Captains and commanders, “walks” or “floats” and what is a “gadget. Profession - Captain of coastal and long-distance navigation, chief navigator of the vessel
The captain of the ship has a set of rights and obligations related to the management of the crew and the exercise of administrative powers. The proper management of the ship and its safe navigation are ensured by the proper organization of the work of all services of the ship, the maintenance of the ship and the equipment on board in good working order. technical condition, staffing the ship with qualified specialists and making the right decisions by the captain of the navigational order.
When preparing for navigation, the captain is obliged to check the presence on the ship of the necessary corrected navigational charts and manuals for the voyage, work out with the navigational staff the conditions of navigation along the route of the ship, and also appoint exact time ship's readiness for departure. During the voyage, the captain is obliged to exercise control over the timely and high-quality determination of the location of the vessel by the watch officers. The appointment and change of the ship's course is the right of the captain only. He has the right to give orders to deviate from the previously appointed route whenever this is caused by the circumstances of navigation or the need to provide assistance to ships and people in distress.
In case of force majeure, when there is a danger to the ship, people and cargo, the officer in charge of the watch may change the course appointed by the captain, but he must immediately notify the captain of this.
The master is obliged to immediately report all accidents and accidents, as well as accidents on the ship, in accordance with the established procedure to the shipowner and take all measures in his power to ensure the safety of people, ship and cargo. Until the completion of the voyage, the captain is obliged to ensure the safety and inviolability of nautical charts with a gasket applied to them and other navigational documents that reflect the maneuvering of the ship. In the event of an accident with a ship, such documents should be kept until it is investigated. In accordance with Art. 66 of the CTM of the Russian Federation, if 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 this flight, tapes of navigational devices, documents and valuables.
The captain has a number of rights and obligations related to the commercial operation of the ship. In exercising his rights and fulfilling his obligations, the captain must organize the commercial work on the ship in such a way that the operation of the ship is not only profitable, but also brings significant profit. He is obliged to ensure the preparation of all premises of the vessel in which the cargo is transported for its safe transportation, to check the correctness of its placement. Before accepting the cargo, the captain reviews the preliminary cargo plan and approves it if the proposed loading option ensures the safety of navigation and the safety of the cargo. In accordance with Art. 30 of the Charter of Service on Vessels of the Fishing Fleet of the Russian Federation, the captain has the right to refuse to accept certain cargoes on board if their loading or transportation is contrary to the rules for the carriage of dangerous goods by sea, other existing rules or threatens the safety of the ship, people, cargo.
Exercising his rights and obligations in terms of administrative powers, the captain issues orders on the ship, approves job descriptions and ship schedules, which are the basis for organizing service on ships, as they determine the duties of all crew members, as well as persons temporarily staying on the ship as passengers . The ships must have the following ship's schedules: regular, on ship's alarms, on orders, on mooring operations, on the routine of the crew, its accommodation and rules of conduct on the ship.
By virtue of the Charter on the Discipline of Maritime Transport Workers, as well as the Charter on the Discipline of Fishing Fleet Workers (charters on discipline are approved by the Government of the Russian Federation), the captain has the right to apply incentives and impose disciplinary sanctions on crew members: reprimand, reprimand, severe reprimand and write-off from the ship with by simultaneously sending a submission to the shipowner about the imposed penalty - and expressing his opinion on the further use of this employee. According to paragraph 2 of Art. 67 KTM of the Russian Federation, the captain has the right, if necessary, to remove any member of the ship's crew from the performance of their duties. In such a case, the rules set out in Art. 58 of the Code "Repatriation of crew members". These rules oblige the shipowner to ensure, at his own expense, the delivery of a crew member decommissioned from the vessel to the port provided for in the employment agreement (contract) or collective agreement, and in the absence of such instructions in the agreements - to the port of his employment, with maintenance until arrival at the destination . However, paragraph 5 of Art. 58 provides that if the reasons that caused the repatriation of a ship's crew member arose through his fault in the performance of his official duties, then the shipowner has the right to reimbursement of repatriation costs in accordance with the legislation of the Russian Federation.
