Trabajo Guardia de Puente FINAL

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1 Contents UNIVERSIDAD MARÍTIMA INTERNACIONAL DE PANAMÁ ................................................................... 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

Transcript of Trabajo Guardia de Puente FINAL

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ContentsUNIVERSIDAD MARÍTIMA INTERNACIONAL DE PANAMÁ ................................................................... 4

INTRODUCTION ................................................................................................................................... 5

Unit 1: PERIODIC CHECKS IN NAVIGATION.......................................................................................... 6SPECIFIC 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: ...................................................................................................................... 9Rule 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. ........................................................................................................................... 16Radio 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

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Distance to ports: .......................................................................................................................... 47

Nautical charts. ............................................................................................................................. 49

Nautical publications. .................................................................................................................... 50

SHIP PARTICULARS ........................................................................................................................ 52

ROUTE PLAN .................................................................................................................................. 54The 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

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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................................................................................................. 77Protection 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

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UNIVERSIDAD MARÍTIMA INTERNACIONAL DE PANAMÁ

FACULTAD DE CIENCIAS NÁUTICAS

ESCUELA DE NAVEGACIÓN

LICENCIATURA EN INGENIERÍA NÁUTICA EN NAVEGACIÓN

GUARDIA DE PUENTE II

TRABAJO FINAL

CAPT. MIGUEL GONZÁLEZ P.

CADET: DAVID ROJAS G.

ID: 4-0203-0481

Panamá, 2013

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INTRODUCTION

This work can be define as a summary of all the things an officer must know in order to do a goodwatch, also all include thing that matters for all ship’s 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 avessel 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 practicalmaneuver 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 requirementsestablished 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.

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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 ofnavigation is to ascertain the present position and to determine the speed, direction etc. to arriveat 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. Todayelectronic 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 achart.

Nautical almanac: used to determine the position in the sky of a celestial body after a sight hasbeen taken.

Parallel rules: used for transferring a line to a parallel position. Also used to compare theorientation 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 onthe horizon.

Kamal: simple instrument of Arabic origin which was used to measure the height of the stars onthe horizon. It consisted of a perforated rack in the center with a hole through which passed astring 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 wasreplaced in turn by the sextant.

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Sextant: is the most modern optical instruments used to determine the height of a star above thehorizon. Octant instrument is essentially the same with the only difference that covers arc. Thesextant 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 determinationof longitude.

Nautical Almanac: used to, knowing the exact time, to determine the geometrical position of astar, this is necessary for the calculation of longitude.

Instruments and calculation tools for performing the necessary mathematical calculations. Todayhave been replaced by calculators and digital computers but traditionally used tables(trigonometric, logarithmic, etc..), Slide rule, etc..

The chart roomIs an area adjacent to the wheelhouse where lies the charts and table where the calculation isperformed and plot position. It's called the path track plan and followed by a boat that is plottedon maps or charts.

If the chart room is integrated into the wheelhouse at night sailing it is separated by curtains sothat 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 ofoperational data relating to a ship or submarine, such as weather conditions, times of routineevents and significant incidents, crew complement or what ports were docked at and when. It isessential 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 thedetail in a ship's log is often an important part of the investigative process for official maritimeinquiries, in much the same way as a "black box" is used on airplanes (see Mary Celeste). Logbookentries are sometimes of great importance in legal cases involving maritime commercial disputes.

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The main engine bearing

Is one of the most important components of the ship’s main propulsion system. The main enginebearing acts as a pivot to crank shaft and helps in transferring the power of the piston to thecrankshaft 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 areproviding 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; shipsnavigating within a TSS all sail in the same direction or they cross the lane in an angle as close to90 degrees as possible.

TSSs are used to regulate the traffic at busy, confined waterways or around capes. Within a TSSyou normally see at least one traffic-lane in each main-direction, turning-points, deep-water lanesand separation zones between the main traffic lanes. In most cases you can find an "inshore trafficzone" 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 ofwater 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 greatlyreduced.

The TSS rules are incorporated in the International Regulations for Preventing Collisions at Sea(under rule 10)

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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 byall 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, theduty officer should be encouraged to move around the bridge. Lookouts should scan and informteaching routines and treated as colleagues estimated. They should be trained rigorously searchfor "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 visuallookout is valuable to consider the small vessels in distress and objects / people in the water thatmay not be evident from the radar. Viewpoints should be encouraged to seek her radar andparticipate in professional social conversation. All shipboard personnel should be encouraged tovisit the train bridge as lookouts.

The work of the target image long range radar short, regularly changing scale. If two radars areavailable, 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 instantcomparison 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 ofradar 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

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situations, such as TSS, and the ability to increase tightness. Do not forget to tell the engine roomof what is going on.

Change relative bearing can be easily detected by using a window frame of the bridge as areference. 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. Alwayscheck before changing course. Be aware of your radar arches. In multi-target situations, prioritizeand then address them sequentially. If necessary, be prepared to slow down and ask for help onthe 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 moreconfidence and knowledge during our cruises.

• GPS: Determines minimum error margin latitude, longitude and height of any point onearth where we are located, thanks to a system of 24 satellites orbiting 169 kilometersaway from Earth.

• Plotter: Sign on a liquid crystal display the chart where we are, our current position anddirection in which we sail, to which must be connected to GPS. You can connect to anyboat instrumentation including autopilot.

