<![CDATA[Türk Denizcileri.com - Çeşitli Bilgiler]]> https://www.turkdenizcileri.com/ Sat, 23 May 2026 20:03:10 +0000 MyBB <![CDATA[MASTER'S STANDING ORDERS]]> https://www.turkdenizcileri.com/showthread.php?tid=1603 Sun, 10 May 2020 13:03:26 +0300 aytemiz89]]> https://www.turkdenizcileri.com/showthread.php?tid=1603  
1.  The relieving  officer of watch should not take over the watch if his night vision is not fully
    adjusted to the light conditions.
2. The relieving office of watch should not take over the watch if he thinks personally  is not
    satisfied.
    a) with position, course, speed and draft of the ship.
    b) with standing orders and other specially instructions of the Master relating to navigation
        of ship.
    c) prevailing and predicted aids, current, weather, visibility and the effect of these factors
        upon course and speed.
    d) Navigational situation, including but not limited to the following likely to be used
        during the watch.
       -Error of Gyro and Magnet Compass.
       -Presence and movement of ships in sight or known to be in the vicinity
3.  If at the time the officer of watch is to be relieved an manouver or other action to avoid
     any hazard taking the place the relief of the officer should be deferred until such action
     has been completed.
4.  During the watch officer of watch to perform periodic check of:
     a) Navigational equipment.
     b) The helsman or the automatic pilot is steering the correct course.
     c) The standard compss error is determined at least once a watch and when is possible
         after any major alternation of course.
     d) The navigational and signal lights and other navigational equipment are functioning
         properly.
5.  The officer of watch should be familiar with use of electronic navigational aids carried,
     including their capabilities and limitations.
6.  The officer of watch use the radar when appropriate and whenever restricted visibility is
     encountered or expected and all time in congest waters.
7.  When vessel navigate in coastal waters, officer in watch must use the largest charts scale
     onboard suitable for the area and corrected with the latest available informations. Fixes
     should be taken at frequent intervals.
8.  When restricted visibility is encountered or expected the first responsibility of the officer
     of watch, is to comply with the International Rules of the applicable regulation for preventing collision at sea also inform Master.
     Post proper look out and helsman and in congested waters revert to hand steering immediately. Exhibit navigational lights. Operate and use radar.
9.  The officer of watch should notify the Master immediately in the following circumstances.
     a) If restricted visibility is encountered or expected.
     b) If the traffic conditions or the movements of the other ships are causing concern.
     c) On failure to sight land or navigation mark is sighted or change in sounding occur.
     d) If expectedly land or a navigation mark is sighted or to obtain sounding by the expected
         time.
     e) In heavy weather if in any doubt about the possibility of weather damage.
     f) In any other emergency or situation in which he is any doubt.
     g) On the breakdown of the engines, steering gear or any essential navigational equipment.
 10. If any officer of watch is in any doubt as to pilots, action or intention, he should seek
       clarification from the pilot, if doubt still exists he should notify the Master immediately
       and take whatever action is necessary before Master arrives.
11. The officer of watch must use more than one method to fix the ship position. Any position
      plotted by radar should be checked by visual bearings. Position should be obtained at
      regular intervals, such intervals depending on the circumstances and the ship speed. In
      coastal waters every 15 minutes and when further offshore every half hour to one hour.
      When on transocean passages to noon position should be check by astronomical observation.
12. The officer of watch must complete all entries in log book neatly and clearly. The entries
      should include all normal watchkeeping details as any alternation of course, being the
      distances from fixed points or latitude and longitude in ocean waters.
      Weather, wind direction and force, visibility, state of sea, barometric pressure and temperature, course being steered and any allowance, magnetic course and gyro error.
      Distance covered by log, engine distance, speed.
      Any other event which at the discretion of the officer.
13. Before arrival at the port, the officer of watch should ensure that the following have been
      completed and recorded in the log book.
      a) Pilot ladder, heaving line and life buoy are ready.
      b) Ropes and moorings are ready fore and aft.
      c) Engine room is warned for arrival time.
      d) Automatic log extention withdrawn.
      e) Manual steering gear and rudder indicators tested.
      f) Time synchronised between bridge and engine room.
14. The officer of watch always will wait the pilot in accommodation ladder and will escort
      him on bridge and vice versa.
15. At no time shall the bridge be left unattended.
16. While vessel at anchor, the officer of watch should:
      a) Determine and pilot the ship's position on the appropriate chart.
      b) Check at sufficiently frequent intervals whether the ship is remaining securely at anchor
          by taking bearings of fixed marks.
      c) Ensure that inspection round of the ship are made properly.
      d) Notify the Master and undertake all necessary measures if the ship drag anchor.
      e) If visibility deteriorates, notify the Master and comply with the applicable regulations
          for preventing collision at sea.
      f) Ensure that the ship exhibits the appropriate lights and shapes and that appropriate
         sound signals are made all time as required.
THESE STANDING ORDERS ARE TO BE SIGNED BY DECK OFFICERS AS HAVING
READ AND UNDERSTOOD THEIR MEANING.]]>  
1.  The relieving  officer of watch should not take over the watch if his night vision is not fully
    adjusted to the light conditions.