The captain of the ship has the appropriate rights and obligations in the exercise of the functions inherent in the state bodies. In particular, he has the right to detain and isolate, before arriving at the domestic port, a person (including a passenger) whose actions do not contain signs of a criminally punishable act, but threaten the safety of the ship or the people and property on it (paragraph 3 of article 67 of the MCC of the Russian Federation ). A different situation arises when a criminally punishable act has been committed on a ship at sea. In this case, the captain has the right and is obliged to conduct an inquiry in the manner prescribed by law; detain and isolate a person suspected of committing a crime before arriving at the first domestic port to transfer him with the materials of the inquiry to the relevant authorities. In this situation, the captain acts as an inquiry body and is obliged, on the basis of Article 69 of the Russian Federation Code of Commissariat of Labor, to be guided by the criminal procedural legislation of the Russian Federation, as well as the Instruction on conducting an inquiry on ships at sea, approved by the Prosecutor General of the Russian Federation.
According to Art. 70 KTM of the Russian Federation, the captain of the ship is endowed with the rights and obligations of a notary, namely: the captain has the right to certify the will, make an entry in the ship's log about each case of the birth of a child on the ship and about each case of death on the ship. Certification of wills is made by the captain in accordance with the Instruction on the procedure for certification of wills by captains sea vessels floating under State flag Russian Federation. In the event of death on board, the captain is obliged to draw up an act with the participation of two witnesses and a ship's medical officer (doctor or paramedic), if any.
"In the event of death, illness, or any other reason that prevents the captain 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 senior assistant to the captain of the ship," - defined by Art. 73 KTM of the Russian Federation. Article 32 of the Charter of Service on the Vessels of the Fishing Fleet of the Russian Federation interprets the situation when the captain is unable to perform his official functions much broader, namely: "In the event of illness (death) of the captain, sudden mental disorder or other condition that threatens the safety of the vessel on it, the command of the vessel is taken (temporarily) by the senior assistant captain, with an immediate report on this to the shipowner, the flagship of the group (the head of the fishery), and in a foreign port - to the consul. An appropriate entry is made in the ship's log. "
The captain of the ship bears all types of responsibility: disciplinary, administrative, material and criminal.
Disciplinary responsibility. On the captain who violated the service (labor) discipline, i.e. who has not performed or improperly performed, through his own fault, the duties assigned to him, a disciplinary sanction may be imposed, provided for by the charters on discipline. A disciplinary sanction may not be imposed later than one month from the day the misconduct was discovered, and if the misconduct was committed during the voyage, then from the moment the ship returned to the domestic port. In all cases, a disciplinary sanction may not be imposed later than six months (for captains of deep-sea vessels - one year) from the day the misconduct was committed.
Administrative responsibility. If the disciplinary measures are deemed insufficient, then administrative penalties are applied, which include a fine and deprivation of a maritime certificate for a period of one to three years. The captain may be held administratively liable for violation of the rules of the customs regime, safety rules for navigation, labor protection, sanitary rules and rules for the protection of the marine environment, or water resources if such actions are not criminally punishable. A fine is imposed on the captain by the competent authorities (services) in accordance with the administrative legislation of the Russian Federation. Fine in administrative procedure it is forbidden to impose later than one month from the date of committing the offense.
Material liability. In accordance with the current regulations, the captain, through whose fault the damage was caused to the shipowner, is liable in the amount of the actual damage, but not more than one third of his monthly salary. However, in cases where the damage is caused by the actions of the captain, containing signs of criminal acts, the captain bears full financial responsibility (by court decision).
