What positions are there on the ship. Who is who on the ship. What should be the captain of the ship
Chapter IV. The crew of the ship. Vessel captain
§ 1. The crew of the vessel
Article 52
1. The ship's crew includes the captain of the ship, other officers of the ship and the ship's crew.
2. In addition to the captain of the ship, the command staff of the ship includes assistants to the captain of the ship, mechanics, electromechanics, radio specialists and doctors. The federal executive authority in the field of transport, the federal executive authority in the field of fisheries and other federal executive authorities may also include other specialists in the command staff of the vessel.
3. The ship's crew consists of persons who are not related to the ship's command staff.
4. The crew of a recreational craft may consist of one person who is the skipper of a recreational craft.
Article 53
1. Every ship must have on board a crew whose members are suitably qualified and sufficient in number to:
1) ensuring the safety of navigation of the ship, protection of the marine environment;
2) fulfillment of the requirements for observing working hours on board the vessel;
3) prevention of overloading of ship's crew members with work.
2. The certificate of the minimum composition of the ship's crew ensuring safety is issued by the captain of the seaport in accordance with the regulation approved by the federal executive authority in the field of transport in agreement with the relevant all-Russian trade unions.
When exercising control in seaports, the compliance of the composition of the ship's crew with the data contained in the certificate of the minimum composition of the ship's crew ensuring safety is a confirmation that the ship is manned by a crew ensuring the safety of the ship's navigation.
Article 54
1. Persons who have diplomas and qualification certificates established by the regulation on certification of ship crew members, approved by the federal executive body authorized by the Government of the Russian Federation, are allowed to occupy the positions of members of the ship's crew.
2. Diplomas and qualification certificates to ship crew members are issued by sea port captains if the ship crew members meet the requirements for the length of service on the ship, age, health status, professional training established by the regulation specified in paragraph 1 of this article, and based on the results of knowledge testing by qualification commissions . The list of seaports in which diplomas and qualification certificates are issued to ship crew members is established by the federal executive authority in the field of transport.
3. Diplomas of captains of ships, diplomas of officers of the ships specified in the first paragraph of paragraph 1 of this article, diplomas and qualification certificates of crew members of ships used for fishing are considered valid if there are confirmations of seaport captains certifying the issuance of such diplomas and qualification certificates in in accordance with established requirements.
4. Diplomas and qualification certificates may be withdrawn or annulled or their validity may be suspended by the seaport master who issued the diploma or qualification certificate in cases of direct threat to human life, safety of property at sea or damage to the marine environment due to incompetence, actions or inaction of members crews of ships in the performance of their duties in accordance with their diplomas and qualification certificates, as well as in order to prevent fraud.
5. The confirmations provided for in paragraph 3 of this article shall become invalid upon the expiration of the validity of the confirmed diploma, qualification certificate, their withdrawal or cancellation or suspension of their validity in accordance with paragraph 4 of this article.
Information about changes:
Article 54 was supplemented by paragraph 6 from December 31, 2017 - Federal Law of December 20, 2017 N 400-FZ
6. The procedure for issuing diplomas and qualification certificates for ship crew members, confirmations provided for in paragraph 3 of this article, in the form electronic documents, as well as the procedure for their centralized accounting in electronic form, informing interested parties at their request about the status of diplomas, qualification certificates and confirmations is approved by the federal executive body in the field of transport.
Article 55
1. Persons applying for admission to work on board a ship are required to undergo a preliminary medical examination, which includes chemical and toxicological studies of the presence of narcotic drugs, psychotropic substances and their metabolites in the human body. Persons admitted to work on a ship are required to undergo such a medical examination annually.
2. The list of diseases preventing work on board a ship is determined by the Government of the Russian Federation. The procedure for conducting a medical examination and the form of a medical report on the absence of medical contraindications to work on a ship are established by the federal executive body responsible for developing state policy and legal regulation in the field of healthcare, in agreement with the federal executive body in the field of transport.
Article 55.1. Seafarer's identity card
1. Registration, issuance and use of a sailor's identity card are carried out in the manner established by the Government of the Russian Federation, taking into account the requirements provided for by this article.
2. A seafarer's identity card is not issued and is not issued to a person included in the list of organizations and individuals provided for by Article 6 of the Federal Law of August 7, 2001 N 115-FZ "On Counteracting the Legalization (Laundering) of Proceeds from Crime and the Financing of Terrorism" in respect of which there is information about their involvement in extremist activities or terrorism.
When a person who has previously been issued a seafarer's identity card is included in the list of organizations and individuals in respect of which there is information about their involvement in extremist activities or terrorism, the seafarer's identity card belonging to the said person shall not be applied and subject to withdrawal.
Article 56
1. The crew of a ship flying the State Flag of the Russian Federation, in addition to citizens of the Russian Federation, may include foreign citizens and stateless persons who cannot hold the positions of ship captain, chief mate, chief engineer and radio specialist.
2. The conditions under which foreign citizens and stateless persons may be part of the crew of a vessel, with the exception of a vessel of the fishing fleet, are determined by the federal executive authority in the field of transport, in the composition of the crew of a vessel of the fishing fleet - by the federal executive authority in the field of fisheries in accordance with the legislation of the Russian Federation on the attraction and use of labor in the Russian Federation foreign citizens and stateless persons.
Article 57 Labor Relations on board
1. Labor relations of ship crew members are governed by the Labor Code of the Russian Federation, other federal laws adopted in accordance with it and other regulatory legal acts of the Russian Federation, including this Code and charters for service on ships, local regulations containing labor law norms, as well as agreements , collective agreements and employment contracts.
2. None of the members of the ship's crew may be employed on the ship without the consent of the captain of the ship.
3. The charter of service on ships, with the exception of ships of the fishing fleet, is approved by the federal executive body in the field of transport, the charter of service on ships of the fishing fleet - by the federal executive body in the field of fisheries.
Information about changes:
Federal Law No. 230-FZ of July 13, 2015 supplemented Article 57 of this Code with Item 4
4. Persons who have not passed a medical examination, as well as persons subjected to administrative punishment for the consumption of narcotic drugs or psychotropic substances without a doctor's prescription or new potentially dangerous psychoactive substances, are not allowed to work on board until the expiration of the period during which the person is considered subjected to administrative punishment.
Information about changes:
Federal Law No. 230-FZ of July 13, 2015 supplemented Article 57 of this Code with Item 5
5. Along with the grounds for termination of an employment contract at the initiative of the employer, established by labor legislation, an employment contract with a person admitted to work on a ship may be terminated during the period when the person is considered punished for committing an administrative offense related to the consumption of narcotic drugs or psychotropic substances without a doctor's prescription or new potentially dangerous psychoactive substances, as well as if the specified person has not passed a medical examination in accordance with the established procedure.
Article 58. Repatriation of crew members
1. Members of the ship's crew shall have the right to repatriation in the event of:
1) expiration outside the Russian Federation of the term of an employment contract concluded for a specific period or for a specific flight;
2) termination of the employment contract at the initiative of the shipowner or a member of the ship's crew after the expiration of the period specified in the notification made in accordance with the employment contract;
3) shipwrecks;
4) diseases or injuries requiring treatment outside the vessel;
5) the inability of the shipowner to fulfill his obligations in relation to the members of the ship's crew, provided for by law or other legal acts of the Russian Federation or labor contracts, due to bankruptcy, sale of the ship or change in the state of registration of the ship;
6) sending the ship without the consent of the ship's crew members to the zone of military operations or the zone of epidemiological danger;
7) the expiration of the maximum period of work of a ship's crew member on board the ship, determined by the collective agreement.
2. Repatriation, at the request of a member of the ship's crew, is carried out to the state in which he lives, to the port in which he was hired on the ship or which is indicated in the collective agreement, or to any other point specified when hiring a member of the ship's crew.
3. The shipowner is obliged to organize proper and prompt repatriation. Repatriation is carried out by air transport.
4. The costs of repatriation shall be borne by the shipowner.
Repatriation costs include:
1) fee for:
travel of a ship's crew member to the place of repatriation specified in paragraph 2 of this article;
meals and accommodation for a ship's crew member from the moment the crew member leaves the ship until the moment when the ship's crew member arrives at the place of repatriation;
treatment of a member of the ship's crew, if necessary, until the member of the ship's crew, for health reasons, is fit to move to the place of repatriation;
transportation of 30 kilograms of baggage of a crew member to the place of repatriation;
2) wages and benefits from the moment when a crew member leaves the ship and until the moment when a ship crew member arrives at the place of repatriation, if this is provided for by the collective agreement.
5. In the event that the reasons that caused the repatriation of a ship's crew member arose through the fault of a ship's crew member in the performance of his labor duties, the shipowner has the right to reimbursement of repatriation expenses in accordance with the labor legislation of the Russian Federation.
Article 59. Property of a crew member
In the event of the loss of property of a ship's crew member or damage to such property as a result of an accident with the ship, the shipowner is obliged to compensate the damage caused to the ship's crew member. Damage caused to the property of a crew member who is guilty of an accident with a ship is not subject to compensation.
