Shiphandling For The Mariner Pdf 37
Nichole Wernett
What I really wish to see is that all pilots around the world taking a week off at the same time while harbors grant waiver to proceed without pilot. We would understand what is the difference between a master in command against one in charge of the navigation, with modest local knowledge and shiphandling experience. I presume that we would witness the opposite of one good paint scratch every 600 maneuvers to one big problem!
I presume that very few Masters of large ships ever actually get to dock or un-dock their ships without a pilot giving the orders. Actual ship handling may be limited to dropping anchor and/or picking up pilot on arrival for most.
What I would add is that every master of every foreign vessel will hand over the navigation and the maneuvers to the pilot and will fully collaborate. But it could be different when a pilot is dealing with a local master of a regular liner vessel. The master will hand over the navigation but will do the maneuver himself. Most of these masters are very capable. In those special circumstances, it does not change anything to the fact that the pilot remain in charge for the safe navigation. If the pilot believes that the vessel is going too fast or does not set where it should, he has the obligation to advise the master. If the master does not react, he could land in very deep shit since everything is recorded. On the other hand, if the pilot sulks silently in the corner of the bridge, he will have in his turn to answer if the adventure turns awry sour.
Yes I fully agree, things have improved and there are possibilities to do all the mistakes in the world on a simulator, without anybody being hurt, or any damages being done to anything, except maybe a dented ego.
To have the deck means to supervise all functions and maneuvers of the ship and all personnel on watch. To have the conn means to direct the ships movement with rudder and engine orders. To ensure safety of operations, some types of evolutions cannot be executed without the review or approval of the CO or, in his stead, the ships executive officer
You have pilots who got the job because their father and grandmother were pilots. Others got the job on merit. Some have a big month of training while others cumulated two years of training on top of a master mariner ticket and five years of practice before even touching a car carrier. If a so called pilot does not anticipate a car carrier to drift in gusty winds, make your pic as how he got the job !
Prior to becoming Chief officer on larger vessels, the only opportunity to handle a ship that I had was while I was a newly minted Watch-keeping officer. It was on my first ship: a small passenger ferry that carried only a Master, Mate, Engineer and a seaman/cook. During my first tour onboard the master suffered a medical issue shortly after leaving an isolated port while en-route to a port that was more closely connected to civilization. Being the only mate onboard I had to step in and dock the ship. Thankfully It was a very maneuverable vessel and the weather conditions were good at the time and I had no issue getting her alongside. That Master was taken to hospital and another Master was sent to us before sailing.
I know that we dont have to take courses in order to upgrade to CM/M unlimited any longer, but does anyone have insight on the assessments. Specifically, a few of the shiphandling assessments require you to be on a container ship of greater than 10,000 gt with a single screw right hand turning propeller. a few of the stability assessments are similar. Is this actually the case? or can I get these assessments signed of on any unlimited vessel?
[QUOTE=kemosabi;135395]I know that we dont have to take courses in order to upgrade to CM/M unlimited any longer, but does anyone have insight on the assessments. Specifically, a few of the shiphandling assessments require you to be on a container ship of greater than 10,000 gt with a single screw right hand turning propeller. a few of the stability assessments are similar. Is this actually the case? or can I get these assessments signed of on any unlimited vessel?
I know that we dont have to take courses in order to upgrade to CM/M unlimited any longer, but does anyone have insight on the assessments. Specifically, a few of the shiphandling assessments require you to be on a container ship of greater than 10,000 gt with a single screw right hand turning propeller. a few of the stability assessments are similar. Is this actually the case? or can I get these assessments signed of on any unlimited vessel? and yes, I have been searching through the forums before i posed the question. thanks in advance
Courses are only required for the STCW endorsements for Chief Mate and Master for 500 GT to 3,000 GT and 3,000 GT or More if you began service for the endorsement after March 24, 2014. If you began service for the endorsement before then, the only required courses are ones that you probably already took for OICNW: Bridge Resource Management, Advanced Firefighting, Proficiency in Survival Craft, and Basic Safety Training. Also ARPA and GMDSS for the endorsement to be valid for that equipment.
[QUOTE=jdcavo;135648]Courses are only required for the STCW endorsements for Chief Mate and Master for 5400 GT to 3,000 GT and 3,000 GT or More if you began service for the endorsement after March 24, 2014. If you began service for the endorsement before then, the only required courses are ones that you probably already took for OICNW: Bridge Resource Management, Advanced Firefighting, Proficiency in Survival Craft, and Basic Safety Training. Also ARPA and GMDSS for the endorsement to be valid for that equipment.[/QUOTE]
Mr Cavo, a lot of the shiphandling assessments do not require 10,000 gross tons, however they do require a single screw vessel of greater than 3,000. A few of the stability assessments, such as M-9-1B requires a ship of 10,000 GRT. Im getting this off of the NMC policy letter 04-02. are these the correct assessments?
The performance condition for assessment M-9-1A of policy letter 04-02 states: "[I]On a ship, or in a stability laboratory, given Coast Guard approved stability software for a containership of atleast 10,000 gross registered tons, and during a loading of 500 containers and a discharge of at least 700 containers[/I]
yes JP that assessment is a stability one. But it was an example of an assessment that needs to be accomplished on a specific type of ship as I interpret it. The shiphandling assessments do not require a specific type of cargo ship BUT they do require a single screw vessel, once again, as I interpret it. When i originally posted, I misspoke in haste and combined the two types of assessments.
so basically as I see it, the majority of the assessments can be accomplished on any unlimited ship. The exception to this rule that i see are the stability assessments (which require a 10,000 gt containership) and the shiphandling assessments (which require a vessel with a single screw). If I am wrong, then I would love to know it, otherwise it looks like the only way to accomplish this is to take Adv Stability and Advanced shiphandling.
[QUOTE=kemosabi;135869]yes JP that assessment is a stability one. But it was an example of an assessment that needs to be accomplished on a specific type of ship as I interpret it. The shiphandling assessments do not require a specific type of cargo ship BUT they do require a single screw vessel, once again, as I interpret it. When i originally posted, I misspoke in haste and combined the two types of assessments.
I really believe no matter what it is hard to honestly get all of the shiphandling assessments completed on a vessel. If I remember there were some ones while using the anchor, not sure how many Captains will allow this if not needed, probably none. Taking the class will alleviate all of this pressure on you. I suggest taking the class.
Better yet, has anybody recently submitted the assessments from policy letter 04-02 for the STCW endorsement as Master 3000 GT or More (Management Level) to correspond to the National Master (OSV) of More than 3,000 GT (Large OSV)?
Has anybody found an approved stability software (sheets) for a container ship of at least 10,000 grt? Better yet, has anybody recently submitted the assessments from policy letter 04-02 for the STCW endorsement as Master 3000 GT or More (Management Level) to correspond to the National Master (OSV) of More than 3,000 GT (Large OSV)? (Before the pointy sticks come out, I realize that NVIC 10-14 is published, however, utilizing PL 04-02 seems the better option (until 12/31/16) for mariners who began sea service prior to March 24, 2014)
The stability sheets for a container ship are (or at least were) the ones that are already in the 04-02 packet with the rest of the other assessment sheets. The tanker ones are the ones that were separate.
I was hoping someone on gCaptain might have access to a Coast Guard approved stability sheet (excel sheet, calculations, etc) FOR a container ship of at least 10,000 grt, or had advice on how to get this signed off without taking an advanced stability class.
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