MSC Circ 1405-rev-1__船舶使用武装护卫的指南

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4 ALBERT EMBANKMENT

LONDON SE1 7SR

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MSC.1/Circ.1405/Rev.1

16 September 2011

REVISED INTERIM GUIDANCE TO SHIPOWNERS, SHIP OPERATORS, AND SHIPMASTERS ON THE USE OF PRIVATELY CONTRACTED ARMED SECURITY PERSONNEL ON BOARD SHIPS IN THE HIGH RISK AREA1

1 The Maritime Safety Committee, at its eighty-ninth session (11 to 20 May 2011), approved the interim guidance to shipowners, ship operators and shipmasters on the use of privately contracted armed security personnel on board ships in the High Risk Area.

2 Given the importance and urgent nature of the issue, and the need to further develop and promulgate detailed guidance and recommendations as soon as possible, the Committee approved and the Council authorized the convening of an intersessional meeting of the Maritime Security and Piracy Working Group (1

3 to 15 September 2011) to update the guidance.

3 The Revised interim guidance to shipowners, ship operators and shipmasters on the use of privately contracted armed security personnel on board ships in the High Risk Area is set out in the annex.

4 The attached revised interim guidance should be read in conjunction with the interim recommendations set out in MSC.1/Circ.1406/Rev.1 on Revised interim recommendations for flag States regarding the use of privately contracted armed security personnel on board ships in the High Risk Area, and MSC.1/Circ.1408 on Interim recommendations for port and coastal States regarding the use of privately contracted armed security personnel on board ships in the High Risk Area, and the information provided in MSC-FAL.1/Circ.2 on the Questionnaire on information on port and coastal State requirements related to privately contracted armed security personnel on board ships, as well as the other recommendations and guidance developed by the Organization for preventing and suppressing piracy and armed robbery against ships.

5 Member Governments are urged to bring this circular to the attention of all national agencies concerned with anti-piracy activities, shipowners, ship operators, shipping companies, shipmasters and crews.

6 Member Governments are also urged to take any necessary action to implement, as appropriate, the revised interim guidance given in the annex.

7 Member Governments, international organizations and non-governmental organizations with consultative status are invited to bring to the attention of the Committee, at

1 High Risk Area: an area as defined in the Best Management Practices for Protection against Somalia Based

Piracy (MSC.1/Circ.1339) unless otherwise defined by the flag State.

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MSC.1/Circ.1405/Rev.1

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the earliest opportunity, the results of the experience gained from the use of the revised interim guidance so as to assist the Committee in deciding on any action to be taken.

8 MSC.1/Circ.1405 is hereby revoked.

***

MSC.1/Circ.1405/Rev.1

Annex, page 1

ANNEX

REVISED INTERIM GUIDANCE TO SHIPOWNERS, SHIP OPERATORS, AND SHIPMASTERS ON THE USE OF PRIVATELY CONTRACTED ARMED SECURITY PERSONNEL ON BOARD SHIPS IN THE HIGH RISK AREA1

1. Introduction

The increased threat to commercial shipping by Somalia-based pirates has led to extended use of armed guards and a marked expansion in the number of firms offering armed maritime security services for vessels transiting the High Risk Area. The Organization, whilst not endorsing the use of privately contracted armed security personnel (PCASP), understands that shipping companies may find it difficult to identify reliable, professional private providers of armed security.

The decision on the employment of PCASP on board ships is a complex one for a ship owner. The absence of applicable regulation and industry self-regulation coupled with complex legal requirements governing the legitimate transport, carriage and use of firearms2 gives cause for concern. This situation is further complicated by the rapid growth in the number of private maritime security companies (PMSC) and doubts about the capabilities and maturity of some of these companies. Significant competence and quality variations are present across the spectrum of contractors offering services.

The purpose of this guidance is to assist shipowners, ship operators and ship masters considering the use of PCASP on board ships to provide additional protection against piracy.

It is important to note that flag State jurisdiction and thus any laws and regulations imposed by the flag State concerning the use of PMSC and PCASP apply to their vessels. Furthermore it is also important to note that port and coastal States’ laws may also apply to such vessels.

The use of PCASP should not be considered as an alternative to Best Management Practices (BMP) and other protective measures. Placing armed guards on board as a means to secure and protect the vessel and its crew should only be considered after a risk assessment has been carried out. It is also important to involve the Master in the decision making process.

1.1 Definitions

High Risk Area: an area as defined in the BMP unless otherwise defined by the flag State.

Private maritime security companies (PMSC):Private contractors employed to provide security personnel, both armed and unarmed, on board for protection against piracy. Privately contracted armed security personnel (PCASP): armed employees of PMSC.

1 High Risk Area: an area as defined in the Best Management Practices for Protection against Somalia Based

Piracy (MSC.1/Circ.1339) unless otherwise defined by the flag State.

2 In the present guidance, all references to firearms include the associated ammunition, consumables, spare

parts and maintenance equipment for use by PCASP, and all references to security-related equipment include protective and communication equipment for use by PCASP.

MSC.1/Circ.1405/Rev.1

Annex, page 2

1.2 Ris k As s es s ment

Shipowners should ensure that the flag State is consulted at an early stage in their consideration of the decision to place PCASP on board to ensure that any statutory requirements are met.

Whether to use PCASP within the High Risk Area is a decision for the individual shipowner after a thorough risk assessment and after ensuring all other practical means of self protection have been employed.

