A PRACTICAL GUIDE - 2nd Edition Published by The Nautical Institute 202 Lambeth Road, London SEl 7LQ, England. Bailey FNI, Conunand Book and Scheme Review Group Chainnan Nautical Institute Command Diploma - route to promotion.
THE NAUTICAL INSTITUTE COMMAND DIPLOMA The road to promotion
Ian says "The Command Diploma was to get my mind back on track and get back into the routine of studying. He says "I found the Command Diploma Scheme extremely helpful in advancing my career".
THE NAUTICAL INSTITUTE ON COMMAND
The Council of The Nautical Institute therefore believes that it is desirable to have a voluntary scheme for those who wish to follow a program of study to prepare themselves for command. The authorization given to an individual, derived from legal and organizational authority, to fulfill the obligations of the commission or journey.
WHAT A SIDP OWNER REQUIRES FROM A MASTER
The shipowner therefore relies heavily on the master for a proper analysis of the ship's condition. The owner of the ship expects that the master does not need to urinate again in order to perform his duties.
Conclusion
The master is expected to control everything that happens on his ship. Equipment and materials needed for repairs or maintenance will need to be carefully planned.
Ballast water contamination
TRAINING FOR COMMAND
It should not be thought that the work of the master is so different from many other professions in other industries. Basically, the master is the general manager of that small commercial unit of operation known as a ship.
Shiphandling
The formal training for command provided by the STew certificate structure is well documented elsewhere and the reader wishing to command can easily obtain this information from statutory regulations and a wide range of other commercial publications. I limit the scope of this short chapter to those aspects of command for which I believe there is no formal training, and although I have not answered how the future commander can acquire these skills, I hope that I can provide some tips and a few points to consider.
Personnel management
In general, the master's ability to cope with these problems will depend on his own strength of character and personal characteristics. The ship has a social infrastructure and the captain must be able to identify social problems before they arise.
General management skills
Unfortunately, this is not a practical possibility for most, so that all the master has to draw on is his own strength of character, his experience of life and good old fashioned common sense. The master must be a forward thinker and someone who can plan ahead and anticipate problems.
Commercial awareness
The master of the ship needs a good knowledge of the documents used for the transport of goods at sea. The master must ensure that complete records are kept on board and he should be aware of the documents required both for routine operations and after an incident.
THE MASTER'S RESPONSIBILITIES IN LAW
Many offenses carry summary penalties described as the "maximum statutory fine" (currently £5,000) or penalties set at "levels" between 1 and 5 on a "standard scale". Violation of Regulation 7 is subject to a summary penalty in the statutory maximum penalty or, upon conviction on indictment, a prison sentence of up to two years or an unlimited fine, or both, which indicates its importance.
The crew
The overall duty to ensure the health and safety of the workers and other persons on board rests with the employer, but you, as the employer's representative on board, are normally expected to do so. Contractual disputes have produced interpretations by judges of the master's responsibilities in relation to matters such as deviation, speed of sail, notice of readiness and use of unsafe passages.
THE ISM CODE AND THE MASTER
The operational requirements of the Code stipulate that the Company must develop and maintain items such as a safety and environmental protection policy and develop guidelines and procedures for the safe operation of ships. This is one of the most important sections of the Code, both for the ship's master and for the company in general.
Resources and personnel
Development of plans for shipboard operation
Emergency preparedness
Reports and analysis of non-
The document of compliance is issued to the company and according to the Code the company can be the owner of the vessel, or the manager who has assumed the responsibilities of the owner in operating the vessel. must be issued before the ship's SMC. The SMC is issued to the ship after it has demonstrated, following an onboard audit, that it complies with the Company Safety Management System.
HEALTH MANAGEMENT ON BOARD
It also affects heart rate, blood pressure, hardening of the blood vessels and is a major contributing factor in coronary artery disease. Recently, a number of orally consumed tobacco derivatives have been introduced, mainly in the Indian subcontinent.
Medical emergencies
Advances in the technical components of the ship require special capabilities, technical knowledge and know-how, control over operations and rapid responses, etc. There is a fixed work hierarchy and schedule, unchanging living conditions and quarters and the ever-present and never-changing company of the other crew members.
CLC 1969
The immediate consequences of the Torrey Canyon disaster were two international conventions, one private international agreement and the establishment of the IMO's Marine Environment Protection Committee (MEPC). If Italy also leaves the 1992 Protocol and joins it, as many countries have done, India will be the largest contributor to the fund, surpassing 500/0 of the total contribution.
