What is the name of the person who leads the crew of a civilian vessel. The captain is the last to leave the ship

Since the boats of our distant ancestors began to accommodate not one, but several people, among them the one who controlled the boat with a steering oar began to stand out, while the rest, following his instructions, rowed or set sail. This man, who enjoyed the unlimited confidence of the crew, because he was able to navigate the ship, relying on his own experience and intuition, and was the first helmsman, navigator and captain in one person.

In the future, with the growth in the size of ships, the number of people needed to set the ship in motion and control it also grew. A natural division of labor began, when everyone became responsible for their specific business and all together - for the successful outcome of the voyage. Thus, gradation and specialization began among seafarers - positions, titles, specialties appeared.

History has not preserved the first names of those whose lot was navigation, but it can be assumed that already thousands of years before our era, the coastal peoples had terms that determined whether people belonged to the maritime profession.

One of the seven estate castes in Ancient Egypt there was a caste of helmsmen. These were brave people, according to Egyptian concepts - almost suicide bombers. The fact is that, leaving the borders of the country, they lost the patronage of domestic gods ...

The first reliable information about the system of naval ranks dates back to the times of Ancient Greece; later it was borrowed by the Romans. Arab navigators developed their own system of maritime knowledge. So, the word "admiral", derived from the Arabic "amir al bahr", which means "lord of the seas", has firmly entered into all European languages. Europeans learned about many of these Arabic terms from the oriental tales of the Thousand and One Nights, in particular, from the Journey of Sinbad the Sailor. And the very name of Sinbad - a collective image of Arab merchants - is a distorted Indian word "Sindhaputi" - "ruler of the sea": this is how the Indians called the shipowners.

After the 13th century, an original system of maritime ranks arose among the southern Slavs: shipowner - "wanderer" (from "ford" - ship), sailor - "brodar" or "ladyar", rower - "oar", captain - "leader", team - "Posada", the head of the naval forces - "Pomeranian governor".

In pre-Petrine Russia, there were no maritime ranks and could not be, since the country had no access to the sea. However, river navigation was highly developed, and in some historical documents of those times, there are Russian names of ship positions: captain - "head", pilot - "vodic", senior over the team - "ataman", signalman - "mahonya" (from "waving"). Our ancestors called sailors "sar" or "sara", so that in the formidable cry of the Volga robbers "Saryn on a kitchka!" (on the bow of the ship!) "Saryn" should be understood as "ship's team".

In Rus', the shipowner, captain and merchant in one person were called "shipman", or guest. The original meaning of the word "guest" (from Latin hostis) is "alien". In the Romance languages, it went through such a path of semantic changes: a stranger - a foreigner - an enemy. In the Russian language, the development of the semantics of the word "guest" went in the opposite direction: a stranger - a foreigner - a merchant - a guest. (A. Pushkin in "The Tale of Tsar Saltan" uses the words "guest-gentlemen" and "shipmen" as synonyms.)

Although under Peter I the word "shipman" was replaced by new, foreign ones, it existed as a legal term in the Code of Laws of the Russian Empire until 1917.

The first document in which, along with the old Russian words "shipman" and "feeder", there are foreign ones, were "Article Articles" by David Butler, who led the crew of the first Orel warship. This document was a prototype of the Naval Charter. On its translation from the Dutch by the hand of Peter I, it is written: "The articles are correct, against which it is worthy of any ship captains or initial ship people to apply."

In the reign of Peter I himself, a stream of new, hitherto unknown job titles and titles poured into Russia. "For the sake of" he considered it necessary to "create" the Naval Charter, so that on every large and small ship "everyone knew his position, and no one would excuse himself with ignorance."

Let's try to cast at least a cursory glance at the history of the origin of the main terms related to the composition of the ship's crew - the crew of a yacht or a boat.

BATALER- the one who manages clothing and food supply. The word has nothing to do with "battle", as it comes from the Dutch bottelen, which means "to bottle", hence bottelier - cupbearer.