2. The relieving office of watch should not take over the watch if he thinks personally  is not
    satisfied.
    a) with position, course, speed and draft of the ship.
    b) with standing orders and other specially instructions of the Master relating to navigation
        of ship.
    c) prevailing and predicted aids, current, weather, visibility and the effect of these factors
        upon course and speed.
    d) Navigational situation, including but not limited to the following likely to be used
        during the watch.
       -Error of Gyro and Magnet Compass.
       -Presence and movement of ships in sight or known to be in the vicinity
3.  If at the time the officer of watch is to be relieved an manouver or other action to avoid
     any hazard taking the place the relief of the officer should be deferred until such action
     has been completed.
4.  During the watch officer of watch to perform periodic check of:
     a) Navigational equipment.
     b) The helsman or the automatic pilot is steering the correct course.
     c) The standard compss error is determined at least once a watch and when is possible
         after any major alternation of course.
     d) The navigational and signal lights and other navigational equipment are functioning
         properly.
5.  The officer of watch should be familiar with use of electronic navigational aids carried,
     including their capabilities and limitations.
6.  The officer of watch use the radar when appropriate and whenever restricted visibility is
     encountered or expected and all time in congest waters.
7.  When vessel navigate in coastal waters, officer in watch must use the largest charts scale
     onboard suitable for the area and corrected with the latest available informations. Fixes
     should be taken at frequent intervals.
8.  When restricted visibility is encountered or expected the first responsibility of the officer
     of watch, is to comply with the International Rules of the applicable regulation for preventing collision at sea also inform Master.
     Post proper look out and helsman and in congested waters revert to hand steering immediately. Exhibit navigational lights. Operate and use radar.
9.  The officer of watch should notify the Master immediately in the following circumstances.
     a) If restricted visibility is encountered or expected.
     b) If the traffic conditions or the movements of the other ships are causing concern.
     c) On failure to sight land or navigation mark is sighted or change in sounding occur.
     d) If expectedly land or a navigation mark is sighted or to obtain sounding by the expected
         time.
     e) In heavy weather if in any doubt about the possibility of weather damage.
     f) In any other emergency or situation in which he is any doubt.
     g) On the breakdown of the engines, steering gear or any essential navigational equipment.
 10. If any officer of watch is in any doubt as to pilots, action or intention, he should seek
       clarification from the pilot, if doubt still exists he should notify the Master immediately
       and take whatever action is necessary before Master arrives.
11. The officer of watch must use more than one method to fix the ship position. Any position
      plotted by radar should be checked by visual bearings. Position should be obtained at
      regular intervals, such intervals depending on the circumstances and the ship speed. In
      coastal waters every 15 minutes and when further offshore every half hour to one hour.
      When on transocean passages to noon position should be check by astronomical observation.
12. The officer of watch must complete all entries in log book neatly and clearly. The entries
      should include all normal watchkeeping details as any alternation of course, being the
      distances from fixed points or latitude and longitude in ocean waters.
      Weather, wind direction and force, visibility, state of sea, barometric pressure and temperature, course being steered and any allowance, magnetic course and gyro error.
      Distance covered by log, engine distance, speed.
      Any other event which at the discretion of the officer.
13. Before arrival at the port, the officer of watch should ensure that the following have been
      completed and recorded in the log book.
      a) Pilot ladder, heaving line and life buoy are ready.
      b) Ropes and moorings are ready fore and aft.
      c) Engine room is warned for arrival time.
      d) Automatic log extention withdrawn.
      e) Manual steering gear and rudder indicators tested.
      f) Time synchronised between bridge and engine room.
14. The officer of watch always will wait the pilot in accommodation ladder and will escort
      him on bridge and vice versa.
15. At no time shall the bridge be left unattended.
16. While vessel at anchor, the officer of watch should:
      a) Determine and pilot the ship's position on the appropriate chart.
      b) Check at sufficiently frequent intervals whether the ship is remaining securely at anchor
          by taking bearings of fixed marks.
      c) Ensure that inspection round of the ship are made properly.
      d) Notify the Master and undertake all necessary measures if the ship drag anchor.
      e) If visibility deteriorates, notify the Master and comply with the applicable regulations
          for preventing collision at sea.
      f) Ensure that the ship exhibits the appropriate lights and shapes and that appropriate
         sound signals are made all time as required.
THESE STANDING ORDERS ARE TO BE SIGNED BY DECK OFFICERS AS HAVING
READ AND UNDERSTOOD THEIR MEANING.]]> <![CDATA[STANDING ORDERS]]> https://www.turkdenizcileri.com/showthread.php?tid=1602 Sun, 10 May 2020 12:58:52 +0300 aytemiz89]]> https://www.turkdenizcileri.com/showthread.php?tid=1602 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.]]> 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.]]> <![CDATA[KÖPRÜÜSTÜ DEVAMLI / GENEL EMİRLER]]> https://www.turkdenizcileri.com/showthread.php?tid=1601 Sat, 09 May 2020 17:23:11 +0300 aytemiz89]]> https://www.turkdenizcileri.com/showthread.php?tid=1601  MASTER’S STANDING ORDERS
KÖPRÜÜSTÜ DEVAMLI / GENEL EMİRLER
 