Article 60. Obligations of the shipowner
1. The shipowner is obliged to provide the members of the ship's crew with:
safe working conditions;
protecting their health;
Availability life-saving appliances;
an uninterrupted supply of food and water;
availability of adequate facilities (cabins, canteens, sanitary facilities, medical stations and recreation facilities);
cultural and community service.
2. The shipowner is obliged to insure:
wages and other amounts due to members of the ship's crew, including repatriation costs;
life and health of the ship's crew members in the performance of their duties.
§ 2. Master of the vessel
Article 61
The captain of the vessel is entrusted with the management of the vessel, including navigation, taking measures to ensure the safety of navigation of the vessel, protect the marine environment, maintain order on the vessel, prevent harm to the vessel, people and cargo on board.
Article 62 Duty to render assistance to any person in distress at sea
1. The captain of the ship is obliged, if he can do this without serious danger to his ship and the people on it, to provide assistance to any person in distress at sea.
2. For violation of the obligation specified in paragraph 1 of this article, the captain of the vessel shall bear criminal liability in accordance with the criminal legislation of the Russian Federation.
Article 63. Obligation to provide assistance after a collision of ships
1. The captain of each of the colliding ships is obliged after their collision, if he can do it without serious danger to his passengers, members of the ship's crew and his own ship, to render assistance to the other ship, its passengers and members of its crew.
2. Masters of ships are obliged, if possible, to communicate to each other the names of their ships, their ports of registration, as well as the ports of departure and destination.
3. The shipowner shall not be liable for the violation by the captain of the ship of the obligations specified in paragraphs 1 and 2 of this article.
Article 64
If a person on board a ship needs urgent medical care that cannot be provided while the ship is at sea, the captain of the ship is obliged to call at the nearest port or take measures to deliver such a person to the nearest port with notification of this shipowner; when a ship enters a foreign port or delivers such a person to a foreign port, also notifying the consular institution of the Russian Federation.
Article 65
In case of hostilities in the area of location of the port of departure or port of destination of the ship or in the area through which the ship must pass, as well as in other cases of military danger, the captain of the ship is obliged to take all measures to prevent the destruction, damage and capture of the ship, people on it, documents, as well as cargo and other property.
Article 66. Abandonment of a ship by its crew
If, in the opinion of the captain of the ship, the ship is threatened with imminent death, the captain of the ship allows the crew members to leave the ship after taking all measures to save the passengers on board. The captain of the ship is the last to leave the ship after taking measures depending on him to save the ship's log, engine log and radio log, charts of this voyage, navigational tapes, documents and valuables.
Article 67. Maintenance of order on board
1. Orders of the captain of the ship within the limits of his authority shall be subject to execution by all persons on the ship.
2. The ship's captain, in agreement with the shipowner, has the right to apply incentives to the ship's crew members and impose disciplinary sanctions on the ship's crew members, remove any ship's crew member from the performance of their duties in cases and in the manner provided for by federal laws and other regulatory legal acts Russian Federation.
3. The captain of the ship has the right to isolate a person whose actions do not contain signs of a crime provided for by the criminal legislation of the Russian Federation, but pose a threat to the safety of the ship or the people and property on it.
Article 68
Article 69.1. Actions of the captain of the ship in relation to persons who have committed crimes against the safety of maritime navigation
The ship's captain may transfer to the competent authorities of a foreign state, if it is provided for by an international treaty of the Russian Federation, a person in respect of whom the ship's captain has reasonable grounds to believe that he has committed a crime directed against the safety of maritime navigation, with the exception of a citizen of the Russian Federation, and also constantly stateless person living in the Russian Federation. In this case, the captain of the ship, if possible, before the ship enters the territorial sea of a foreign state, is obliged to send, if it is practicable, to its competent authorities a notification of his intention to transfer such a person to them and the reasons for his transfer, as well as provide the indicated authorities with the available evidence.
Article 70
1. The captain of the ship has the right to certify the will of a person who is on board the ship during the voyage. A will certified by the captain of the vessel is equivalent to a notarized one.
2. The captain of the ship is obliged to make an entry in the ship's logbook about each case of the birth of a child on the ship and about each case of death on the ship.
3. The captain of the ship is obliged to notify one of the close relatives of the deceased or the spouse of the deceased about his death and take measures to preserve and send the body of the deceased to his homeland. In the absence of such an opportunity, the captain of the ship is obliged to bury the body of the deceased or cremate him and send the urn with the ashes to his homeland.
In an exceptional case, if the ship has to stay on the high seas for a long time and the body of the deceased cannot be preserved, the captain of the ship has the right to transfer the body of the deceased to the sea in accordance with maritime customs with the drawing up of an appropriate act.
4. The master of the ship shall ensure the compilation of an inventory and the safety of the property of the deceased on the ship until the transfer of such property in accordance with the inventory to the captain of the first port of the Russian Federation, into which the ship will call.
Article 71
The captain of the ship, by virtue of his official position, is recognized as a representative of the shipowner and cargo owner in respect of transactions necessary in connection with the needs of the ship, cargo or navigation, as well as claims relating to the property entrusted to the captain of the ship, if there are no other representatives of the shipowner or cargo owner in place.
Article 72
1. If during the voyage there is an urgent need for money for the continuation of the voyage, in particular for the repair of the ship or the maintenance of the ship’s crew members, the captain of the ship has the right, if there is no opportunity or time to receive the shipowner’s order, to sell a part of the property entrusted to the captain of the ship, which is not necessary to continue sailing.
The captain of the ship is obliged to choose the method of acquiring funds for the continuation of the voyage, which is the least unprofitable for the shipowner and cargo owner.
2. The shipowner shall reimburse the cost of the sold cargo to its owner, except in cases where the losses caused by the sale of the cargo fall under the signs of general average or the sale of the cargo was carried out only in the interests of the cargo.
Article 73
In the event of death, illness, or any other reason that prevents the captain of the ship from performing his official duties, the duties of the captain of the ship, until the order of the shipowner is received, are assigned to the chief assistant to the captain of the ship.
The difficult but noble work of a sailor has long been fanned with romance. What is it - the romance of the sea? Fighting a fierce storm with the wind whistling in gear? Opportunity to see exotic countries? The difference between the life of a sailor and the everyday life of people of earthly professions? Or maybe there is no romance, maybe our imagination remains captivated by the old impressions from the heroes of books about brave sailors?
Indeed, the vast majority of today's sailors have not had to discover hitherto unknown lands, fight giant sea animals, or live on a desert island after a shipwreck. At the same time, making long voyages, visiting different countries of the world, a sailor constantly learns a lot of new and interesting things for himself. Acquaintance with the sights of cities, history, culture
tour, the customs of certain peoples spiritually enriches a person, expands his horizons. If we take into account that the vessels of the fishing fleet can be found in all areas oceans, from the Arctic to the Antarctic seas, it is not surprising that in the lexicon of sailors there are names that awaken our imagination. And doesn’t it smell of romance from stories about visiting the ports of distant countries, about the passage panama canal or tuna fishing in the Gulf of Guinea? Of course, real sailors should not be confused with those who dress up as "sea wolves", speaking in unthinkable jargon and putting on foreign rags with inscriptions, the meaning of which they do not always understand.
Yes, there is romance in the maritime profession. It is akin to the romance of the builders of Komsomolsk-on-Amur and the pioneers of BAM, the polar explorers of the drifting stations "North Pole" and the first virgin lands.
All of them are united by something in common - both the hard work associated with the struggle with the elements, the forces of nature, and the unpredictability of the coming day, which can bring something new, enrich with fresh impressions or require a person to mobilize moral and physical strength.
Not just a dreamer becomes a real sailor, but one who is able to subordinate his desires to the interests of a common cause, who is not afraid of exhausting work, who can endure separation from those closest to him for many months.
The captain has been and remains the central figure in any fleet of the world.
Great geographical discoveries and record races across the ocean, heroic drifts and winterings, the development of new lands and the development of trade are associated with the names of the captains.
Much respect Soviet people enjoyed by fleet captains of the fishing industry. It was they who participated in many months of long-distance fishing expeditions, mastering active fishing in the open seas of the World Ocean. It was their heroic work and professional skill that contributed to the introduction of advanced fishing methods, the mastery of new sonar search equipment and commercial fishing techniques. It was they who brought up thousands of fishermen who worthily continue the glorious traditions of the workers of the sea.
The homeland highly appreciated the work of the captains for their dedication, innovation and high performance in fulfilling the plans of the country's fishing industry. Many of them were awarded orders and medals, the best of the best were awarded the title of Hero of Socialist Labor. Many vessels of the fishing industry bear the names of outstanding captains. In the Black Sea basin, one of the modern supertrawlers is named after the famous whaler, captain and harpooner, Hero of Socialist Labor A.N. Purgin. Large freezing fishing trawlers bear on board the names of the Heroes of Socialist Labor of the Sakhalin captain N.V. Red kokashi and Kamchatka captain I. I. Malyakin. The production and fishing refrigerator was named after N. E. Skornyakov, the founder of the Stakhanov movement in the Soviet fishing fleet. The name of the Hero of Socialist Labor A. Ya. Maklakov is a large autonomous trawler.