BOATSWAIN- the one who keeps order on the deck, the serviceability of spars and rigging, supervises general ship work, trains sailors in maritime affairs. It is formed from the Dutch boot or English boat - "boat" and man - "man". In English, along with boatsman, or "boat (ship) man", there is the word boatswain - this is the name of the "senior boatswain", who has several "junior boatswain'mates" (boatswain'mate, where our old "boatswain" comes from).

In Russian, the word "boatswain" is first encountered in D. Butler's "Article Articles" in the forms "botsman" and "butman". In the same place, for the first time, the scope of his duties was defined. In the merchant marine, this title was officially introduced only in 1768.

WATCH GUARD- at first this "land" word came into the Russian language from German (through Poland), in which Wacht means "guard, guard". If we talk about maritime terminology, then the Maritime Charter of Peter I contains the word "watchers" borrowed from the Dutch.

DRIVER- boat helmsman IN given value this Russian word appeared recently as a direct translation of the English draiver. However, in the Russian maritime language it is not so new: in the pre-Petrine era, the words of the same root - "vodic", "ship's leader" - were called pilots.

"Boatmaster" is a currently existing and purely official term (for example, in maritime law), as well as "amateur boatmaster" - in the meaning of "captain", "skipper" of a small pleasure-tourist fleet.

DOCTOR- a completely Russian word, is the same root as the word "liar". They come from the Old Russian verb "lie" with the primary meaning "talk nonsense, idle talk, talk" and the secondary - "talk", "treat".

CAPTAIN- one-man on board. This word came to us in a complicated way, having entered the language from medieval Latin: capitaneus, which is formed from caput - "head". In the written monuments, it is found for the first time in 1419.

The military rank of "captain" first appeared in France - the so-called commanders of detachments numbering several hundred people. The rank of "captain" entered the navy, probably from the Italian capitano. On the galleys, the captain was the first assistant to the "sapro-comite" in military matters; he was responsible for the training of soldiers and officers, led boarding battles, and personally defended the flag. Subsequently, this practice was adopted on sailing military and even merchant ships that hired armed detachments for protection. Even in the 16th century, those who could better protect the interests of the crown or the shipowner were often appointed to the position of the first person on the ship, since military qualities were valued above maritime knowledge and experience. So the title of "captain" from the 17th century became mandatory on warships of almost all nations. Subsequently, captains began to be divided into ranks in strict accordance with the rank of the ship.

In Russian, the title of "captain" has been known since 1615. The first "ship captains" were David Butler, who led the crew of the Orel ship in 1699, and Lambert Jacobson Gelt, who led the crew of the yacht built together with the Orel. Then the title of "captain" received an official status in the Amusing Troops of Peter I (Peter himself was the captain of the bombardment company of the Preobrazhensky Regiment). In 1853, the rank of captain in the navy was changed to "commander of the ship." On ROPiT ships since 1859 and Volunteer Fleet since 1878, skippers from officers of the navy began to be informally called "captains", and officially this rank in the civilian fleet was introduced in 1902 instead of "skipper".

COOK- a cook on a ship, has been called that since 1698. The word came into Russian from Dutch. Derived from lat. cocus - "cook".

COMMANDER- head of the yacht club, head of a joint trip of several yachts. Initially, it was one of the highest degrees in knightly orders, then, during the time of the Crusades, it was the title of commander of an army of knights. The word is derived from Latin: the preposition cum - "with" and the verb mandare - "to order."

In the Russian navy at the beginning of the 18th century, the officer rank "commander" was introduced (between a captain of the 1st rank and a rear admiral; it still exists in foreign fleets). The commanders wore the admiral's uniform, but the epaulettes did not have an eagle. Since 1707, instead of it, the title of "captain-commander" was assigned, which was finally abolished in 1827. This title was worn by outstanding navigators V. Bering, A.I. Chirikov, and one of the last - I.F. Krusenstern.

KUPOR(English cooper, Dutch Kuiper - "cooper", "cooper", from kuip - "tub", "vat") - a very important position on wooden ships. He not only maintained the barrels and tubs in good condition, but also monitored the watertightness of the ship's hull. The foreign word "cork" quickly entered into everyday Russian speech, forming derivatives "cork" and "uncork".