 
1- Aşağıdaki liste köprüüstünde ilk defa görev alacak güverte zabitleri tarafından okunacak, akılda tutulup, uygulanacaktır.
2- Köprüüstünde iken geminin emniyeti için yapılması gereken hareket/manevra henüz yeterli zaman varken yapılacaktır.
3- Gv. Zabiti gemi seyir halinde iken devamlı olarak köprüüstünde kalacak ve uygun bir değiştirme olmadıkça köprüüstünü terk etmeyecektir.
4- Vardiya teslimi esnasinda teslim alacak Gv.Zabiti Night Order Book’u imzalayıp navigasyon ve hava durumuyla ilgili tüm verileri öğrendikten sonra mesul vardiyaya başlıyacaktır.Köprüüstü ve harita kamarasındaki lüzumsuz konuşma ve sohbet iyi gözcülük ve navigasyonu kötü şekilde etkiler.
5- Rüyet azaldığında veya azalacağını anladığınızda derhal Kaptan’a haber veriniz.Bu arada Mk. telgrafını “Stand By” durumuna getirip köprüüstü kırlangıç ve gerekirse baş tarafa haberleşme cihazıyla birlikte gözcü koyarak uygun düdük sinyallerini vermeye başlayıp dümeni ele alınız, eğer kıç düdük çalışıyorsa köprüüstü gözcüsünü haberleşme cihaziyla birlikte bir alt güverteye koyunuz. Radarlar, Arpa, iskandil ve uygun olan diğer tüm navigasyon cihazlarından faydalanınız.
6-Gözcü giyimlerinin hava şartlarına uygun olduğunu kontrol ediniz.Onlara yağmur, kar, serpinti gibi, gözlerine gelerek engelleyecek yerlerde gözcülük yaptırmayınız.Hava şartlarından korunmuş yerlerde yapılacak gözcülük daha yararlı olacaktır.
7- Herhangi bir zamanda yol kesmek gerekirse makina dairesine haber vermeye öncelik tanıyınız. Ancak acil durumlarda yol kesmek, stop etmek veya tornistan vurmaya tereddüt etmeyiniz ve en kısa / uygun zamanda Kaptan’a haber veriniz.
8- Yakin seyirlerde diğer gemilerden yeteri kadar açık geçiniz ve manevrayı önceden yapınız ki (yeterinden fazla mesafe ve zaman varken) diğer gemi sizin ne yapmak istediğinizi zamanında anlasın.
9- Balıkçıların çok olduğu yerlerde ve sahile yakın seyrederken küçük teknelere çok dikkat ediniz. Bazıları uygun fener taşımaz ve bazılarıda özel fenerler taşıyabilir. Fenerlerin manasından emin olunuz. Eğer balıkçı motorlarının arasına girmek zorunda kaldıysanız dümeni ele alıp makinaya hazırol vurarak Kaptan’a haber veriniz.
10- Köprüüstü navigasyon cihazlarının ve diğer ışık ve aletlerin kullanımını çok iyi öğrenerek bunların herhangi bir zamanda derhal kullanılmasında tereddüt etmeyiniz. Bilinen derinliklerde iskandil cihazını kontrol ediniz.
11- Radarları her kullanışınızda Log Book’larına işleyiniz.
12- Düşük rüyetlerde seyir yaparken radar rangelerini zaman zaman değiştirerek kullanınız.
13- Limanlara yaklaşırken yada sahil seyri yaparken kara alametleri ve fener karakteristikleri ile görünme zamanlarını hesaplayıp görünmedikleri zaman yada tereddüte düştüğünüzde Kaptan’a haber veriniz.
14- Rota değişimlerinde harita üzerindeki çizilmiş rotayı kontrol ediniz. Eger rotada herhangi bir hata varsa Kaptan’a haber veriniz.
15- Gyro ve miyar puslalari her saat başı, sahile yakın yerlerde her yarım saatte bir kontrol edip Jurnal’e yazınız. Eğer belirgin bir fark görülürse Kaptan’a haber veriniz.
16-Role talimlerinde makine hazırol da dümeni ele alınız.Ayrıca uygun gördüğünüz herhangi bir zamanda bunları uygulayınız.
17-Iyi rüyet olduğunda radar plotting çalışması yapıp Arpa ile karşılaştırınız.
 