• Radar: Lets see what is around us in conditions of low visibility due to fog, rain or dark ofnight and allows guessing directions, speeds of other boats, or distances to coasts andother vessels

• Radar Reflector: A device that reflects the radar antenna emissions from other ships, forwe 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 theradar 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 aplotters, pc? Sy pda? S on a digital card and, therefore, turning these devices into trueradar, although improved, because the contacts are identified and there is no confusionbetween landforms and boat is not affected by weather conditions, and its range is muchhigher than the radar.

• Probe: An instrument for determining the vertical distance between the bottom of the bedand a selected portion of the hull. According to the reference point at whichmeasurements are made, further refined to weigh reduction that measure the plane ofthe surface thereby determining the depth flotation.

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

While today, it is almost impossible to find a boat that lacks instruments or tools to chart a coursetowards a certain point frank, the fact is that due to fortuitous circumstances or unforeseenaccidents on board, it is likely that once a sailor should drive your boat to a safe harbor withoutthe aid of appropriate technical elements to carry out accurate navigation.

Emergency Navigation understand at all that voyage that takes place without the support ofappropriate instruments and not the emergency caused by circumstances of the ship, such asbearings, power plant breaks, fires, shipwrecks, etc..

We therefore talking about having to move the ship and the entire crew safely, using the means oflocomotion either mechanical or wind possessing the ship but artifacts have orientation orgeographic location.

The circumstances which may result in this type of emergency may be various, but the mostcommon and is determining which is due to a collapse of the electrical system that powers theonboard electronic devices and its deactivation causes the official to stay without observation andcommunication 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 crossoceans without having to rely on estimated calculations, or dead reckoning, to know theirposition. Celestial navigation uses "sights," or angular measurements taken between a celestialbody (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 whosecoordinates are tabulated in the Nautical Almanac and Air Almanacs.

Celestial navigation is the use of angular measurements (sights) between celestial bodies and thevisible horizon to locate one's position on the globe, on land as well as at sea. At a given time, anycelestial body is located directly over one point on the Earth's surface. The latitude and longitudeof that point is known as the celestial body’s geographic position (GP), the location of which canbe 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 thedistance 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 anavigational 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 ofthe observed celestial body. An observer located anywhere on the circumference of this circle onthe earth, measuring the angle of the same celestial body above the horizon at that instant oftime, would observe that body to be at the same angle above the horizon.) Sights on two celestialbodies give two such lines on the chart, intersecting at the observer's position. That premise is the

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

Officer on watch dutiesMASTER'S STANDING ORDERGeneral: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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VisibilityMonitor visibility at all times.

Check visibility by radars.

Call me if visibility reduces to less than three miles.

Position fixingDetermine 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.

WeatherAlways monitor the present weather.

Obtain up to date information about weather from NAVTEX, EGC, VHF, weather fax, MF-HFbroadcast 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 conMy 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 enginesEngines under your disposal.

You can use engines when required.

DistressCall 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 sounderTo 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 bookTo 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 bookTo 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 weatherconditions 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 unloadingof 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 lightingsystem. Inform the watch officer the appearance of other vessels, which may interfere with thenavigation of our, may indicate a delay or by dialing approximately approaching the other vesselDeal with regular security rounds, on board, erly connected to Collaborate in the bridge controlmeasures to prevent environmental pollution and prevent this. Knowing how and being able touse the internal communication systems of the ship, and the use of the general alarm system ofthe boat. Be familiar with the procedures and protocols used for the same, of the systemsmentioned in the previous point. Knowing the survival and rescue teams, their usefulness andtheir use; such as beacons, radar and radios responders GMDSS.

Radio communicationsMarine 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 somethingdifferent regulation, in rivers and lakes. Used for a wide variety of purposes, including invoking therescue services and communicating with harbors, locks, bridges and marinas, and operates in thehigh frequency range (VHF), between 156 and 162.025 MHz Despite which is widely used for theprevention of collisions, its use for this purpose is controversial and is not recommended by somecountries, including the UK.

A shipboard radio station includes all the transmitting and receiving equipment installed aboard aship for communications afloat. Depending on the size, purpose, or destination of a ship, its radiostation must meet certain requirements established by law or treaty. For example, large passengeror cargo ships that travel on the open sea are required by the Communications Act and byinternational agreements to be equipped with a radio station for long distance radiocommunications. Passenger ships that travel along the coast must be able to communicate atshorter range with coast stations. These are examples of "compulsory ships" because they arerequired 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 tohave 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, andsecondarily for navigation and operational efficiency. The FCC regulates marine communications incooperation with the U.S. Coast Guard, which monitors marine distress frequencies continuously

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to protect life and property. All users of marine radio are responsible for observing both FCC andCoast Guard requirements.

The marine radio equipment listed below may be used aboard a ship. If your ship must belicensed, all equipment is authorized under a single ship radio station license.

VHF Radiotelephone (156-162 MHz) - Used for voice communications with other ships and coaststations 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 indistress, to emit a radio signal marking the ship's location. Extreme care must be taken to preventinadvertent activation and batteries should be replaced prior to expiration date.

Single sideband Radiotelephone (2-27.5 MHz) - Used to communicate over medium and longdistances (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 direct-printing.

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 boarda 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, oramateur 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 thetrip.

-Know the bridge records and clothing.