PILOT- a person who knows the local conditions of navigation and takes on the safe wiring and mooring of the vessel. Usually this is a middle-aged navigator, about whom sailors jokingly, remembering the lights installed for the pilot ship, say: "White hair - red nose." Initially, the pilots were members of the crew, but in the XIII-XV centuries, those who work only each in their own specific area appear. Such a "pilot" among the Dutch was called "pilot" (loodsman, from lood - "lead", "sinker", "lot"). The first document regulating the activities of pilots appeared in Denmark (the “Naval Code” of 1242), and the first state pilot service was organized in England in 1514.

In Rus', the pilot was called the "ship's leader", and his assistant, who measured the depth on the bow with a lot, was often called the "carrier". In 1701, by decree of Peter I, the term "pilot" was introduced, but until the middle of the 18th century, the term "pilot" could also be found. The first state pilotage service in Russia was established in 1613 in Arkhangelsk, and the first manual for them was the instruction for pilots of the St. Petersburg port published in 1711 by Admiral K. Kruys.

SAILOR- perhaps the most "dark" word in origin. It is only known for certain that it came to us in the 17th century from the Dutch maritime language in the form of "matroz". And although the form "sailor" is already found in the Naval Charter of 1724, until the middle of the 19th century, "sailor" was still more common. It can be assumed that this word comes from the Dutch mattengenoot - "comrade in bed": matta - "mat", "mat", and genoot - "comrade".

In the middle of the century, the word mattengenoot in a truncated form matten came to France and was transformed into the French matelot - a sailor. And after some time, this same "matlo" returned to Holland again and, not recognized by the Dutch, turned first into matrso, and then into a more easily pronounceable matroos.

There is another interpretation. Some etymologists in the first part of the word see the Dutch matt - "comrade", others - mats - "mast". Some scholars see the Viking heritage in this word: in Icelandic, for example, mati - "comrade" and rosta - "fight", "fight". And together "matirosta" means "combat friend", "comrade in arms".

DRIVER- the word is relatively young. It appeared in those days when the sails in the fleet began to be replaced by a steam engine, and borrowed from it. Mashinist (from other Greek machina), but for the first time in Russian it was noted in 1721! Naturally, then this specialty was not yet marine.

MECHANIC- the origin is similar to the word "driver", but in Russian in the form "mechanicus" it was noted even earlier - in 1715.

SAILOR- a person who has chosen the maritime profession as his lot. It is believed that this profession is about 9000 years old. Our ancestors called its representatives "morenin", "moryanin" or "sailor". The root "move" is very ancient. The expression "to walk on the sea" is already found in the annals when describing the campaign of Prince Oleg against Constantinople in 907. We can also recall Athanasius Nikitin's "Journey Beyond the Three Seas".

In the modern language, the root "move" has been fixed in the terms "seaworthiness", "navigation", "propulsion", etc. Peter I tried to instill a foreign Italian-French name for a military sailor - "mariner" (from Latin mare - sea). It has been found since 1697 in the forms "mari-nir", "marinal", but by the end of the 18th century it was out of use, leaving only a trace in the word "midshipman". The same fate befell another Dutch term - "zeeman" or "zeiman". It lasted only until the end of the first quarter of the 19th century.

PILOT- the driver (less often - the navigator) of the racing boat; an obvious borrowing from aviation "as a sign of respect" for high speeds. During the early Middle Ages, this was the personal title of a pilot who accompanied the ship throughout the passage from the port of departure to the port of destination. This word came to us through the Italian pilota, and its roots are ancient Greek: pedotes - "pilot", formed from pedon - "oar".

STEERING- the one who directly controls the course of the vessel, standing at the helm. The word goes back to the Dutch pyp ("rudder") and in this form is mentioned in the Naval Charter of 1720 ("To inspect the Ruhr before the campaign"). By the middle of the 18th century, the word "ruhr" had finally supplanted the ancient Russian "helm", but the title of "helmsman" was officially retained in the Russian galley fleet until the last decade of the same century.

