Professional Documents
Culture Documents
A1
SHIP IDENTITY Name Ships agent Cargo type Call sign Year built Ship type Flag IMO No Last port
ADDITIONAL COMMUNICATION INFORMATION Fax PILOT BOARDING Date/ETA Boarding station (if there is more than one) SHIP PARTICULARS Draught fwd Air draught Displacement ANCHORS Port anchor Stbd anchor (length of cable available) Dwt Draught aft Length Gross Draught amidships Beam Net (salt water) (UTC/LT) Freeboard Telex Other
MANOEUVRING DETAILS AT CURRENT CONDITION Full speed Slow speed Propeller direction of turn Number of propellers MAIN ENGINE DETAILS Type of engine motor / turbine / other Max. number of engine starts Time from full ahead to full astern Half speed Min. steering speed left / right Controllable pitch yes / no Number of aft thrusters
A2
SHIP REQUESTING PILOTAGE DETAILS Ship Name ORIGINATING AUTHORITY Contact name Other means of contact PILOT BOARDING INSTRUCTIONS Date/arrival time at pilot boarding station Position pilot will board Embarkation side port / starboard / TBA Approach course and speed (UTC/LT) VHF channel Call sign
Requested boarding arrangement BERTH AND TUG DETAILS Intended berth and berthing prospects Side alongside port / starboard Estimated transit time to berth Number of tugs Total bollard pull
LOCAL WEATHER AND SEA CONDITIONS at the pilot boarding station on arrival Tidal information Expected currents Forecast weather DETAILS OF THE PASSAGE PLAN including abort points/emergency plans (heights/times)
A3
Pilot card
Call sign (tonnes) Deadweight (m) Breadth (m) Draught aft (shackles) Stbd anchor
m m
(tonnes) Year built (m) Bulbous bow (m) Draught amidships yes / no (m)
rpm/pitch Full ahead Half ahead Slow ahead Dead slow ahead Dead slow astern Slow astern Half astern Full astern
A4
Wheelhouse poster
Ships name....................................................... Call sign......................Gross tonnage.......................Net tonnage........................ Max. displacement................tonnes, and Deadweight................tonnes, and Block coefcient................at summer full load draught
STEERING PARTICULARS
Draught at which the manoeuvring data were obtained Type of rudder(s) ________________________________ ___________ Maximum rudder angle Time hard-over to hard-over with one power unit with two power units Minimum speed to maintain course propeller stopped Rudder angle for neutral effect ___________s ___________s _______knots ___________ Port Starboard Stern
ANCHOR CHAIN
No. of shackles Max. rate of heaving (min/shackle)
(1 shackle = ______m/______fathoms)
PROPULSION PARTICULARS
Type of engine ______, ___kW (___HP). Type of propeller ______ Engine order Full sea speed Full ahead Half ahead Slow ahead Dead slow ahead Dead slow astern Slow astern Half astern Critical revolutions ___rpm Minimum rpm ___ ___knots ___rpm Time limit astern Time limit at min. rev.___rpm Emergency full ahead ___s to full astern ___s Stop to full astern Astern power ___% ahead Max. no. of ___ consecutive starts Combined Rpm/pitch setting Speed (knots) Loaded Ballast Bow Stern Thruster
Full astern
PERFORMANCE MAY DIFFER FROM THIS RECORD DUE TO ENVIRONMENTAL, HULL AND LOADING CONDITIONS
Reference: IMO Resolution A.601(15) Provision and display of manoeuvring information on board ships
A5
NO!
NO!
No shackles No knots No splices
NO!
The steps must be equally spaced
Guard ring
NO!
The steps must be horizontal
Should lead aft Maximum 55 slope Lower platform horizontal Rigid handrails preferred 3 to 7 metres depending on size of pilot launch and height of swell
A PILOT LADDER COMBINED 0.5m WITH AN ACCOMMODATION LADDER i s usually the safer
method of embarking or disembarking a pilot on ships with a freeboard of more than 9 metres
Flexible part
NO!
Spreaders must not be lashed between steps
2m
NO!
The side ropes must be equally spaced
A pilot hoist made and rigged in accordance with SOLAS Chapter V, together with a pilot ladder rigged alongside for immediate transfer, may be used subject to agreement between the Master and the Pilot. It should be noted that the distance between the nearest side ropes of the pilot hoist and pilot ladder will be at least 1.4 metres.
NO!
The loops are a tripping hazard for the pilot and can become foul of the pilot launch
NO!
Very dangerous ladder too long 5th step must be a spreader
Responsible of cer
AT NIGHT
Height required by pilot Lifebuoy with self-igniting light NO OBSTRUCTIONS
Pilot ladder and ships deck lit by forward shining overside light
Approved by I.M.O.
March 2001
A6
Terrestrial radiocommunication The distress alert may be sent using digital selective calling (DSC) on one or more of the following frequencies which are dedicated exclusively to the purpose: VHF MF HF HF HF HF HF Channel 70 2187.5 kHz 4207.5 kHz 6312 kHz 8414.5 kHz 12577 kHz 16804.5 kHz
on which frequency the follow-up distress message will be transmitted; and the mode of transmission (telephony or telex).
The frequencies that should be used for the follow-up distress message: Radio Telephone (R/T) Channel 16 VHF 2182 kHz 4125 kHz 6215 kHz 8291 kHz 12290 kHz 16420 kHz 2174.5 kHz 4177.5 kHz 6268 kHz 8376.5 kHz 12520 kHz 16695 kHz Radio Telex
Satellite radiocommunication The distress alert by satellite should be transmitted, with absolute priority, to a Rescue Co-ordination Centre (RCC).
A7
Manual steering positions The steering gear should be tested at all the manual steering positions on the bridge: o after prolonged use of the autopilot; o once per watch; o before entering coastal waters. Multiple steering gear power units In coastal waters, use more than one steering gear power unit when such units are capable of simultaneous operation. Before departure from port Shortly before departure, check and test the steering gear including, as applicable, the operation of the following: o the main steering gear; o the auxiliary steering gear; o the remote steering control systems; o the main steering position on the bridge; o the emergency power supply; o the rudder angle indicators in relation to actual rudder position; o the remote steering gear control system power failure alarms; o the steering gear power unit failure alarms; and o automatic isolating arrangements and other automatic equipment. Checks and tests Checks and tests should include: o the full rudder movement according to the required capabilities of the steering gear; o the timing of rudder movement from hardover-to-hardover, using each steering gear power unit singly and together, to ensure consistency with previous tests; o a visual inspection of the steering gear and its connecting linkage; and o the operation of the means of communication between the bridge and the steering gear compartment. Changeover procedures All officers concerned with the operation or maintenance of the steering gear should acquaint themselves with the changeover procedures. The regular testing of manual steering should be an opportunity for all bridge team members to test and practise procedures for changeover between different modes, as appropriate. Typically these will include: o Auto Track Keeping to Auto Pilot; o Auto Pilot to Hand Steering; o Hand Steering to Non Follow-Up; o Hand Steering to Emergency Steering. Emergency steering drills Emergency steering drills should take place at least every three months and must include direct control from within the steering gear compartment, the communications procedure with the bridge and, where applicable, the operation of alternative power supplies. Records The dates on which these checks and tests are conducted, and the date and details of emergency steering drills carried out, must be recorded in the log book.
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