Criminal liability. In cases prescribed by law, the captain may be held criminally liable, in particular in the following cases:
failure to provide assistance to people perishing at sea or on another waterway, if this assistance could be provided by the captain without serious danger to his vessel, its crew and passengers;
violations of navigation rules that caused serious consequences (death of the vessel, people or destruction of berthing communications);
damage to a marine telegraph cable or pipeline:
pollution of the marine environment by substances harmful to human health or living resources of the sea;
violation of labor rules, expressed in the action or inaction of the captain, resulting in the death of people;
abuse of power or official position, which entailed large negative consequences.
The captain can be held criminally liable only by a court verdict.
The relationship of the captain with the authorities of a foreign state. While the ship is in the territorial sea, inland waters and ports of foreign states, the captain must strictly observe the laws, rules and customs of the coastal state. The master can obtain the necessary information about the legislation of the host state of the ship from the national consul (consul of the ship's flag state), and in his absence - from the shipowner's agent. This is especially important when a ship calls at an unfamiliar port, and even more so at a previously unvisited port of the state whose flag the ship is flying.
According to the Consular Charter of the Russian Federation, the master may apply for assistance and necessary assistance to the consul of the port, which is included in the consular district of the state of his accreditation. If necessary, the consul is an intermediary in the communications of the captain with port and other local authorities. He assists the captain in the search for missing or deserted crew members, as well as in a situation where it is necessary to leave a seriously ill crew member for treatment in the state of residence of the consul, and ensures his delivery to his homeland.
During the stay of the ship in the waters of a foreign state, the crew members and passengers of the ship are subject, by virtue of the sovereignty of the coastal state, to its penal laws. In this regard, the competent authorities of the coastal state may conduct a search, arrest persons who have committed a crime. However, any actions on board the ship must be carried out with the knowledge and presence of the captain and consular (diplomatic) representatives of the state whose flag the ship flies. Modern international practice follows the path of limiting the jurisdiction of a coastal state in relation to crimes committed on board a foreign ship, unless the consequences of the crime affect the security of this state or the interests of its citizens. Upon receipt from the consul of information about the non-use by the coastal state in certain cases of its jurisdiction by virtue of agreements, the captain has the right to decide on the implementation of the functions of the body of inquiry.
However, in exercising these functions, the captain must comply with certain conditions. So, if it is necessary to perform certain urgent actions outside the vessel (for example, to interview the victim in a hospital), the captain is obliged to obtain permission for such actions from the competent authorities of the coastal state. Their permission is also required for the production of surveys of citizens of this state and other actions with their participation, even if for some reason they are on board the ship. This rule does not apply to cases of attaching statements and handwritten explanations to the materials of the inquiry. foreign citizens, as well as various documents related to the inquiry. The captain must conduct an inquiry in the legal field of the host state of the ship, taking into account existing international agreements.
If the captain detains a person suspected of committing a crime, local authorities in any case have the right to check the lawfulness of such detention. The right to verify the legality of the detention made by the captain is retained by the local authorities, even if such detention took place before the vessel entered a foreign port. At the same time, in some countries, the validity of the detention of a suspect is checked on the basis of the legislation of the flag state of the vessel (for example, in the UK, the Netherlands), in others - on the basis of the legislation of the host state of the vessel (for example, in Norway, Denmark).
Ship captains should keep in mind that in cases where documents and acts are drawn up with the participation of foreign authorities or come from authorities and citizens, they must be legalized by the consul of the district in which such documents are issued. Consular legalization consists in establishing and attesting the authenticity of signatures on these documents and acts and their compliance with the laws of the host state of the vessel and the consul. Without legalization, such documents are considered invalid and have no legal value.
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 to the world, fight giant sea animals or live after a shipwreck on desert island. 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.
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 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 a large group of 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 daytime and night work and 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 speak 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.
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, watch 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, PU and vocational schools river fleet RF.
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 ability to understand geographical maps and remembering 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 income, which includes 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 solid surface under their feet and from the family, since not all wives and children of sailors have the opportunity and desire to sail the sea for 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 are in no way connected with a military mission, however, the captain on any ship is still a commander who has the right to arrest and detain any violator 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.
