The Training Facilities at the MSC Training Centre at Mumbai include a state of the art Transas NTPro 5000 Full Mission Bridge Simulator with a 210° radius screen. Incorporated in the Simulator are 2 Radars with ARPA, AIS, GMDSS consoles SAR, Ice Navigation Tug Handling functionality and a fully functioning Transas ECDIS Navi-Sailor 4000 Unit.
The Simulator is proving an invaluable tool for Training of Deck Officers. Deck watch keeping Officers are trained on the Simulator in the practical aspects of Navigation and Bridge Watch keeping and most invaluably Masters are trained in Ship Handling not only of container vessels but also of Bulk Carriers and Car Carriers we have in our fleet.
Basically the general objective of ship handling courses on the simulator is that the Master can enhance their understanding of the effects on the behaviour of the ship by wind, current, shallow waters, banks, narrow channel and condition of loading and apply the knowledge gained, for correct use of engines, helm and other available resources during ship manoeuvring. They would be able to proactively participate as members of an efficient Bridge Team using correct Bridge Procedures and respond effectively to changing circumstances and contingencies.
What is unique in the courses carried out at MSC Training Centre is that we conduct these Ship handling courses specifically taking into account the experience of the Master, size of the vessel and the particular difficulties faced at the various ports in relation to the weather and characteristics of the vessel.
Based on the findings, exercises are designed to incorporate the typical parameters of the incident and Masters advised on the detailed manoeuvre that is necessary to effectively and safely overcome that particular situation. Additionally as preventive measure, incidents relating to ship handling are analysed and corrective action in the form of training to particular incident is developed.
The various courses conducted on bridge simulator are:
- Ship Handling Course – for vessels up to 299 meters
- Large Vessel Handling Course – for 9000 TEU vessels (done on actual model of MSC vessel of 9000 TEUs)
- 13000 TEU Vessel Handling Course – for 13000 vessels (done on actual model of MSC vessel of 13000 TEUs)
- BTM in house course for junior officersThe cadet program
Case study 1
Experience of vessel incident, followed by controlled turn limiting speed to less than 3 knots as per company guidelines.
- Vessel turning at less than 3 kts
- Turn is made with full helm and B/T
- Limited speed ensures maximum turning circle for vessel of that size.
Case study 2
Turning in Port with speed in excess of 5-6 kts. Candidates do simulator exercise of Turning in Port without Tugs with speed 3kts.
Case study 3
Handling in narrow channel, effect of squat, use/knowledge of buoys, awareness of speed control, staying on side of channel, Bridge support functions by Bridge team members.
Case study 4
Berthing vessel.
Case study 5
Passage plan and coastal navigation.
Actual Passage plan made by 2nd Officer with Master’s guidelines. Effective use of PI, Wheel-over, bridge team, safe navigational practices, procedures in restricted visibility, min CPA to be maintained. Passage plan followed by Bridge team.
At the conclusion of the various courses, the objective is for the Master to have a practical hands-on familiarity with:
- Ship Handling with respect to the particular size of vessel
- Standard Manoeuvres to be performed as per MSC guidelines
- Windage and Current Effects
- Shallow Water, Bank, Channel and Interaction Effects
- Anchoring, Berthing and Un-berthing Operations on that size vessel
- Handling Emergencies during manoeuvring
- Negotiating narrow channels and joining and leaving TSS
We stress that the candidates understand the containership behaviours under different situations and circumstances.
It is of utmost importance that the participants are pointed out their handling errors and advised corrective measures. If required the exercise to be re-run to ensure the understanding by the participants. De-briefing at the end of an exercise include re-run of events and if necessary, corrections to the manoeuvre to ensure the required safety margins are maintained.