The crew of the tanker. III
ST 53 KTM RF
1. Every ship must have on board a crew whose members are suitably qualified and sufficient in number to:
1) ensuring the safety of navigation of the ship, protection of the marine environment;
2) fulfillment of the requirements for observing working hours on board the vessel;
3) prevention of overloading of ship's crew members with work.
2. The certificate on the minimum composition of the ship's crew ensuring safety is issued by the captain of the seaport in accordance with the regulation approved by the federal executive authority in the field of transport in agreement with the relevant all-Russian trade unions.
When exercising control in seaports, the compliance of the composition of the ship's crew with the data contained in the certificate of the minimum composition of the ship's crew ensuring safety is a confirmation that the ship is manned by a crew ensuring the safety of the ship's navigation.
Commentary on Art. 53 of the Merchant Shipping Code of the Russian Federation
§ 1. According to the 1982 UN Convention, each state, in relation to ships flying its flag, takes measures to recruit and train ship crews. The ship must be headed by a captain and officers of appropriate qualifications, in particular in the field of navigation, navigation, communications, ship machinery and equipment, and the crew, in terms of qualifications and numbers, must correspond to the type, size and equipment of the ship.
In accordance with Regulation V/13 of SOLAS 74/78, governments are required to take steps to protect human life at sea, all ships were manned in the proper number and qualifications. The principles of safe manning of ships are formulated in the resolution of the IMO Assembly A.481 (XII) and boil down to the fact that the crew must be manned in such a way as to ensure: maintaining a safe navigational watch; reliable and safe mooring and unmooring; activation of all watertight closures, deployment of an emergency batch; actuation of the fire equipment and means available on board, their implementation Maintenance; collection and evacuation of passengers; the safety of a ship at sea; maintaining a safe running engine watch; operation and maintenance in a safe condition of the main and auxiliary mechanisms; implementing ship security measures to minimize the risk of fire; provision of medical assistance on board the vessel; maintaining a radio watch in accordance with SOLAS and the Radio Regulations.
§ 2. The regulation on the minimum composition of the crew of ships under which the ship is allowed to go to sea was approved by Order of the USSR Ministry of the Navy of December 9, 1969 N 199. According to paragraph 1 of the Regulation, any ship going to sea must have on board a crew staffed according to the staffing table and ensuring the normal operation of the vessel and safe navigation. In exceptional cases, when for some reason, by the time of going to sea, the vessel does not have a normal crew, the Regulations (clause 2) establish the following minimum crew (for a one-time voyage lasting no more than three days):
for self-propelled ships: a) for the deck crew: the captain, two captain's mates (navigator), boatswain, radio specialist and the appropriate number of deck crew specialists providing a two-shift navigation watch; b) on the engine team: two mechanics and the corresponding number of engine team specialists providing a two-shift running watch. On ships with propulsion electrical installations, a two-shift watch of electricians must be provided;
for non-self-propelled vessels with a crew on board: the captain, the captain's mate (navigator), the boatswain and the corresponding number of deck and engine crew specialists providing a two-shift navigation watch.
When sailing with a duration of not more than 24 hours, the minimum composition is established by the shipowner in agreement with the captain of the commercial seaport and the relevant trade union.
The Regulation establishes the requirements for the minimum composition of the crew of non-self-propelled semi-submersible drilling rigs and jack-up floating drilling rigs (depending on the type of activity) at the work site, at the crossing, at the lagoon.
§ 3. Order No. 209 of December 15, 1995 of the State Committee for Fisheries approved the minimum composition of the crews of mining, processing, receiving and transport and auxiliary vessels with a main engine power of 220 kW and above. The minimum crew composition of ships with a main engine power of less than 220 kW is approved by the state administration of the sea fishing ports in which the ships are registered, upon the proposal of the shipowners.
The minimum crew composition for mining vessels (Appendix 1) is established for large, large, medium and small vessels - with an indication within each group of vessel types. The minimum composition of the crews of the receiving and transport fleet (Appendix 2), processing vessels (Appendix 3) is also established for ships of specific types. Annex 4 is devoted to research, training and auxiliary vessels.
In cases of transfer to the repair base and after repair to the port, transfer of the vessel in connection with its transfer to another shipowner, etc. with a flight duration of up to three days, the following minimum crew composition is established:
in general ship service - a captain, one assistant captain (for ships with a displacement of more than 3000 tons - two assistant captains), a boatswain and an appropriate number of deck crew specialists providing a two-shift watch;
for the ship mechanical service - two ship mechanics and the corresponding number of engine crew specialists providing a two-shift watch;
in the radio engineering service - one radio specialist.