Documents in bridge; generalities :

Sailing direction

-COSTA RICA-

General

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

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fished by local vessels working out of small harbors and rivers.

Fishing vessels are also found on Miskito Bank (14°28'N.,

82°42”W.).

Government

Costa Rica is a democratic republic. The country is divided into seven provinces. Costa Rica isgoverned by a directly-elected President who serves for a 4-year term. The unicameral LegislativeAssembly 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 Year’s 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--- AssumptionDay/Mother’sDay

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

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Industries

The main industries are microprocessors, food processing, medical equipment, textiles andclothing, 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 arethe United States, China, the Netherlands, the United Kingdom, and Mexico. The main imports areraw 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 ofthe 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 bereported at least 24 hours in advance. The initial message should include the followinginformation:

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 16for distress traffic. Maritime Rescue Coordination Center Costa Rica can be contacted bytelephone (506-286-4418 or 506-286-6880). Costa Rica is part of the CorporacionCentroamericana de Servicios de Navegacion Aerea (COCESNA), the Central American aeronauticalsearch 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:[email protected]

Further information on COCESNA can be found in Honduras—Search 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

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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

-VENEZUELA-

General

Venezuela is located in Northern South America, bordering the Caribbean Sea and the NorthAtlantic 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 centralpart of the coast is dominated by two sections of the coastal mountain range and the E third of thecoast 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 Systeminformation.

Cautions

Many navigational lights along the coast have been reported to be unreliable, irregular, oroperating 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 (10°40'N.,62°20'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,

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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, anchorageis 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, thismust 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. 30additional copies, not legalised.

Bills of Lading: 4 sets.

Local Agents or General Agents require the following documents urgently, by Air Mail (SpecialDelivery), from each calling port directly to address in SanJose, Costa Rica.

2 sets Cargo Manifest – copies.

2 sets Ship’s 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 ‘‘Shipmaster’s 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 beadvised 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 withthe 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 useBerth 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 whowork 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 $1.56per 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 canbe employed.

REPAIRS: Minor repairs only.

SURVEYORS: Lloyd’s, ABS and Norske Veritas.

POLICE/AMBULANCE/FIRE: Police Tel: 117; Red Cross AmbulanceTel: 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 PortLimon, 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 InternationalAirport. 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.

SHIPMASTER’S 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 thatthere is a heavy surge alongside the berths in Moin Bay due to the prevailing swell and that shoresprings 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’’. Th isconveyed nothing to me at the time.

It turned out that the ‘‘German Wharf’’ is, in fact, the new container berth in Puerto Limon. Thisberth does not appear on the navigational chart but is shown in the ‘‘Plan Section’’ of ‘‘Guide toPort Entry’’.

The old banana berth at Puerto Limon is no longer used and all banana loading takes place atPuerto Moin. The Pilot confirmed that there is a heavy surge at Limon/Moin and also thatnewcomers 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 surgealongside. We secured starboard side to using 4 lines and 1 spring at each end plus the 2 wireswith nylon tails. It is considered that the latter are essential in this port as considerable chaffing ofthe polypropylene lines can be expected.

The berth is provided with very effective sprung fenders but these ensure that the ship is heldseveral feet off the quay. No shore gangway is supplied and access was by way of theaccommodation ladder which was landed on the quay at an angle of about 30_ to the ship’s side.To avoid damage to the ladder due to surge it is essential that particularly secure moorings beused.

A powerful tug is available at Limon and another at Moin.

AUTHORITY: Junta de Administracion Portuaria y de Desarrollo

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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 ofParaguana Peninsula, Venezuela. Punta Cardon is an open sea port with practically no swell, dueto 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 andthe meridian of Long. 070_ 14' 25" W.

DOCUMENTS: Clearance (inward Pratique). Inward Clearance is effected on board by GovernmentPort and Customs Officials and a representative of the Oil Movements Department immediatelyafter 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 Steward’s Stores Lists (all foodstuff, liquors, tobacco, etc.), to be declared o n a separate andindependent sheet (See note (2)).

5 Deck and Engine Stores and Spare Parts Lists (paints, varnishes, chains, ropes, etc.), to bedeclared 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).

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4 Lists of Passengers in transit (if any).

In addition to other clearance documents, 5 copies of an itemized list of articles in the ship’s slopchest must be presented to the authorities on arrival.

(2) Both the Steward’s Stores List, the Deck and Engine Stores and Spare Parts List may beprepar ed on board prior to the vessel’s arrival. The Steward’s Stores List must be comprehensiveand 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 theBonded Stores Locker, ready for sealing by the Customs Authorities on arrival.

Although vessels proceed directly to Punta Cardon, clearance documents should be made outshowing the port as ‘‘Las Piedras, Paraguana (Punta Cardon)’’. Failure to comply with thisrequirement 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 Ship’s 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 MaritimeAuthorities 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. Itis usual practice to take ashore the ship’s ‘‘General Arrangement’’ and ‘‘Capacity’’ plans, which areused as a basis for calculations.

These plans and the Venezuelan Tonnage Certificate are later forwarded to ship’sOwners. Vesselsregistered in following countries are exempt from above regulations, due to existing reciprocalagreement 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 allvessels except those registered in the countries mentioned above, in which case the Lloyd’sRegistered 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 55,000South 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 54,000No. 5 (1) 13.71 12.70 239.9 60,000

APPROACHES: Restricted Fishing Area. Masters when approaching coast should keep a particularlysharp lookout for fishing boats, nets and small craft.

