Dear All , I thank you very much for all your queries on my Social media and whats app Groups ( where and which we have 6 groups opened for your feedback and Queries ). Moreover this Particular Lecture , Besides my regular Audiences has also been Requested by the Reputed Companies to impart such Knowledge . Please note Vessels like car carriers and or RORO have very high windage area as well as have GM problems in laden as well as in Ballast condition. In our Lecture No -19 we have Explained in details of How to berth the Car Carrier /RORO , experiencing Onshore winds ( On her Starboard side ) with use of Starboard Anchor . All the Maneuvers along with calculation of windage area in a graphical presentation have been detailed Accordingly ,along with the Approach area and all Critical Aspects have been explained in a comprehensive manner . Please do send us your feedback , which most certainly is very much required to customize and improvise the next lecture catering
INR 1064
This gives me the utmost pleasure and at the same time an opportunity to thank my Followers ,Audiences and Students without whom this Launch and or venture could not have been successful . As per the queries Rec'd i have Imparted the Training with Following Scenarios and the approaches to SBM have been Explained at Length Accordingly . SCENARIO -1 : SW'LY WIND FORCE B/F 20-25 KTS X CURRENT SW'LY 1.5 KTS. APPROACH TO SBM FROM SE'LY CORNER AS DEPICTED. SCENARIO-2 : SW'LY WIND FORCE B/F 20-25 KTS X CURRENT NLY 1.5 KTS. APPROACH TO SBM FROM SWLY CORNER AS DEPICTED.AND THERE AFTER TURNING AROUND FINAL APPROACH TO SBM ON SW'LY HEADING . THE EFFECT OF WINDAGE AREAS ON LADEN AS WELL AS BALLAT TANKERS HAVE ALSO BEEN EXPLAINED AND APPROACHED ACCORDINGLY AMENDED FOR BALLAST AND LADEN TANKER ACCORDINGLY. EFFECT OF LESS UKC ON A DEEP DRAFT VESSEL FOR A LADEN TANKER IS ALSO EXPLAINED ACCORDINGLY.
INR 1064
The Importance of Pivot Axis ,Windage Area and Trim Restrictions as far as the SBM and SPM Manoeuvre is Concerned, has been Explained in Details . In particular Importance of PIVOT POINT/PIVOT AXIS in correlation with Windage are and how does it affects and hampers the Vessel's Maneuverability during the Final Approaches to SBM/SPM. The shift of Pivot Axis along with Different Manoeuvres along with Trim Restrictions has been also Explained Accordingly. More importantly the Catapult Manoeuvre and its Importance has also been Explained which Perhaps may not be found in any Book an or Publications
INR 1064
CBM and MBM is though is a Primitive method of Mooring the Vessel on Buoys , However same is still Prevalent even until today especially where ever due to the Topography of port it may not be possible to build the berth and or terminals even in cognizance with the Environments around may pose some restrictions . The Method or CBM & MBM is still a very much prevalent and acceptable method to MOOR the Vessels on Conventional Buoy Moorings . The above Mooring Techniques requires special Skills of Pilot or Mooring Master As well as his know how of local knowledge as far as Tide Current ,Wind and weather constraints respectively . Since the above moore is to be carried out in Calm weather conditions as well as exercising Prudence and diligence towards the safety of Navigation. Hence the facts of Matters to be appreciated , the Author has Imparted all the Practical and critical aspects of the manoeuvres with his personal and Pragmatic experience and no bookish knowledge . Hence candidate concerned , after viewing the above lectures , if She/He has any doubts , the author can be contacted.
INR 1064
Here in the Author has Explained Standing Moor and Running Moor ,along with the distinction . which the Audience/Student will appreciate has not been Explained in any of the publication and or can be found on the Google search and or net. As all the Structured Training has Been Imparted With due regard with First hand Information and on Pragmatic and Practical Experience basis, which has been Tried and Tested without any Hypothesis and or Bookish Knowledge. Standing Moor is Carried out By initially Lowering the Leeward Anchor as the Effect of Tide being Strong and Port Anchor in this Scenario Becomes Riding Anchor as Explained in the Lecture with reference to the Weather Projected in the Subject Lecture / Running Moor is carried out Vessel Beaming Broadside on the Windward .in this case starboard Side as Depicted , and as shown with clarity of manoeuvre . In this case the Stbd Anchor Becomes Riding Anchor.
INR 1064
The main concept is of approaching the berth without any assistance of tug, during strong onshore winds in a controlled manner laterally. Where the Master & Pilot decide of rigging up the tackle on offshore side (windward side), with anchor and a strong wire rope lead from poop deck. The tackle is rigged to the offshore anchor's "ganger length" and there after a controlled manoeuvre was carried out, after aligning the vessel parallel to berth, prior to approaching. All above has been explained in a very pragmatic manner, with factual, first in-hand practical experience along with calculations. I'm sure once the candidate watches it, she /he, will not have any doubt thereafter on the subject matter. However your feedback and queries have always been appreciated, as a food for thought for me to facilitate the cause, which can help you even especially, newly promoted Masters, C/O lined up for command as well as ASM candidates as far as their oral examination/viva is concerned.
INR 1064
Presentation of an exclusive insight of " Mediterranean Mooring " ( also termed as MED- Moor) all based on Self's Practical Knowledge Experience of Ship Handling & Manoeuvring techniques. Which have been demonstrated with a proven Track records along with angle of Appraoch , since the Med-Moor,is carried out Mainly Mooring the Vessel Perpendicular to the wharf , used for Carcarriers and Tankers , with in constarints & Scarcity of Mooring space , Draft and Depth , as well as in the Proximity of the Navigational hazards .Therefore Pre-Approach Riskassessment is carried out in Concurrence with a specific and Factual Approach/Mooring plan. However Criticality of the operations lie especially, for tankers and unique Approach is to be carried out ,for not only Coming Perpendicular to the Wharf but at the same time ensuring with calculations as far as the Positive Identification of Hose Connection Locations are concerned , with Respect to the Vessel's Beam and L.O.A , & same are to be ascertained in advance prior to the execution of Manoeuvre .
INR 1064
This course is for all personnel handling or dealing with Dangerous Cargo under the International Maritime Dangerous Goods (IMDG) Code. This part of the course covers the ‘Marking and Labelling’ of Dangerous goods, as required by the Regulations and sensitises every operator of the package contents, which will ensure them to handle goods appropriately for Safety and Health Purposes.
Free
This course is for All Seafarers enabling them to respond quickly to medical emergencies on board. It’s a simple guide to providing First Aid to a casualty without causing any harm to the victim before any medical assistance is received. While it is important to know the Do's of handling a medical emergency, it is more important to understand the Don'ts so that the situation does not worsen.
Free
Sampling is an integral part of Cargo Survey onboard Oil Tankers. Since Oil Tankers carry Dangerous Cargoes with presence of highly toxic gases, the cargo sampling procedure is a job of a specialist. This course is a guidance to All Ship surveyors on the process of Cargo Sampling and includes all Safety precautions one must follow onboard while Sampling. It also includes the DOs & DONTs of Sampling onboard an Oil Tanker Ship.
Free