When going to sea to provide assistance to people or ships in distress, the minimum composition of the crew is determined respectively by the captain of the commercial sea port and the fishing sea port.
§ 4. The presence on board of a minimum crew certificate is also provided for in Regulation V/13(6) of SOLAS 74/78.
The provision of par. 3 paragraph 2 of the commented article corresponds to the resolution of the IMO Assembly A.481(XII). Compliance of the composition of the ship's crew with the data of the certificate creates a presumption that the ship is equipped with a crew that ensures the safety of navigation. Lack of a certificate may serve as grounds for refusal to issue a permit for the vessel to leave the port.
The crew of a sea vessel includes persons engaged in the performance of duties related to its operation or maintenance, and included in the crew list. The ship must be manned in such a way that its composition, both in number and qualifications, ensures safe navigation and proper operation of the ship.
In accordance with Article 52 of the RF MLC, the vessel's crew includes the captain of the vessel, other officers of the vessel and the ship's crew.
The commanding staff of the vessel, in addition to the captain, includes assistants to the captain of the vessel (senior, second, third and fourth), mechanics (senior, second, third and fourth), electromechanics (senior and second), radio specialists (usually the head of the radio and second radio operator) and doctors. Depending on the purpose and characteristics of the ship, its size, area of navigation and other factors, the number of officers may vary widely, but should not be lower than that specified in the ship's certificate on the minimum crew that ensures the safety of the ship.
The ship's crew consists of persons who are not related to the ship's command staff. Usually the ship's crew members are called ratings. It is headed by the boatswain. The team, as a rule, includes sailors, minders, service personnel (cooks, barmaids, etc.) and other persons, depending on the purpose of the ship.
According to the provisions of the RF MLC, each ship must have on board a crew whose members are duly qualified and whose composition is sufficient in number for:
§ ensuring the safety of the vessel's navigation, protection of the marine environment;
§ meeting the requirements for observing working hours on board the vessel;
§ Prevention of overloading of ship's crew members with work.
Persons with diplomas and qualification certificates established by the Regulations on Certification of Vessel Crew Members, approved by the Government of the Russian Federation, are allowed to occupy the positions of ship crew members.
Diplomas and qualification certificates for ship crew members are issued by the captains of commercial seaports and captains of sea fishing ports if the ship crew members meet the requirements for work experience on the ship, age, health status, vocational training and based on the results of knowledge testing by qualification commissions. Diplomas of captains and officers of ships are considered valid if there are confirmations of the captains of sea trading ports and captains of sea fishing ports, certifying the issuance of such diplomas and qualification certificates in accordance with the established requirement.
Diplomas and qualification certificates may be withdrawn or canceled or their validity may be suspended in cases of direct threat to human life, safety of property at sea or damage to the marine environment due to incompetence, actions or inaction of ship crew members in the performance of their duties in accordance with their diplomas and qualification certificates, as well as in order to prevent fraud.
According to Art. 56 KTM RF, the crew of a vessel flying the State Flag of the Russian Federation, in addition to citizens of Russia, may include Foreign citizens and stateless persons, who, however, are not entitled to hold the positions of the captain of the ship, the chief assistant to the captain of the ship, the chief engineer and the radio specialist.
The international requirements for the qualifications of seafarers are based primarily on the standards of the International Convention for the Training, Certification of Seafarers and Watchkeeping, 1978, as amended in 1995, as well as relevant IMO recommendations and resolutions.
When working on a ship, the command staff must have the following qualification documents:
1) working diploma with confirmation;
Ordinary composition:
1) qualification certificate (sailor, minder, etc.);
2) certificate of completion of ship damage control courses.
In addition to these documents, the navigator must have:
1) certificate of completion of the courses of a radar observer and a specialist in automatic radar plotting - ARPA;
2) a certificate of completion of courses for a ship operator-radiotelephonist.
The chief mate, when assigned to a tanker, must also have a certificate of completion of a crude oil tank cleaning course.
Other qualification documents may also be required from a seafarer. For example, for the command staff, requirements have been introduced for the mandatory presence of certificates issued in connection with the introduction of the Global Maritime Distress Communication System (GMDSS).