I must say that all the captains civil courts, approved for this position, is 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.
Calling the water police (police) is often impossible due to the distance of the ship from the nearest settlement, 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 the event 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 (secondary specialized education) with a long tradition, from which well-prepared for work on river boats different displacement and purpose future captains and not only.
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; "Product technology Catering”, technologist (ship kitchen and cooking).
... 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.
This article is devoted to some marine words and expressions that are widely used, but often incorrectly and incorrectly sound from the lips of the layman. This "sin" and the sailors themselves. The correct interpretation can be searched in marine dictionaries, and finally on the Internet. As it turns out, the answers to the questions that arise in these sources are not always complete and exhaustive, or even completely absent. Let us turn to the speakers of the maritime language - to those who consciously and carefully treat the preservation of maritime traditions.
A few words about the origin of Russian marine terminology. In the preface to the "Complete Marine Encyclopedia" N. S. Andryushchenko edition of 2006, candidate of philological sciences E. P. Shibinskaya writes:
“... In the era of the great geographical discoveries Italian was the main source of replenishment of the maritime and commercial vocabulary for all European languages. In the very Italian special vocabulary was created on the basis of the Genoese and Venetian dialects. Italian sailors in everyday communication borrowed terms from the Greeks and Arabs, who retained the Phoenician and Egyptian terms ... For a very short time, no more than a hundred years, the borrowing language was Spanish.
In the Petrine era in Russia, the first source language of marine terms was Italian for a short time, then it became mainly Dutch. Borrowings from the English language also began under Peter I, and by the beginning of the 20th century. it became the leading source language and intermediary in the formation of new maritime terms. In addition, with the help of formants of Germanic origin (such as -man, -lin, -falsh, -tov) they began to form new Russian words ... "
Here is the first widespread misconception that Italians- mediocre sailors who do not have long-standing maritime roots and traditions.
To the base or to the base. In almost all publications in the press, even the naval one, and reports about the fleet, something like “... after the successful completion of the combat mission, the ship returned to base” often sounds. So which is correct "to the base" or "to the base"? It depends on what base we are talking about. If we are talking about a coastal base (supply point, storage place), then it would be correct to say: “a batch of beef has arrived at the coastal base.” It should be noted that ships almost never arrive at the barbaza, this is the lot of vehicles. But if the point of basing ships is meant, then they only say this: “the ship requested permission to go to the base” or “the ship arrived (should) go to the base.”
Rynda or bell? A significant part of the maritime brotherhood sincerely believes that the rynda is a ship's (ship's) bell. Moreover, the ship's bell Everyday life almost everyone is already called nothing more than a rynda. In fact, "rynda" is a signal that is given at noon by a bell on ships of the Navy of the 1st and 2nd ranks. As for the ship's (ship's) bell, in all current guiding documents, including international ones (COLREGs), it is called nothing more than a bell. When giving orders on a ship (vessel), the term "bell" is also used. There is one item (not a signal) that contains the word "rynda" in its name. This is a short braided end, for which the tongue of the ship's bell is set in motion - "ryndybulin". But still, if someone wants to show off their knowledge of maritime affairs, it is worth using the expression “ship (ship) bell”.
Avral - a command or a signal? Another common, especially on auxiliary ships of the Navy. The misconception concerns the concept of "hands-on". As you know, all-hands work is a ship's work performed by the entire crew or most of it. On the ships and vessels of the Navy, a bell signal (No. 6) is provided, which is called “Collection” (“Avral”), but the “Avral” command is not provided for by any governing documents. Therefore, after the characteristic emergency calls, the commands are heard: “Big gathering”, “Personnel line up for a divorce for work”, “Stand in places, remove the anchor (mooring lines)”, but the word “Avral” should not sound on the ship broadcast. As they say, the ear cuts.