Mechanically propelled vessels drawing more than 1.52 m. are prohibited from navigating in therestricted 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.

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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 fromseaward).

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 situatedin 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 nightboth 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 vesselsentering or leaving harbour. The Ship’s Services Office will arrange for this service at any time. If itbecomes necessary for Master of the vessel to disregard Pilot’s orders in order to ensure safety tothe ship, the Master must promptly submit a written report to the Harbour Master on the matter,via the Ship’s Services Representative, stating reason for this action. Pilots sustaining injuries: It iscompulsory to submit a full report in cases where a Pilot is injured while performing duties onboard vessels.

Agent’s Notice to Masters: Dated July 1986.

Subject: Pilot Service from/to Punta Cardon Harbour Master’s 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 ofLake Maracaibo for the first time. If this is not the case, the Pilot should be then embarked at SanCarlos.

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 forcemajeure, or if you decide to change the instructions given to the Agency with regard to Pilotdisembarking San Carlos, a letter addressed to the Harbour Master stating your reasons should behanded to the Pilot before he disembarks in Cardon. Master’s Note: With regard to the above, onreflection the content of the letter from Agent may not be too clear to those not familiar with thisarea. 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 Master’s first visit to a Lake

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Maracaibo Port. Thereafter he may navigate the Outer Channel without a Pilot. The Outer ChannelPilot is taken at Punta Cardon on the inward passage, and disembarked there on the outwardpassage, should a Pilot be so required.

Also see ‘‘Shipmaster’s Report’’ dated January 1989.

ANCHORAGES: The anchorage at Cardon roads within a radius of 2 miles from end of jetties hasdepths varying from 16.46 – 30.48 m. (LWS) and a bottom consisting of mud with some patches ofsmall stones, sand and shells. There are no known obstructions from west to NW of the Piers andthere is ample water for a clear approach when coming from west and NW, but the anchorage islimited on the south by a sandspit projecting 1 mile SW off Punta Cardon Cape. A beacon is locatedon 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 (ETA’s) must be sent by all vessels bou nd for ordiverted 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) Master’s 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 MovementsOffice.

There is an R/T set operating 24 hours a day on the following frequencies, and manned by Englishspeaking operators:

VHF Channel 12 Range limit 25 miles

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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 seato Punta Cardon, certain information must be radioed prior to arrival in order to avoid heavyfine(s) and/or delays.

Also see ‘‘Shipmaster’s Report’’ da ted 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 inpractice in this port are listed below for Master’s 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 toapproaching 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

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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 ship’s

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 theirrespective 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 vessel’s 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 vessel’s Agent and they will make th e necessary

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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 ChaseManhattan 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 ship’s ETA message.

SURVEYORS: Marine Surveyors: Both the Lloyd’s 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 women’s 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 vessel’s 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 Master’s safe custody. Crew members should be warned against taking

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

fined.

SHORE LEAVE: Shore leave is permitted and Harbour Master’s

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

vessel’s 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 Ship’s 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 vessel’s 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 ship’s account.

REPATRIATION: No staff and/or crew should be engaged or discharged

without consulting ship’s Agent. In case of discharge, identification documents

must be handed to the Ship’s 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

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anchored or berthed in Venezuelan waters. The ship’s Services will provide

a Venezuelan flag at any time f or ship’s 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 Ship’s 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

ship’s manoeuvring position at the time. These will be translated by the

Agents into Spanish and forwarded to the Harbour Master.

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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 vessel’s ETA message. Foreign currencies are accepted in

the United Seamen’s 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 ship’s 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 vessel’s ETA message.

Wireless Transmitters in Port: It is strictly prohibited to use vessel’s

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 ship’s

and crew mail ashore for posting. Ship’s 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 ship’s

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, Mastershould 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 Department’s

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 ship’s 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

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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 Master’s

co-operation to ensure that these persons do not enter the refinery gatesand/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 Ship’s 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 ship’s 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 todecide 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.

SHIPMASTER’S 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

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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 isas follows:

Parallels 11_ 40' 00" N and 11_ 38' 00" NMeridians 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):

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(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

Vessel’s name

ETA/Port

Last Port

Call Sign

Kind of vessel.

Please note that all this information should be provided byus (agent) to the port authorities 48 hours prior to the vessel’s

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.

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SHIPMASTER’S REPORT: January 1993

VHF Channels 16 and 12 used. It is important to call and listen on VHFChannel 12.

SHIP OFFICER’S 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 SW –NE.

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 westof the shore cargo manifold (see ‘‘Plan’’).

Cargo Handling Facilities: The berth has 6_6 in. and 10_10 in. shore

manifold connections.

SHIPMASTER’S 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.

AGENT’S 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:

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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 willcharge the additional fee for berth occupancy. When

a vessel is rejected and ordered to the anchorage, a second Terminal feewill 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(9°59'30"N., 83°01'00"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

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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), 1,636Veracruz, Mexico, 1,338

Wilmington, North Carolina, U.S.A., 1,680

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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 ofthe coast ports, navigational hazards, location of lights and other aids to navigation. Nauticalcharts are essential tools for marine navigation.

Traditionally charts were printed on paper but recently developed computer systems that allowthe storage and processing of nautical charts with computers.