International requirements relating to the qualifications of officers of merchant ships are defined in ILO Convention No. 53 "On Certificates of Qualification of Officers of Merchant Ships", 1936. Requirements for the qualifications of ratings are concentrated in two ILO conventions: Convention No. 69 "On the issuance of certificates to ship's cooks on Qualifications" of 1946 and Convention No. 74 "On the Issuance of Certificates of Qualification to Sailors" of 1946.
Persons with certificates certifying their suitability for health reasons are allowed to work on the ship. Requirements for seafarers regarding their health are determined by a number of international legal acts. Conventionally, they can be divided into two types:
establishing medical requirements for the professional fitness of seafarers and concerning the prevention of the introduction and spread of quarantine diseases, such as, for example, cholera, yellow fever, AIDS.
First of all, the sailor must have a certificate of medical examination. The availability of this certificate and the medical requirements for seafarers to obtain it are determined by the provisions of ILO Convention No. 73 "On the Medical Examination of Seafarers".
Seafarers are required by the International Health Regulations 1969 (as amended) to have two international certificates of vaccination or revaccination against yellow fever and cholera. The vaccine used must comply with the requirements established by the World Health Organization, which must be indicated in the certificates. The certificate of vaccination or revaccination against cholera is valid for 6 months, starting from the sixth day after the first administration of the vaccine, or in the case of a revaccination carried out within these 6 months, starting from the day of vaccination. The validity of the certificate of vaccination or revaccination against yellow fever is 10 years, starting from the tenth day after vaccination or, in the case of revaccination within this ten-year period, from the date of this revaccination. The certificates must be signed by the doctor himself. His personal seal cannot replace signatures. Any change made, erasure or incomplete completion of any part of the certificate may result in its invalidity.
Certificates are issued individually to only one person, the issuance of collective certificates is not allowed. Photos do not need to be attached to the certificate.
If the doctor considers that vaccination is contraindicated for a seafarer for medical reasons, then he must issue a written certificate indicating the reasons for the impossibility of vaccination. The question of what to do with a seafarer who has such a certificate is decided by the sanitary authorities of the port of call of the vessel.
Legal status members of the ship's crew are established by Article 416 of the KTM, according to which:
1. The legal status of the members of the ship's crew and the relations between the members of the ship's crew connected with the operation of the ship shall be determined by the law of the state of the ship's flag.
2. Relations between the shipowner and members of the ship's crew are regulated by the law of the state of the ship's flag, unless otherwise provided by the agreement regulating relations between the shipowner and members of the ship's crew who are foreign citizens.
The choice by the parties of an employment contract of the law to be applied to relations between the shipowner and members of the ship's crew should not lead to a deterioration in the working conditions of the ship's crew members in comparison with the law of that state, which should regulate these relations in the absence of an agreement between the parties on the applicable law.
LNG transportation is its sea transportation from to regasification terminals. As of November 2007, there were 247 LNG tankers in the world with a cargo capacity of over 30.8 million m 3 . The boom ensured the full employment of all ships on this stage compared to the mid-1980s, when 22 ships were idle.
In addition, by the end of the decade, about 100 vessels should be put into operation. The average age of the world is about seven years. 110 vessels are four or less years old, while 35 vessels range from five to nine years old. About 70 tankers have been in operation for 20 years or more. However, they still have a long useful life ahead of them, as LNG tankers typically have a lifespan of 40 years due to their corrosion-resistant characteristics. Among them there are up to 23 tankers (small old vessels serving Mediterranean LNG trade), which are to be replaced or substantially upgraded in the next three years.
Of the 247 tankers currently in operation, more than 120 serve Japan, South Korea and Chinese Taipei, 80 to Europe, and the remaining ships to North America. The last few years have seen a phenomenal growth in the number of ships serving trade in Europe and North America, while for Far East only a slight increase was characteristic due to the stagnation of demand in Japan.
Safety issues and crew qualifications
Security issues are of the utmost importance for maritime transport. Since their inception in the mid-1960s, there have been several incidents, including cargo, three collisions (one of which resulted in one death) and two groundings. With over 40,000 flights in total, these operational safety statistics provide strong evidence of the use high standards security in maritime transport of LNG.