The names of captains are also immortalized in geographical names. Thus, in the Barents Sea, the fishing banks Demidovskaya and Kopytovskaya are named after their discoverers - the captains of the Murmansk trawl fleet N. I. Demidov and S. D. Kopytov. Streets in Murmansk are named after captains Egorov, Burkov, Taran, Kopytov.
Captains, as heads of fishing operations, responsible for fulfilling the production plans of vessels, are assigned the main role in solving the problem set by the XXVI Congress of the CPSU - to increase the volume of marketable fish products, including canned food, by 10-12% in 1981-1985.
The captain is endowed with great rights, but the demand from him is special. Before rising to the top rung of the job ladder, he sails for many years as an assistant to the captain, starting with the youngest.
To successfully cope with navigator's duties, you need to have certain psychophysiological qualities. Some of them are common to people of all professions, while others are typical only for navigators. A conscientious attitude to work, a sense of duty and diligence are required from any of us, no matter what category of workers we belong to, although someone lacks this. But what can the absence of these qualities in a navigator lead to? After all, the captain is trusted to command the ship, the cost of which is several million rubles. The life and health of dozens of people who make up the crew depend on how the watch navigator treats his official duties, how carefully he lays the path of the ship, accurately determines its location, and correctly chooses a maneuver to diverge from other ships. Errors in arithmetic calculations, forgetfulness, hope "at random" for workers onshore professions should also not be unpunished, but for navigators they are simply unacceptable,
Here is one typical example. In September 1975, the fishing trawler "Severomorsk" of the Murmansk Trawl Fleet was on a search voyage. When determining the position of the vessel using a radar station, the third assistant to the captain mistakenly took one island for another. As a result, RT "Severomorsk" ran aground at medium speed. The actual position of the ship turned out to be 12 miles away from the calculated one. It took about a day to refloat. The ship, accompanied by a rescuer, arrived at the port, where it was discovered that the keel, the bottom of the hull and the rudder bearing were seriously damaged.
As practice shows, the main causes of accidents at sea are not the forces of nature, but the mistakes and violations committed by navigators. Errors are most often found not when performing complex and time-consuming calculations, but in the simplest arithmetic operations. But the consequences of such mistakes are not diminished by this.
It is generally accepted that dangers lie in wait for a ship while sailing. However, the carelessness of the navigator can lead to tragic consequences when anchoring near the shore.
In October 1974, the large freezing fishing trawler Cape Lazarev of the Sakhalinpromryba Department of Oceanic Fisheries, after the end of the voyage, arrived for repairs at the port of Petropavlovsk-Kamchatsky and anchored in Avacha Bay at a distance of 7 cables from the shore (1 cable = 185.2 m) . A storm warning was received from the dispatcher of the sea fishing port, where it was reported that a wind of 10-11 points was expected. The captain's assistant on duty, instead of ensuring constant monitoring of the environment, systematically monitoring the ship's position, preventing it from drifting, went to bed in the chart house (it happened at night). Seeing such complacency of the assistant captain, the sailor on duty also weakened his observation of the surrounding situation. As a result of the poor organization of the watch service, the ship's drift was not detected in time, and the Cape Lazarev BMRT was thrown onto the rocks. Due to the accident, the ship was damaged in the underwater part of the hull on an area of about 180 square meters, and the steering gear was also damaged. Repair losses amounted to 38,000 rubles.
The captain of the ship occupies an exceptional position. He does not keep watch, does not supply food, spare parts to the ship's engine, does not correct navigational charts and manuals, does not receive skipper's property. All these duties are distributed among ship specialists. However, if the ship has an accident, does not fulfill the plan, any incident occurs, the entire responsibility lies with the captain.
Independently making this or that decision, the captain does not forget for a minute that upon his return, each of his actions will be considered and evaluated by the authorities on the shore. Therefore, the best solution must not only be the best for the given situation at sea, but recognized as such by the officials to whom he is accountable.
The business qualities of the captain leave their mark on the life of the crew, work and its results. The captain must be patient, careful, self-critical. Capriciousness, susceptibility to mood should not affect subordinates. Self-control and endurance have a positive effect on people, contribute to the creation of a favorable psychological climate in a team in a limited area, such as a sea vessel.
Among the qualities that navigators should be endowed with, not the last place is occupied by the speed of reaction - the ability to quickly make decisions when the environment changes. Failure to take early action to avoid a collision and incorrect maneuvering at a crucial moment lead to severe accidents.
The foregoing does not mean that self-control and determination can replace the lack of experience, knowledge and skills. On the contrary, it is knowledge and experience that make it possible to correctly assess the situation that has arisen, to ensure the correctness of the decision being made. Where an unprepared navigator gets excited and confused, a specialist acts confidently and calmly.
Such moral qualities as a sense of duty and responsibility are of great importance for the successful activity of a navigator. In combination with excellent professional training and psychological data, these qualities allow the navigator to mobilize his strength and abilities to the maximum in extremely difficult and dangerous situations. History knows many examples of the selfless heroism of Soviet sailors, whose actions exceeded human capabilities, if high goals required it.
When swimming, situations often arise that require the ability to concentrate attention and quickly switch it from one object to another. So, when fishing in big group vessels, the captain must be able to assess the situation, highlighting such potentially dangerous vessels with which a collision or traction with fishing gear is not ruled out. As the position of the courts changes, some ships leave the field of his attention and others attract attention. At the same time, one's own vessel, the position of the towed trawl, its opening, the degree of filling with fish, etc., remain under unremitting control.
IN long flight under the influence of external adverse factors, the navigator's attention, composure, and speed of reaction are sharply reduced. This is manifested in increased stress when solving operations that were previously performed automatically; increase in errors in actions; deterioration in the effectiveness of mental activity due to slower processing of information and decision-making; increase in time and decrease in the reliability of performing individual operations. To a large extent, noise, vibration, pitching, temperature conditions, work and rest, loading reporting contribute to fatigue. It is clear that ship designers and builders, employees of coastal enterprises involved in ensuring the operation of the fleet, are making great efforts to eliminate or reduce adverse factors of an industrial and non-industrial nature. However, it is also indisputable that the navigator must have high physical and psychological endurance: suppress drowsiness, be able to quickly notice and eliminate errors, maintain working capacity for a long time, quickly adapt to new requirements, endure unpleasant impressions, change day and night work, etc.
The listed personal qualities can be acquired by a person through constant work on oneself. One should cultivate one's will, develop good tastes and habits, inclinations and interests, physical and vocational training.
During fishing, the volume of information received by the navigator is quite large. Often it is necessary to work in small fishing areas, with a high concentration of vessels, limited visibility. The navigator's commands must be clear, concise, and timely. The inability to ask and answer briefly and clearly, verbosity in conditions of lack of time do not contribute to productive work, lead to fussiness and distraction of attention.
The captain must not only be able to speak, think logically, but also be able to listen to people, to convince of what he himself is convinced of.
And how often a captain needs a sense of humor! A witty anecdote told in time, a relevant joke or a funny incident from life give an additional charge of emotional vigor, brighten up everyday work.
The captain on the ship is the main educator. He must constantly instill in his subordinates a conscientious attitude to work, diligence, and a high sense of duty. To do this, you need to be able to work with people, find the right approach to each member of the crew.
The captain of the ship must have all the qualities of a team leader, an enterprise, and, in addition, personal skills (which pilots, drivers, personally managing vehicles), the ability to maneuver the vessel, for example, when mooring.
The captain is obliged to demand from his subordinates to maintain exemplary order and discipline on the ship, to educate sailors on examples from the history of the Russian fleet, its combat and labor traditions. Strict discipline, maritime solidarity and friendship on the ship makes any newly arrived crew member feel that he has joined a team that values the good name of the ship. A seafarer must have a sense of professional pride, love his ship, be irreconcilable to any manifestation of slovenliness, careless attitude to the ship's property, equipment and devices.
In his work, the captain must always rely on the party, Komsomol and trade union organizations, heads of ship services. The success of the crew ultimately depends on the extent to which the captain manages to rally the team and aim it at solving the tasks assigned to the ship. As a result - trouble-free navigation and safety of people, full holds of fish and high earnings.
An important place in educational work is occupied by the system of rewards and punishments. Skillful use of such an effective educational tool requires the captain to treat each member of the crew with respect and fairness. People are not indifferent to rewards and punishments. Therefore, a strict but fair captain will always enjoy respect and authority, find support for his decisions from sailors who really care about the common cause.
In educational work, a personal example means a lot. All actions and deeds of the captain are in the center of attention of the entire crew. His honesty, devotion and conviction in the rightness of his cause become an example to follow not only among young people, but also among experienced sailors.
The exactingness of the captain should not exceed the limits of reason. Who better than the captain to know that isolation from the Motherland, separation from relatives and friends exacerbate people's feelings, make them sometimes irritable, easily vulnerable. Sharpness in treatment, a disrespectful word thrown in the heat of the moment to a subordinate can cause a response. Criticism should not be humiliating, and punishment unfair. Restraint, an even and calm tone under any circumstances contribute to the preservation of the normal psychological climate of the crew.
