The sino-wirtaway group's experience with typhoon resistance has shown that the smt 500160 owns and operates the remaining modern ships, with more than 1,200 ports in many countries and regions, and that for more than a decade it has never lost ships and cargo as a result of the devastating weather events caused by typhoons, thanks to the importance of global anti-typhoon security. Now, at the onset of the typhoon season, there is a need to draw lessons from the hurricane-proof work experience. 1. Over the years, the guiding philosophy and objectives of the anti-typhoon effort have been clearly defined, and the concept of “safety first” has been firmly established. In their efforts to improve economic efficiency, all enterprises must comply with the principle of safety first, and all laxity and complacency must be prevented, especially in cases where the safety of persons, ships or property may be threatened by typhoons. Increased awareness of the safety of anti-aircraft stations in all its forms and with a “preventive-oriented” approach to be “preventable, never unprepared”. The objectives of typhoon prevention are to ensure, through the gradual improvement and effective operation of the safety management system, 100 per cent success in the global coverage of medium-range ships against typhoons, to achieve the goal of completely avoiding any direct loss due to typhoons and to minimize the loss of life on ships, and to provide security for the maintenance of transport production order and the promotion of production efficiency. 2. The three levels of responsibility for the well-organized and well-responsible antityphoon response are the three levels of responsibility, namely, group general, shipping lines, ship three responsible: 1 (b) and china far group general, which has established an anti-typhoon leadership group, which is the lead and coordinating centre for the ship's anti-tyre. Its main task is to assist with the resolution of difficulties and problems encountered by divisions in the fight against typhoons, using all available resources. 2. Companies have the first responsibility for safe production and must focus on anti-aircraft work. The steering group, which is the head and command centre within the unit for the protection against typhoons, is responsible for organizing the various departments involved in the security management system, identifying their respective responsibilities, channels of communication and relationships, developing anti-typhoon security measures, implementing crew education training and preparation, ship maintenance, dynamic management and responsibility for the guidance, supervision and inspection of ships against typhoons. 3. While respecting the captain's decision-making powers, ship companies must provide the captain with the necessary meteorological information, technical support and guidance. The captain's protection against typhoons, when they involve anchoring and detour, detour, diversion, and other actions affecting the ship's life, should be informed in advance, except in urgent circumstances, that the head of the company is the first person responsible for the ship's safety management, with on-site organization, direction, command responsibility and decision-making authority for the typhoon. Companies, while respecting the captain's decision-making powers, provide the captain with the necessary meteorological information, technical support and guidance. The captain's antityphoon decisions involving moorings and demurrages, deviations, diversions and other actions affecting the life of the ship are reported to the company in advance, except for emergencies. 3. Based on this characteristic, the general corporation of groups, which is located in various coastal ports throughout the country and in major areas of the world, has further defined the tasks of its units during the typhoon period and has played an important role in ensuring its success. 1. Guangzhou, shanghai, tianjin, qingdao, dalian, shenzhen, xiamen ocean, hong kong shipping co. Ltd. Is responsible for the guidance and coordination of mid- and long-range system ships in the region against typhoons. The main task is to coordinate, supervise, inspect and guide the protection of ships from typhoons. 2. When docking at ports off the coast of china, whether or not they receive the appropriate typhoon warning through any means, they are required to report, on their own initiative, to the ship's company and to the local central and far-off antityphoon coordination unit or agency (including the name of the ship, berthing at the port, anchoring or berthing status, loading status, technical condition of the four machines and countermeasures). 3. Based on its ship operations, moc designates itself in the typhoon coordination organization in the ports. Oceanic and medium-range companies provide multi-faceted technical support to the centre for the coordination of the fight against typhoon. 