor has been let go, the officer allows the
anchor cable to pay out with the weight of the anchor on the windlass brake. The
cable is laid out in length along the sea bottom not to pile up on itself. The cable
is veered (let out) until a length (scope) of three times the depth of water is
reached. As the predetermined amount of cable is released, the engines should be
stopped from moving astern. The cable is checked by the brake to ensure the
anchor is holding the seabed and stop the vessel moving.
When the anchor holds with a moderate strain on the cable, the bearings are taken
and the ship's head is recorded. The ship is described as being 'brought up' when
the vessel is not dragging her anchor. The anchor lights are turned on and the
anchor ball is hoisted.
The vessel may drag her anchor depending on the changes in weather conditions,
current and tide. The officer of the anchor watch checks the position of the ship
at regular intervals to ensure that the ship is not dragging her anchor.
II. Read and translate the extracts from Admiralty Sailing Directions.
1. Anchorage is afforded in the bight on the SE side of Hosiai Point in a depth of
about 15 m (48 ft) with Maduwa Point bearing about 142°, taking care not to shut
out the point behind the Iyen Island.
The most sheltered anchorage is between Mahabarina Island and the mainland in a
depth of 27 m (15fm), but clear of Dawson Reef, which dries, lying about 1¾
cables NNE of the NW extremity of the island. Being close to mangrove swamps
the anchorage is not a very desirable place to lie in. Anchorage may be obtained on
the N side of HaroWani Island in a depth 23 m (13 fm), sand and rock, on the
alignment (242°) of Mission Point and the SW extremity of Waga Tu Maiawa
Island (1¾ miles WSW), and the SE extremity of HaroWani Island bearing 143°.
This anchorage is exposed to E winds and is unsafe except in fine weather.
Caution. In addition to the many dangers charted of the N shore of the bay and in
the vicinity of the islands, other probably exist and extreme care is need when
approaching the anchorages.
III. Fill in the missing verbs in the sentences below. Choose from the following
list. Mind the tense and voice.
to permit, to prohibit, can obtain, to provide, to afford, to be available
1. Anchorage _______________within 100 m of submarine cables which are laid
across the fairway.
2. Anchorage in the main channel __________________ in cases of emergency.
3. Anchoring __________________ off the east coast of L near its extremity
owing to existence of submarine cable.
4. S ________________ anchorage for small crafts close inshore in depths of
about 3m.
5. A vessel ____________________ good temporary anchorage in the roads.
6. An anchorage ___________________ for vessels waiting to enter L.
VI. Read the duties of OOW at anchor from BPG. Fill in the gaps.
look-outswinging circle the anchor drop position landmarks
light and shape signals
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On anchoring, a fix on ______________________ should be made and the ship’s
_________________ ascertained, based on the length of cable in use.
____________ and transits should be selected for ease of monitoring the position
of the ship as it lies at anchor, and appropriate
________________________________ should be exhibited in accordance with
COLREGS and local regulations.
While at anchor, the OOW should maintain a check on the ship’s position to
monitor that the ship doesn’t drag its anchor or move too close to any other
anchored ship.
A proper ______________ must be maintained and ship inspection rounds made
periodically, particularly if the ship is anchored in waters which might present a
risk of attack of pirates or armed robbers.
VII.a) Read the report from MAIB (Marine Accident Investigation Bureau) and
describe the events mentioned in it.
SNAGGING OF STARBOARD ANCHOR ON SUBMARINE POWER
CABLE BY CONTAINER FEEDER VESSEL “NORDSEE”
At 1620, the duty seaman had been sent forward alone to weigh the
starboard anchor and, on completion, rig the pilot ladder. The seaman, although
qualified, lacked experience on larger vessels, felt uncomfortable working alone on
the forecastle, and also felt under pressure to complete the job quickly as he also
had to rig the pilot ladder.
When the electric windlass motor stopped due to the weight on the cable, the
seaman looked overboard. Unable to see the anchor or the cable, he assumed that
the anchor must be home and tried the windlass another couple of times before
reporting to the bridge that the anchor was secure. The chief officer started
manoeuvring, and the seaman left the forecastle to rig the pilot ladder by himself.