Another important issue safety is the qualification of the ship's crew. The crew of a typical LNG tanker is 27 sailors, including five officers, five specialists and 17 ratings. Taking into account emergency situations, vacations, sick leave and staff turnover, shipping experts believe that the number of crew should be 64-70 seafarers per ship. Due to the rapid increase in the number of LNG tankers in the world, the fleet will face the problem of a shortage of qualified marine personnel. Based on the current portfolio of orders for such vessels, in the next few years the fleet will need about 8500-9200 sailors.
Cargo capacity not bound
The presence of idle vessels is one of the main conditions for conducting spot trading and, as a rule, such vessels are owned by large companies such as BG, Shell and BP, which use them for their own purposes. They operate on a flexible schedule depending on the balance between supply and demand, but their use is limited to routes between and belonging to the same group of companies.
Since the late 1990s, when technical progress and the construction of regasification facilities around the world made it possible to use the same tankers on various trade routes, "free" ships were also operated by independent shipping companies on a charter basis.
Although "free" tankers may be owned and operated by independent shipping companies, there is always the possibility of unused tankers being used on a fixed-term contract within a larger seller's or buyer's fleet. This option is more cost effective. Short-term transactions such as spot freight impose an excessive burden on management costs, making it difficult to transact business in the event of a decline in demand. From the charterer's point of view, the operation of unused tankers within the fleet opens up the opportunity to reduce costs and serves as a kind of buffer for tankers assigned to specific projects. Currently, the majority of tankers operated by independent companies are chartered under long-term contracts.
As the analysis shows, in the period up to 2009 a certain number of courts will not be involved. The reason for this is the gap in time between the commissioning of new liquefaction plants and new LNG tankers. Considering that in last years there have been numerous delays in starting up liquefaction plants, and additional idle vessels may appear in the next few years. At the same time, in the longer term, there is a possibility of a shortage of "free" tankers. The answer to the question of whether a sufficient number of orders for idle vessels will be made or not will depend on the profitability and longevity of the spot tanker market.
There are tankers whose time charters will expire in the next few years (12 in 2008, 2 in 2009 and 8 in 2010). The extension of such time charters will depend on spot freight rates and the negotiating position of long-term charterers. Currently, independent shipowners are more interested in securing a return on their investment through the resumption of time charters. Time charters tend to get shorter as ships age, but they generally have an extension option. At this stage, the number of orders for the construction of "free" ships remains insignificant.
In accordance with subparagraph 26-15) of paragraph 1 of article 9 of the Law of the Republic of Kazakhstan dated July 6, 2004 "On internal water transport" I ORDER:
1. Establish requirements for the minimum composition of ship crews in accordance with the annex to this order.
2. The Transport Committee of the Ministry for Investments and Development of the Republic of Kazakhstan (A.A. Asavbaev) shall ensure:
1) in the manner prescribed by law, state registration of this order with the Ministry of Justice of the Republic of Kazakhstan;
2) within ten calendar days after the state registration of this order with the Ministry of Justice of the Republic of Kazakhstan, sending a copy of it for official publication in periodicals printed publications and the information and legal system "Adilet" of the republican state enterprise on the right of economic management "Republican Center for Legal Information" of the Ministry of Justice of the Republic of Kazakhstan;
3) placement of this order on the Internet resource of the Ministry for Investments and Development of the Republic of Kazakhstan and on the intranet portal of state bodies;
4) within ten working days after the state registration of this order with the Ministry of Justice of the Republic of Kazakhstan, submission to the Legal Department of the Ministry for Investments and Development of the Republic of Kazakhstan of information on the implementation of the measures provided for in subparagraphs 1), 2) and 3) of paragraph 2 of this order.
3. I reserve control over the execution of this order.
4. This order shall enter into force upon the expiration of twenty-one calendar days after the day of its first official publication.
"AGREED":
Minister of National Economy
Republic of Kazakhstan
_______________ E. Dosaev
Minimum crew requirements
1. These Requirements for the minimum composition of crews of vessels (hereinafter referred to as the requirements) are developed in accordance with the Law of the Republic of Kazakhstan dated July 6, 2004 "On Inland Water Transport" and establish requirements for the minimum composition of crews of self-propelled vessels (hereinafter referred to as the minimum composition), which are sufficient to ensure the safe operation of the ship, fulfill the requirements of the working hours and rest time on board the ship.
2. The requirements apply to self-propelled vessels subject to state registration in the State Ship Register of the Republic of Kazakhstan and the Register of leased foreign vessels.