18-Seyirde olunmadığı zamanlarda sabah akşam ve vardiya değişimlerinde draftları alarak Jurnale işleyiniz.
19-Auto-pilot on/off işlemini zabit nezaretinde gerçekleştirin.
20-Denizde  çatışmayı önleme tüzüğü, geminin durma, devir dairesi, manevra özellikleri çok iyi   bilinmelidir. Tüzüğe göre erken mesafe ve zamanında hareket edilerek çatışma riskini ortadan kaldırınız. Yaptığınız manevra sonrasında çatışma riskinin ortadan kalktığına emin olunuz.
21-Güverte Jurnalini silintisiz,kazıntısız doğru şekilde, okunaklı tutmaya özen gösteriniz. Yanlış birsey yazdığınızda silinti, kazıntı yapmadan alttaki yazı okunacak şekilde üzerini çiziniz, doğrusunu yazınız.
22-Eğer seperasyon içerisinde seyir yapılıyorsa bununla ilgili tüm veriler bilinip uygulanarak seyir yapılacaktır.Eğer buraya yakın seyir yapılıyorsa, içerdeki gemiler sizi içeride sanmayacak kadar dıştan geçiniz.
23-Vardiya zabiti pilotlu seyirlerde pilota işiyle ilgili her türlü yardımı yapacaktır.Gemide pilot olması vardiya zabitinin vazife mesuliyetlerini bilhassa emniyetli seyir ve çatışma mesuliyetlerini hiç bir şekilde kaldırmaz veya azaltmaz.
24-Güverte zabitleri diğer beklenilmeyen hallerde ve uygun gördüklerinde Kaptan’ı köprüüstüne çağıracaklardır.Şurası iyice anlaşılmalıdır ki, Kaptan herzaman ve herhangi birşey için köprüüstüne çağrılabilir. Vardiya zabitleri gerekli veya faydalı gördüklerinde Kaptan’ı çağırmakta tereddut göstermemelidirler.Kaptan bu haber ve çağırılmalardan her zaman mutluluk duyar.
 
