กัปตันเก่งอิ๊งค์ Captain Keng Eng

“เรือไทย”ถูกโจมตี ที่ช่องแคบฮอร์มุซ I คนชนข่าว 12-03-69
https://www.youtube.com/watch?v=7u-l5Lm8b5g

Mooring with Tug Assistance in Port
Background: The container ship M/V AMCOL Explorer is approaching Berth 7 for mooring. Port Control (VTS) has assigned two tugs, Mooring Star 1 and Mooring Star 2, to assist with final berthing. The Captain coordinates with the tugs as the Pilot directs the final approach.

The Communication
Port Control (VTS): "M/V AMCOL Explorer, VTS Control. INFORMATION. Tugs Mooring Star 1 and Star 2 have been assigned for your berthing at Berth 7. They are now standard standby on Channel 10. Over."

Vessel (AMCOL Explorer): "Explorer to Mooring Star 1 and 2. Good morning. REQUEST. Please assist for mooring at Berth 7. INFORMATION. We have significant current on the starboard bow. Over."

Tug 1 (Mooring Star 1): "Star 1 copy, Captain. I am already in position on your port bow. INTENTION. I will stand by to push. Over."

Vessel (AMCOL Explorer): "Received, Star 1. Star 2, please proceed to the port quarter. Over."

Tug 2 (Mooring Star 2): "AMCOL Explorer, Star 2. RECEIVED. My INTENTION is to proceed to the port quarter. Over."

Vessel (AMCOL Explorer to Tugs): "Star 1, push gently now. Star 2, hold position. Over."

Tug 1: "Pushing gently now. Over."

Why this works:
Coordinated Resource Assignment: VTS uses INFORMATION to formally assign tugs, avoiding any confusion about which tugs are supposed to assist.

Formal Request & Local Data: The ship uses REQUEST to initiate the task and provides essential INFORMATION about environmental conditions (current) that will affect tug operations.

Confirming Positions: Tugs use INTENTION or clear confirmation to announce their placement, ensuring everyone on the bridge and on the tugs knows who is where.

Task-Specific Directions: Precise, timely commands like "push gently" or "hold position" are crucial for executing the berthing plan.

Oil Spill During Bunkering Operations

Background: The container ship AMCOL Pearl is taking on fuel from the bunkering barge SafeFuel 1 at the pier. Suddenly, a flexible hose ruptures, and fuel starts spilling into the water between the two vessels.

The Communication
Vessel (AMCOL Pearl): "Barge SafeFuel 1, this is AMCOL Pearl. WARNING. Oil spill on deck and in the water. INSTRUCTION. Stop pumping immediately and close all manifold valves. Over."

Barge (SafeFuel 1): "AMCOL Pearl, this is SafeFuel 1. Received. Pumping stopped. Valves closed. QUESTION. What is the estimated quantity of oil spilled? Over."

Vessel (AMCOL Pearl): "SafeFuel 1, this is AMCOL Pearl. ANSWER. Estimated quantity is 500 liters and increasing. INFORMATION. We have activated our SOPEP (Shipboard Oil Pollution Emergency Plan). Over."

Vessel (to Port Control): "Port Control, this is AMCOL Pearl at Berth 5. WARNING. We have an oil spill during bunkering. REQUEST. Immediate dispatch of oil spill response team and containment booms. Over."

Port Control: "Received, AMCOL Pearl. ADVICE. You should cease all cargo operations and prohibit any smoking or naked lights in the vicinity. Over."

Why this works:
Instant Command: The WARNING combined with an INSTRUCTION to "Stop pumping" is the most critical first step. In an oil spill, every second of pumping adds tons of pollutants to the sea.

Legal Data: The QUESTION/ANSWER about the "estimated quantity" is vital for the Port Authority to decide the scale of the response (Tier 1, 2, or 3).

Formal Support: Using REQUEST for a "clean-up team" ensures that the port’s specialized equipment is mobilized immediately.

Safety First: Port Control uses ADVICE to remind the crew of fire hazards (smoking/naked lights), as fuel vapors can be highly flammable.

Cadets? What do you think?