In fact, the windlass had stalled due to weight on the cable, with some two
shackles still outboard. It is likely the seaman did not see the cable because its lead
was under the bow.
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At 1645, the load on the main engine was noted to be extremely high and banging
was heard coming from forward. On investigation, it became apparent that the
anchor had dragged over, and snagged a 132,000 volt power cable supplying the
Isle of Wight.
Action taken
The Chief Inspector of Marine Accidents has written to the master and owner of
“Nordsee” and made the following recommendation:
For the company to review and revise its operating procedures and checklists to
ensure:
Sufficient manpower is made available for work to be undertaken in a safe
and effective manner.
Anchoring operations are supervised by suitably trained crew familiar with,
and experienced in, the use of the equipment.
A routine maintenance schedule is developed for checking, and if necessary,
marking both anchor cables.
b) Analyze the situation and explain what caused snagging a submarine power
cable by container feeder vessel. Comment on the following points:
- job conditions;
- breach routine maintenance;
- preventive measures to be taken.
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Variant № 7
I. Read the text and answer the questions.
MOORING
The term «mooring» means securing of a vessel either by two anchors or to
a mooring buoy but it is often used as fastening the vessel to a jetty or quay by
means of mooring lines. It prevents the vessel from drifting away from the berth.
It keeps the ship's position against the forces such as wind, current, wave, and
swell.
Mooring is often accomplished using ropes called mooring lines or hawsers. The
bow line (head line) prevents backward movement and the stern line prevents
forward movement. The breast lines keep the vessel close to the pier and the
spring lines provide restraint in two directions, forward and aft.
The ship is maneuvered to its berth by considering the prevailing wind, current
and tidal conditions. It is necessary to understand whether the wind is onshore or
offshore. When there is any tide or current, the vessel must be stemmed by the tide
or current.
When the vessel arrives at her designated berth, the master or the pilot brings the
ship parallel to the berth.
If a mooring boat is used to get the lines ashore, the vessel is positioned further off
the berth to give the boat room to manoeuvre.
After the order send out the ... lines', the first mooring line which is generally bow
line or stern line is sent out with a heaving line to the quayside with the help of the
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mooring boat. A linesman (line handler) fastens the line to the bollard on the
quayside and the warping drum picks up the slack. The vessel is berthed alongside
the embankment and made fast to the bollards by other mooring lines.
Unberthing operation is commenced with standing by the engine. Later the order
'stand by for letting go' is given from the bridge. After that the first lines are
singled up with the order 'single up the ... lines' and afterwards the remaining lines
are let go. When the operation is completed, it is expressed by 'finished with
maneuvering stations'.
The procedures of clearing out (leaving) the berth vary depending on the
prevailing wind, current and tidal conditions. The wind and current conditions are
important to decide which line to be singled up first. For instance, when the wind
and tide astern, it is necessary to single up to stem line and forward spring and
ease out on stern line until stern is well clear of quay. When the wind and tide
ahead, it is required to single up to a head line and aft spring and ease away head
line.
II. Read and translate the extract from the OP Notice to Shipping
Mooring requirements, as stated in the OP Notice to Shipping No. N-1
(Vessel Requirements), Subsection 8.a, will remain unchanged for Panamax
vessels. For Panamax Plus and New Panamax vessels, mooring requirements will
be as stated in the updated Notice except as required herein. Namely, the chocks
and bitts will be used by ACP tugs assisting vessels through the new locks, as well
as for mooring vessels inside the locks. Vessels over 294.13 meters long or over
32.31 meters in beam shall have a double chock (mooring) at the stem, and stern or
two double chocks (mooring) at the bow and stern, port and starboard, not more
than 2.5 meters abaft the stem or 3 meters forward of the stern and not more than 3
meters off the center line. In addition, these vessels shall have double chocks
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(mooring), port and starboard, 2.5 to 16 meters abaft the stem and 3 to 16 meters
forward of the stern, SET1 and SET4, respectively.