 
          ]]>  MASTER’S STANDING ORDERS
KÖPRÜÜSTÜ DEVAMLI / GENEL EMİRLER
 
 
1- Aşağıdaki liste köprüüstünde ilk defa görev alacak güverte zabitleri tarafından okunacak, akılda tutulup, uygulanacaktır.
2- Köprüüstünde iken geminin emniyeti için yapılması gereken hareket/manevra henüz yeterli zaman varken yapılacaktır.
3- Gv. Zabiti gemi seyir halinde iken devamlı olarak köprüüstünde kalacak ve uygun bir değiştirme olmadıkça köprüüstünü terk etmeyecektir.
4- Vardiya teslimi esnasinda teslim alacak Gv.Zabiti Night Order Book’u imzalayıp navigasyon ve hava durumuyla ilgili tüm verileri öğrendikten sonra mesul vardiyaya başlıyacaktır.Köprüüstü ve harita kamarasındaki lüzumsuz konuşma ve sohbet iyi gözcülük ve navigasyonu kötü şekilde etkiler.
5- Rüyet azaldığında veya azalacağını anladığınızda derhal Kaptan’a haber veriniz.Bu arada Mk. telgrafını “Stand By” durumuna getirip köprüüstü kırlangıç ve gerekirse baş tarafa haberleşme cihazıyla birlikte gözcü koyarak uygun düdük sinyallerini vermeye başlayıp dümeni ele alınız, eğer kıç düdük çalışıyorsa köprüüstü gözcüsünü haberleşme cihaziyla birlikte bir alt güverteye koyunuz. Radarlar, Arpa, iskandil ve uygun olan diğer tüm navigasyon cihazlarından faydalanınız.
6-Gözcü giyimlerinin hava şartlarına uygun olduğunu kontrol ediniz.Onlara yağmur, kar, serpinti gibi, gözlerine gelerek engelleyecek yerlerde gözcülük yaptırmayınız.Hava şartlarından korunmuş yerlerde yapılacak gözcülük daha yararlı olacaktır.
7- Herhangi bir zamanda yol kesmek gerekirse makina dairesine haber vermeye öncelik tanıyınız. Ancak acil durumlarda yol kesmek, stop etmek veya tornistan vurmaya tereddüt etmeyiniz ve en kısa / uygun zamanda Kaptan’a haber veriniz.
8- Yakin seyirlerde diğer gemilerden yeteri kadar açık geçiniz ve manevrayı önceden yapınız ki (yeterinden fazla mesafe ve zaman varken) diğer gemi sizin ne yapmak istediğinizi zamanında anlasın.
9- Balıkçıların çok olduğu yerlerde ve sahile yakın seyrederken küçük teknelere çok dikkat ediniz. Bazıları uygun fener taşımaz ve bazılarıda özel fenerler taşıyabilir. Fenerlerin manasından emin olunuz. Eğer balıkçı motorlarının arasına girmek zorunda kaldıysanız dümeni ele alıp makinaya hazırol vurarak Kaptan’a haber veriniz.
10- Köprüüstü navigasyon cihazlarının ve diğer ışık ve aletlerin kullanımını çok iyi öğrenerek bunların herhangi bir zamanda derhal kullanılmasında tereddüt etmeyiniz. Bilinen derinliklerde iskandil cihazını kontrol ediniz.
11- Radarları her kullanışınızda Log Book’larına işleyiniz.
12- Düşük rüyetlerde seyir yaparken radar rangelerini zaman zaman değiştirerek kullanınız.
13- Limanlara yaklaşırken yada sahil seyri yaparken kara alametleri ve fener karakteristikleri ile görünme zamanlarını hesaplayıp görünmedikleri zaman yada tereddüte düştüğünüzde Kaptan’a haber veriniz.
14- Rota değişimlerinde harita üzerindeki çizilmiş rotayı kontrol ediniz. Eger rotada herhangi bir hata varsa Kaptan’a haber veriniz.
15- Gyro ve miyar puslalari her saat başı, sahile yakın yerlerde her yarım saatte bir kontrol edip Jurnal’e yazınız. Eğer belirgin bir fark görülürse Kaptan’a haber veriniz.
16-Role talimlerinde makine hazırol da dümeni ele alınız.Ayrıca uygun gördüğünüz herhangi bir zamanda bunları uygulayınız.
17-Iyi rüyet olduğunda radar plotting çalışması yapıp Arpa ile karşılaştırınız.
 
18-Seyirde olunmadığı zamanlarda sabah akşam ve vardiya değişimlerinde draftları alarak Jurnale işleyiniz.
19-Auto-pilot on/off işlemini zabit nezaretinde gerçekleştirin.
20-Denizde  çatışmayı önleme tüzüğü, geminin durma, devir dairesi, manevra özellikleri çok iyi   bilinmelidir. Tüzüğe göre erken mesafe ve zamanında hareket edilerek çatışma riskini ortadan kaldırınız. Yaptığınız manevra sonrasında çatışma riskinin ortadan kalktığına emin olunuz.
21-Güverte Jurnalini silintisiz,kazıntısız doğru şekilde, okunaklı tutmaya özen gösteriniz. Yanlış birsey yazdığınızda silinti, kazıntı yapmadan alttaki yazı okunacak şekilde üzerini çiziniz, doğrusunu yazınız.
22-Eğer seperasyon içerisinde seyir yapılıyorsa bununla ilgili tüm veriler bilinip uygulanarak seyir yapılacaktır.Eğer buraya yakın seyir yapılıyorsa, içerdeki gemiler sizi içeride sanmayacak kadar dıştan geçiniz.
23-Vardiya zabiti pilotlu seyirlerde pilota işiyle ilgili her türlü yardımı yapacaktır.Gemide pilot olması vardiya zabitinin vazife mesuliyetlerini bilhassa emniyetli seyir ve çatışma mesuliyetlerini hiç bir şekilde kaldırmaz veya azaltmaz.
24-Güverte zabitleri diğer beklenilmeyen hallerde ve uygun gördüklerinde Kaptan’ı köprüüstüne çağıracaklardır.Şurası iyice anlaşılmalıdır ki, Kaptan herzaman ve herhangi birşey için köprüüstüne çağrılabilir. Vardiya zabitleri gerekli veya faydalı gördüklerinde Kaptan’ı çağırmakta tereddut göstermemelidirler.Kaptan bu haber ve çağırılmalardan her zaman mutluluk duyar.
 