MARPOL 73178
It is therefore very much in the interests of potential Indian claimants that India join the 1992 liability and compensation regimes. It is also in the interests of Indian oil recipients to join the new regime, as their obligation to contributing to the 1971 Fund will become increasingly difficult as fewer and fewer countries become part of it.
OPRC 1990
In the US, pleasure boat owners and operators have so far been fined $16 million. Compensation in these cases is governed by Admiralty rules or common civil law.
MARINE INSURANCE AND THE MASTER
As far as the shipowner is concerned, damage to his own ship is of course covered under the H&M policy. If the ship is damaged as a result of negligence on the part of the charterer, for example because the cargo has been poorly stowed, the shipowner may have a valid claim for damages against the charterer.
Hull and machinery H&M
An unusual situation arises with a time charterer's P&V cover in that the time charterer can include damage to the ship in its P&V cover. The reason a time charterer may decide to take this cover through a P&l club is that, as far as the charterer is concerned, the ship is still a piece of third party property.
Freight, demurrage
Ship
War risks
Loss of hire
Of course, if there is a failure to make the required reports then this is likely to constitute a serious breach of the requirements of the ISM Code. This probably also extends to the actual implementation and maintenance of the safety management system (SMS) of the ISM Code.
Hull and machinery insurance
The P&l Clubs tend to cover the remaining RDC and it was this unusual division of collision responsibility which in part led to the formation of the P&l Clubs. Also relevant to P&l Clubs is section 8.4 of the ITC (Hulls policy) which sets out specific exceptions.
Protection and Indemnity insurance
P&l insurance liabilities - people
Therefore, it is the charterer who can bring a claim against the shipowner in accordance with the terms of the charter agreement. Under normal circumstances, the charterer cannot avail of the shipowner's P&L cover, but prefers to take out its own, independent cover.
Liabilities in respect of ships
In addition to describing the apparent order and condition of the cargo, the waybill will also indicate the date when the cargo was loaded. General Average is usually covered by the H&M policy, but can be a P&L problem if the ship was unseaworthy at the start of the voyage.
The evidence and reports prepared by the master and his team on board will be vital to protect the ship owner and the club's P&L. Logs must be properly maintained, records kept, reports produced and quality assurance and safety management system procedures followed.
SURVEYS AND THE SHIPMASTER
Declaration of the overriding authority of the master re-decision-making in the ship. crew safety and environmental protection. Can senior officers identify the company responsible for operating the ship and match it with the entity on the ISM certificates.
SHIP CERTIFICATE INDEX
CLASS - CLASS RELATED CERTIFICATES 1 INSPECTION DATES 01 Cargo securing manual
08 Transmit to other ships in accordance with manual 09 Condition of cause of damage G 09 Transfer ship's position to manufacturer's instructions G 10 Find out if repairs can be made on board. 11 Check the ship's position at 09 Check if a damaged i tern can be requested G. regular intervals and keep to be repaired or it will be 12 Condition if the reserves will be delivered.
FLAG STATES AND THE SHIPMASTER
It has already been established that this vessel is subject to the jurisdiction of the flag state. The certificate may be issued after an inspection in accordance with the provisions of paragraph 1.6 of the Code on the Safety of Special Purpose Ships.
PORT STATE CONTROL AND THE US.A
When the port master of the SCG determines that the ship is a potential danger to the port or. It includes a review of the ship's certificates, permits and documents, followed by a general review, i.e.
DISTRESS - THE MASTER'S RESPONSIBILITIES
The engagement of one salvage operator under LOF 1995 does not preclude the captain from engaging other salvage operators. If more than one salvor is involved, every effort should be made to obtain the agreement of the salvors to cooperate with each other and appoint one lead salvor.
Other forms of contract
SALVAGE - CONTRACTS AND THE MASTER
The salvor owes an obligation to the owner of the ship or other goods in danger: a) to carry out the salvage work with care; The owner and master of the vessel or the owner of other property in danger owe a duty to the rescuer: (a) to cooperate fully during the salvage operations;
Legal procedures
Salvage without contract
Annex 1 to Chapter 13 - L1oyd's Open Form
LOF 1995
LLOYD'S
SALVAGE AGREEMENT
NO CURE -NO PAY
Chapter 14
COMMERCIAL MANAGEMENT AND THE SHIPMASTER
The alpha and the omega
The buyer is obliged to arrange payment on the day of delivery of the exact amount. This timing is important for both parties as the final act is to cancel the seller's insurance and attach the buyer's cover, although this is usually done on a 'covered insurance' basis, with the exact time to be confirmed.