III. a) Read the following statements and rearrange them for a correct order.
_____ 1. The warping drum picks up the slack.
_____ 2. The vessel is made parallel to the embankment.
_____ 3. Linesman make fast the bow line to the bollard.
_____ 4 . The mooring boat gets the bow line ashore.
_____ 5. The shipmaster manoeuvres the ship to stem the current.
_____ 6. The shipmaster gives the first order: “Sent out the bow line”.
_____ 7. Linesman make fast the other mooring lines.
b) Analyze the scheme of the mooring equipment and write the names of the
items:
1. 6. 11.
2. 7. 12.
3. 8. 13.
4. 9. 14.
5. 10.
V. Study the first type of Conditional Sentences. Put the verbs in brackets in the
correct tense.
1. If the weather (to change) tomorrow the lines (to become) too taut or too slack.
2. If the lines (to be) too taut we (have to veer) them out.
3. If the lines (to be) too slack we (have to veer) them in.
4. If the mooring lines are not constantly watched the change of weather (to make)
them too taut or too slack.
5. If there (to be) enough room at the berth we (to get) the ship moored alongside.
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VII. a) Read the report from MAIB (Marine Accident Investigation Bureau) and
describe the events mentioned in it.
PARTING OF STERN LINE FROM RO-RO PASSENGER
“FERRY PRIDE OF CALAIS”
The Ro-Ro ferry “Pride of Calais” was allocated a lay-by berth at the Eastern Arm
in Dover to carry out defect maintenance. The ship moored at 1430 using a mix of
ropes and wires. The forward moorings comprised 2 headlines, 3 breasts lines (1
wire and 1 rope on a bight) and 3 back springs (1 wire and 1 rope on a bight). The
after moorings were arranged with 2 wire stern lines, 2 breast lines (1 wire and 1
rope) and 2 back springs (1 wire and 1 rope). The ropes on the forward mooring
deck were left on the winch warping drum ends and backed up on bitts with figure
of eight turns around a single bitt.
Throughout the afternoon the wind was north easterly at 34 knots. At about 1810,
broken strands were found on one of the after stern wires. A decision was made to
replace the wire but no consideration was given to sending out an additional wire
prior to removing the damaged one. At 1834, whilst the damaged wire was being
replaced, a ferry entered the eastern breakwater, the wind increased to 37 knots and
the single remaining stern wire parted. This resulted in the ship’s stern leaving the
quay, the gangway being dragged off the quay and the forward breast rope parting.
In the meantime, the remaining 2 after wires ran off the winch drums as the brakes
rendered. Weight then came onto the after ropes which caused the drum ends to
rotate the winch motor backwards because the ropes were not properly backed up
on bitts. This caused the winch motor casings to become over-pressurized due to
shock loading, causing them to fracture.
Fortunately a tug was in the immediate vicinity and a short time later the vessel
was re-secured alongside.
Action taken
The Chief Inspector has acknowledged a series of measures taken by P&O Ferries
to prevent re-occurrence of this accident. However, the Chief Inspector has also
advised against the practice, where possible, of;
Routinely leaving ropes on drum ends in favour of securing ropes on bitts
Mixing ropes and wires for the same type of mooring i.e. breast, stern, head and
spring lines.
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the pros for practice of securing ropes on bitts and mixing ropes and wires
for the same type of mooring;
Variant № 8
I. Read the text and answer the questions.
A GUIDE HOW TO DEAL WITH NAVIGATIONAL WARNINGS
Most of the external agencies consider navigational deficiencies as most
serious one. Not only because these can lead to accidents but also because these are
avoidable. External agencies consider any navigation deficiency as the reflection of
ship’s management system.
IMO has defined the way as to how navigators should go about preparing the
passage plan. The navigators have to read about it many times. At commencement
of voyage it is a good practice to select all the areas the vessel will be entering on
voyage.
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A warning is something requiring urgent attention. Navigational warnings
are called so because they require urgent attention of the navigators. As
such, Navigational warnings are the most important part of the chart correction.
Navigation has changed a lot from last few decades. Today there are number
of options to get the navigational warnings.