3. The minimum composition of the crews of self-propelled inland navigation vessels includes the following positions:
1) captain-mechanic;
2) captain;
3) mechanic;
4) navigator-ship mechanic;
5) navigator;
6) ship mechanic;
7) electromechanic.
4. The minimum composition of the crews of self-propelled vessels of mixed (river-sea) navigation includes the following positions:
1) captain;
2) senior mate;
3) second assistant to the captain;
4) the third assistant to the captain;
5) senior mechanic;
6) second mechanic;
7) third mechanic;
8) fourth mechanic;
9) electromechanic (electrician);
10) radio specialist;
11) ship's cook.
5. If the number of crew is less than the standards for the minimum composition of crews of self-propelled inland navigation vessels (Appendix 1 to these requirements) and the standards for the minimum composition of crews for self-propelled transport vessels of mixed (river-sea) navigation (Appendix 2 to these requirements), the operation of the vessel is not allowed.
6. The minimum staff does not include employees serving passengers, ship officers and crew.
7. On ships carrying perishable goods, the minimum composition of the ship's crew includes the position of a refrigeration engineer.
On ships with a main diesel-electric installation, two electricians are introduced into the minimum staff on passenger ships and one electrician on ships of another type.
On ships without the symbol "A", which do not meet the automation requirements for one or two service devices and systems, the minimum composition is increased by one sailor (helmsman) - minder.
On ships with the symbol "A", which do not meet the automation requirements for one or two service devices and systems, the minimum composition is increased by one specialist of the relevant specialty.
8. When cargo motor ships and tugboats (pushers) are driving two or more barges (attachment barges) operated without a ship's crew, one enlisted person for every two barges is added to the crew of a self-propelled vessel.
When operating self-propelled vessels with a length of more than 75 meters or a train with a length of more than 75 meters, the number of ratings providing simultaneous mooring (unmooring) at the bow and stern of the vessel (convoy) is at least two people.
9. Taking into account these requirements, the shipowner develops and approves the staff list of the crew, which is issued to the ship before it is put into operation.
inland navigation vessels
Degree of automation | Minimum crew size |
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Vessels with the symbol "A" in the class of the Register of Shipping | Vessels without the symbol "A" in the class of the Register of Shipping |
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Vessel use mode by time | Up to 12 hours inclusive | Up to 4 p.m. inclusive | around the clock | Up to 12 hours inclusive | Up to 4 p.m. inclusive | around the clock |
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Working hours of ship crews by time | 1 interchangeable | 2 shift | 3 shifts for 8 hours | 2 shifts for 12 hours | 1 interchangeable | 2 shift | 3 shifts for 8 hours | 2 shifts for 12 hours |
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Ship groups | Professional composition |
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Self-propelled dry cargo |
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Load capacity up to 600 tons inclusive | Captain-mechanic | ||||||||||||||||||||||||
Navigator-ship mechanic | |||||||||||||||||||||||||
skipper | |||||||||||||||||||||||||
ship mechanic | |||||||||||||||||||||||||
Enlisted personnel | |||||||||||||||||||||||||
Load capacity 601-1000 tons | Captain-mechanic | ||||||||||||||||||||||||
Navigator-ship mechanic | |||||||||||||||||||||||||
skipper | |||||||||||||||||||||||||
ship mechanic | |||||||||||||||||||||||||
Enlisted personnel | |||||||||||||||||||||||||
Load capacity 1001-2400 tons | Captain-mechanic | ||||||||||||||||||||||||
Navigator-ship mechanic | |||||||||||||||||||||||||
skipper | |||||||||||||||||||||||||
ship mechanic | |||||||||||||||||||||||||
Enlisted personnel | |||||||||||||||||||||||||
Electrician (electrician) | |||||||||||||||||||||||||
Load capacity 2401-5500 tons | Captain-mechanic | ||||||||||||||||||||||||
Navigator-ship mechanic | |||||||||||||||||||||||||
skipper | |||||||||||||||||||||||||
ship mechanic | |||||||||||||||||||||||||
Enlisted personnel | |||||||||||||||||||||||||