SALAG- an inexperienced sailor. Contrary to the original "interpretations", for example, on the topic of a historical anecdote about the mythical island of Alag ("Where are you from?" "From Alag"), the prosaic version is closer to the truth, connecting this word with "herring" - a small fish. "Salaga" in some Russian dialects, mainly in the northern provinces, for a long time was called small fish. In the Urals, the use of the word "herring" as a nickname is recorded, that is, in the meaning of "salaga".

SIGNALER- a sailor who transmits messages from ship to ship or to shore by means of a hand-held semaphore or by hoisting signal flags. The word "signal" came to us under Peter I through the German Signal from Latin (signum - "sign").

STARPOM- both parts of this word come from Old Slavonic foundations. The senior (from the stem "hundred") here has the meaning "chief" because it must be the most experienced of the captain's assistants. And "assistant" originates from the now lost noun "mog" - "strength, power" (its traces have been preserved in the words "help", "nobleman", "sickness").

SKIPPER- captain of a civilian ship. The word is the "namesake" of the "shipman" - "shchipor", and then the goll. schipper (from schip - "ship"). Some etymologists see the formation from a word from Norman (Old Scandinavian Skipar) or Danish (skipper) with the same meaning. Others point to the proximity of the word to the German Schiffer (from schiff (s) herr - "master, head of the ship").

In Russian, the word first occurs at the beginning of the 18th century as a junior officer rank. According to the Naval Charter, the skipper had to "see that the ropes were well folded and that they lay neatly in the tank"; "in throwing and taking out the anchor, it is guilty to be at the biting [biting] and look over the tying of the anchor rope."

In the merchant fleet, the nautical rank of skipper was introduced only in 1768 with the obligatory passing of exams at the Admiralty. In 1867, the rank was divided into long-distance and coastal sailing skippers, and in 1902 it was canceled, although the position of "sub-skipper" - the owner of the ship's supply for the deck part - was big courts still exists today, as does the word "skipper's pantry".

SHOT- a sailor working on sheets (from Dutch schoot - floor). The word "sheet" (tackle for controlling the clew angle of the sail) is first found in the Naval Charter of 1720 in the form "shkhot".

NAVIGATOR- Maritime Specialist. This word in Russian was first noted in the form "sturman" in D. Butler's Article Articles, then in K. Kruys's "Painting for supplies on the barcolumn ..." (1698) in the forms "sturman" and "navigator" and Finally, in the Naval Charter of 1720, the modern form of the word is found. And it comes from the Dutch stuur - "steering wheel", "rule". In the heyday of navigation, when the ships of the Dutch East India Company were already plying the waters indian ocean and the role of navigators increased enormously, the Dutch word "navigator" became international. So in Russian, it replaced the ancient "helmsman" or "helmsman" (from "stern", where the ship's control post was located from ancient times). According to the "Article Articles", the navigator had to inform the captain "the acquired height of the semi-pole (pole) and show his notebook about ship navigation and the book of sea traffic in order to best advise on the preservation of the ship and people ...".

CABIN BOY- a boy on a ship, studying maritime affairs. In the domestic vocabulary, this word appeared under Peter I (from the Dutch jongen - a boy). At that time, there were "cabin cabin boys" recruited as servants, and "deck cabin boys" for deck work. Many well-known admirals, including the "Admiral of Admirals" - Horatio Nelson, began their naval service as cabin boys.

He was the last to leave it only after saving all the people on board the ship. This tradition is fixed in the maritime laws of a number of states (but not all). Article 30 of the Code of Inland Water Transport and Article 66 of the Code of Merchant Shipping of the Russian Federation literally and unambiguously require that the captain, if, in his opinion, the ship is threatened with imminent death, after taking all measures to save passengers, allowed the crew members to leave the ship and left it himself last .