4/ the central and far overseas corporation (otc) is responsible for coordinating, alerting, inspecting and directing the anti-typhoon efforts of medium- and far-off ships moored in the bailiwick ports, directing relevant agencies and agencies in the bailiwick to develop practical and appropriate procedures for their work during the typhoon season; providing timely information and warnings on local typhoons and disaster weather to medium-range ships, as well as procedures and regulations for their own units and for local anti-typhoon operations, and urging ships to prepare their stations. 5. China-wide shipping agency (swao) has put in place effective measures to oversee the strengthening of ship agents during typhoons by its subdivisions. Provide ships with the requirements and contact procedures for the station, provide timely typhoon information on developments, and urge ships to do the defensive work. Report promptly to shipowners on the threat of typhoons to the port and on the planned departure or departure of ships from the port in order to defend the station. 4. The preparation of ships against typhoons, which remains one of the world's largest natural disasters, must be given high priority. Each shipping company has an integrated assessment and mastery of each ship's resistance to wind, based on factors such as the type, structure, cargo status, age, technical condition of the ship, and the master's level of operations. In the face of strong typhoons, masters must not be required or encouraged, as a last resort, to take hard “resistance” measures to “leave room” for safety. "the danger of the open fire." the most fundamental security measure against typhoons in ships is to eliminate hazards. The captain is responsible for organizing a thorough inspection of the safety of the ship's crew, including its structure, equipment and so forth, and for eliminating the risks of the accident through timely maintenance and repair arrangements by the ship's crew. The master is also keeping abreast of the weather conditions and trends in the maritime area in which the ship is located and the sea in which it will pass, developing and implementing security measures appropriate to the circumstances at the time, making reasonable arrangements for loading and unloading, maintaining the ship's stability and strength at all times, and working well before embarking, including stowing, binding, etc. At all times, prepare for the wind. When handling cargo at ports that are likely to be hit by typhoons, bulk food vessels always maintain, as far as possible, the stability and intensity of ships in a maritime mode and are prepared to leave the port for safekeeping. 5. Several relationships were dealt with correctly during the typhoon, and the captain's decision-making and agency oversight guidance were handled. In the fight against typhoons, both the captain's abilities and the master's level of technical activity are understood, the master's qualities, the research and policy responses, the structured and targeted guidance, training and examination of the new captain at every opportunity, and the promotion of learning. 2. Address the relationship between defence and resistance on different types of ships. The managers of the institutions have a good deal of regard and guidance for the ships they operate, especially in the case of ships with large numbers of older ships, which are dominated by the wind and are not blindly tough. 3. Dealing with the relationship between shiptime stress and typhoon resistance. In the case of time pressure on liners and chartered vessels, how to minimize the loss of a ship's life while ensuring safety is a challenge for the authorities and the captain, but still following the "prevent, resist, avoid, avoid and leave space at the right time" typhoon principle, mobility - the factors that can be mobilized, proactive and scientifically resistant to typhoons, to minimize the loss of a ship's life. 4. Address the relationship between security management and production and movement control. The security management service has developed a good system of communication and information-sharing through proactive communication with the production and movement control service, through enhanced communication, information on typhoons, proactive inquiries, proactive communication and timely notification of ship movements and changes and contingencies to the security management service. The introduction of modern technology and multi-channel information have played an important role in the fight against typhoons, and sino-far group general's overall planning design and the development of the global navigational intelligence system, which uses and develops high-tech tools such as computer graphic processing techniques, numerical weather forecasting products, and information technology, jointly with china's national meteorological centre, the department of defense's naval hydrographic survey, electronic navigation and beijing weather navigation. To enable users to understand in a timely manner the reality of weather, typhoons, sea conditions, including sea-level and high-altitude pneumatic fields, wind fields, and front, cyclones, typhoons, tides, currents, and medium-to-medium forecasts for 7-10 days, sharing the results of this technology, keeping hands on it in a timely fashion, and playing an important role in guiding and coordinating the fight against typhoons. 