Although there is unity of command on the ship, it does not follow from this that the captain should not allow any objections, consider himself always right. This constrains the initiative of subordinates, discourages interest in the case. Self-criticism, a timely recognized mistake only raise the authority of the leader in the eyes of subordinates.
Under the close attention of the captain should be the improvement of the professional skills of subordinates, and above all his assistants. The knowledge gained by them in educational institutions requires reinforcement by good sea practice. More opportunities should be provided to independently perform maneuvers when parting, mooring, setting and hauling the trawl, of course, with careful control and the necessary assistance from the captain.
The success of a voyage is largely determined by careful preparation for it even before going to sea. It is necessary to study in advance with the navigational staff the navigation regime and fishing rules of the country in the zone of which fishing will be carried out, to ensure the supply of conventional fishing gear, the necessary maps and manuals.
Work in the navy is associated with calls to foreign ports. The captain must know the issues of domestic and foreign policy of his country well, be a highly erudite person, be able to answer various questions in a conversation with foreigners. He must seek the same from each member of the crew. Sometimes one has to come face to face with bourgeois propaganda trying to belittle the achievements of socialism. Our sailors must be able to resist this, be active propagandists of the Soviet way of life.
In order to adequately protect the interests of the shipowner, the captain must possess foreign languages, have knowledge in commercial, financial, currency, legal and other matters.
The ideological and political education of the sailors, their high consciousness and strict discipline will ensure the solution of any tasks set by the Party and the government.
Initially, the very first dugout boats were made in such a way that only one person could fit in them, he himself set the direction of the vessel and worked with oars. After mankind learned how to build multi-seat ships, the duties that were previously performed by one person were divided, now one person, by means of a steering oar, asked right direction and carried out control of the boat, and several people obeyed his commands, installed or removed the sail and rowed with oars. The person who steered the ship was at the same time the captain, helmsman and navigator, in order to successfully cope with his duties, he had to have extensive experience in navigation and the ability to think calmly in emergency situations, therefore, among the rest of the ship's crew, he had high authority.
With the development of shipbuilding, not only the dimensions of the ships have changed, but also the number of people who have kept the ship in proper technical condition and managed has increased. The division of duties inevitably led to the emergence of highly specialized maritime masters in charge of a separate area of service. Gradation led to the emergence of positions and titles. It is difficult to accurately determine the historical date of this process, but it can be said that the peoples who inhabited the coastal territories, several millennia before our era, had terms in their language that denoted maritime specialties.
In ancient Egypt, there was a class division into castes, one of them was entirely helmsmen. According to the ideas of the ancient Egyptians, these people were considered almost suicidal, because according to their beliefs, a person who left the borders of his native land was deprived of the protection of his gods.
The very first information about the rank system among sailors dates back to ancient Greek history, later this concept was borrowed from the Greeks by the Romans. Arab navigators developed their own nautical terminology, thanks to their own system of maritime knowledge. Over time, the term “admiral” appeared in all European languages, the word was formed from the Arabic phrase “amir al bahr”, meaning “lord of the seas”. Most of the Arabic marine terms became known to the inhabitants of Europe from the collection of oriental tales "A Thousand and One Nights", which includes a cycle of works combined common name"The Voyage of Sinbad the Sailor". The very name of the protagonist, which is a collective image of the class of Arab merchants, is a distorted Indian word "Sindhaputi", which translates as "ruler of the sea", the inhabitants of India used this term to designate the owners of ships.
The system of maritime terms and titles among the southern Slavs was formed after the thirteenth century, so the owner of the ship was called "broad master", from the word "broad", which meant "ship", the sailor was called "broader" or in other words "ladyar", the rowers were called "oars". ”, the captain of the ship was called the “leader”, and the team was called the “posada”, and, finally, the supreme commander of the entire fleet was called the “pomor commander”.
Before the reign and reforms of Peter the Great in the Russian state direct exit there was no sea, despite this, river navigation was very well developed, historical documents contain the designations of ship positions used in Russian: the captain was called “head”, the pilot was called “vodich”, the senior above the team was called “ataman”, and the signalman was called "mahonya" from the word "wave". The term "sailor" did not yet exist, instead the word "sar" or "sara" was used, the same term was used by the gangs that robbed on the Volga as a call to attack: "Saryn to the kitchka", which meant an order for the ship's crew to move to the bow ship ("kichka").
In the Russian state, the words "shipman" or "guest" denoted the owner of the ship, who was both a merchant and a captain. Initially, the word "guest", which came from the Latin language hostis, had the meaning of "alien". In the languages of the Romano-Germanic language group, this word went according to the following semantic principle: alien - foreigner - enemy. In Russian, the semantic development of the word "guest" went along a path different from that described above: a stranger - a foreigner - a merchant - a guest. In A.S. Pushkin's fairy tale about Tsar Saltan, the word "shipmen" is used on a par with the word "guests-gentlemen", they are semantic synonyms. Under Peter the Great, the word "shipman" was replaced by a new foreign term, however, in the Code of Laws Russian Empire" it was used as a legal term until 1917.
The first document where foreign maritime terms were used along with the words “pilot” and “shipman” was the collection of “Articular Articles” by the author David Butler, who commanded the first Orel warship. The document itself was a prototype of the maritime charter and was translated for Tsar Peter from the Dutch language. On the text of the translation, Peter the Great personally wrote a comment that the meaning of the articles is correct, and the text of this document should be used by all "initial ship people" and " ship captains". Thanks to the reforms of Tsar Peter, many foreign terms, words denoting titles and positions that were not previously used in Russian, came into use. For the speedy assimilation of new terms, Peter the Great ordered the writing of the "Marine Charter", so that every navigator knew the terminology related to his specialization to perfection. The further structure of the article describes some marine terms and their etymology.
BATALER - this is the name of the person responsible for the supply of food and non-food products on the ship, to military topics, namely, this term has nothing to do with the word "battle", the word comes from the verb in the Dutch language bottelen, which translates as the phrase "spill on bottles", the noun bottelier - "cupbearer" is also formed from the same verb.
BOATSMEN - the duties of this specialist in maritime affairs include ensuring order on the deck of the ship, the good technical condition of the rigging and spars, he supervises ship work, and also instructs sailors on all issues related to maritime affairs. The word "boatswain" was formed from the word "boat" (in Dutch - boot, in English - boat) and a man - man. The English, along with the word boatsman, which means a ship (boat) person, use the word boatswain, which is the name of the “senior boatswain”, who has several “junior boatswains” under his command. For the first time, the use of the word "boatswain" in documents in Russian occurs with D. Butler in the "Articular Articles", the form of this word looks like "butman" or "boatswain". The same document for the first time regulates the duties of the boatswain; for the merchant fleet, the title of "boatswain" was officially introduced in 1768.
WATCH - originally this word was used to refer to the sentry on land, the word came into Russian from German language, where the word wacht denotes the concepts of "guard" and "guard". Under Peter the Great, the concept of “watchers” was introduced into the Marine Charter, the origins of this word lie in the Dutch language.
DRIVER - this is the name of the helmsman on the boat, this word in Russian in this context has been used relatively recently, here the meaning is borrowed from the marine terminology of the English language - draiver. IN Russian state even before the reign of Tsar Peter, among the marine terms, the designations of pilots with the same root as the word "driver" were used: "ship's leader" and "vodic". The term "skipper" is currently used in documents of an official type, such as maritime law, for example, "amateur boatmaster" in the context of "skipper", "captain" of a small tourist pleasure fleet.
DOCTOR - is a native Russian word, its root word is “liar”, both of these words lead their etymology from the Old Russian verb “lie”, the original meaning of which was “to speak, idle talk, chat nonsense”, later the word acquired another semantics “to treat”, "talk".
CAPTAIN - Commander-in-chief on a ship. Before appearing in Russian, the word went through a difficult path, it was borrowed from the Latin of the Middle Ages - capitaneus, formed from the noun caput - “head”. For the first time this word is found in written texts in 1419, as a military rank, the term "captain" was first used in France, as the commanders of military detachments numbering several hundred people were called. This word was used in naval subjects thanks to the Italian term capitano. During the boarding battle on the galleys, the captain personally led the fighting and defended the banner, was responsible for the training of officers and soldiers, and was also the first assistant to the "saprokomite". This experience was subsequently borrowed on military sailboats and merchant ships that sailed along with mercenary units taken to provide protection.
In the 16th century, the position of captain was most often held by a person who was more knowledgeable in military affairs than in the sea. The captain had first of all to ensure the protection of the life and property of the shipowner or, with the help of military maneuvers, to defend the political interests of his employers. Since the 17th century, the title of "captain" has become mandatory for use on military ships in almost all states of the world. Subsequently, the division of captains into ranks was formed, depending on the rank of the vessel; in Russian, the word "captain" has been used since 1615. The first Russian captains were D. Butler, who in 1699 commanded the crew of the Orel ship, and Lambert Jacobson Gelt, who led the crew of the yacht built jointly with the Orel ship.
In the Amusing Troops of Tsar Peter, the title of "captain" received official status, the tsar himself was awarded the title of captain of the bombardment company of the Preobrazhensky Regiment. After 1853, on warships, the rank of captain was replaced by the phrase "ship commander". On the ships of the Russian Society of Shipping and Trade since 1859 and on ships Volunteer Fleet captains of an officer's military rank were unofficially referred to as "captains", this term received official use in the civilian fleet in 1902, replacing the term "skipper".