The navigational warnings can be received on board the vessel through two
sources: Navtex and EGC. Irrespective of from where the vessel receives the
Navigational area warnings, these need to be dealt in same way. And the correct
way is:
1) To receive a Navigational area warnings;
2) Officer on watch who receives Navigational area warnings will check if it is
coming on voyage route. If no, he will sign and file the Navigational area
warnings. If yes, he will plot it on chart and bring to the attention of other watch
keepers;
3) On plotting the Navigational area warnings, he will write the warning number
on bottom of the chart;
3) On Navigational area warnings printout, OOW mentions the chart number on
which he plotted the warning;
4) 2nd mate updates the dangers in force list of Navigational area warnings.
Navigational area warnings sometime contain a lot of information. The job of the
2nd Mate is to have all this information conveyed by plotting but at the same time
not to clutter the whole chart.
As far as possible, Navigational area warnings should be plotted in the same way
as the permanent correction. The idea is to display as much information but at the
same time not to clutter the chart.
There is hardly a chance that the vessel misses receiving navigational warning. But
only thing that is required is knowledge and intent to take these warnings seriously
and act upon it.
45
1. What kind of deficiencies can lead to accidents?
2. What is part of the passage plan?
3. How does the planning of a passage help to conclude the voyage?
4. What organization has defined the procedure of preparing the passage plan?
5. What should be done at commencement of voyage?
6. How many stages of passage planning are there?
7. Why is the chart correction one of the most important things?
8. What are the main parts of the chart correction?
9. How can the information about the Navigational area warnings be received?
10. Who receives the Navigational area warnings?
11. In which cases should the OOW plot the Navigational area warnings?
12. What should be written on the bottom of the chart?
13. What does the OOW mention on Navigational area warnings printout?
14. Who updates the dangers in force list of Navigational area warnings?
15. How should the 2nd mate plot the Navigational area warnings?
II. a) Read and translate the extracts from Admiralty Sailing Directions.
1. The Florida reefs continue as detached shoals and rocks, of less than 5 fathoms
(9m1) over them. They rise with depths abruptly from the deep water of the Straits
of Florida, and great care is necessary when proceeding westward of Key West
into the Gulf of Mexico. Sounding can depend upon to ensure clearing the dangers.
III. Fill in the missing words in the text below. Choose from the following list
using appropriate form of the verb.
to consult, to describe, to show, to threaten, to encounter,
to suffer a wreck, danger, hazards
There are many dangers which the navigator has to ___________________: banks,
patches, underwater rocks, shallow waters may ____________________ the ship's
safety. There are also man-made dangers such as ______________________.
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6. Чтобы избежать опасности на пути судна, судоводители должны уметь
пользоваться картами и лоциями.
7. В опасных районах плавания судно должно следовать с осторожностью и
вести тщательное наблюдение.
VII. a) Read the report from MAIB (Marine Accident Investigation Bureau) and
describe the events mentioned in it.
ON GAS PIPELINE
As the vessel approached the pipeline, port control advised the pilot that the
reading on the Ribny tide gauge was 4.3m. This indicated that the vessel would
have minimal clearance over the pipeline; speed was reduced to 3 knots to
minimize the effect of squat, and the vessel’s course was adjusted to keep her in
the deepest part of the navigable channel. “CelticaHav” grounded as she passed
over the Shell gas pipeline at 0300.
There were no injuries to persons, or pollution, and the vessel was refloated at the
following high water.
Action taken
Perth and Kinross Council, the port operator, has increased the minimum under
keel clearance required for a vessel to pass over the pipeline. It has also
recalibrated the Ribny tide gauge and commissioned consultants to examine
options for improving navigational safety in the vicinity of the pipeline.
b) Analyze the situation and explain what factors caused the grounding of
“CelticaHav”.
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Variant № 9
I. Read the text and answer the questions.
WEATHER ELEMENTS
Weather defines the day-to-day state of the atmosphere and its short-term
variations. A mariner should have knowledge about the weather and follow the
changes in the weather because the heavy weathermay have great influence on the
safety of navigation and ship. The mariner should take into consideration the wind
and sea state during voyage.