2. Multi-channel collection of meteorological information and comprehensive, scientific and analytical research are important bases for decision-making in the direction of ship avoidance against typhoons. During the typhoon season, weather facsimile maps and various typhoon dynamic forecasts were collected using various means; important grounds and guarantees were provided for ships to avoid typhoons. 3. The use of web-based advantages to obtain typhoon forecast information from all regions of the world via the internet has made up for the limitations on the reception range of meteorological 3 fax machines and the impact of poor signals, and has played an important role in directing global efforts against typhoons on medium-range ships。7. The technical requirements of the typhoon protection service are based on the characteristics of its own ships and, taking into account years of anti-typhoon experience, recommend that ships within the system be required to take the following practical measures in the case of typhoons: in the event of difficulties in the berthing of the towers, measures of maritime detour are taken; elderly or other less well-off ships should promptly select the appropriate anchor for anchoring. 2 (, anchoring ships are resistant to typhoons, with the exception of port regulations or the environment, which must be “a little anchored”). 3. When using an anchor chain float against a typhoon, the chain shall come out of the anchor. 4 (. Avoid, to the extent possible, the possibility of docking at the port of the river and river line buoys except for those which may be moored at the dock or the buoys). In the event of a typhoon attack at the port, contact the relevant parties to arrange for departure from the port at sea or, if they are unable to do so, the host should be available. When it is only possible to fight typhoons in riverine floats, the parties concerned are contacted to attach cables and, to the extent possible, to adapt them to one cable. 8. Examples of antityphoon 1 and a few anchors for a wide “le shan” v14 voyage chartered a united states company from south korea, japan for roll steel, steel pipes and automobile equipment to 2001 8 15 1500l on the west coast of south america, with the last port of embarkation being nagoya, japan. Upon completion of loading in yokohama on the month of january, typhoon () 0111pabuk23-20n136-25enw slowly () was in the centre, moving, and according to the analysis of meteorological information, it was decided that the breakout would turn north. At that time, it was decided to proceed at full speed to nagoya and to anchor inside the gulf of isia, after having been delayed by at least 01118 days of ship travel to nagoya after the typhoon had passed. When the typhoon center passed through the gulf of ilya on the month of 22,0230l13973, the raoshan wheel measured wind power of a class, pressure of 100pa. The port of nagoya provides that all ships arriving at the port will not be docked when typhoon 1 alerts are issued, and all ships present at the port will be moved to anchor stations when typhoon 2 alerts are issued. At the time of the arrival of the ship, the port had issued a typhoon no. 1, considering 34-35,0n136-48 7e7, taking into account the above factors, the captain of the ship persuaded the pilot to anchor, under position, to save water from the left anchor and to water 257-810 deep metres. Then, when the wind rises to the wind level, the anchor is dropped on deck. Until the typhoon center crossed from the gulf of ignacio, despite the numerous anti-platform anchors in the gulf, the bow of the ship was always empty. When the typhoon center approached, there were three single anchored anti-barrel ships behind the left, resulting in two tailings having to leave, which was very passive. On 27 december 2001, a “zhbh” ship full of 133,251 tons of iron ore returned from india via the strait of malacca. On the same date, at 4. 1330 hours, the last typhoon, ts0126, was hit from the eastern corner of the strait of singapore, at about 0. 10 north latitude. At one point, the pressure dropped sharply, from the initial 1014hpa to 1003hpa, and the wind surged to 12 degrees (over 34 m/s) south and south-east, with wave heights ranging from 8 to 10 metres, and sea surface visibility ranging from 0. 51 to 0. 1 nautical miles. At this time, the straits of singapore are full of wind and rain, lightning and waves. The zhbh ship was an old 25-year-old ship, which rained as soon as it entered the strait of singapore as it crossed the malacca, and the captain informed the sailors and carpenters that all the water doors in the area were closed. However, the wind is growing, and the wireless electrodes antenna on the deck is blown down and the rain is leaking in the bridge. The wind rolls the waves like white waterfalls to the zhbh wheel, where nothing can be seen around or behind the bridge, and only a plume of rain can be felt. Ts0126 centre: 14:00 time typhoon centre