COC - ship cook, the word appeared in Russian in 1698 and came from the Dutch language, originally it was formed from the Latin word cocus - "cook".
COMMANDER - commander of the yacht club, head of the joint voyage of the yacht flotilla. Initially, the word denoted one of the highest degrees of a knightly order, and in the era of the Crusades, this was the name of the commander-in-chief of a knightly army. The etymology of the word originates in Latin: the preposition cum - "with" and the verb mandare - "to order". At the beginning of the 18th century, the officer rank of "commander" in the navy of the Russian Empire between the captain of the first rank and the rear admiral, the title still exists in the terminology of foreign naval ranks. As a form, the commanders put on the admiral's, but with epaulettes without an eagle. Since 1707, the rank of "commander" was replaced by "captain-commander", was finally abolished in 1827. The commanders were outstanding explorers and navigators: V. Bering, A. I. Chirikov, I. F. Kruzenshtern.
KUPOR - there are words with a similar sound in English - cooper, and in Dutch - kuiper - "cooper", "cooper", the noun is formed from the word kuip - "vat", "tub". "Kupor" was a very important position on wooden ships. His duties included not only the maintenance of tubs and barrels in good condition, but also the condition of the ship hull as a whole, in order to prevent ship leaks. In Russian, the verbs “cork” and “uncork” were formed from this word.
PILOTSMAN - a specialist who paves the way of the ship, he had knowledge regarding various dangers along the ship's route: reefs, shoals, undercurrents, etc., and it was also his responsibility to ensure the safe mooring of the ship. As a rule, the pilot was no longer a young man, among the sailors there was an expression about the pilot: “White hair - red nose”, referring listeners to the lights installed for the pilot ship. Initially, the pilot was a member of the ship's crew, but later, in the 13-15 centuries, specialists appeared who worked only in a certain area. The word appeared in the Dutch language - loodsman, formed from lood - “sinker”, “lead”, “lot”. The first document in which the duties of a pilot were prescribed was the "Naval Code" of 1242, written in Denmark, and for the first time the state pilotage service was organized in 1514 in Great Britain.
The pilot in Rus' was called the "ship's leader", and the pilot's assistant, who measured the depth with the help of a lot on the bow of the vessel, was called the "carrier". The term "pilot" was introduced in 1701 by decree of Peter the Great, but along with this term, the word "pilot" was also used until the middle of the 18th century. For the first time in Russia, the state pilotage service was organized in Arkhangelsk in 1613, and the first regulatory document for these specialists was the document published in 1711 under the authorship of Admiral K. Kruys "Instructions for pilots of the St. Petersburg port."
MATROS - the origin of this word is very difficult to determine, it is only known that in Russia the word came in the 17th century from the Dutch language in the word form "matros". Despite the fact that in 1724 the form of the word "sailor" is used in the Naval Charter, the original version was widespread until the middle of the 19th century. It is assumed that this word originates from the Dutch noun mattengenoot, which translates as “comrade in bed” (matta - “matting”, “mat” and genoot - “comrade”. Subsequently, the word form took a truncated version of matten and in this form came to France, where it was transformed into the French word matelot, meaning “sailor.” The word itself, in the converted version, “matlo” returned back to the Dutch language, where it finally took on the sound we know, first matrso, and later the more convenient pronunciation matroos.
There is another theory of the origin of the word "sailor", some researchers in the first part of the term see the Dutch word matt - "comrade", others - mats "mast". A number of scientists attribute the etymology of the word to the origins of the Icelandic language, in which the influence of the Viking dialect is observed: mati - “comrade” and rosta - “fight”, “battle”. By addition, these two words formed the noun "matirosta", meaning "combat friend" or "comrade in arms."
ENGINEER - the word appeared in a period of time when sailing ships began to be replaced by ships with steam engine, the word is borrowed from the German language mashinist, and its origins lie in the ancient Greek language - machina. For the first time in Russian, the word "engine driver" occurs in 1721, at that time this specialty was not a marine one.
MEKHANIK - the origin of this word is similar to the word "driver", but its appearance in Russian in the word form "mechanicus" is noted much earlier in 1715.
A SAILOR is a person who has connected his life with the sea, presumably this profession has existed for about 9000 years. Initially, representatives of this profession were called "morenin", "sailor" and "sailor". Importance has a root “move”, the origin of which is very ancient, the phrase “walk on the sea” can already be found in the annals describing the campaign of Prince Oleg in 907 to Constantinople or in the work “Walking across the Three Seas of the Merchant Athanasius Nikitin”. In modern Russian, the root “mood” is fixed in the words: “navigation”, “seaworthiness”, etc. Tsar Peter tried to introduce a foreign word of Italian-French origin into use, denoting the name of a military sailor “mariner”, derived from the Latin word mare - “ sea". This word can be seen in documents starting from 1697 in the forms “marinir” and “marinal”, but by the end of the 18th century it completely fell into disuse, remaining only in the name of the cadets of the navigation school “midshipman”. The same situation happened with the Dutch term "zeeman" or "zeiman", which fell into disuse at the end of the first quarter of the 19th century.
PILOT - this is the name of the driver or less often the navigator of a racing boat, the word is borrowed from the terms of aviation, the general tendency can be traced in indicating high speed. In the Middle Ages, this was the name of the pilot who accompanied the ship throughout the entire journey from the exit from the port to the final destination. The word came to Russian from Italian from pilota, the origin of this word is originally ancient Greek: pedotes - "pilot", formed from the noun pedon - "oar".
STEERING - a specialist who directly controls the ship, which is at the helm, the term is based on the Dutch word "rur" - "rudder", in this form the word is used in 1720 in the Naval Charter, where it is prescribed to inspect the "ruhr" before sailing. In the middle of the 18th century, the word “ruhr” finally replaced the old Russian term “helm”, but the title “helmsman” was officially used in the Russian galley fleet until the end of the century.
SALAG - means an inexperienced sailor. On the topic of the origin of this word, there is a historical anecdote about the non-existent island of Alag, that is, an exemplary dialogue: “Where are you from?” - “From Alaga”, but more likely is the version about the relationship of the word “salaga” with the name of the small fish “herring”. In the Russian dialects of the northern provinces, the word “salaga” was used to refer to any small fish; in the Urals, the word “salaka” is recorded as a nickname in the semantics of “salaga”.
SIGNALER - this is the name of a sailor who transmits messages using a manual semaphore or signal flags from ship to ship or from ship to land. The term "signal" entered the Russian language under Peter the Great from the German language - signal, formed from the Latin signum - "sign".
STARPOM - the word is formed by the addition of two Old Slavonic foundations. The word "senior" is from the root "sta", which has the semantic meaning "chief", indicating that the position of the first mate should be occupied by an experienced navigator. The word "assistant" is based on the noun "moga" lost from the language in the meaning of "power", "strength" (related words: "can't help", "help", "nobleman").
SKIPPER - is a captain on a civilian ship, the word is synonymous with the term "shipman" - "shipper", similarities can be traced in the Dutch term schipper, derived from the noun schip - "ship". Some linguists trace the etymology of the word "skipper" from the Norman language - skipar or Danish skipper with the same semantics. A number of researchers point to the proximity of the term to the German word schiffer, derived from schiff (s) herr, meaning "master of the ship". For the first time in Russian, the word "skipper" begins to be used at the beginning of the 18th century, as a designation for a junior officer rank. According to the Maritime Charter, the skipper's duties included monitoring the condition of the ropes, how they were folded, and was also responsible for all manipulations carried out with the ship's anchor. In the merchant fleet, the title of skipper officially appeared only in 1768; it was possible to become a skipper only after passing exams at the Admiralty. After 1867, they began to separate the skippers of coastal and long-distance navigation, in 1902 the title was completely abolished, although the position of "sub-skipper" still exists on large ships. The duties of the sub-skipper include providing ship supplies in part, there is also the concept of "skipper's pantry".
SKOTOVY - this is the name of a sailor who works on sheets, the word is derived from the Dutch word schoot - “floor”, and the sheet itself is a tackle used to control the clew angle of the sail, it is found in the Naval Charter for the first time in 1720 in the word form "shkhot".
STURMAN - this term is called a specialist in navigation, for the first time in Russian it appears in the form "navigator" and is used by D. Butler in the "Articular Articles", and then by K. Kruys in 1698 in "The painting of supplies for the barcolon ..." in the word forms "navigator ” and “Styurman”, already in the Naval Charter of 1720, the word is indicated in its modern form. The origin of the term "navigator" goes back to the Dutch word stuur, meaning "rudder", "rule". In the era of the rapid development of navigation, when ships of the East India Company sailed in the Indian Ocean, the role of navigators became one of the decisive ones during navigation, thanks to this, the term "navigator" entered into international use.
In Russian, the word "navigator" has replaced the original terms "helmsman" or "helmsman", formed from the noun feed, on which the ship's control post was traditionally located. The Articular Articles notes that the navigator was obliged to inform the captain of the height of the pole, to present his book with records of ship voyages and a book with records of which route the voyage should take, in order to ensure the best safety of the ship and the safety of people on board.