Representing a sphere on a flat surface has the consequence that there is some distortion ofreality, 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 typesdeproyecciones cartographic each having particular utility or purpose. Basically used for navigationas 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. Theparallels are also represented as parallel lines, but the distance is greater between them as theymove away from Ecuador.

• gnomonic projection. Represents land surfaces in planes tangent to a point. In turn, there arethree classes:

• Polar, when the plane is t angent to the pole. The meridians are like radial lines and parallels asconcentric circles.

• Equator, when the plane is tangent to Ecuador. Meridians are separate but parallel betweenthem 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 themeridians.

• Horizontal when tangency is any point. Meridians are straight lines converging toward the poleprojection 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 pl otting sheet. They are used for medium distances. Their scales are between about1/3.000.000 and 1/200.000.

• coastal navigation charts. Used to navigate close to the coast. They usually have scales between1:50,000 and 1/200.000.

• Landfall. Are those that facilitate the approach to a port or a geographical feature. Its scale is1:25000 or very close to it.

• Cuarterones. They show in detail a small area of coast and sea. Its scale is less than 1:25000.

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• Sketch of the rivers are usually 1:50,000 scal e or higher, but given the high precision required tonavigate (matter of few tens of meters frequently), are used for reference only and not todetermine 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 thepoint representing smaller portions.

In many letters, usually inshore, the cartridge is present, it really is a paneled an enlargedrepresentation 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 bedriven by either indispensable, or significantly useful for security Navigation1

Usually the concept mentioned Nautical charts are omitted. In the allusions to the material of thistype 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 IMOrules do not extend to the territorial waters and inland. But ships engaged usual traffic of localpublications are provided. On the other hand the various countries require their flag vesselspossess certain publications, some general and others related to habitual defeat. Thus, the SOLASmakes 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 generalexception in the case of pilotage)

Two. There are many "nautical publications" are not limited to the concept of navigation itself, butare 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.

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Route planning interoceánicas.7

List world.8 ports

• In calculating

Nautical Almanac.

Tables for astronomical calculation.

Navigation Tables.

Tide tables.

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SHIP PARTICULARSName: Hanjin Buenos Aires

IMO: 9443011

Flag: Malta

MMSI: 248302000

Callsign: 9HA2308

Vessel type: Container Ship

Gross tonnage: 35,595 tons

Summer DWT: 44,060 tons

Length: 223 m

Beam: 32 mDraught: 8.7 m

Home port: Valletta

Class society: Germanischer Lloyd

Build year: 2010

Builder*: Hanjin Heavy Industries Pusan, South Korea

Owner: Danaos Shipping, Athens, Greece

Manager: Danaos Shipping, Athens, Greece

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ROUTE PLANCosta 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)

Bearing Totaldistance

Time

Wp0 10º00`00” 083º00`00”

696.1 076.9º 696.1 38h23m

Wp1 12º38`15” 071º30`30”

56.50 119.1º 752.6 03h08m

Wp2 12º10`45” 070º40`15”

35.1 150.2º 787.7 1h57m

Wp3 11º40`15” 070º22`30”

5.85 112.5º 794.05 00h20m

Wp4 11º38`00” 070º17`00” Total T: 1d20h08m

The Book of Navigation or log bookThe Book of Navigation or log book (log book) is the book in which the master of a ship must statehow many significant events occur to the vessel during navigation. Should be numbered andstamped with expressive note the number of pages it contains, and signed by the competentauthority.

It noted, in addition to navigation-related data extracted from the log book-breakdowns sufferedby the vessel in its hull, machinery, equipment and supplies, as well as malfunction and failureload.

Must also be recorded on the Journal wills and Civil Registration records authorized by theCaptain; corrections and disciplinary measures imposed by the court; crimes committed ordiscovered on board, and, in general, the occurrences on come on the trip.

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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 thevessel.

• establish communication with a pilot station to receive information regarding the practical andreport the arrival of the vessel.

Communication with pilot station.Pilots receive "the docking part" of the Port Authority, responsible for port security, with theanticipation 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 theexact time and everything related to the transactions carried out.

These professionals self-inflating life jackets fitted with contact with water, they head to theship you have requested their services (who previously demanded the flag G Ingternacional Codeof Signals). in practical boat, which in Bilbao steamers still call conducted by your employer (andcan be distinguished with a P or with the sign Pilot) communicating by radio with his captain tospecify 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 theship's crew as the boat the practical. Although they have experienced other more sophisticatedsystems for the transfer of practical as mechanical lifts, izadotes of various types, etc.., Has offeredno results. In order to keep a careful watch over the good practices on an issue as vital, Empa Impaand practical as international organizations, conduct frequent "safety campaigns" thoroughlyinspecting scales and procedures for loading / unloading.

Pilot BoardingThe practical access to ships carries significant risks especially in cases of high tonnage, in heavyseas laste and having produced numerous accidents resulting in death even. On flights with nodeaths occurred in the period 1970/1990 have been 13 mishaps related to the scale five times byfall practice on the boat, in four for his crushed between the ship and the boat, and as many forWater 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 thecustomary handshake between practical and captain is full of symbolism towards work, oftendifficult, with significant risks, which will take place between the two.

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

board and from the tug or the boat.