The risk assessment should include and document the following factors and considerations, prior to making the determination to take such actions:

.1 vessel and crew security, safety and protection;

.2 whether all practical means of self protection have been effectively implemented in advance;

.3 the potential misuse of firearms resulting in bodily injury or death;

.4 the potential for unforeseen accidents;

.5 liability issues;

.6 the potential for escalation of the situation at hand; and

.7 compliance with international and national law.

2. PMSC Selection Criteria

2.1 General

As with any other type of contractor it is important to undertake the usual due diligence, which normally includes investigation and enquiries in relation to:

.1 Company structure and place of registration;

.2 Company ownership;

.3 financial position (e.g. annual accounts/bank references);

.4 extent of insurance cover (in particular covering third-party risks);

.5 senior management experience; and

.6 quality management indicators – e.g. ISO accreditation.

MSC.1/Circ.1405/Rev.1

Annex, page 3 2.2 PMSC Background Information

To assess the capability of the PMSC to carry out a proposed task, a thorough enquiry regarding the prospective PMSC should be undertaken, particularly in the absence of a robust accreditation scheme for PMSC.

The PMSC should be able to provide documentary evidence which may include: .1 maritime (as opposed to land-based) experience;

.2 written procedures on management including team-leading skills, chain of authority, change in command, responsibilities in life saving;

.3 understanding of flag State, port State and coastal State requirements with respect to carriage and usage of firearms;

.4 availability of written testimonials/references from previous clients in the maritime industry;

.5 availability of documentary evidence that firearms are procured, transported, embarked and disembarked legally;

.6 understanding of the Somalia-based piracy threat including the military operations in the area, and the means to maintain current knowledge;

.7 understanding of BMP and, in particular, ship protection measures; and

.8 access to legal advice (e.g. in-house counsel / external legal advisers) on

a 24/7 basis.

2.3 Selection and Vetting of PMSC

As the quality of the service delivery depends to a very great extent on the quality and experience of the individuals that make up the onboard PCASP team, the quality of the selection and vetting of that team is essential. The PMSC should demonstrate that they have verifiable, written internal policies and procedures for determining suitability of their employees.

The PMSC should be able to provide documentary evidence which may include: .1 criminal background checks;

.2 history of employment checks;

.3 military and law enforcement background checks, where applicable;

.4 records of medical, physical, and mental fitness of personnel (including drug and alcohol testing);

.5 verifiable system in place to ensure continued suitability for employment of their personnel;

MSC.1/Circ.1405/Rev.1

Annex, page 4

.6 documentary evidence of relevant experience and certification in the use and carriage of firearms to be deployed; and

.7 systems for provision of security identity documentation, travel documents and visas.

2.4 Training of PCASP

As the quality of professional training given to PCASP is of extreme importance, the shipowner should verify that the PMSC have adequate training procedures in place. The records of that training should give confidence that the PCASP have been provided with appropriate knowledge and skills.

The PMSC should be able to provide documentary evidence which may include: .1 comprehensive and detailed records of training, both initial and refresher training, available for inspection;

.2 subject to any additional requirements of the flag State, PCASP have received, as a minimum, ship-board familiarization training, including

communication protocols;

.3 personnel trained and qualified to documented company standards in the appropriate use of force following recognized principles/guidelines

recognized by the flag State;

.4 personnel trained to operate the specific firearms and other security equipment that will be used on the vessels on which they will be deployed;

.5 personnel given medical training to a recognized international standard;

and

.6 personnel given appropriate training and/or briefing with specific reference to the vessel type, where that vessel will be trading, and the provisions of

the International Ship and Port Facility Security (ISPS) Code, International

Safety Management (ISM) Code and the BMP.

3. Service Provision Considerations

3.1 Insurance

Owners should verify that PMSC maintain insurance cover for themselves, their personnel and third-party liability cover and that the PMSC terms of engagement do not prejudice or potentially prejudice the shipowners’ insurance cover.

Shipowners insurance cover

Liabilities, losses and expenses arising out of the deployment of PCASP may impact on the shipowner’s property and liability insurance cover. Shipowners are strongly recommended to consult with their insurers prior to contracting with and embarking PCASP to assess the potential impact on their insurance cover, particularly as it relates to armed engagements and liability insurance held by the PMSC.

MSC.1/Circ.1405/Rev.1

Annex, page 5 PMSC insurance cover

PMSC should provide evidence that they hold and will maintain for the duration of the contract:

.1 public and employers liability insurance cover to an appropriate level and as required by the shipowner; and

.2 personal accident, medical expenses, hospitalization and repatriation insurance.

The PMSC should insure its personnel to carry and use firearms on the high seas and territorial sea(s), for accident, injury and damage arising from the use of firearms and liability for any claim that might arise from the carriage and the use of firearms.

It is vital that shipowners, charterers and underwriters review all provisions in their charters and policies and ensure adequate attention is paid to the questions raised.

3.2 PCASP Team Size, Composition and Equipment

The size, composition and equipment of the proposed PCASP team should be carefully discussed and agreed as necessary by the shipowner contracting with the PMSC. Factors for consideration may include:

.1Size of the PCASP Team– this will be influenced by factors including: length of the estimated time of the vessel transit, latest threat assessment,

the agreed duties of the PCASP team (will they act as additional lookouts,

assist with rigging self protection measures?) and the size and type of

vessel. The analysis should indicate the minimum number of persons that

should form the security team, taking into account the need for continuity of

protection in the event of injury or illness.