YUNGA - a teenager on a ship who is being trained in maritime skills, came to Russian during the reign of Peter the Great from the Dutch jongen - a boy. There was a division of the post into a "cabin cabin boy", who performed the duties of a servant, and a "deck cabin boy", who carried out deck work. Many subsequently famous admirals began their naval service as cabin boys, one of these people was Horatio Nelson - "Admiral of Admirals".
Specialties: navigation and navigation, maritime navigation, river navigation
Specialization depending on the type, purpose and displacement of the vessel (passenger coastal, passenger high-speed, cargo-passenger of the "river-sea" type, cargo-passenger of the "icebreaker" type, cruise liner of large medium and large displacement, etc.)
Note. In educational institutions of this industry, generalists are usually trained, students and graduates choose their own specialization, based on their own interests and employment circumstances.
Required education (level of education, type of educational institution):
Specialized secondary(navigator, shift assistant to the captain of a cargo ship of small and medium displacement, senior technician-navigator) - river and nautical schools or colleges, river command schools, vocational schools and vocational schools of the river fleet of the Russian Federation.
Higher(Navigator-engineer, shift officer) - higher nautical schools and academies
Specific abilities necessary for successful mastery of the profession:
Upon admission, a special medical examination is passed: the future navigator must be in good health, including good eyesight and no tendency to seasickness. It is also necessary to have a pronounced interest in traveling through the expanses of water, be able to quickly make vital decisions and not be afraid to take responsibility for the life and health of people. It is desirable to have innate abilities to understand geographical maps and memorize geographically important
information, as well as to quick learning to use control and measuring and navigation equipment and other equipment.
Major subjects of the school curriculum and additional education:
Geography, mathematics, physics, physical education, life safety, swimming, other sports sections, classes in the navigation studio *, navigation history, literature and Russian, foreign languages.
The nature and content of the work:
Organizational-navigational, administrative-command. Work in various shipping companies - general management of the entrusted vessel, keeping watch on the captain's bridge, calculating the course, periodically acting as a helmsman, conducting financial transactions related to the commercial activities that the vessel carries out.
Obvious advantages
The opportunity to work in nature and constantly travel, for a sea captain - the opportunity to see different countries and become a member of an interesting scientific expedition, high incomes, which include not only salary, but also a bonus based on the financial results of the work of the ship's team.
Pitfalls, obvious disadvantages
Prolonged isolation from both the hard surface underfoot and from the family, since not all wives and children of sailors have the opportunity and desire to sail the sea most of the year. The work is associated with a risk to health and life (piracy attacks and getting into a strong storm and even a tornado are possible). It is necessary to constantly show the severity of the character of the captain and be responsible for the behavior of each crew member and passenger. Bearing financial responsibility for the transported goods.
Possible occupational diseases: motion sickness, vegetovascular dystonia - the risk is moderate.
Salary range (average in rubles per month)*
In Moscow and the Moscow region: 40,000 - 70,000 (mainly coastal pleasure boats and small-tonnage boats chartered for corporate trips)
On international lines, including transoceanic: 120,000 - 400,000
In large regional centers, including river cruise ships: 50,000 - 80,000
In the outback of Russia: 25,000 - 40,000 (mostly cargo ships small and medium displacement)
By and large, the profession of a sailor-navigator, that is, a driving specialist water transport, is obvious to anyone who sometimes watches films about captains and sea voyages, even if the actions in these films take place during sailing frigates. As for the captain, this is rather a leading position on the ship and a rank in the table of ranks for employees of sea or river navigation. This report card was introduced in Russia during the reign of Peter I and at first fully correlated with the report card of the ranks of sovereign servants and people of military rank. But it has been like this since ancient times, almost from the initial era of navigation, discovered, apparently, by the fearless Phoenicians. Any ship, even a merchant ship, was necessarily “part-time” military, and the sailors, led by the captain, were the combat guards of this ship.
Today, the merchant, cargo and passenger fleets have nothing to do with military purposes, but the captain on any ship is still the commander, who has the right to arrest and imprison any violator of public order. That is, the captain is the main person on the ship, who is fully responsible for the safety of the people on it. And just being a qualified navigator, that is, being able to plot a course, use complex navigational instruments and give the right commands to the helmsman, as well as steer the ship in the helmsman's place, is not enough for the captain.
That is why the rank and position of a coast captain (mainly river and sailing at relatively short distances from the home port) or, moreover, a sea captain can be safely distinguished as a profession. The path to which lies not only through graduating from the relevant educational institution in the relevant specialty, but also through a fairly long practice on board the ship as a navigator or assistant captain.
It must be said that all captains of civilian ships approved for this position are assigned an officer rank. And from his subordinates on board the ship, the captain is obliged to demand unquestioning obedience, like in the navy. In this tradition, which has ancient roots, there is a deep meaning of creating conditions on the ship that are most conducive to the safe navigation of the ship in a deliberately unsafe environment. Even an ordinary and not wide river is fraught with a lot of dangers for a seemingly unsinkable metal ship by a small storm. And if one of the passengers (especially on cruise ships, where people relax and often allow themselves to drive much more relaxed than on shore) starts to create a nervous mood on the ship or, even worse, starts with one of the other passengers or team members fight, then the captain is obliged to immediately stop his actions.
summon water police(police) is often impossible due to the distance of the vessel from the nearest locality, and it is usually not customary to keep police officers on ships: it is believed that in the conditions of the water element, there should not be any parallel armed and empowered structures on the ship so that in case of a critical situation, their actions do not harm the safety of the ship. That is, the commander and administrator who makes decisions should be alone on the ship, and this person is the captain.
It must be said bluntly: not every certified navigator can become a captain. But the same can be said about any specialist. That is, not every qualified specialist is able to work as the head of the company according to the profile received at the educational institution.
Nevertheless, maritime universities approach the selection of cadets with such a “sight” that each graduate should eventually become the captain of a modern vessel. Here, for example, is what is published on the website of the State Maritime Academy named after Admiral S.O. Makarova (Faculty of Navigation):
“Those who want to study at the Faculty of Navigation should be prepared for the fact that they will be subject to at least the following requirements (i.e. what an applicant for studying at this faculty should have. Note by the author):
a developed sense of responsibility, commitment, conscientiousness, discipline, perseverance, desire and ability to live and work “by the rules”;
calmness, balance, masculinity;
desire and ability to lead a team;
readiness for constant, throughout the professional life, training and self-training, professional development;
desire and ability to master foreign languages, primarily English, which is a professional language for navigators.
During the period of study at the faculty, cadets during training and swimming practices will spend at least 12 months in sea and ocean voyages on ships of leading Russian and foreign shipping companies with calls at the ports of many states.
Already after the first swimming practice on the world famous training sailboat"Mir", owned by the academy, cadets receive the first maritime specialty "Sailor on watch", which, in accordance with international requirements, gives the right to participate in keeping a navigational watch on sea vessels.
Upon completion of training, all graduates who have successfully completed the training program and practice programs receive an all-Russian engineering diploma and a marine diploma of a watch officer, which has international status and gives the right to work both on ships under the Russian flag and on foreign ships. Graduates of the faculty are in demand and competitive, and upon graduation from the faculty, all receive referrals to work in their specialty in Russian and foreign shipping companies.
After graduating from the faculty, as they gain work experience, positively proven graduates regularly receive promotions, becoming, as a rule, captains of modern sea vessels in 7-10 years.
And what about the boys (history has not yet known female captains), who really want to grow into a captain in water transport, but they are not at odds with English. First of all, do not put an end to learning English ahead of time. However, since there are usually high competitions in nautical schools, and Russian navigable rivers for the most part are no worse than seas and lakes, why not enroll in one of the water river transport schools? For example, in Omsk there is an excellent river command school (specialized secondary education) with a long tradition, from which future captains and others are well prepared to work on river vessels of various displacements and purposes.
But, choosing the profession of a sailor or a riverman, regardless of the specialty, it is necessary to be aware that for personal life this profession is far from being for everyone and is not always convenient. The best option is if the husband and wife (and then the children) take long trips on the water with the same interest, and the best option is when both work on the same ship. But this is how fate will turn out. The majority of water transport workers have to part with their families for the entire navigation. Which, on the seas (except the Black) continues, in fact, year-round, and the captains and their subordinates do not see their wives and children for six months or longer in a row. And the breaks between going to sea are most often no longer than three months.
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The captain is the main specialist on the ship, however, not a single ship can do without a team of watch sailors and other specialists subordinate to him. Alone, you can manage relatively small sailboats or single-engine longboats and boats. Therefore, on the vast majority of cargo and cargo-passenger ships, not to mention cruise liners, at least two navigators (first and second navigators), one or two boatswains, one of them is senior), the chief ship engineer and subordinates usually serve under the command of the captain. minders-mechanics, as well as sailors on duty, whose tasks include not only the notorious wet cleaning of the deck. Here, for example, in what specialties are trained in one of the reputable educational institutions St. Petersburg Marine Technical College: "Organization of transportation and management in maritime transport" (technician), "Management in water transport" (manager), "Navigator-assistant mechanic of river fleet ships", "Boatswain", "Motor driver (engine driver) refrigeration units”, “Cook” (cook) – vocational primary education.