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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 amaneuver. Several accidents and even deaths occur every year in this operation. Therefore it isvery 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 IMOThe size and mass of the great vessels difficult to maneuver a Panamax vessel loaded, givingmachine back, comes to rest after more than 1 kilometer. All ships have different handlingcharacteristics. Also vary greatly instrumental models they have. Add to this the variety ofnationalities and languages, not only between different ships but within the same vessel, the crewmembers understand each other through a sometimes rather elementary English. Each serviceprovides 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 andinformation in English.

Despite advances in instrumentation available, it has not done more to accompany the increase insize and mass of the ship, as well as its depth. In most practical situations requires an instinctivereaction. The handy navigation in restricted waters is performed in confined waters, in congestedwaters or committed maneuvers (berths, entry locks, etc..), Which support many times theminimum delay. The slightest mistake can cause millions of dollars damage. Rarely is there timefor 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-toofrequent-that could compromise security. The pilot is not part of the ship's crew. Local employeeis acting on behalf of the public interest rather than the owner, operator or ship loader but alwayskeep 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 Captainand begins with his advice, at the time the duty officer sits in the Navigation Daybook: "... ship tothe voice of Mr. Captain advised by Mr. pilot ... "

The Captain is always responsible for all operations and decisions taken in the navigating bridgeeven if you are a Pilot on board. His authority is delegated at any time your advisor even when thisservice 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, mayat 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 actionagainst the pilot. In this sense, the L.N 20,094 in art. 134 states in relevant part: "Captain, even ifyou are forced to use the services of a pilot, is directly responsible for driving, maneuvering andsteering the ship ..." prohibiting subrogation Captain's authority to pilot.

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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 receivingmaritime safety information on ships plying the high seas or in coastal waters.

They are dependent coastal radio stations local Maritime Authorities responsible for transmittingthe information.

The NAVTEX is an international direct-printing telegraphy for dissemination to ships navigationalwarnings, 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 asingle frequency (518 kHz) in the world, for the transmission of messages in English. There are alsotransmissions using 490 kHz band for local broadcasts in the local language. Also used HF band4209.5 kHz for broadcast maritime safety information (MSI), for example in tropical navigationareas, although its use is not common.

Mutual interference is avoided by limiting transmitter power required to reach the limits of theallocated and distributed time frequency use. The NAVTEX system is integrated into the GlobalMaritime Distress and Safety System (GMDSS / GMDSS).

Main features of NAVTEX- The NAVTEX sends messages to certain seasons, and for them to forward to their particularNAVAREAs.

- The power of each transmitter is controlled to reduce the risk of interference between thetransmitters.

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- The NAVTEX receiver to select the messages to be printed, unless weather or navigationalwarnings or announcements regarding search and rescue operations, which are automaticallyprinted.

- The ship can select which transmitter to receive messages, thus moving to have the reports ofthe area where surf or sail.

- As far as possible, the transmit frequency should be kept free for the greatest percentage of timepossible 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 alertother ships in the area of their presence, inform maneuvering capabilities, and direction of specialfeatures 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 ofinstallation, are established by the International Regulations for Preventing Collisions (RIPA)

Listed below is a brief description of the set of lights that mustexhibit 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 ofthe crew. The muster list should specify details of the general emergency alarm and public addresssystem and also action to be taken by crew and passengers when this alarm is sounded. Themuster 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 intheir staterooms.

The muster list shall show all the special duties and shall indicate, in particular, the station towhich 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 partsof the ship, and in particular in the crew’s quarters.

The muster list shall show the duties assigned to the different members of the crew in connectionwith:

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. the muster of the passengers;

f. use of communication equipment;

g. manning of fire parties assigned to deal with fires;

h. special duties assigned in respect to the use of fire-fighting equipment and installationsand

i. the extinction of fire, having regard to the ship’s fire control plans.

The muster list shall show the duties assigned to members of the crew in relationto 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 themovements of the passengers; and

e. ensuring that a supply of blankets is taken to the survival craft.

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The musters and inspections shall be so arranged that the crew thoroughly understand and arepracticed in the duties they have to perform, including instructions in the handling and operationof liferafts where these are carried.

The emergency signal for summoning passengers to muster stations shall be a succession of sevenor 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 electricallyoperated, throughout the ship operable from the bridge. The meaning of all signals affectingpassengers, with precise instructions on what they are to do in an emergency, shall be clearlystated in appropriate languages on cards posted in their cabins and in conspicuous places in otherpassenger quarters.

In port Emergency Planning

All ships should have procedures ready for immediate implementation in the event of anemergency when in port. The procedures must anticipate and cover all types of emergency, whichmight 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 intothe holds, oil cargo overflow, pumproom flooding, men overcome by gas within tanks, breakoutsof vessels, weather or blackouts, must be covered. Similarly, while the deployment of fire-fightingequipment will be prominent in any emergency procedures, equipment such as breathingapparatus, resuscitation apparatus and stretchers must also be covered, together with details ofmeans of escape or exit.

The procedures should be familiar to the personnel involved, who should be adequately trainedand clearly understand the action they would be required to take when responding to theemergency. This can best be achieved by regularly exercising the plan. Exercises will also serve tohighlight 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 alertpeople or to arrange equipment do not depend too heavily on one man doing a number of taskssimultaneously.