.2Ship safety certificate –the size of the PCASP team plus the crew should not exceed that specified in the Ship's Safety Certificate. If the ship safety

certificate requirements cannot be met due to added security personnel,

then the flag Administration should be consulted.

.3Composition –it is important that there is an appropriate hierarchy, experience and skill mix within the onboard PCASP team. The team leader

should be competent in vessel vulnerability and risk assessments and be

able to advise on ship protection measures. It is recommended that one of

the PCASP personnel be qualified as the team medic.

.4 Equipment requirements– this will be influenced by factors including: length of the estimated time of the vessel transit, latest threat assessment,

the agreed duties of the PCASP team, (will they act as additional lookouts,

utilize day and night vision equipment, assist with rigging self protection

measures?) and the size and type of vessel. Enhanced medical equipment

is recommended.

MSC.1/Circ.1405/Rev.1

Annex, page 6

.5 Firearms– the appropriate firearms package to be employed in accordance with the applicable flag State national legislation pertaining to

the type, carriage and use of firearms by PCASP, in order to provide an

accurate and graduated level of deterrence, at a distance.

3.3 Command and Control of Onboard Security Team – including relationship with the Master

A shipowner / operator when entering into a contract with a PMSC should ensure that the command and control structure linking the ship operator, the Master, the ship's officers and the PCASP team leader has been clearly defined and documented.

Further, prior to boarding the PCASP, the shipowner should ensure that the Master and crew are briefed and exercises are planned and conducted so that all the roles and responsibilities are understood by all personnel on board prior to entering the High Risk Area.

In order to provide the required clarity, the documented command and control structure should provide:

.1 a clear statement that at all times the Master remains in command and retains the overriding authority on board;

.2 a clearly documented set of vessel and voyage-specific governance procedures, inter alia, covering procedures in 3.4, 3.5 and 3.6 which

include procedures for conducting exercises based on these procedures;

.3 a documented list of duties, expected conduct, behaviour and documentation of PCASP actions on board; and

.4 transparent two-way information flow and recognizable coordination and cooperation between the shipowner, charterer, PCASP, PMSC and the

vessel's Master, officers and crew.

Factors to determine such success may include:

.1 providing regular updated intelligence-based threat assessments throughout the contracted period on board, and utilizing this information to

offer suggestions as to the vessel's proposed routeing, amending same if

required, and under the ship's contractual arrangements;

.2 monitoring the daily activities of the onboard PCASP;

.3 having a 24-hour Emergency Response and a Contingency Plan in place covering all potential actions; and

.4 providing feedback on crew training and ship hardening requirements based upon reports received from the PCASP.

MSC.1/Circ.1405/Rev.1

Annex, page 7

3.4 Management of Firearms and Ammunition from Embarkation to Disembarkation An essential requirement of the PCASP team will be to demonstrate responsible management and use of weapons and ammunition at all times when on board.

Issues to be considered should include:

.1 documented compliance with the relevant flag, coastal and port State legislation and relationships governing the transport and provision of

firearms, ammunition and security equipment to the point of embarkation

and disembarkation or ports/places at which the vessel may call as part of

its intended voyage whilst the PCASP team is on board. PCASP should be

able to prove that actual inventory carried matches all documented

declarations;

.2 appropriate containers for firearms, ammunition and security equipment at the point of transfer to the ship;

.3 documented standards and procedures for a complete inventory of all firearms, ammunition and security equipment available upon arrival aboard

the vessel (inventory should detail make, model, calibre, serial number and

company end user certificate and proof of purchase of all firearms and

accessories; and details of ammunition and amount);

.4 control procedures for separate and secure onboard stowage and deployment of firearms, ammunition and security equipment;

.5 areas where firearms may or may not be carried, together with the weapon state (e.g. unloaded & magazine off, magazine on and safety catch on and

no round chambered) and what will initiate a change in that state should be

confirmed;

.6 detailed and exercised orders for when firearms can be loaded and "made ready" for use should be confirmed, trained and documented during certain

periods as listed in the PCASP contract, to ensure the highest of safety and

operational capabilities for use of firearms aboard the vessel; and .7 the inventory should be reconciled on disembarkation of all firearms and ammunition from the vessel.

3.5 Rules for the Use of Force

It is essential that all PCASP have a complete understanding of the rules for the use of force as agreed between shipowner, PMSC and Master and fully comply with them. PCASP should be fully aware that their primary function is the prevention of boarding using the minimal force necessary to do so. The PMSC should provide a detailed graduated response plan to a pirate attack as part of its teams’ operational procedures.

PMSC should require their personnel to take all reasonable steps to avoid the use of force. If force is used, it should be in a manner consistent with applicable law. In no case should the use of force exceed what is strictly necessary, and in all cases should be proportionate to the threat and appropriate to the situation.

MSC.1/Circ.1405/Rev.1

Annex, page 8

PMSC should require that their personnel not use firearms against persons except in self-defence or defence of others against the imminent threat of death or serious injury, or to prevent the perpetration of a particularly serious crime involving grave threat to life.

3.6 Reporting and Record Keeping

The Master should maintain a log of every circumstance in which firearms are discharged, whether accidental or deliberate. Such actions should be fully documented in sufficient detail in order to produce a formal written record of the incident.