On the basis of specialized primary vocational education (NPO), according to an accelerated program, training is conducted in the following specialties: "Navigation", senior technician-navigator; “Maritime navigation”, specialization “Maritime navigation in mixed (river-sea) navigation”, navigation technician; “Operation of transport power plants (on water transport)”, senior ship mechanic; “Technology of public catering products”, technologist (ship kitchen and culinary).
... All applicants for training in professions and specialties of seafarers undergo a medical commission that determines their suitability for work on sea and river transport. For cadets, it is mandatory to wear naval uniforms ... "
In addition, in the river and sea schools, you can get the qualification of a sailor on duty and, separately, a waiter to work on cruise ships.
I must say that in the days of the USSR, rather high requirements were imposed on applicants for work as a waiter and flight attendant on international lines. Many young men and women wanted to get the right to be employed as a waiter or cook on such a cruise ship, so a competition was formed in the schools and preference was given to those who could communicate well in English. Today the situation is not so acute, since purely educational and consumer motives (to have access to foreign goods in ship buffets and port shops) have come to naught among young people: it is not necessary to be an employee cruise fleet to go abroad or buy imported goods. Nevertheless, it is highly desirable for the waiter and other member of the ship's crew of the cruise liner to communicate in English tolerably and be sufficiently sociable and friendly.
But if you love technology and water at the same time, then why don't you become an engine room specialist (motorist, mechanic)? Ship mechanics and minders spend most of their working hours in the engine room of the ship and do not see the open spaces of water. On the other hand, they feel like they are the owners of the ship's engines, and on their territory, the minders create something like an engine diocese. No one else, except for them and senior commanders (the captain, his assistants and navigators) has the right to appear in the engine room. But the machinists can always go on deck to get some fresh air.
A certain popularity was gained among future sailors and rivermen by such a specialty as a boatswain, in fact a kind of deputy. head of the vessel on all economic issues and work with personnel. All sailors on duty report directly to him, but he is also responsible for each of his subordinates and trains them to work on water transport.
The “pitfalls” of this work, regardless of the specialty and level of education, all lie on the surface, but some are really on the water - these are reefs that a sea vessel always runs the risk of running into. But truck accidents and passenger ships, ending tragically for the ship and many passengers with crew members - a phenomenon not so frequent and natural that someone who dreams of working on the surface of the water refuses to fulfill his dream. Health would correspond to the requirements of the sea or river charter, and even a guy who at school did not differ in special zeal in all disciplines, except for physical education, could really get a job as a sailor. Everything else is surmountable and not so scary if a person is contaminated with water.
And others do not go to water transport. So good luck, future shipbuilding specialists. I must say that the salary for these people is not a factor that determines their attitude to the profession.
Rivermen receive about half as much as sailors, but they see their relatives and friends much more often and practically do not experience the “charms” of pitching, when the stomach literally cramps from hunger, but it is impossible to eat. On average, ordinary workers in water transport receive about a widow less than their captains and no less than in many other sectors of the economy. So good luck, future shipbuilding specialists.
In accordance with the ISM Code (Clause 5.2), the ship's master exercises supreme authority on the ship and is responsible for safety and pollution prevention decisions and for requesting assistance, if required.
The captain of the vessel is the highest official and the main, key figure in the "SMS" of the vessel.
Vessel captains are the defining, key figures in the "Safety Management System" of the company as a whole.
Legal Requirements for the Master of a Vessel
The duties, powers and responsibilities of the captain of the ship are defined:
- International conventions, agreements, mandatory norms;
- The norms of the national legislation of the Flag State (RF);
- Merchant Shipping Code;
- Charter of service on courts;
- disciplinary charter;
- Departmental organizational and administrative documents - orders, orders, regulations, rules, instructions, etc.;
- the articles of association of the company;
- Organizational - administrative documents of the company - orders, orders, circulars, etc.;
- "Guidelines" for the "SUB" of the company.
In the "Code of Merchant Shipping of the Russian Federation" ("KTM-99"), the duties, powers and responsibilities of the master of the vessel are defined in Chapter 2 (Articles 61-75).
According to Art. 61 “Ship management and other duties of the captain of the ship”, the captain “is entrusted with the management of the ship, including navigation, taking measures to ensure the safety of navigation of the ship, protect the marine environment, maintain order on the ship, prevent harm to the ship, people on the ship and cargo."
In the current "Charter of service on ships of the Ministry of the Maritime Flag USSR» (1976) the duties, powers and responsibilities of the ship's master are defined in Chapter V (Articles 60-125).
Captain's placeAccording to Art. 60, the captain is the head of the ship's crew, a trustee of the state, responsible for the safety of the ship, the life of the people on it and the cargo carried. According to Art. 61, the captain manages the vessel on the basis of one-man command and reports directly to the head of the shipping company.
The provisions of the Charter on the Discipline of Maritime Transport Workers, which came into force on September 1, 2000, fully apply to the captain of the ship.
The requirements of the ISM Code in relation to the captain of the ship are defined in Chapter 5 "Responsibilities and powers of the captain" (clauses 5.1-5.2). as well as in clause 6.1 of the ISM Code.
The Company must ensure that the "SMS" used on the ship contains a clear confirmation of the master's authority. The company should establish that the master has supreme authority and responsibility on board the ship in relation to safety and pollution prevention decisions and in relation to the request for assistance, if required.
Qualification requirements for the master of the ship are defined in the MC "STCW - 78/95" (Regulation 11/2, Sections A-II/2 and B II/2 of the "STCW Code").
The general duties of the captain of the vessel must be determined by the company on the basis of the documents specified in paragraph 1.5.2, taking into account the specifics of the activities of the company's vessels.
Company policy regarding the captain of the vessel
A company policy regarding a ship's captain may include the following main elements:
- Careful and thoughtful preparation of the reserve for the position of captain from among the most capable, qualified, responsible senior assistants to the captain;
- Passage of candidates for the position of captain of special interviews in departments, services, departments of the company, as well as special advanced training courses (including courses on the ISM Code) and special training courses;
- Special control and assistance to young captains from the side of flag captains, including the obligatory departure of the flag captain on the first voyage with the young captain;
- Giving masters of ships broad powers and powers, both in the recruitment of crews and in the course of the operational activities of the ship, respect and trust in captains, as well as ensuring the necessary measures to protect the captains of ships in the proper performance of their duties in relation to maritime safety and security marine environment (in accordance with IMO Resolution A. 443(IX) and Rule V/34 of SOLAS-74);
- Providing all necessary support for the safe performance of the captain's duties;
- The company will always support any decision made by the captain of the vessel in good health and in the interests of the company;
- Ensuring that shipmasters are fully aware of the "company mission", the main elements, objectives and principles of the company's policy and safety, and environmental protection, as well as the current "Safety Management System" (SMS) of the company;
- Ensuring the proper qualification of the captains of the company's ships, including through the systematic (at least every five years) passing approved advanced training courses;
- Careful and friendly control of the activities of ship captains by the company.
The Company shall expressly and clearly affirm the authority of the masters of its ships The master of the ship shall exercise supreme authority on the ship and shall be responsible for making safety and pollution prevention decisions and for requesting assistance if required.
In accordance with regulation 34 of the revised chapter V of the SOLAS-74 convention, the master of the ship should not be limited by the shipowner, charterer, company or other person, in the right to make any decision that, in the professional judgment of the master, is necessary to ensure the safety of navigation and protection marine environment.
Captain's negligence Ensuring the safety of the ship's crew and its cargo is the main duty of the captain of the ship, failure to fulfill which entails his responsibility. Nothing contained in the "Guidelines" and "SUV" in no way relieves the master of the vessel from his duties in relation to the crew, vessel, cargo and / or from compliance with the requirements of international conventions (including SOLAS-74. STCW-8 / 95 ”, “MARIOL-73/78”, the convention on “COLREGs-72” with the latest amendments and additions).
Likewise, what is contained in the “Guidelines” on the “SMS” does not restrict the master of the ship from making other decisions if he considers them more effective and / or necessary in the specific conditions and circumstances of the case.
The company's "SMS" documents must be clearly defined and documented.
The captain's responsibility for:
- Implementation of the company's policy to ensure safety and protect the environment;
- Encourage the crew to comply with this policy;
- Issuance of relevant orders and instructions in a clear and simple form (orders for the ship, entries in the order log for watch on the bridge, etc.);
- Verification of compliance with the requirements presented (including by delegating the authority to conduct the verification to the ship's officers, while the master remains responsible for ensuring that these officers apply the company's established and documented verification procedures, including the use of the appropriate "Checklists");
- Reviewing the SMS and reporting any SMS deficiencies related to the operation of the ship to shore management services, while information on the SMS deficiencies should include specific proposals for corrective actions and recommendations for improving the SMS.
Emphasizing the above responsibility of the captain, the company (in accordance with clause 6.1 of the ISM Code) ensures and controls that the captain of the company's vessel:
- Had the proper qualifications;
- Was fully aware of the "SUB" company;
- Received all necessary support for the safe performance of their duties.