Preparation

Planning and preparation are essential if personnel are to deal successfully with emergencies onboard ships. The master and other officers should consider what they would do in the event ofvarious types of emergency, such as fire in cargo holds, fire in the engine room, fire in theaccommodation, the collapse of a person in a tank, the ship breaking adrift from her berth, theemergency 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 goodadvance planning will result in quicker and better decisions and a well-organized reaction to thesituation.

The following information should be readily available:

a. Type of cargo, amount and disposition.

b. Whereabouts of other hazardous substances.

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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 anemergency. 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 shouldcover the following four elements:

Command Centre

There should be one group in control of the response to the emergency with the master or thesenior officer on board in charge. The command centre should have means of internal andexternal communication.

Communication is of the utmost importance and the possibility of communication failing shouldalways be taken into account as such back up for communication means should always beprovisioned for – such as spare batteries for W/T sets, spare W/T sets, loudhailers, PA system andmessengers.

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 whatassistance 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 theemergency 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 officeron 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 probablyrest 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

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c. lubricating and fuel oil transfer pump stops

d. dump valves

e. CO2 discharge

f. 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 mentionedabove would act as back up for the emergency parties.

As back up they may be utilized in various other duties such as accumulating passengers andherding them away from danger to the evacuation decks. Escorting feeble passengers or crewincluding any injured crew to the safe places as designated. Rendering first aid and traumacounseling. Filling extinguishers as required, mustering fire hoses from elsewhere, recharging andsupplying W/T batteries. In case of abandoning ship possibility then taking in additional provisionsand 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 thesituation to the officer on duty who, in turn, must alert the emergency organization. While this isbeing done, those on the scene should attempt immediate measures to control the emergencyuntil 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 thefire himself after alerting the officer of the watch. Generally the fire as it is detected and begins isa small fire and later develops into a major one. Thus the fire may be put off by a single personwith 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 anywhereon 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 foamextinguishers and also with DCP extinguishers.

An accommodation fire may be caused by a short circuit or due to smoking or flammable materialcatching 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. Safety lamps – many

f. Fire blanket

The blowers must be stopped instantly and the ventilation should be stopped for all decks as soonas the fire is detected.

All accommodation doors to all decks should be similarly closed to prevent any draught of airreaching the compartment. This should be done before the compartment door is opened to fightthe fire.

If the possibility of any portholes being open are there then these should be shut prior any seriousfire fighting effort takes place. In stopping the ventilation to the compartment the fire triangle onearm is restricted that of the oxygen supply. It then becomes easier for a man in a fire mans outfitto enter and extinguish the fire.

In case of electrical fire the electrical circuit breakers should be tripped to prevent the fire frommigrating and producing sparks elsewhere. The safety lamps should be placed at convenientlocations especially around corners for ease of movement of the emergency party, these lights

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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 beconsidered 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 beaware 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 theatmosphere is, or might become unsafe, a responsible officer must continuously supervise theoperation and should ensure that:

a. A permit has been issued by the master stating that there is no practicable alternative tothe proposed method of entry and that such entry is essential for the safe operation ofthe 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. Means of communication are provided and a system of signals is agreed and understoodby the personnel involved.

f. Spare sets of breathing apparatus, a resuscitator and rescue equipment are availableoutside the space and a standby party, with breathing apparatus donned, is in attendancein 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 necessaryto make an emergency entry into a space which is known to contain toxic vapours or gas or to bedeficient in oxygen, and/or is known to contain contaminants which cannot be effectively dealtwith by air purifying equipment. Entry should only be permitted in exceptional circumstanceswhen 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 attachedto a carrying frame and harness worn by the user. Air is provided to the user through a face maskwhich can be adjusted to give an airtight fit. A pressure gauge indicates the pressure in thecylinder and an audible alarm sounds when the supply is running low. Only positive pressure typesets are recommended for use in enclosed spaces as these, as their name implies, maintain apositive 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 mask’s seal and, should this be thecase, another person should be selected to wear the apparatus.

d. The pressure gauge should be monitored frequently during use to check on remaining airsupply.

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 beremembered that the duration of the air supply depends on the weight and fitness of theuser and the extent of his exertion.

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

RESCUE FROM ENCLOSED SPACES

When an accident involving injury to personnel occurs in an enclosed space, the first action mustbe to raise the alarm. Although speed is often vital in the interests of saving life, rescueoperations should not be attempted until the necessary assistance and equipment has beenmustered. There are many examples of lives being lost through hasty, ill-prepared rescueattempts.

Prior organization is of great value in arranging quick and effective response. Lifelines, breathingapparatus, resuscitation equipment and other items of rescue equipment should always be keptready for use and a trained emergency team should be available. A code of signals should beagreed in advance.

Whenever it is suspected that an unsafe atmosphere has been a contributory factor to theaccident, breathing apparatus and, where practicable, lifelines must be used by persons enteringthe space.

The officer in charge of a rescue should remain outside the space, from where the most effectivecontrol 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 personswho 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 ofa number of different types. It is important that personnel are aware of its presence and aretrained in its proper use.

The apparatus should be stowed where it is easily accessible and not kept locked up. Theinstructions provided with it should be clearly displayed on board ship. The apparatus and thecontents 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 veryrough 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 expectedof them. Lifelines should be rigged and each crew should be attached to a lifeline and be wearinglife 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 onlysent 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 beto spread canvas over the hatches. This may be done by sending men to tie up the ropes to thehatch coamings on one side and then going to the other side to tie up the other end. The canvasbeing spread between the ropes.