Rationale for Tradition and Law

The law gives the captain of the ship huge and wide powers to manage the crew and passengers on board. In essence, the captain of the ship during the voyage represents all state power with relevant rights, including the right to certify the wills of the deceased and the birth of a child on a ship during a voyage (Article 70 of the Merchant Navigation Code of the Russian Federation), the right to initiate a criminal case, carry out urgent investigative actions, even arrest and use force, for example, to suppress a rebellion or to protect from pirate attacks. In many cases, even a senior person in rank or position does not have the right to give orders bypassing the captain. Thus, the captain has an absolute right to make decisions related to the safety of the ship, cargo and crew, not limited by any subordinate circumstances. The captain of the ship retains his rights even after the death of the ship until the return of the crew to their homeland. reverse side The huge rights and powers of the captain of the ship are equally great responsibility for the fate of the ship and, above all, the people on board, whom he must save under all circumstances, even at the cost of endangering his own life.

Examples of heroic behavior of captains

April 15, 1912 Captain passenger liner"Titanic" Edward John Smith remained on the sinking ship, sharing the fate of 1496 passengers who died during this one of the largest maritime disasters.
On June 27, 1940, the Italian submarine Console Generale Liuzzi in the Mediterranean was attacked and forced to surface by British destroyers. Its commander, Lieutenant Commander Lorenzo Bezzi, ordered the crew to leave the ship, and then sank the submarine along with him.
On February 28, 1942, during the first battle in the Java Sea, the Dutch Rear Admiral Karel Doorman commanded the flagship light cruiser De Ruyter, which was hit by a Type 93 torpedo from the Japanese heavy cruiser Haguro and began to sink. Part of the cruiser's crew escaped, but Doorman, following the old maritime tradition, remained on the sinking ship and died on it.
During the Battle of Midway, the Japanese aircraft carrier Soryu was hit by American aircraft on June 5, 1942 and engulfed in fire, the fight against which turned out to be hopeless. The captain of the ship, Ryusaku Yanagimoto, ordered the crew to leave the dying ship, but he himself remained on it, sharing the fate of hundreds of sailors cut off by fire in the holds of an aircraft carrier. On that day, the commander of the Hiryu aircraft carrier, Captain 1st Rank Tameo Kaku (Jap. 加来止男), who remained on the burning ship, performed the same feat. Rear Admiral Tamon Yamaguchi also remained with him, who wanted to atone for the death of the aircraft carrier unit entrusted to him with his death.

Examples of captains breaking tradition

During the crash of the Costa Concordia liner on the night of January 14, 2012 in the Tyrrhenian Sea, its captain Francesco Schettino left the ship long before all the surviving passengers and crew members were rescued from it. It was established that Schettino was one of the first to leave the ship on Friday, although the evacuation continued until Saturday morning. During the evacuation of the passengers, Schettino disobeyed the order of Admiral Gregorio de Falco, Commander of the Coast Guard Center in Livorno, to return to the ship and direct the evacuation on the spot. For these actions, on February 11, 2015, the court of first instance in the city of Grosseto found Schettino guilty of inadvertently killing 32 people who died as a result of the disaster, as well as leaving the ship before the end of the evacuation of all on board, and sentenced him to 16 years in prison .
On April 7, 1990, during a fire on the Scandinavian Star ferry, his 57-year-old captain Hakon Larsen left the burning ship 1 hour and 20 minutes after the fire started, although there were still more than 30 people on the ferry. However, Larsen was unaware of the passengers remaining on board. However, the court convicted him of negligence, which resulted in the death of 158 people, and sentenced him to 6 months in prison.
On April 16, 2014, when the Sewol ferry crashed, Captain Lee Jung Suk was one of the first to leave the ship. Of the 476 people on board the ferry, 304 died (the bodies of 295 dead were found, 9 people are missing). Three more people died during the search operation. After a series of litigation, on April 28, 2015, the South Korean Court of Appeal overturned the decision of the Gwangju City Court to imprison Lee Jong Suk for 36 years and sentenced him to life imprisonment, finding him guilty of mass murder.
December 6, 1917 in the harbor of the Canadian city

Becoming a sailor, you not only get used to a special world, to a ship - steel, stuffed with cars, instruments, wires, to the ever-changing ocean, to bad weather, which can no longer be ignored for a minute, as those who can live on the shore can. You get used to the environment of people, among whom the place and duties of each are strictly defined job description. On the ship it is known exactly who is who - this is ship's crew.