The requirements of a formal written report may be considered to include the following: .1 time and location of the incident;

.2 details of events leading up to the incident;

.3 written statements by all witnesses and those involved from the vessel crew and security team in the incident;

.4 the identity and details of personnel involved in the incident;

.5 details of the incident;

.6 injuries and/or material damage sustained during the incident; and

.7 lessons learned from the incident and, where applicable, recommended procedures to prevent a recurrence of the incident.

In the event that the PCASP uses force, PCASP team leaders should be advised to photograph (if appropriate), log, report and collate contemporaneous written statements from all persons present at the incident in anticipation of legal proceedings.

In addition to incident reporting it is suggested that following a tour of duty the PCASP team should submit a full report to the shipowner / ship operator, via their employers if required, giving full details of the deployment, operational matters, any training and/or ship hardening conducted, and offering advice as to any further enhancements to security that may be considered.

3.7 Categorization of PCASP

Ship owners/operators should refer to any applicable national legislation of the flag State in relation to the categorization of PCASP on board their ships.

3.8 Reporting within the High Risk Area

The Master should report to the appropriate military authorities when a ship intending to transit, or transiting the High Risk Area is carrying PCASP, firearms and security-related equipment on board.

MSC.1/Circ.1405/Rev.1

Annex, page 9

3.9 Familiarization for Master and the crew

Shipowners and ship operators should ensure that the Master and the crew receive familiarization in relation to this guidance.

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船舶安全操作规程

施秉县舞阳河航运有限责任公司 船舶安全操作规程 出航前的准备 1、出航前船长应履行以下职责： ⑴、接到航次命令后应即时宣布开航时间，通知所属船员按时回船，并备足燃油物料及全船生活物品。 ⑵、检查船员证书是否齐全有效，如有临时代职人员，应办理好手续，对值班人员，应详细介绍本船的各种设备及操纵性能，并安排好工作。 ⑶、检查本船的航行证书及其它有关证件办好情况，检查进出港口签证手续，如装运危险物品，应办理危险物品准运证。 ⑷、检查本船机械、工属具、锚泊设备、消防救生设备，如发现问题，应采取措施排除，严禁带病出航。 ⑸、检查装载情况，装载应符合安全要求，不符合要求，应通知有关人员及时整改。 ⑹、通知机工对主机、副机、轴系、管系电器设备等进行一次全面检查，做好开航准备。 2、开航前的检查与准备 ⑴、值班轮机员接到开航通知后，立即做好开航前的准备工作。 ⑵、将燃料油、润滑油、冷却液、压缩空气管系中的有关阀门打 开，排放日用燃油柜中的积水和沉淀物，并补足燃料油和润滑 油，保证膨胀水箱水位适当

⑶、检查齿轮箱、推力轴承油位，并保持正常向尾轴套筒压油，直到回油为止；向各人工加油处加注适量的润滑油或润滑脂。 ⑷、检查有关电器设备，打开需供电线路的开关，有警报装置的应打开开关试验必须正常。 ⑸、检查并补充启动空气压力，排放空气瓶中的存水，打开启动空气管路和气笛管路的供气阀，如果是电力启动者，应检查接线情况和蓄电池电量。 ⑹、检查水泵等传动三角皮带的松紧程度，机器各运动部件及轴系附近不应有遗留工具和杂物。 ⑺、打开气缸上的放气试验堵塞，脱开离合器，人力盘车数转, 当确认无碰、卡滞现象时，方可启动。 离码头的操作 ⑴、船长应根据风向、风力、流速、流向对船舶的影响及码头周围的水深和船停靠情况，决定离码头的方法，并告诉值班人员。 ⑵、值班人员和在甲板上操作的人员一律要穿好救生衣。 ⑶、收起船舷外不必要的缆绳和障碍物。 ⑷、注意码头、泊位、周围环境、前后船、来往船舶动态，在无妨碍他船航行时方可行动，并按章鸣放离码头信号。 ⑸、船离码头时，在有流河段，一般正常情况下，可根据水流流向，解掉首尾缆，待船首或船尾与水流成一夹角时，解掉全部缆绳，动车离开码头；在平流地区，可先用竹篙撑开船尾，有足 够水深后再动车。

船舶防火安全操作手册

船舶防火安全操作手册 船舶防火安全操作手册 船舶锅炉安全操作规定 1、锅炉点火时，应先向炉膛内预扫气，排净残留的油气后才能点火。每次点火不成功, 再次点火前仍要先扫气再点火。每次扫气时间不得少于5分钟。严禁简化操作程序、直接点火或缩短扫气时间。 2、点火时操作人员思想要集中。严格遵守操作步骤，注意合理站位，避开风门检查孔, 防止回火伤人。禁止赤膊和穿着化纤工作服。 3、手动点火是，应先点火后开油门。如喷油后不能点燃，应立即关闭油门，扫气后重新点火给油，防止爆燃。 4、锅炉供气时，须先暖管，逐渐加温。操作蒸汽阀时要缓慢地进行。管路总阀装有泄气阀时，应先将泄气阀打开排放残水后再打开各截止阀供气。 5、蒸汽管阀要有隔热防护装置或明显的警示牌。在运行锅炉周围检查或其他作业时，要注意保持距离和采取措施，防止烫伤。锅炉环境周围要做到：无积油、破布、棉纱和燃油滴漏现象。 6、锅炉运行中应随时注意观察汽压、水位、给水等情况，发现不正常情况及时纠正。禁止在汽压、水位不正常情况下工作。禁止在保护装置失灵或阀值不准的情况下使用。 7、锅炉运行中发生灭火时，应立即关闭油门、找出原因、排除故障后重新扫气，才能再次点火使用。 8、锅炉停炉是要严格按程序操作，停炉后如有压力应注意保持正常水位。停炉所需时间必须遵照规程，严禁缩短时间急剧冷却，以免造成事故。 9、在拆卸锅炉的进入孔道、贴身角阀、旋塞龙头之类部件及各汽阀管道时，要确认没有压力之后，方可作业。 10、清扫或检查锅炉内部时，要进行连续的充分通风，并确认无残留瓦斯、余热，炉内温度不得超过摄氏45度。同时遵守《封闭舱室作业的安全规定》。 11、清扫锅炉外部时，对脚手架、炉门、吊具等要事先检查，确保安全。