Electrician (electrician) | |||||||||||||||||||||||||
Self-propelled oil tankers (tankers) |
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Load capacity up to 599 tons | Captain-mechanic | ||||||||||||||||||||||||
Navigator-ship mechanic | |||||||||||||||||||||||||
skipper | |||||||||||||||||||||||||
ship mechanic | |||||||||||||||||||||||||
Enlisted personnel | |||||||||||||||||||||||||
Load capacity 600-1500 tons | Captain-mechanic | ||||||||||||||||||||||||
Navigator-ship mechanic | |||||||||||||||||||||||||
skipper | |||||||||||||||||||||||||
ship mechanic | |||||||||||||||||||||||||
Enlisted personnel | |||||||||||||||||||||||||
Electrician (electrician) | |||||||||||||||||||||||||
Load capacity 1501-3300 tons | Captain-mechanic | ||||||||||||||||||||||||
Navigator-ship mechanic | |||||||||||||||||||||||||
skipper | |||||||||||||||||||||||||
ship mechanic | |||||||||||||||||||||||||
Enlisted personnel | |||||||||||||||||||||||||
Electrician (electrician) | |||||||||||||||||||||||||
With a carrying capacity of 3301 tons and more | Captain-mechanic | ||||||||||||||||||||||||
Navigator-ship mechanic | |||||||||||||||||||||||||
skipper | |||||||||||||||||||||||||
ship mechanic | |||||||||||||||||||||||||
Enlisted personnel | |||||||||||||||||||||||||
Electrician (electrician) | |||||||||||||||||||||||||
Tugs and pushers |
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Power of main engines from 55 to 184 kW | Captain-mechanic | ||||||||||||||||||||||||
Navigator-ship mechanic | |||||||||||||||||||||||||
skipper | |||||||||||||||||||||||||
ship mechanic | |||||||||||||||||||||||||
Enlisted personnel | |||||||||||||||||||||||||
Power from 185 to 300 kW | Captain-mechanic | ||||||||||||||||||||||||
Navigator-ship mechanic | |||||||||||||||||||||||||
skipper | |||||||||||||||||||||||||
ship mechanic | |||||||||||||||||||||||||
Enlisted personnel | |||||||||||||||||||||||||
Power from 301 to 750 kW | Captain-mechanic | ||||||||||||||||||||||||
Boatmaster-ship engineer | |||||||||||||||||||||||||
skipper | |||||||||||||||||||||||||
ship mechanic | |||||||||||||||||||||||||
Enlisted personnel | |||||||||||||||||||||||||
Electrician (electrician) | |||||||||||||||||||||||||
Power 751 kW or more | Captain-mechanic | ||||||||||||||||||||||||
Navigator-ship mechanic | |||||||||||||||||||||||||
skipper | |||||||||||||||||||||||||
ship mechanic | |||||||||||||||||||||||||
Enlisted personnel | |||||||||||||||||||||||||
Electrician (electrician) | |||||||||||||||||||||||||
Passenger displacement ships |
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Seating up to 100 seats | Captain-mechanic | ||||||||||||||||||||||||
Navigator-ship mechanic | |||||||||||||||||||||||||
Enlisted personnel | |||||||||||||||||||||||||
With seating for 101 or more seats | Captain-mechanic | ||||||||||||||||||||||||
Navigator-ship mechanic | |||||||||||||||||||||||||
Enlisted personnel | |||||||||||||||||||||||||
High-speed hydrofoils | Captain-mechanic | ||||||||||||||||||||||||
Navigator-ship mechanic | |||||||||||||||||||||||||
Enlisted personnel | |||||||||||||||||||||||||
Standards for the minimum composition of crews of self-propelled
transport vessels of mixed (river-sea) navigation
Minimum crew | The number of minimum crews of vessels |
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Degree of automation | Vessels with the mark A, A-1, A-2, A-3 of the Register of Shipping | Vessels without an automation mark in the class of the Register of Shipping |
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Type of sailing | overseas sailing | coastal swimming | overseas sailing | coastal swimming |
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Working hours of ship crews | 3 shift | 3 shift | 2 shift | 3 shift | 3 shift | 2 shift |
Professional crew |
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Chief mate | ||||||
Second mate | ||||||
Third mate | ||||||
Chief engineer | ||||||
Second mechanic | ||||||
Third Mechanic | ||||||
fourth mechanic | ||||||
Electrician (electrician) | ||||||
Enlisted personnel | ||||||
radio specialist | ||||||
ship's cook | ||||||
When combining professions by command and rank and file (without going overseas) |
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Captain-mechanic (assistant mechanic) | ||||||
Captain's Assistant - Engineer's Assistant | ||||||
Electromechanic - assistant electromechanic | ||||||
Enlisted personnel | ||||||
ship's cook | ||||||