Management and managing people
In many cases the financial aspects of the vessel's budget will be handled corporately within the organisation. Nevertheless, the consignee will be able to claim against the shipowner for the actions of the master.
Risk and insurance
It is the liability cover provided by the mutual protection and indemnity societies (the P&l clubs) that is most relevant to the commercial operation of the vessel discussed in this chapter. It can be hoped that the International Safety Management Code (ISM) will help rebuild this relationship for both the technical and the commercial operation of the vessel.
Managing charter parties
Chapter 15
MANAGING SAFETY ON BOARD by Captain C.M. Mahidhara FNI
Delegation
Confidence in the master
Navigational safety
The minutes of the safety committee meetings should be communicated to the company so that they can provide their own input. There are videos and several good computer training programs available for the ship and these should be used for training and reinforcing safety habits.
Planning
To keep people interested one has to find different ways to say the same things. To keep things interesting, Watchmen must be trained by their seniors and discuss various situations they may encounter and their response to them.
Safety in port
Drug and alcohol abuse
MEASURES OF ECONOMIC EFFICIENCY IN SHIPPING
Obviously, many deviations will appear to be beyond the control or responsibility of the ship or those on board. In addition, those who were responsible for the operation of certain parts of the ship had no opportunity to evaluate their own performance in managing their cost centers.
Profit and economic efficiency
The results of the profit centers described so far represent the financial surplus earned: no allowance has been made for either the head office costs or the capital cost of the vessel. However, this is not necessarily appropriate when dealing with the capital costs of ships.
Further reading
However, all such methods are arbitrary and a more realistic approach is to treat shore costs as their own cost centre, financed entirely by vessel profits. Again, there is a lot of variation, but shipbuilding loans typically extend over 8 years, cover 80 percent of the capital cost of the ship, and have an interest rate of 8 percent per annum.
RUNNING COSTS *
Budget responsibility
Budget approval
Procedure and timetables
Budget preparation
Past records: Examination and consideration of previous years' costs and the costs of the first half of the current year can be of great help in some areas, particularly for consumer goods, where it may be sufficient to apply an inflation factor or currency factor to obtain an estimate for the next year. In some departments, the number of items may be so many that they must be gathered under one cost center; nevertheless, the manager must know within which center posts are grouped. Fortunately, the association of subjects is in many cases so close that the grouping is almost automatic.
Budget setting forms and their arrangement
Chapter 18
MANAGING PEOPLE ON BOARD
It is of course to your advantage that each of your department heads understands your style and 130 SØ INSTITUTET. It is impossible for the captain of a ship to physically activate every maneuver and make every decision, monitor every action of every person on board.
MANAGING SHIPBOARD MAINTENANCE
The more ships the company manages, the more effort must be made to peifed; system. Alternatively, the system allows for the deactivation of ajob, but it must be recorded to maintain traceability.
MANAGING INFORMATION TECHNOLOGY AT SEA Strengths, weaknesses, opportunities and threats
Opportunities for streamlining stores and purchasing operations are also created through the use of IT. The use of computers for training is another area where the opportunities prove beneficial.
Threats
Unfortunately, as revealed by The Nautical Institute and other industry sources, training seafarers to use computer systems is a major weakness. It is often assumed that current staff will provide training to assist staff in the use of information technology during the relief period.
MANAGING RISK ON BOARD by Captain TJ. Bailey FNI
NOR can be considered to reflect the ship's commitment to the 'risk' of the voyage. Will it affect the ship's ability to complete its scheduled voyage in the long term.
PLANNING A DRY -DOCK
After the ship arrives at the repair yard, the owner's other priorities are: the safety of the ship and its personnel, the health and welfare of its employees, and the avoidance of incidents. The repair yard must therefore anticipate the mooring requirements and limitations of the ship's equipment and, if necessary, extend the ship's facilities with shore-based mooring equipment.