船舶安全操作规程

共享知识分享快乐 苍南永安劳务有限公司 船舶安全操作规程 出航前的准备 1、出航前船长应履行以下职责： ⑴、接到航次命令后应即时宣布开航时间，通知所属船员按时回船，并备足燃油物料及全船生活物品。 ⑵、检查船员证书是否齐全有效，如有临时代职人员，应办理好手续，对值班人员，应详细介绍本船的各种设备及操纵性能，并安排好工作。 ⑶、检查本船的航行证书及其它有关证件办好情况，检查进出港口签证手续，如装运危险物品，应办理危险物品准运证。 ⑷、检查本船机械、工属具、锚泊设备、消防救生设备，如发现问题，应采取措施排除，严禁带病出航。 ⑸、检查装载情况，装载应符合安全要求，不符合要求，应通知有关人员及时整改。 ⑹、通知机工对主机、副机、轴系、管系电器设备等进行一次全面检查，做好开航准备。 2、开航前的检查与准备 ⑴、值班轮机员接到开航通知后，立即做好开航前的准备工作。

⑵、将燃料油、润滑油、冷却液、压缩空气管系中的有关阀页眉内容． 共享知识分享快乐 门打开，排放日用燃油柜中的积水和沉淀物，并补足燃料油和润滑油，保证膨胀水箱水位适当。 ⑶、检查齿轮箱、推力轴承油位，并保持正常向尾轴套筒压油，直到回油为止；向各人工加油处加注适量的润滑油或润滑脂。 ⑷、检查有关电器设备，打开需供电线路的开关，有警报装置的应打开开关试验必须正常。 ⑸、检查并补充启动空气压力，排放空气瓶中的存水，打开启动空气管路和气笛管路的供气阀，如果是电力启动者，应检查接线情况和蓄电池电量。 ⑹、检查水泵等传动三角皮带的松紧程度，机器各运动部件及轴系附近不应有遗留工具和杂物。 ⑺、打开气缸上的放气试验堵塞，脱开离合器，人力盘车数转，当确认无碰、卡滞现象时，方可启动。 离码头的操作 ⑴、船长应根据风向、风力、流速、流向对船舶的影响及码头周围的水深和船停靠情况，决定离码头的方法，并告诉值班人员。 ⑵、值班人员和在甲板上操作的人员一律要穿好救生衣。 ⑶、收起船舷外不必要的缆绳和障碍物。 ⑷、注意码头、泊位、周围环境、前后船、来往船舶动态，在无妨碍他船航行时方可行动，并按章鸣放离码头信号。

模拟飞行X操作指南

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3、机驾人员必须持证上岗。 4、航行途中必须加强瞭望。及时掌握航标、航道、航行信号，水文、气象、来往船舶动态和周围环境，结合本船操纵性能采取一切有效措施确保航行安全。 5、正确使用和操纵助航设备，并掌握在使用中发生故障的应急措施。 6、严格按照设备说明书的规定及机电设备的操作规程进行操作管理，确保各项设备技术状况良好，运转情况正常。 7. 严格遵守环境保护法及港章有关规定，认真做好机舱油类和污水处理，防止污染水域。 8、值班机驾员应当坚守岗位，认真操作，严格执行《中华人民共和国内河避碰规则》和其它有关航行规章制度。 9. 船舶驾机人员必须按规定认真填写航行日志及轮机日志，保证记录的真实性完整 10、舶驻港期间认真做好值班工作，做好船舶及仪器清洁，使船舶有良好的船容船貌。

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飞行器操作方法

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第一部分：飞机基本操作 GTASA里的飞机可分为两大类，一类是直升飞机(按W会向上升)，一类是双翼飞机(按W会向前冲)，鹞式战斗机可以在两个类别之间自由转换。 一、直升机基本操作及飞行原理 基本操作：按F或回车进入直升机后发动机自动启动，启动需要几秒时间才能开起来，按W垂直向上起飞，按S降落，Q为向左转，E为向右转，A或方向键左为左侧翻(按此键时向左飞)，D或方向键右为右侧翻(按此键时向右飞)，方向键上为前倾(按此键时向前飞)，方向键下为后仰(按此键时可减速、向后飞)，点鼠标左键或按左Alt或右Ctrl为开火(如果它能开火的话)，按左Ctrl或小键盘数字键0是另外一种武器(如果有的话)，点鼠标中键或同时按住Q和E可以向后看。其中阿帕奇武装直升机(可用秘籍OHDUDE调出来)开起来之后按2能开启警车任务去追杀逃犯来赚钱。直升机起飞后让机头往下一低飞机就会有一个向前的速度，向前飞时侧翻可用来转一个大弯，螺旋桨升力的水平分力提供直升机转弯的向心力，急转弯可以用侧翻配合后仰来完成。急停要先向后仰然后加速，这时牵引力向后拉机身，飞行速度就骤然下降。