I need wrong answers please! 😁

I wonder?

ถ้าน้อง ๆ กำลังมองหาอาชีพในอนาคต ที่เติบโตได้เร็ว ดูคลิปนี้ให้จบค่ะ

Main Engine Failure in a Busy TSS
Background: The container ship M/V Siam Star is transiting eastbound in a busy Traffic Separation Scheme (like the Singapore Strait). Suddenly, the main engine trips and cannot be restarted immediately. The vessel is losing speed rapidly and starting to drift towards the westbound lane.

The Communication
Vessel (Siam Star) [Broadcast to All Stations]: "Securite, Securite, Securite. All stations, All stations, All stations. This is M/V Siam Star in position [gives coordinates]. WARNING. I have major engine failure. I am Not Under Command (NUC). I am drifting towards the separation zone. Keep well clear of me. Over."

VTS Control: "Siam Star, this is VTS Control. Received your warning. QUESTION. What is your present drifting speed and direction? Over."

Vessel (Siam Star): "VTS Control, this is Siam Star. ANSWER. My present drifting speed is 2 knots, direction Southwest. INTENTION. I am preparing to drop anchors immediately to stop drifting into opposing traffic. Over."

VTS Control: "Received, Siam Star. INFORMATION. Tugs have been notified and are on standby. ADVICE. You should display Not Under Command lights/shapes immediately and maintain continuous watch on VHF Channel 16. Over."

Vessel (Siam Star): "VTS Control, received. NUC lights displayed. Watch maintained on Channel 16. Over."

Why this works:
Immediate Hazard Broadcast: The situation is dangerous to everyone, not just one ship. Starting with a safety signal (Securite) and a broadcast WARNING immediately alerts all nearby vessels that a dynamic hazard (a drifting, uncontrollable ship) has appeared.

Crucial Technical Status: Declaring "Not Under Command (NUC)" is vital. It legally informs other ships that, under COLREGs, they must now keep out of your way because you cannot maneuver.

Fact-Finding for Traffic Management: VTS uses QUESTION to get the exact data needed (drift speed/direction) to model the risk to other ships on their radar.

Critical Reactive Action: The vessel uses INTENTION to declare the most important immediate safety step: anchoring to stop the drift before crossing into oncoming traffic.

Procedural Reminders: VTS uses ADVICE to ensure the stressed bridge team doesn't forget essential legal requirements, like showing the correct NUC lights or day shapes.

Overtaking in a Restricted Channel

Background: The fast container ship AMCOL Express is catching up to the slower bulk carrier M/V Sand Piper in a long, narrow channel. AMCOL Express wants to pass safely without causing either vessel to ground.

The Communication
Vessel (AMCOL Express): "M/V Sand Piper, this is AMCOL Express coming up astern of you. REQUEST. Permission to overtake you on your port side. Over."

Vessel (Sand Piper): "AMCOL Express, this is Sand Piper. QUESTION. What is your current speed and your estimated time of passing? Over."

Vessel (AMCOL Express): "Sand Piper, this is AMCOL Express. ANSWER. My speed is 16 knots. I estimate passing you in 10 minutes. Over."

Vessel (Sand Piper): "Received. INTENTION. I will maintain my course and speed. ADVICE. You should increase the lateral distance between us to reduce suction effect. Over."

Vessel (AMCOL Express): "Received. INFORMATION. I will keep a wide berth to port. Over."

Why this works:
Seeking Agreement: Using REQUEST follows the spirit of the rules of the road—you don't just "zoom" past; you ask for agreement to ensure the other ship isn't about to turn.

Calculating Risk: The QUESTION and ANSWER regarding speed and time help both ships understand the duration of the "interaction" (the time they will be side-by-side).

Predictability: The INTENTION marker from the vessel being overtaken is vital. It guarantees they won't suddenly change course while the other ship is in their blind spot.

Technical Caution: The ADVICE about the "suction effect" (Hydrodynamic Interaction) shows professional awareness of the dangers of passing too close in narrow waters.

Hmm!? Interesting!

Curiosity leads to discovery! What's the answer? 🤔

Think you know the answer? Drop your guess below! 🤔