MANAGING DRY DOCK MAINTENANCE
- 2 DEBALLASTING 4WS SBT(SIMULTANEOUS OPERATION) BALL PIP THIRD STAGE (intermediate point to dry dock)
- 2 TRANSFER STRIPPINGS OF COTN LINES TO SLOPS Ill-3 DEBALLASTING lWS,3WS,5WS SBT FOR INTERNAL INSP
- I WASHING SLOP PORT AT SLOP BERTH
- T. ANALYSIS
CRITICAL WAY ANALYSIS / FLEET ANALYSIS OF TANK WASH AND GAS RELEASE BEFORE DRY DOCK. Safety and management committee meetings prior to drydocking should include the ship's safety organization during the repair period.
A GUIDE TO THE 'CREWMAN' STANDARD SHIP MANAGEMENT AGREEMENT
It is up to the managers to insure the crew against other risks as well. If this is exceeded, it is the responsibility of the owners to ensure that the excess is immediately sent to the crew members concerned.
Termination of the contract
The latter expression is important, as it limits the exclusion of liability towards the owners only to those cases where the problems occurred while the crew member was performing his duties as specified in the contract. If delay is caused by the act, omission or default of the crew member acting outside the scope of his employment, that crew member will be liable to the owners.
MANAGING SOCIAL RELATIONSHIPS WITH MULTI-CULTURAL CREWS
It includes all ship personnel at management, operator or support level (as defined under STCW'95 amendments). As the title indicates, the topic is about the management of personnel on board ships.
Concepts of management, functions and organisation
It is the art of leading an organization or an individual or even a country towards a vision, goal or objective by effectively and efficiently using resources to achieve the goals. Refers to the number or group of personnel who have been brought together to manage and achieve the vision.
Genesis of personnel management on board
MT YWCA was manned by Indian senior officers (master, chief engineer, chief officer, second engineer and radio officer) with the rest of the crew Filipino, except for a Polish fitter. Moreover, this inefficiency was despite the fact that he possessed a superior certificate.
Shipboard culture
The ship's functions are overall and of greater importance than the people (bodies) who separate the roles. If a specific function is not performed by one of the responsible persons, it is imperative that the others on board share the function until that person redeems himself or is replaced.
Communkations under shipboard culture
Since commitment starts at the top, it is the first part of the ship's culture needed to bring a multicultural crew together. Here we must remember that the ideal form of organization is in the human body.
Paving the path towards managing social responsibilities
It is important to ensure that there is a proper procedure for taking over and handing over con. Immediately, it is absurd that something that we can see right in front of us should be conveyed by a series of words, which must be so painstakingly unraveled at the other end.
Taking over from a previous master
When writing a report, start with the summary that provides an overview of the content. Finally, it's always helpful to state what kind of response you're looking for and by what date.
Contingencies
Second, always try to provide numerical and, where necessary, measurement data. Think carefully about what the report will be used for and check it with the chief engineer or officer to see if it meets the requirements. The great opportunity of satellite connections is that they can evolve completely new management systems with the help of computers.
Problem solving
Motivation
Discipline
Crime
Like a business, it's a good idea to do some sensible PR to make sure the crew has the right facts. The problem with the press is that they like a story, and it's a better story if they can find a bogey to blame.
Interviews
Running a meeting
He ()if she makes sure that the meeting he will preside over is properly convened. When conducting the meeting, the order of the agenda items should be followed.
Chapter 27
PORT PROCEDURES
At this stage, we try to pave the way as much as possible for the ship and those who will. The worst thing will be when after sending your plans the terminal doesn't respond and when you arrive it will ask to change the whole plan.
PICKING UP THE PILOT
When there is a pilot on board, the general rule is that it is the responsibility of the master, officers and other members of the crew to pass on all relevant information, including deficiencies and special circumstances, to the pilot and to keep a proper lookout. The fact that a pilot has gained control of the ship for navigation purposes does not mean that the pilot has replaced the master.
NAVIGATION IN PILOTAGE WATERS
Standards of pilotage
The pilot expects the master to be able to comment on the behavior of the ship in various situations. The master's special knowledge of his ship should complement the pilot's local expertise.
Bridge organisation
Some of the available piloting techniques may not be evident in the documentation available on board and should be included in the pilot's plan. Local knowledge is essential in such an area and a well-defined tidal window should be established using experience of the behavior of such draft vessels.
WHAT THE SALVAGE TUG WILL WANT TO KNOW IN THE EVENT OF DAMAGE
With the tow connection prepared, the tug will usually land firefighters and salvage/fire pumps aboard the casualty to institute Irre border controls. Observe and estimate the drift of the casualty himself and relate drift and casualty behavior to his previous ideas.