船舶安全技术操作规程

船舶甲板部一般安全规定 一解缆、带缆 1 严格遵守劳动纪律，认真贯彻执行各项规章制度及岗位责任制。 2 作业前，应清理甲板、检查系泊设备及甲板机械，添加润滑剂及试行运转正常后方可进行工作。 3 解缆、带缆或抛缆时，上身切勿过于伸出舷外，两脚要向两侧前后分开站稳，待对方同意后，方可作业。 4 接缆时，一手握住舷墙或安全扶手后，用另一只手接缆，切勿跨出舷墙作业。 5 上岸或跨挡时，操作要谨慎，动作要敏捷，没有把握不要盲目冒险作业。 6 操作人员要谨防船舶突出部份挤拢扎伤。 7 操作人员切勿用手握在缆绳的琵琶头顶端，也勿握在缆绳与导缆器、卷筒、绞盘和带缆装臵太近的位臵，也勿将脚踩进缆绳紧圈内，以防扎手扎脚。也勿要背水操作，以防弹打落水。 8 挽缆桩时，出手要快，一下就挽死。如缆绳受力较大，不宜一下挽死，手应远离桩柱，随时顺势松溜缆绳，以免钢缆崩断伤人和溜缆松缆时扎手。 9 收缆、上关、上桩时，待对方将绳圈在缆桩挂妥后，开始上关、上桩，用力按上下顺序将缆绳挽在绞盘或桩上，勿使“下扣”压住“上扣”避免在绞缆，松缆时困难。 二抛锚、起锚、移锚 1 抛锚、起锚、移锚作业按规定悬挂或显示相应的作业信号。 2 做好锚泊设备的检查、清理、加油、试运转等工作，使其工作安全可靠。 3 整理圈放缆绳时，应按抛、放缆方向圈放成斜坡并防止“抽芯”或扭结；安装锚链和钢缆连接的卸扣时，应将卸扣的尾部向外、开挡向内，避免顶撞裂开，造成锚链、钢缆脱落。 4 抛锚前，要察看是否在指定的锚位，下游有无船只和其他东西，以防抛错和砸坏

东西。起锚时，要随时清除锚链、钢缆和锚上的杂草泥砂。并使锚杆和横杆在船舷上正确落位。 5 选择锚位时，应结合现场情况和水上、岸上建筑施设及航道、土质、流速、潮位、气象等具体条件，选择最佳位臵和抛锚数量。严禁在禁止抛锚区进行抛锚、起锚、移锚作业。 6 抛锚时，应掌握水深，流速、土质和施工操作的要求进行抛锚，锚到底后就刹住，待锚链（缆）得力后，再徐徐放出，其长度一般是：在枯水期，长度不少于水深的3－4倍；洪水期，长度不少于水深的5倍。 7 抛锚应按锚位顺序：一般先抛上水或上风开锚，再抛上水上风边锚或系带岸缆；后抛下水下风开锚，再抛下水下风边锚或系带岸缆。起锚反之。 8 用锚艇（包括其他机动船）进行抛锚、起锚、移锚时，应先按施工要求、锚地情况与其商定操作程序、联系信号等，必要时派人到锚艇上协同工作，指示抛锚方向，位臵。在横移锚时，应注意锚缆松紧适度及锚缆与锚艇船尾距离，以防缠绕车叶和锚艇的倾斜度。正确执行锚艇发出的联系信号、及时松放或收紧锚缆。 9 使用锚艇（包括其他机动船）抛锚、起锚、移锚时，必须正确使用联系信号，信号显示必须鲜明，声音必须撩亮清晰，应择顶流或平水进行，避免锚艇顺流行驶，无法控制速度而崩断锚链或钢缆发生危险。 10 松放锚缆时，不能用刹车控制开放松紧，应用锚机倒车缓缓来控带锚缆，以免松紧变化突然影响锚艇的动态、平衡和安全。 11 操作锚缆时，操作人员，耍集中思想，脚不准踏在钢缆圈内，并应留有适当的“后手”，及时与锚艇（拖轮）联系停车或抛锚。锚机收、放锚缆，不宜突然刹车，以防崩断。 12 锚缆在锚机上绞紧时，锚机前方不要站人，以防断缆断锚伤人，若锚爪钩在船舷上，需要进行撬棒，防止人员打滑跌倒，锚机操作人员应密切配合。 13 装接地龙钢缆时，应仔细检查系带的缆桩、建筑物、链条葫芦等器物的牢固程度，并根据情况设立明显的示警标志。 14 在浅滩或民船骤集的锚地抛锚时，应设臵明显的标志，若因水浅，有障碍物等。