If the deck cargo is found to be adrift then additional lashings should be taken rather than trying tosecure/ tighten the existing lashings.

If at night then the advent of daylight should be awaited for unless it is of utmost important to dothe repairs during dark hours. For one visibility would be down and the efficiencyof crew when working in dark is less than during daylight.

Rescue of survivors from another ship or the seaPrior rescuing survivors from another ship the own ship should have been brought as close aspossible 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 belowered. 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 goalongside the disabled ship from where the passengers are to descend. If the alongside is notpossible 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 thelifebuoy.

If a ladder is not possible them the survivors are to jump into the water keeping the life lineattached 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 disabledship 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 proceedto 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 slungbetween 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 throwshould take into account the wind direction such that the line reaches the disabled ship. Once thisis done a 24mm rope is to be passed to the other ship and then a thicker rope or smaller diametermooring line. In case that is not available then a small diameter wire rope. Adequate precautionregarding 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, sothat any survivor may clamber aboard.

To pick up survivors from the sea, the rescue boat should be launched, the rescue ship offering thelee. Once the boat is launched the ship should steam away so that it becomes easier for the rescueboat to sail downwind after the rescue also any survivor in the water could swim downwind to therescue 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 beflushed with water.

Any contaminant if hazardous to the environment should be informed to the nearest port controland 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 bottomdamage is negligible.

However the danger is may fold if the ship runs aground on a rocky surface, the bottom can beripped 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 fullassessment of the damage to the vessel being made. This action may have increased the damageto 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 outerstructure is intact, not that it does not mean that the outer skin is not breached – itmay happen that after breaching the area got firmly stuck overall with the bottomthus 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 betaken. Regarding the earlier example of the ship aground it was found that the cofferdam in the ERhad been breached. Although the ER was initially flooding the pumps could cope up – this led tocomplacency, 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 thatthe 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 bedragged 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 considerationweighing all the options.

Since the ship is the best life boat there is, to abandon this and proceed to life boats and rafts is acourageous decision.

However before abandon ship order is received the boats are to be provisioned in excess of theamount already in place. Provisions such as sweets – chocolates – biscuits – and other high caloriefoods 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 theresultant injury.

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On casting off from the ship the boats should move a distance away from the ship and remainaltogether. This would ensure that when rescue ships/ aircraft reach the last position of theabandoned 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 havingbeen 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 boatsand rafts are similar.

If the abandoning is close to shore then an attempt may be made to land ashore provided that theshore is suitable for landing.

The sight of rollers would indicate the slope of the coast and the success of the landing. If therollers are in multiple lines then the slope would in general be sloping quite a bit. Single lineswould indicate a sharp slope.

The LB W/T should be used with care since the battery would be discharged with too manytransmissions – in the reception mode the battery would last a considerable time.

Importance of drills and practices

Training and Drills

Ship’s personnel should be familiar with the theory of fire -fighting and should receive instructionin the use of fire-fighting and emergency equipment. Practices and drills should be arranged atintervals 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 aterminal the master should make an officer available to show the shore personnel the location ofportable and fixed fire-fighting equipment on board and also to instruct them on any designfeatures 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. Theywould require to instruct and guide the passengers to the embarkation/ muster stations. The crewwould have to have a head count and assist feeble passengers to the stations. Realizing that panicamong a majority of the passengers would be catastrophic. good crowd control techniques wouldbe required. This and the trust which the passengers would have for the crew should be built upduring 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 intheir staterooms.

The muster list shall show the duties assigned to members of the crew in relation to passengers incase of emergency. These duties shall include:

a. warning the passengers;

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

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c. assembling passengers at muster stations;

d. keeping order in the passageways and on the stairways and generally controlling themovements 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 thesea

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 thecompany. ne of the rights of particular importance for a captain is to ensure compliance with theship security plan, as required by the ISPS Code International Maritime Organization

For international travel, the captain is responsible for meeting the needs of immigrantsandcustoms local officials. Immigration issues can include situations such as loading and unloadingof passengers, crew management leaving the ship, so the crew-changes in port, and makeaccommodations for foreign crewmembers. Customs requirements may include the teacherprovides a cargo declaration, Ship's Stores Declaration, a statement of personal effects, lists ofcrew 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 orpassengers. The teacher acts as a liaison with local researchers and is responsible for providingcomplete log books and accurate reports, statements and evidence to document an incident.

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

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

Third MateThe third officer is a watchstander and security usually ship commanded officerand fourth (fifth insome 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 itemsasfirefighting equipment, lifeboats, and various other emergency systems.

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Deck CadetA Deck cadet is an officer under training in much the same way as in a military context. Cadetsreceive training in firefighting, first aid and survival techniques. Deck Cadets train in the fields ofnavigation, ship handling and cargo handling as well as maritime law. A cadet reports to the ChiefOfficer. 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 awatch, but will likely assist one of the qualified officers, often with the Chief Officer, with theirwatch.

Able seaman (AB)An able seaman (AB) is an unlicensed member of the deck department of a merchant ship. An ABmay 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 thnecessary 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 ship´s crew to know all about the emergency drills, each member of thecrew shall be required to demonstrate his familiarity with the arrangements and facilities of theship, his duties, and any equipment he may be called upon to use. Masters shall be required tofamiliarize and instruct the crews in this regard.