CAPTAIN OF THE SHIP

Imagine a picture. If a part of the land were somehow to break away from the shore and begin to float in the ocean, it certainly became necessary on this part of the earth to have a person who could maintain order, uphold the law and at the same time manage this piece of land. Such a part of the state that is temporarily separated from the coast and walks in the waters of the oceans, and there is a ship or, and the captain becomes such a person. The word "captain" has been around for many centuries and is said to be derived from the word "head".

The word of the captain on a ship or vessel is law. All orders coming from the shore are transmitted only to the captain of the vessel. It is not surprising that the law gives the captain the right to arrest, as well as to witness the birth or death of a person.

ship captain

You can talk endlessly about the duties of the captain. The captain of the ship must know and be able to do everything. If the ship finds people in the sea or another ship with which there was a disaster, the captain must provide assistance to people, and after the conclusion of the salvage contract, start rescuing the ship.

The captain of the ship must be an attentive and careful person. The list of his duties directly states that he must calculate the course of the vessel with special diligence in order to avoid mistakes. When approaching reefs, he should pay more attention to the color of the water (water is darker aground) and the presence of floating algae in it. When approaching the shore, these precautions should be doubled. Even the presence of an invitee on the ship does not relieve the captain of the ship of responsibility for the safety of the ship's movement.

In the event of a danger of collision with another ship, the captain must act clearly and unambiguously: he is obliged to personally inform the other ship of the name of his ship and the port of registry and receive the same data in response. Otherwise, when unavoidable, the captain can leave the ship only when all possible means for salvation. First, he takes measures to save the passengers, then he allows the crew to leave the ship and leaves the ship last, taking with him magazines (ship, machine), maps and the ship's cash desk.

In time of trouble, saving people, regardless of the passengers of his own ship or people from another ship that is sinking, the captain must take care that children, women, the elderly and the sick are placed in the first place.

And already a completely unpleasant duty: in the event of the death of a person on board, captain of the ship must witness the death and decide whether to deliver the body to the port or bury it at sea ...
And this is only a small part of the duties of the captain of the ship.

CAPTAIN'S ASSISTANTS

Assistants help the captain to command the ship. There are many of them, but the ship on which they are also rather big.

Major assistant- the first deputy captain, ready at any time to replace him at sea or in the parking lot. The order and discipline on the ship depends on it. The captain went ashore and all the rights and duties of the captain are transferred to the chief officer.

senior mate and helmsman

The entire crew of the vessel is administratively subordinate to the chief mate, and his orders regarding the observance of the ship's order, discipline, organization of service and routine are obligatory for all members of the crew and persons on board. The chief mate is the head of the general ship service and supervises the deck crew and the life team, the work of the second, third, fourth and fifth mates.

The chief mate must be constantly available to replace the captain and take command of the ship. In the absence of the captain, he can independently re-moor and move the vessel in the port waters, calling, if necessary, a pilot and port officers.

The chief mate is responsible for:
1. Compile and correct the ship's schedule.
2. Organize and conduct training for the crew in damage control of the ship, use life-saving appliances and rescue of people, cargo and ship property, supervise the preparation of emergency teams.
3. Ensure the availability on board and proper storage of a minimum supply of food.
4. Monitor and keep records of the amount of water in ballast and drinking tanks, and its consumption.
5. Ensure the correct technical operation and proper maintenance of the ship's hull, decks and superstructures, ship spaces and compartments, drinking tanks, collective protection rooms, medical care and provisional storerooms, dosimetric instruments, personal protective equipment and blackout, spars and rigging, cargo, anchor, mooring, towing devices, life-saving equipment of the ship; fire-fighting, rescue equipment, property and inventory, measuring, air and receiving pipes; air vents and welded ventilation ducts, clink doors and their drives (except for engine and boiler rooms), ladders, storm ladders and fender protection.
6. Together with the chief engineer, the chief mate is obliged to check the condition of the watertight compartments and closures of the ship.
7. Plan and supervise shipboard operations, as well as monitor the quality of food preparation.