The company's assessment that the captain is "appropriately qualified" to command the vessel is made by:
- Control of the presence (or receipt by the captain) of the appropriate certificate of competence;
- Passing special advanced training courses, training courses, obtaining the required certificates;
- Passing the established certification every 5 years;
- Taking into account the captain's satisfactory track record and his previous work experience, including on ships of this type or this tonnage group;
- Accounting for information received from other companies and from inspecting organizations;
- Accounting information about incentives and penalties.
The company must ensure that the master is “fully informed” of all established safety and environmental requirements by:
- Inclusion of such requirements in the "Guidelines" for the "SMS" of the company, in the operating instructions, job and work instructions for the ship's crew;
- Introduction of the procedure for studying the "Manuals" on the "SMS" of the company, advanced training courses, special preliminary training of crews;
- Introduction of the practice of mandatory systematic official meetings of the captain with the management of the company, etc.
An important element of the company's policy should be timely, complete and objective informing the captains about the state of affairs in the joint-stock company, the main activities of the board of directors and the board.
For these purposes, usually:
- A single (monthly) information day is established for captains who are on shore on vacation and awaiting direction to the ship;
- The practice of personal meetings of the top management of the company with the captains before being sent to the ship and at the end of the voyage (contract) is supported;
- The practice of regular meetings of the management and leading specialists of the company with the captains and officers of the vessels as part of advanced training courses, etc. continues.
In relations with ship captains, as well as with all the company's personnel, the company's management adheres to the principles of openness, locality, integrity and complete clarity.
The company must ensure that the captain of the ship receives all the necessary support to carry out his duties safely.
Rescue example Questions and proposals raised by the captain should be given priority attention in all divisions and at all levels of the company's management, timely adoption of appropriate and effective measures, and a mandatory personal response.
In the event of an emergency, dangerous or emergency it is important to properly prioritize before any decisions and actions are taken. The priorities should be as follows:
- Life safety.
This is the top priority and extends to any action.
- Vessel safety.
Ship safety is practically synonymous with saving human life. If the ship is safe, then there is much less of a threat to human life and the environment.
After the safety of life and the safety of the vessel, which have the highest priority, the most important are the safety of the cargo and the safety of the environment. It should be borne in mind that in today's shipping industry, fines for spilling oil and oil products, especially in environmentally sensitive areas, can be ruinous for a company.
If in dangerous situation ship needs urgent assistance, the captain of the ship must be authorized by the company to independently seek the necessary assistance and sign a salvage or towing contract, even without consulting the shipowner, if such consultation is impossible or difficult or involves an unacceptable loss of time.
The Company expects that the captain of the vessel will take all reasonable measures to ensure that the vessel proceeds in accordance with the established timetable.
However, no time savings should come at the cost of reduced safety and unnecessary risk.
Safety first!
In matters of safety, the master of a ship has the right and duty to take prudently any action which, in his opinion, will be in the best interest of the safety of his ship, and no consideration of prior plan, convenience, or prior instructions given shall cause the master to take risks which he considered unacceptably dangerous.
The company will always support a decision made by the captain in good health and in the interests of safety.
Responsibility for navigation
The captain of the ship is responsible for safe navigation. He ensures that the ship is operated in accordance with applicable regulations, good seamanship and navigational circumstances.
The captain must always prevent damage to the ship. He must ensure that neither the ship nor its SPP is subjected to undue stress when sailing in stormy conditions by slowing down or changing course appropriately if the ship experiences severe shocks, especially when she is in ballast.
The captain of the ship is obliged to develop and maintain his knowledge and skills in navigation, in the management of the ship in various navigational, hydrographic and hydrometeorological conditions in order to always be able to ensure the management of the ship in accordance with the highest standards of maritime practice.
The captain organizes and controls navigational and watchkeeping service on the vessel in accordance with the requirements of the Charter of Service on Ships, international codes, the company's manual for the organization of navigational service and other organizational and administrative documents.
The captain must control the deep knowledge of all navigators on COLREGs-72 and ensure the navigation of the vessel always in strict accordance with this and the rules.
The captain must be present on the bridge at least in the following cases:
- When called by an officer on duty;
- With limited visibility;
- When following in the area of intensive navigation;
- When sailing in tight waters;
- When sailing with a pilot;
- When entering the port, leaving the port, mooring operations (including at the monobuoy or when mooring to another vessel);
- When anchoring and shooting from anchor;
- When sailing near shallow water or navigational hazards;
- Severe weather conditions or other circumstances where, in the opinion of the Master, there is a potential threat to the safety of the ship, crew or the environment;
- When approaching the shore after an ocean voyage;
- during rescue operations;
- At any other time when, in his opinion, conditions exist that pose a potential threat to the safety of the ship.
Although the captain is always responsible for the navigational safety of the ship, there may be circumstances in which the captain will have to spend many hours on the bridge. As a result, fatigue due to long stay on the bridge can weaken the efficiency and vigilance of the captain. Therefore, the captain's presence on the bridge should be pre-planned and, as far as possible, coincide with periods of greatest need.
Besides, in similar situations The master has the right (and duty, when required) to delegate his authority and responsibility for attendance on the bridge, for the control of the ship and for ensuring the safety of navigation, to the chief mate, to the extent necessary to allow the master adequate rest time.
If the master has doubts about the possibility of such a transfer of responsibility to the chief mate, the master is obliged to inform the company about this.
The master should, whenever it is safe, reasonable and practicable, train the chief mate in the practical handling of the ship.
Practical lesson in the management of the vessel by the senior assistant to the captain The captain must ensure the safety of such training, control the development of the situation and be ready at any time to take control of the ship.
The master must ensure that before the start of the passage, a plan for the upcoming passage is developed that fully meets the requirements for ensuring navigational safety and good sea practice (section 2 of this "Guidelines"). This plan must be discussed with all the captain's assistants, accepted for execution, and the implementation of the approved passage plan must be monitored during the entire voyage of the vessel.
Before leaving the port, the captain must make sure that the ship is seaworthy in all respects. In particular, it is necessary to check that all hatches, manholes, necks are closed, clamped, battened down as required.
The master must ensure that the course of the vessel is kept "clear" of headlands and navigational obstructions during the course of the voyage, and that the practice employed ensures navigational safety.
The vessel must proceed to its destination in accordance with the established timetable, but in full compliance with safety requirements. The safety of the crew, the ship, the cargo, the environment must always take precedence over economic considerations, both in choosing the route of passage and in the process of operating the ship at sea. Safety standards and “margins” must not be lowered, for any reason, and under no pressure from any company officer.
Vessel speed should be reduced if navigation conditions require it.
You should not take an unreasonable risk that poses a danger to the crew, ship, cargo, or the environment. The selected solutions should be based on the requirements of good maritime practice and a deep knowledge of the characteristics, features, behavior of the ship in this option downloads.
The officer in charge of the watch should be given clear instructions in which situations the captain should be called to the bridge without delay. The officer in charge of the watch must always know where he can find the captain at any given time.
Must be clearly stated in the ship's logbook when the master takes over the ship.
The captain must set the mode of navigation watch on the bridge depending on the navigation conditions, including organizing an enhanced watch when sailing in difficult navigation conditions.
Spilled oil from a sinking oil tanker The master should ensure that all safety systems on board the ship (such as life-saving appliances, fire-fighting equipment) are properly operated and that watch officers and other crew members are appropriately positioned to use such systems.
Regular exercises should be carried out, especially in the early stages of the voyage and without fail before leaving the voyage after factory repairs. Information on the operation of security systems and the exercises carried out should be recorded in the appropriate log.
The master must ensure that ship's draft information is clearly available to the officer in charge of the watch throughout the passage. The ship's draft must be indicated in the wheelhouse and recorded in the ship's log. A designated mate should ensure that changes in ship's draft during a voyage, including due to ballasting (especially at sea), are properly calculated, accounted for and recorded.
A special tablet showing the general dimensions of the vessel and detailed information about the maneuvering characteristics of the ship, should be constantly posted in the wheelhouse. An internationally recommended example of such a plate is given in the appendix to BPG-98. The operational status of the ship's power plant and navigation equipment should be shown either on the same board or next to it.
The master should ensure that, where appropriate, mates leaving the ship are briefed by mates arriving on board. It is important that newly arriving helpers be shown how to turn on, set up and use all equipment on the bridge.
The captain must ensure that all assistants to the captain (including those arriving on board the ship) familiarize themselves with the "Guidelines for the organization of the navigation service of the company", understand its contents and accept it as a guide to action, certifying this with their signature on a special familiarization sheet.
The master shall, when necessary and appropriate, issue his operational orders in writing and record them in the Bridge Orders Book and the Night Orders Book, ensuring that the captain's assistants become familiar with these orders, attesting to this with their signature, before starting to perform the duties of a watch officer on the next watch.
The master shall ensure and supervise that the captain's assistants properly maintain all ship's logbooks established by the company in accordance with the current instructions for their completion.
The master of the ship is responsible for immediately (to the best of circumstances) reporting of any accident or emergency, incident, damage, pollution to the company and other interested parties, as defined in the company's Emergency and Emergency Response Manual.