Atmospheric pressure is a measure of the force exerted by air on the surface of
the earth. It is related to temperature. This means warm air is lighter than cold air
so that it exerts less pressure. The atmospheric pressure is one of the basic
elements of a meteorological observation because pressure changes in air signify
weather changes. Generally the rising pressure indicates fair weather; the falling
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pressure indicates stormy weather. Sometimes a rapid rise in barometer may be
followed a rapid fall. If the barometer rises and stays high for a day, several days
of settled weather may be expected. The atmospheric pressure is measured with an
aneroid barometer or a mercury barometer. The aneroid barometer is the type of
barometer used aboard ships.
Wind is air motion parallel to the Earth’s surface. This motion is produced by
differences of atmospheric pressure. Winds blow from the high pressure area
(anticyclone) toward the low pressure area (cyclone). A wind vane shows wind
direction and an anemometer measures the speed of the wind in knots. Wind
speeds are grouped in accordance with the Beaufort scale ranging from 0 (calm) to
12 (hurricane).
Temperature is a measure of heat energy in degrees. It is measured with a
thermometer. The temperature scales in use are Fahrenheit (F), Celcius(C) and
Kelvin (K).
Humidity is a measure of the amount of water vapour in the air. Relative humidity
is the ratio of the pressure of water vapour present in the atmosphere to the
saturation vapour pressure at the same temperature. The relative humidity will
vary with the air temperature. As the air temperature decreases, the relative
humidity increases or as the air gets warm, the relative humidity drops. The
humidity is measured with a hygrometer or a psychrometer.
Precipitation is all the forms of water falling from the air to the Earth s surface. If
the air is above freezing, the precipitation will most likely be rain. If the air is
below freezing, the precipitation will most likely be snow. When air temperature
is only a few degrees above freezing, it may be sleet.
Visibility is the maximum range at which an object is discernible and it is affected
by the atmospheric conditions such as fog, mist etc. Fog is the visible aggregate of
tiny water droplets suspended in the atmosphere near the earth’s surface. Haze
consists of fine dust or salt particles in the air and it reduces visibility. Mist is
often considered as thin fog between haze and fog. The mixture of smoke and fog
is called smog.
A cloud is a visible aggregate of tiny water droplets or ice crystals suspended in
the atmosphere. Clouds can be grouped into three according to either their
appearance as cirrus, cumulus or stratus or their height as high, middle and low
clouds. Cirrus cloud approaching from the west with falling pressure in the
barometer or fast-moving high clouds often indicate that bad weather is coming.
53
3. The seasonal characteristics of the weather have been illustrated by the climatic
tables.
4. The wind force must be indicated by the Beaufort-scale numbers.
5. Winds may be accompanied by squalls.
VII. a) Read the report from MAIB (Marine Accident Investigation Bureau)
and describe the events mentioned in it.
In storm force winds the vehicle carrier “Grande Detroit” was rolling and
pitching heavily as the vessel rounded Lands End on passage from Antwerp to
Portbury, Bristol. As a result of this movement some of the chain lashings,
securing large earth moving equipment parted and several of the large vehicles
began to move around an internal deck of the vessel.
At the time of heaviest rolling the vessel was in a Traffic Separation Scheme
and the master, who had been on the bridge without a break for more than 14
hours, considered he was not able to adjust course to reduce the vessel’s violent
rolling. This resulted in the lashings securing a large portable crane to break
allowing it to move around the car deck with the motion of the vessel, causing
considerable damage to and breaking the lashings of, other adjacent large vehicles.
The incident was not reported to the coastal authorities by the vessel.
Once the lashings had been broken on the vehicles, which weighed between
35 and 76 tonnes, it proved impossible to re-secure them until the vessel reached
the safety of port. By this time, considerable damage had been caused to both the
cargo and the ship’s structure.
Action taken
The Chief Inspector of Marine Accidents has written to the ship’s managers
strongly advising them to review:
Cargo securing arrangements for heavy weather
Bridge team resource management
Perceived pressures Master may have to maintain liner schedules
Reporting requirements to relevant authorities in the event of accidents
which may compromise the safety of the crew and/or the seaworthiness of the
vessel.
b) Analyze the situation described in the text and explain why considerable
damage was caused to both the cargo and the ship's structure. Comment on
the following points:
- human factor;
- adverse weather;
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Variant № 10
I. Read the text and answer the questions.
LIFE-SAVING APPLIANCES
Seafarers may encounter many emergencies at sea such as fire, explosion,
collision and grounding. Any of these may present danger to human lives and lead
to the abandoning or loss of the ship.