船舶防火安全措施

仅供参考[整理] 安全管理文书 船舶防火安全措施 日期：__________________ 单位：__________________ 第1 页共4 页

船舶防火安全措施 一、防火设备、设施。 船舶应按规定配备消防设施和消防设备。消防设施包括水灭火系统、CO2灭火器等；消防设备包括手提清水泡沫灭火器、手提灭火器、121干粉灭火器、沙、消防桶、消防员装备、太平斧等。 二、防火安全措施 1.全体船员在思想上、日常工作上，要充分认识到防火工作的重要性，做到预防为主，时时警惕，防患于未然。 2.明火作业时，必须严格执行局制定的《船舶明火作业管理规定》。 3.船上进行电、气焊等作业时，甲板部要经大副同意，轮机部要经轮机长同意。动火前，必须备妥适当灭火器材，检查附近区域（包括上下、左右、前后处），确认无易燃易爆物品才能进行操作，并派专人看火。作业后应认真检查现场，确认无造成死灰复燃的可能，方可离开现场。 4.严格遵守电焊机的操作规程，不施焊时焊夹不应接地（甲板），绝对禁止烧焊与油漆工作在同一处同时进行，禁止对有压力的容器、钢瓶、油管等进行加温或施焊。 5.防止主、辅机，生活炉灶烟囱，燃油，废气锅炉等设备冒出火化。含油类的物品要设立专门放置点，且要远离火源和高温区，如有必要，必须采取降温处理措施。 6.机舱、泵舱、油漆舱、备件间内，禁止吸烟。住舱严禁躺在床上吸烟。 7.厨房使用炉火和电器设备时，要有人看管。禁止在公共场所及个人住室使用电炉。 第 2 页共 4 页

8.禁止使用额外大功率的电器和乱拉乱接电线，防止电器设备漏电、短路引起火灾。 9.各燃油舱、沉淀柜、日用柜的加温不得超出规定值的范围。 10.船上檫油的破布、棉纱头、手袜、废纸、氧气瓶、乙炔瓶等，要放置在合适的场所，而且要远离火源。 11.各种消防设备及灭火器材要有专人负责检查、登记及更新换药，随时处于可用状态。 12.船上应按照规定，定期进行消防演习。一旦发生火灾时，按应变部署表的规定，迅速组织人员就位，立即施救，并及时汇报灭火情况。 13.装、卸油作业时，禁止吸烟和风、电焊等明火作业。 厦门海沧湾海域清淤整治工程I标工程项目部 2010年11月18日 第 3 页共 4 页

上下船舶的安全操作规程

上下船舶的安全操作规程 上下船舶安全操作规程 1.目的 为规范公司员工上下船舶时的行为～加强上下船舶过程安全管理～确保上下船舶安全～特制定本规程。 2.依据 《船舶安全靠泊操作规程》《码头安全作业操作规程》 3.适用范围 本制度适用于杨湾、扬州海螺海螺码头作业 4.上下船舶作业: 4.1、码头人员上岗时必须正确穿戴劳保用品～作业人员必须穿救生衣～佩戴好安全帽。 4.2、船岸之间～必须由船方拉挂安全防护网～保证上下船人员的安全。 4.3、作业人员在上下船舶前应确认舷梯放置是否牢固～舷梯下方是否挂置防护网～且防护网与岸之间有没有系牢靠～行走时要注意防滑、防摔、防碰～上下船舶时必须由跳板或舷梯口处上下～严禁攀越～以免摔伤。 4.4、在码头前沿作业时必须穿好救生衣。船舶配合作业时～要设专人指挥～协调配合。 4.5、当风力达到7级以上,含,或因雾大能见度极低时～应停止装卸、清仓作业～将装卸设备复位～进行加固及做好防风措施～确保安全。 4.6、在涨落潮水时～上下船舶作业及时与船方联系～调整缆绳松紧度～风力、风速增大时～提醒船方增加缆绳。 4.7、作业期间～随时注意船舶动态～密切同船方联系～做好各方面的应急措施。

4.8、作业时使用的作业工具不准随意上下乱扔～要相互进行传递。 4.9、上下船舶作业时严禁穿拖鞋、打赤膊。 4.10、作业人员作业结束后不允许坐在码头护坎、缆桩、电箱、机械转动部位和机腿上～应迅速离开码头设备作业区域。 5、上下船舶作业时若发生突发性事故，按公司《应急预案与响应程序》进行应急处置。 6、附则 6.1本规程由码头分厂起草～并归口管理, 6.2 本规程自下发之日起实施。

FastCAM套料操作流程图

FastCAM套料软件的安装 安装FastCAM套料软件需要的电脑最低配置如下：CPU主频2.0以上 光盘驱动器 系统所在盘2G以上的空余硬盘空间 1G存以上 Windows操作系统 具有VGA的分辨率或更高的显示卡 把光盘放入光驱，从桌面打开我的电脑， 双击打开光盘， 出现以下图标

点击 将出现下面界面 点击上面界面上的“简体中文”将出现下面界面

点击上面界面上的“安装FastCAM”稍等将出现下面界面 点击上面界面上的“Next”将出现下面界面 点击上面界面上的“”后再点击“Next”将出现下面界面 根据切割机控制厂家，在上面界面中选择相应的切割机控制器选项。金属结构厂使用的设备应该选择“FastCNC”，然后在点击“Next”

将出现下面界面 点击上面界面中的“Install”将开始安装，稍等将出现下面界面 点击上面界面中的“Finish”安装完成。 此时会出现如下提醒界面： 如果后面出现错误提示，不用担心，那是因为还没有插加密狗：