The captain of the ship and the captain of the ship. What is the correct way to call an official heading the crew of a sea or air ship (vessel) a commander or a captain? In the general case, the commander is a soldier who commands a warship, and the captain is the head and sole head of the ship's crew. The expressions "captain of the ship" and "commander of the ship" are not used: these are alogisms.
There are, however, exceptions. It is well known that in civil aviation the commander of the ship directs the crew and controls the aircraft. Fishermen in Murmansk stubbornly call their captains commanders, and at the same time no one calls fishing vessels ships. Agree, it would be foolish to argue with them. Until recently, Navy auxiliary vessels with civilian crews were led by military commanders. The position was called that - “commander of a hydrographic vessel”, for example.
It is not necessary to strictly judge those who are no-no, and even call the commander of the ship a captain (but still not a captain of a ship). After all, sailors often call their commanders exactly that - “cap” (behind the eyes, of course). This somewhat slang expression even entered the marine dictionaries. The influence of the West, as some believe, has nothing to do with it.
English at sea. It's no secret that the Navy doesn't pay enough attention to the English language. But in vain, it is always easier and more reliable to agree on a divergence with an oncoming vessel than to secretly carry out calculations known to you alone. Besides, no matter how much it bothers someone, English language on the sea is international language communication. And here it must be borne in mind that the generally accepted maritime jargon is somewhat different from ordinary English.
Here are some features. On VHF, they are presented not as they usually do when calling in Russian “I am such and such (I am ...)”, but “this is such and such calls ( This is … calling)". If “I didn’t understand” they still say it like “Not understood”, then “Understood” at sea more often sounds like “ Roger". "Right" and "left" at sea are not "right" and "left", but " star board" And " port". Naval phrasebooks do not fully take into account the peculiarities of maritime English jargon. It should be borne in mind that on a Greek or French vessel with which a VHF connection is established, the same "English" as you are, and they may simply not understand ornate English expressions. Once upon a time there was an article on this topic on the pages of foreign military review.
Walk or swim. Knowledgeable people say that sailors walk and ships float. You can also hear the opposite. So how is it right? The answer to this question is not as simple as it seems at first glance.
Much depends on the context. Both ships and sailors go away into the sea, not float away. ship on the sea goes and not float. And we can say that both the ship and the sailor sailed. New navigation signs and alignments swim, and, of course, do not bypass. There are fixed expressions in which sailors swim. For example, " swam - we know". Another expression " floating admiral"indicates that not all admirals walk in the sea. You can say "according to this map we are already swam", but always say "next let's go(but we don’t sail) on the map number ... ”As you can see, it’s all about the nuances.
Far from immediately, a sailor, having stepped on the deck of a ship, begins to understand these subtleties, to speak correctly and understandably for the rest of the sailors. Currently, for the rank and file of military and civilian sailors, there are numerous "machine gun courses", after which young sailors, in theory, should understand the commands given to them. Unfortunately, this is not always the case. But even for a banal mooring, people on deck should know what fire, bollard, clewse, bale plank, duck, spire, windlass. And if the case takes a more serious turn, then open lac-ports, go abgaldyri and so on. And if some items on the ship have their counterpart in land life, then there are those that are only on the ship, and no one knows how to call them differently.
What does it have to do with " gadget"? This word, especially with the advent of mobile phones, tablets and other gadgets in our lives, as we now say, has firmly entered our everyday life. But this is an old English sea word. The missing ordinary members of the team in those distant times were recruited anywhere, as a rule, in port taverns. Since the recruits, of course, did not understand the commands, the officers called objects that they did not understand, to begin with, the word “gadget” (gadget). Over time, the sailors got used to the marine terms, but the word "gadget" if necessary, easily replaced any name on the ship.
The same universal word exists in the modern Russian fleet, but we will not give it here, since it, like many other words and expressions used on ships, is outside the normative vocabulary. Is it necessary to fight the naval obscenity? The answer is asymmetric: you need to learn the structure of the ship!