Before and during cargo operations, the chief mate must:
1. Ensure the preparation of cargo devices and premises for receiving cargo; check their readiness together with the second mate, chief mechanic, electrician and assistant captain for fire and technical department.
2. Personally supervise the loading (unloading) and securing of bulky and heavy cargo, placement and securing of deck cargo.
3. Personally supervise the preparation of the vessel for the carriage of dangerous goods and ensure compliance with the rules of maritime transportation.

Before embarking on a voyage, the chief mate must:
1. Ensure preparation of the vessel for the stowed position, take measures for the proper fastening of deck equipment and cargo.
2. Check the readiness of steering, anchor, mooring and boat devices, signal lights, means of light, sound and emergency signaling, on-board communications, engine telegraph and remote control of main engines; monitor the reliable closure of holds, hatches, necks, portholes, caps and other deck and side openings.

On a voyage, the chief mate must:
1. Control the proper fastening of deck equipment and cargoes; organize and monitor the water tightness of the hull, the tightness of the outer contour of the vessel; take measures to ensure them; supervise the preparation of the vessel for stormy navigation and for the fight against icing.
2. The chief mate shall keep watch from 04:00 to 08:00 and from 16:00 to 20:00. In difficult conditions, he carries out navigational watches at the direction of the captain.

also in ship's command staff includes: the second assistant, who is also called the cargo assistant. He is responsible for loading and unloading, loading of holds, their cleanliness and safety.

Third mate- navigator. On it are maps, magnetic compasses, a chronometer, a ship's clock and other instruments.

Fourth Assistant responsible for electrical navigational instruments - gyrocompass, log, echo sounder, etc.

Fifth Mate The captain ensures the fire safety of the vessel. He controls the state of fire safety of the vessel, and compliance with fire regulations by the crew; provides fire protection measures when performing repair work and work with open fire on the ship; does not allow the operation on board of equipment, technical means and materials, the condition of which creates a fire hazard; daily checks stationary and portable fire extinguishing equipment, smoke insulating devices for individual use, their readiness for action, serviceability of fire alarms and fire protection systems; monitors the condition of fire-fighting equipment and equipment, takes timely measures to repair and replenish it to the established standards.

Chief engineer

control room of the power plant of the container ship "Mathilde Maersk"

Chief engineer- Independent head of the machine team. It ensures the operation of the main and auxiliary engines, the main gearbox, shafting, desalination plants, general ship systems, auxiliary mechanisms, the mechanical and hydraulic parts of the drives, the means of preventing sea pollution, the mechanical part of the deck and fishing mechanisms, the steering and cargo devices, household mechanical equipment, the system air conditioning (without the refrigeration part), automation systems and devices, tiller compartment, mechanical workshops, fuel, oil, water, bilge water receiving and dispensing stations, fire extinguishing stations.

Second mechanic- his assistant and deputy. Ensures reliable operation, correct operation and maintenance of bilge system hardware. Controls the availability of stocks of fuel, lubricating oils, water, supplies for the needs of the service.

Third Mechanic Responsible on ships for the operation of auxiliary engines.

fourth mechanic responsible for deck machinery and ventilation system.

Senior electrician responsible for the operation of electrical mechanisms and electrical network. The chief electrician is responsible for the sources of electricity: main and auxiliary generators on a ship with electric propulsion, generators with an autonomous drive and shaft generators on ships without electric propulsion, emergency power stations from the shore, a propulsion electrical installation, main and emergency switchboards, other switchgears; electrical equipment of posts and control panels, electrical (electronic) parts of automation systems and devices, including systems with remote control, all types of signaling and protection; current sewerage networks, demagnetizing devices, electric drives with ballasts and protective equipment for the mechanisms of the engine room, general ship and industrial purposes; the electrical part of the steering system (including the autopilot), machine telegraphs and axiometers, telephony, batteries with chargers and electrical measuring instruments of their department, lighting, household electrical equipment.

Senior electrician ensures the safe organization of work, reliable operation and maintenance of mechanisms, devices, systems, equipment in proper technical condition, proper operation of electrical equipment and automation equipment; monitors the operation of electrical mechanisms.

