10-05-2020, 09:58 AM
Çevrimdışı
STANDING ORDERS
> When alone on the bridge watch officer should always in mind that the time for taking action for the ship’s safety is still time to do so.
> A watch officer should be on the bridge at all time when the vessel is underway and must not leave the bridge until properly relieved by another or myself.
> Before relieving the watch, the relieving officer sign the night order book, acquaint himself with the vessel’s position, course and speed, weather condition and optain any pertinent information the officer being relieving may have to pass on.
> As the watch officer of the vessel, you are, when on duty, expected to keep a good lookout and sea that your wacth does the same, unnecessary conversation with the men at wheel or with the lookout if on the bridge, is not conductive to keeping a proper watch.
> When visibility become poor or if you anticipate that visibility may become poor because set it fog, mist, rain and snow or any other reason, call me, in the meantime, put the telegraph on “stand-by”, post double lookout, put the vessel in hand steering and start the whistle, if necessary.
> Call me at any time if in doubt – but do it in ample time – better to soon that too late. Also call me if the weather start to make up or you think it may be necessary to change course or slow down.
> Do not let the vessel pound, if you think she will pound or shows a tendency pound, call me, if necessary, slow down.
> Whenever you think it will be necessary to slow down, try to notify to engine room in advance but in an emergency do not hasitate to slow down, stop or go astern, try to call me in time to get to the bridge.
> Give passing vessel good a berth in ample time. Don’t try bluff the other vessel out of his right of way. Let other vessel know in plenty of time what you intend to do. At sea, keep at least of three miles off pasing vessel when possible. Or more if you think it necessary. Let me know when you have meeting or crossing situation less than three miles.
> In poor visibility, the radar must be turned on. Don’t wait until fog or other cause shuts in all around you. If using the short-range, be sure to switch to the long-range and immediate range frequently so than a target won’t show up on the screen. When using short-range, putting you in aa bad position with little time to do any plotting.
> When approaching port, making land-fall or steaming along a coast, be sure to know the characteristics of the lights you will pick up and the time you should see them, if you don’t see a light when you should call me.
> Check the course on the chart every time is a change course on your watch, let me know immediately if there is an eror or the course will lead the vessel into danger.
> Check the gyro and magnetic compass at least once an hour. On the coasting, check them every half an hour let me know if the compass vary from what they should be.
> Be on the alert at all times and see that quartermasters, lookout and watchmen are also on the alert, properly stationed and attentive to their duties.
> When alone on the bridge watch officer should always in mind that the time for taking action for the ship’s safety is still time to do so.
> A watch officer should be on the bridge at all time when the vessel is underway and must not leave the bridge until properly relieved by another or myself.
> Before relieving the watch, the relieving officer sign the night order book, acquaint himself with the vessel’s position, course and speed, weather condition and optain any pertinent information the officer being relieving may have to pass on.
> As the watch officer of the vessel, you are, when on duty, expected to keep a good lookout and sea that your wacth does the same, unnecessary conversation with the men at wheel or with the lookout if on the bridge, is not conductive to keeping a proper watch.
> When visibility become poor or if you anticipate that visibility may become poor because set it fog, mist, rain and snow or any other reason, call me, in the meantime, put the telegraph on “stand-by”, post double lookout, put the vessel in hand steering and start the whistle, if necessary.
> Call me at any time if in doubt – but do it in ample time – better to soon that too late. Also call me if the weather start to make up or you think it may be necessary to change course or slow down.
> Do not let the vessel pound, if you think she will pound or shows a tendency pound, call me, if necessary, slow down.
> Whenever you think it will be necessary to slow down, try to notify to engine room in advance but in an emergency do not hasitate to slow down, stop or go astern, try to call me in time to get to the bridge.
> Give passing vessel good a berth in ample time. Don’t try bluff the other vessel out of his right of way. Let other vessel know in plenty of time what you intend to do. At sea, keep at least of three miles off pasing vessel when possible. Or more if you think it necessary. Let me know when you have meeting or crossing situation less than three miles.
> In poor visibility, the radar must be turned on. Don’t wait until fog or other cause shuts in all around you. If using the short-range, be sure to switch to the long-range and immediate range frequently so than a target won’t show up on the screen. When using short-range, putting you in aa bad position with little time to do any plotting.
> When approaching port, making land-fall or steaming along a coast, be sure to know the characteristics of the lights you will pick up and the time you should see them, if you don’t see a light when you should call me.
> Check the course on the chart every time is a change course on your watch, let me know immediately if there is an eror or the course will lead the vessel into danger.
> Check the gyro and magnetic compass at least once an hour. On the coasting, check them every half an hour let me know if the compass vary from what they should be.
> Be on the alert at all times and see that quartermasters, lookout and watchmen are also on the alert, properly stationed and attentive to their duties.