 
          ]]> <![CDATA[STANDING ORDERS FOR BRIDGE WATCH OFFICERS]]> https://www.turkdenizcileri.com/showthread.php?tid=1599 Fri, 08 May 2020 10:18:25 +0300 aytemiz89]]> https://www.turkdenizcileri.com/showthread.php?tid=1599                           STANDING ORDERS FOR BRIDGE WATCH OFFICERS
 
 
01) The order book shall be kept on the bridge or in chart room and it shall be written by the Commander the course,  the speed and all other necessary instructions to the officer on watch for the navigation of the vessel.The officer     on watch, before going on duty, shall read aforesaid entries in the order book and shall affix his signature thereto.
02)The officer on watch shall remain on the bridge and must not leave it, unless he is relieved by the commander or another responsible officer.
03)The officer on watch should always pay attention to the navigation of the ship and whenever circumstances warrant, shall ascertain ship’s position.
04)The officer on watch should always keep a sharp lookout himself and at the same time should see that a lookout man is attended at a fixed place and that a sharp lookout is always kept.When navigating in the vicinity of the land, in an inland sea or narrow water or when the weather is thick, the officer on watch should keep a vigilant watch with special caution.
05)The officer on watch should direct and supervise his subordinates and must be careful to carry out exactly the commander’s or pilot’s orders.
06)The course of the vessel shall be set by the standard compass.When the course is set or altered, the officer on watch must see that the course is set or altered according with the compass and show it on the blackboard fixed on the bridge and then he shall report it to the commander.When the course is set or altered by the magnetic compass,  observation of the deviation should not be neglected.Whenever the course is set or altered by gyro compass, the officer on watch must compare it with the course by the magnetic compass and show these courses respectively on the bridge and then report them to the commander.The error of the gyro compass must be observed taking any opportunity.
07)The officer on watch not alter the course unless he is specially ordered to do so.Nevertheless, under urgent circumstances, when there is no time to wait for the commander’s order, the officer on watch should, according to the rule of the road, make a sound signal, change the vessel’s course, stop or reverse her engines, or take other suitable measures to meet the emergency.When above steps have been taken, the officer on watch shall at once report the fact to the commander.
08)The officer on watch must always pay attention to the steering of the vessel, and when quartermaster at the whell to be relieved by another, the officer on watch must see whether or not the retiring quartermaster correctly inform his relief of the course to be steered.
09)The officer on watch must be certain that regulation lights are lit brightly and should see that the lookout man reports the actual condition of such lights at least every half an hour.
10) When the officer on watch is to be relieved by another, he shall inform his relief of the course, speed, position etc. of the vessel and pass on all orders received by him from the commander during the watch.An officer going off watch shall look around the vessel and see that everthing is in good order and make an entry accordingly in the log book.When looking round the vessel, special care should be taken to see that there is nothing likely may cause fire.
11)  In any case of the following cases, the O.O.W shall also immediately report to commander for his order.
When any ship, light or when appears to main land or island is first sighted.
When any remarkable change occurs in the weather or in the direction or force of the wind.
When any telex communication received concerning the distress, urgent, security, navigational warnings,  meteorological etc.
When a derelict, floating ice, or any other obstacle is discovered on the vessel’s course or close to it.
When a signal is observed from a vessel or ashore.
When any accident occurs to the hull or engines when a remarkable change is observed in the ship’s speed.
When any increase of weather in the wells is observed.
When any unusual phenomenon presents itself.]]>                           STANDING ORDERS FOR BRIDGE WATCH OFFICERS
 