Boatswain- Head of the deck crew. Being on the forecastle, he manages all the work during setting and shooting from anchor and mooring. During the launching of boats, chores, rigging, the orders of the boatswain are the law.

ship's doctor in charge of the infirmary, dispensary and everything that serves health ship's crew.

All of the above positions - from the senior assistant to the ship's doctor - are the command staff of the vessel. But there is also a ship crew. I'll start with those who work under the boatswain on the upper deck.

Sub-skipper (skipper)- boatswain's assistants for the economic part.
Senior sailor performs carpentry work on the ship, receives fresh water, supervises mooring at the stern.
Senior helmsman stands on the steering wheel, including necessarily during complex maneuvering (entrance to the port, passing through bottlenecks).
Sailor 1st class must be able to stand on the helm, use signal flags and a semaphore, control a boat under sail. Performs all rigging and painting work.
Sailor 2nd class must be able to row a boat, knit marine knots, operate a winch and capstan, clean rooms, paint and upholster rust, use semaphore flags.
Sailor diver performs underwater work, and also works on the ship as a sailor.

In the engine room of the vessel near the boilers and motors, in the holds, they work: a senior boiler engineer, minders, a pump-action driver and electricians.

In the galley, in warehouses, in passenger cabins and corridors, there are jobs for the pantry, senior cook, galley attendant, barman, sailor and attendants.

cruise director

Zemsnaryadov, radio navigation technician and electric radio navigator.

counting all the maritime professions, it turns out that the ship is actually a floating city

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, doing long voyages, being in different countries of the world, the 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 evoke romance from stories about visiting the ports of distant countries, about the passage of the Panama Canal, or about catching tuna 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.

The names of the captains are associated with great geographical discoveries and record races across the ocean, heroic drifts and wintering, the development of new lands and the development of trade.

The captains of the fishing industry fleet are highly respected by the Soviet people. It was they who participated in many months of long-distance fishing expeditions, mastering active fishing in open seas 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 the captains are immortalized and 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 large 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.

On a long voyage, under the influence of external unfavorable 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 by permanent job above 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, necessary cards and allowances.

Work in the navy is associated with calls to foreign ports. The captain must have a good knowledge of internal and foreign policy of his country, to be a highly erudite person, to 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.

On a ship or any sailing ship the captain is the most important person who is responsible for the entire team and makes important decisions.

Wage

The level of salaries ranges from 600 to 1200 USD. and higher.

Place of work

Companies engaged in fishing, passenger and cargo transportation.

Responsibilities

The captain of the ship, with the help of his assistants, leads the ship through the world's oceans. No one has the right to change the course and speed determined by him, except in cases of danger that threaten the ship.

If the ship finds people in the sea or another ship with which trouble has occurred, the captain must provide assistance to people.

The captain must be an attentive and careful person. The list of his duties directly states that he must calculate the course of the vessel with special diligence in order to avoid mistakes. When approaching reefs, he should pay more attention to the color of the water and the presence of floating algae in it. When approaching the shore, these precautions should be doubled. Even the presence of an invited pilot on the ship does not relieve the captain of the ship of responsibility for the safety of the ship's movement.

In the event of a danger of collision with another ship, the captain must act clearly: he is obliged to personally inform the other ship of the name of his ship and the port of registry and receive the same data in response.

Important qualities

Responsibility, organization, analytical mind, leadership qualities, self-confidence, the ability to make the right decisions in emergency situations.

Reviews about the profession

“First of all, the captain is a leader who knows how to manage people. He is able to find an approach to each member of the crew, remaining friendly and, at the same time, demanding. This job is for those who love the sea, are not afraid of difficulties, and have good health. On a passenger ship, the captain is the face of the ship, and among his mandatory qualities is a presentable appearance, the ability to interest the interlocutor, good manners. It is still an exclusively male profession. Girls for the relevant specialties in educational establishments they don't take it."

From an interview with the captain of a sea vessel.

stereotypes, humor

Education

If you are attracted to a military career, then you need to apply to the Naval School. Nakhimov.

If you want to manage a civilian vessel, then you need to decide on the choice of water area. If you want to be the commander of a ship plowing the river, apply to the river school. If you want to travel the seas and oceans - to the nautical school.