程序不完整产生的错误。插上加密狗后再点击，稍等几分钟就安装完成了！ 退出 点击左上角“HOME” 然后按“ESC”即可 提示：⑴安装演示文件请根据实际是否需要选择是否安装。 ⑵安装路径只能在C盘，即：默认选项 ⑶下方的“FastCAM培训资料”可作为自学使用

FastCAM套料软件的使用 我们在FastCAM套料软件的长期使用中，认为以下介绍的方法为使用中最容易接受、最快速上手并能保证切割质量和板材利用率的使用方法。其它方法请在以后的使用中参考FastCAM套料软件的说明书。 每次使用FastCAM套料软件前，请将加密狗插到电脑的USB接口上，等电脑上显示USB设备可用后。在桌面打开文件名为“FastCAM”文件夹。如安装完桌面没有文件名为“FastCAM”文件夹，刷新桌面一次就会有了。

船舶安全操作规程

船舶安全操作规程

苍南永安劳务有限公司 船舶安全操作规程 出航前的准备 1、出航前船长应履行以下职责： ⑴、接到航次命令后应即时宣布开航时间，通知所属船员按时回船，并备足燃油物料及全船生活物品。 ⑵、检查船员证书是否齐全有效，如有临时代职人员，应办理好手续，对值班人员，应详细介绍本船的各种设备及操纵性能，并安排好工作。 ⑶、检查本船的航行证书及其它有关证件办好情况，检查进出港口签证手续，如装运危险物品，应办理危险物品准运证。 ⑷、检查本船机械、工属具、锚泊设备、消防救生设备，如发现问题，应采取措施排除，严禁带病出航。 ⑸、检查装载情况，装载应符合安全要求，不符合要求，应通知有关人员及时整改。 ⑹、通知机工对主机、副机、轴系、管系电器设备等进行一次全面检查，做好开航准备。 2、开航前的检查与准备 ⑴、值班轮机员接到开航通知后，立即做好开航前的准备工作。 ⑵、将燃料油、润滑油、冷却液、压缩空气管系中的有关阀

门打开，排放日用燃油柜中的积水和沉淀物，并补足燃料油和润滑油，保证膨胀水箱水位适当。 ⑶、检查齿轮箱、推力轴承油位，并保持正常向尾轴套筒压油，直到回油为止；向各人工加油处加注适量的润滑油或润滑脂。 ⑷、检查有关电器设备，打开需供电线路的开关，有警报装置的应打开开关试验必须正常。 ⑸、检查并补充启动空气压力，排放空气瓶中的存水，打开启动空气管路和气笛管路的供气阀，如果是电力启动者，应检查接线情况和蓄电池电量。 ⑹、检查水泵等传动三角皮带的松紧程度，机器各运动部件及轴系附近不应有遗留工具和杂物。 ⑺、打开气缸上的放气试验堵塞，脱开离合器，人力盘车数转，当确认无碰、卡滞现象时，方可启动。离码头的操作 ⑴、船长应根据风向、风力、流速、流向对船舶的影响及码头周围的水深和船停靠情况，决定离码头的方法，并告诉值班人员。 ⑵、值班人员和在甲板上操作的人员一律要穿好救生衣。 ⑶、收起船舷外不必要的缆绳和障碍物。 ⑷、注意码头、泊位、周围环境、前后船、来往船舶动态，在无妨碍她船航行时方可行动，并按章鸣放离码头信号。

maxsurf的中文使用手册(船舶设计建造软件).

Maxsurf 的中文使用手册 （版权所有） Formation Design Systems Pty Ltd 1984-99 授权与版权 Maxsurf程序 Ｍaxsurf 的使用权作为一个单用户权利由本公司授予购买该软件的用户。本程序不允许同时在一台以上机器上运行，只有在用户保证对所有备份文件拥有所有权时才允许以备份为目的拷贝此程序。 Maxsurf用户手册 1990～1999 Formation Design Systems保留所有权利，未经许可，本出版物的任何部分均不允许以任何形式和任何目的进行复制、传播或翻译。Formation Design Systems保留修订及改进的权利，本出版物仅描述其出版时的内容，并不反映未来产品情况。 责任声明 任何因购买或使用该软件及其资料而造成的特殊、直接、间接的损害，包括但不仅限于服务中止，业务和期望利益的丢失，Formation Design Systems及作者均概不负责。任何Formation Design Systems的子公司，代理商或雇员没有对这些保证进行修改、扩充或增加的权利。

目录 授权与版权 (2) 目录 (3) 有关说明 (4) 第一章简介 (5) 第二章基本原理 (6) 第三章快速入门 (8) 第四章Maxsurf应用 (24) 曲面 (41) 控制点 (54) 参数转化 (78) 数据输出 (79) 第五章Maxsurf 索引 (85) 工具栏 (86) 菜单 (87) 附录Ａ绘图 (101) 附录Ｂ数据输出 (103) 附录Ｃ曲面算法 (106) 附录Ｄ命令键 (111) 附录Ｅ平台间的文件传送 (112)

船舶消防安全管理规定

编号：SM-ZD-57072 船舶消防安全管理规定Through the process agreement to achieve a unified action policy for different people, so as to coordinate action, reduce blindness, and make the work orderly. 编制：____________________ 审核：____________________ 批准：____________________ 本文档下载后可任意修改

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