 
01) The order book shall be kept on the bridge or in chart room and it shall be written by the Commander the course,  the speed and all other necessary instructions to the officer on watch for the navigation of the vessel.The officer     on watch, before going on duty, shall read aforesaid entries in the order book and shall affix his signature thereto.
02)The officer on watch shall remain on the bridge and must not leave it, unless he is relieved by the commander or another responsible officer.
03)The officer on watch should always pay attention to the navigation of the ship and whenever circumstances warrant, shall ascertain ship’s position.
04)The officer on watch should always keep a sharp lookout himself and at the same time should see that a lookout man is attended at a fixed place and that a sharp lookout is always kept.When navigating in the vicinity of the land, in an inland sea or narrow water or when the weather is thick, the officer on watch should keep a vigilant watch with special caution.
05)The officer on watch should direct and supervise his subordinates and must be careful to carry out exactly the commander’s or pilot’s orders.
06)The course of the vessel shall be set by the standard compass.When the course is set or altered, the officer on watch must see that the course is set or altered according with the compass and show it on the blackboard fixed on the bridge and then he shall report it to the commander.When the course is set or altered by the magnetic compass,  observation of the deviation should not be neglected.Whenever the course is set or altered by gyro compass, the officer on watch must compare it with the course by the magnetic compass and show these courses respectively on the bridge and then report them to the commander.The error of the gyro compass must be observed taking any opportunity.
07)The officer on watch not alter the course unless he is specially ordered to do so.Nevertheless, under urgent circumstances, when there is no time to wait for the commander’s order, the officer on watch should, according to the rule of the road, make a sound signal, change the vessel’s course, stop or reverse her engines, or take other suitable measures to meet the emergency.When above steps have been taken, the officer on watch shall at once report the fact to the commander.
08)The officer on watch must always pay attention to the steering of the vessel, and when quartermaster at the whell to be relieved by another, the officer on watch must see whether or not the retiring quartermaster correctly inform his relief of the course to be steered.
09)The officer on watch must be certain that regulation lights are lit brightly and should see that the lookout man reports the actual condition of such lights at least every half an hour.
10) When the officer on watch is to be relieved by another, he shall inform his relief of the course, speed, position etc. of the vessel and pass on all orders received by him from the commander during the watch.An officer going off watch shall look around the vessel and see that everthing is in good order and make an entry accordingly in the log book.When looking round the vessel, special care should be taken to see that there is nothing likely may cause fire.
11)  In any case of the following cases, the O.O.W shall also immediately report to commander for his order.
When any ship, light or when appears to main land or island is first sighted.
When any remarkable change occurs in the weather or in the direction or force of the wind.
When any telex communication received concerning the distress, urgent, security, navigational warnings,  meteorological etc.
When a derelict, floating ice, or any other obstacle is discovered on the vessel’s course or close to it.
When a signal is observed from a vessel or ashore.
When any accident occurs to the hull or engines when a remarkable change is observed in the ship’s speed.
When any increase of weather in the wells is observed.
When any unusual phenomenon presents itself.]]> <![CDATA[MASTER’S STANDING RULES FOR OFFICERS ON WATCH]]> https://www.turkdenizcileri.com/showthread.php?tid=1597 Wed, 06 May 2020 17:33:43 +0300 aytemiz89]]> https://www.turkdenizcileri.com/showthread.php?tid=1597 Officers will please read and sign the Bridge Order Book before relieving the watch.
Before taking over a watch at sea the following to be checked :
 
01) Compass course as per chart, both gyro and magnetic compared and recorded.
02)The situation as to other ships in vicinity.
03)The Duty Quartermaster in on and attentive to his duties.
04)All navigational aids are in order.
05)Check navigational lights/compass and repeater lights, etc.
06)The charts for your watch and at least next four hours after your watch are laid out.
07)If radar is in operation, check that is in order.
08)Check that the vessel is secured, hatches, watertight doors, life boats, etc. and there is no loose gear about.
09)Check and be familiar with any navigational hazards or warnings that may be encountered during your watch.
10) Keep a good lookout at all times.
11)  Keep clear of and give all shipping a wide berth.
12) Check and establish vessel’s position and verify position as charted by the relieving officer.Record position when altering courses and at least once a watch when in sight of land.
13) Check and record compass error regularly whenever possible during your watch.
14) Steer and ensure at all times to make good the course as charted.
15) When in sight of land obtain position frequently.
16) All positions to be by visual bearings when available, coupled with radar/DF/soundings, also sun or stellar observations as applicable.
17) International collision regulations to be strictly complied with.
18) Do not allow close quarter situations to develop with vessels.Make sure you are not on collision course with other vessels.Above all, do not assume by taking bearings or radar plottings.
19) Keep clear of deep draft vessels due to their restricted manoeuverability.
20)Call me if visibility drops to less than 3 miles.Switch on radar and keep it on and do not hesitate to call me at any time if you are in doubt about anything whether day and night.
21) Whenever situation allows Quartermaster to be sent down to inspect accommodation, etc. on fire patrol.The Duty Officer shall use all sences to detect fire, safety of crew and other unusual happenings about the ship. Early warning of any situation can prevent at becoming a disaster.
22)Before leaving port, vessel to be searched for stowaways and an entry to be made in the log book to this effect.
23)Confirm following times from Chief Officer prior to entering in the log book :                                                     Free pratique, immigration clearance, commencing loading/discharging, completion loading/discharging, etc. Fresh water received and quantity, cargo loaded and discharged, correct drafts.Whenever bunkers are received, confirm time and quantities from Chf. Eng. and any other unusual happenings on board the vessel.
 