Muster lists provide the crew members with a plan showing where to muster and
how to cope with the emergency situations. Muster lists comprise boat muster
lists, fire muster lists and man overboard muster lists and give clear instructions to
be followed in the event of an emergency. They are exhibited in conspicuous
places throughout the ship, including the bridge, the engine-room and mess rooms.
The crew members are prepared to act correctly in an emergency by means of
onboard drills.
The general emergency alarm consists of seven short blasts followed by one
long blast on the ship's whistle or siren. On hearing the alarm, the crew members
and passengers must put on their lifejackets and proceed to the muster stations.
This signal does not mean ABANDON SHIP. This order is given verbally by the
master through the ship's public address system. In case of abandoning ship, crew
members and passengers use lifeboats and life rafts to evacuate the ship.
Lifeboats
Lifeboats are secured into davits for launching the boat over the ship's side. The
davits slide down and position the boat for lowering as soon as they are released.
Some lifeboats are designed at ship's stern for free fall launching that means
releasing and allowing the boat to fall into the sea without any restraining
apparatus.
According to the regulations, the lifeboats will be situated on both sides of ship.
They will be more than 7.3 m long, partially or totally enclosed, self- righting and
equipped with an engine. The lifeboats will carry sufficient equipment and
provisions for survival such as oars, two hooks, a survival manual, two axes, a
manual pump, a compass, distress rockets, a torch, a whistle, a radar reflector, first
aid equipment, rations and fresh water.
Life rafts
Inflatable life rafts are stowed in fiberglass containers on deck. The
57
containers are secured to deck fittings and designed to be thrown overboard
A hydrostatic release is used to release the securing straps at a depth of about
3 metres. The inflation takes place automatically by means of a gas cylinder
when the container is thrown overboard and then it bursts open.
The life rafts vary in size from a 6-man up to 42-man. The total weight of
each life raft will not exceed 185 kg. The hull of a life raft consists of two
buoyancy tubes, arch tubes supporting the canopy, lifelines, and a boarding
ramp. They should be provided with a ventilation system, an electric light,
pyrotechnics, first aid kit, oars, an anchor, a safety knife, one whistle, radar
reflector, etc.
Marine evacuation system (escape slide) is designed to evacuate the
passengers and crew from high freeboard vessels such as ferries and
passenger ships into life rafts. The system consists of an inflatable slide, a
boarding platform and a deck stowage container. The boarding platform IS
located at the foot of the slide. The life rafts drop into the water adjacent to
the platform. Rescue boat is a boat designed to rescue persons in distress.
Life buoy (lifering) is a buoy designed to be thrown to a person in thewater to
provide buoyancy and to prevent drowning. Every ship has to carry a life
buoy fitted with a combined light and orange smoke signal on each wing of
the bridge.
Life jackets are located in cabins and at the muster-stations for lifeboats and
life rafts. Each life jacket is fitted with a whistle, retro-reflective tape and a
light. Immersion suits provide protection from the hypothermia and shock on
entering cold water.Thermal protective aid (TPA) is made of waterproof
material having a thermal conductivity. It reduces heat loss from the body of
the person who wears.
lifeboat, drill, fell, injuries, flat, hooks, human, released, pin, cause
Lifeboats, life-rafts and life-saving appliances form the principal means adopted
for saving life. But every day a number of incidents involving vessels'
_______________ occur. During a routine life-boat _______________, the life-
boat suddenly _______________ into the water from a height of 10 meters.
Although none of the 13 persons on board were killed, all of them sustained
______________ from minor bruises, fractured legs to total and permanent
paralysis. As the boat fell ______________ onto the water, more likely than not
both _______________ holding the boat ___________________. Although the
indications were that __________________ error caused the accident, e.g. the
safety _______________ had been removed, it proved impossible to establish the
exact ________________.
VII. a) Read the report from MAIB (Marine Accident Investigation Bureau)
and describe the events mentioned in it.
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МЕТОДИЧНІ ВКАЗІВКИ
Підп. до друку
62
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63