 
 
 
 
24)All officers to be familiar with starting of emergency fire pump, lifeboat engine, emergency steering, operation of CO2 system and closing devices of skylights, dampers, doors, etc.
25)2nd.Mate to be responsible and incharge of medical equipments first-aid, breathing apparatus, etc.                     3rd.Mate to be incharge of life saving equipments, lifeboats, fire hoses, fire extinguishers, etc.                                  Both officer to work under the guidance at supervision of Chief Officer.
26)Use your common but good sense and good seamanship to anticipate all likely occurances and be prepared to act well before it happens or before it is too late.
27)Officer shall read above standing rules carefully and shall sign to signify their clear understanding.
 
When the Officer relieves the watch at sea he is to carefully note the ship’s position on the chart.The course to be steered, and distance to run before making the land.Sight are to be taken when practicable, the ship’s position checked, and noted in the log from time to time.The Officer on watch is not to leave the bridge at sea without being relieved by another officer.
When the whell is relieved, see that a proper course is given and steered.During clear weather take azimuths at least once a watch, and any great alteration in compass error, let me know.
 
 
LOOKOUTS
 
See that a proper lookout is kept from sunset to sunrise, and at all times during thick or hazy weather.In case of bad weather or heavy spray coming aboard, place the lookout man in a sheltered position where he can see all round the horizon.
 
REGULATION LIGHTS
 
These are to be strictly attended to.When the Officer comes on watch he is to satisfy himself that they are burning brightly.The man on the lookout is to report them each time the bell is struck.In the event of a breakdown to engines or steering gear, see that the “not undercommand” signals are kept handy.In thick or hazy weather, reduce ship’s speed, attend to regulation sound signals, and call me.
Heavy water coming on board; batten down hatches, cover skylights and attend to vantilators; see that all gear about the deck is well secured.
Give meeting or crossing vessels plenty of room; act early in order that other vessels will see that you are doing.
If in any doubt, or in the event of making the land or a shore light unexpectedly, call me at once.]]> Officers will please read and sign the Bridge Order Book before relieving the watch.
Before taking over a watch at sea the following to be checked :
 
01) Compass course as per chart, both gyro and magnetic compared and recorded.
02)The situation as to other ships in vicinity.
03)The Duty Quartermaster in on and attentive to his duties.
04)All navigational aids are in order.
05)Check navigational lights/compass and repeater lights, etc.
06)The charts for your watch and at least next four hours after your watch are laid out.
07)If radar is in operation, check that is in order.
08)Check that the vessel is secured, hatches, watertight doors, life boats, etc. and there is no loose gear about.
09)Check and be familiar with any navigational hazards or warnings that may be encountered during your watch.
10) Keep a good lookout at all times.
11)  Keep clear of and give all shipping a wide berth.
12) Check and establish vessel’s position and verify position as charted by the relieving officer.Record position when altering courses and at least once a watch when in sight of land.
13) Check and record compass error regularly whenever possible during your watch.
14) Steer and ensure at all times to make good the course as charted.
15) When in sight of land obtain position frequently.
16) All positions to be by visual bearings when available, coupled with radar/DF/soundings, also sun or stellar observations as applicable.
17) International collision regulations to be strictly complied with.
18) Do not allow close quarter situations to develop with vessels.Make sure you are not on collision course with other vessels.Above all, do not assume by taking bearings or radar plottings.
19) Keep clear of deep draft vessels due to their restricted manoeuverability.
20)Call me if visibility drops to less than 3 miles.Switch on radar and keep it on and do not hesitate to call me at any time if you are in doubt about anything whether day and night.
21) Whenever situation allows Quartermaster to be sent down to inspect accommodation, etc. on fire patrol.The Duty Officer shall use all sences to detect fire, safety of crew and other unusual happenings about the ship. Early warning of any situation can prevent at becoming a disaster.
22)Before leaving port, vessel to be searched for stowaways and an entry to be made in the log book to this effect.
23)Confirm following times from Chief Officer prior to entering in the log book :                                                     Free pratique, immigration clearance, commencing loading/discharging, completion loading/discharging, etc. Fresh water received and quantity, cargo loaded and discharged, correct drafts.Whenever bunkers are received, confirm time and quantities from Chf. Eng. and any other unusual happenings on board the vessel.
 
 
 
 
 
24)All officers to be familiar with starting of emergency fire pump, lifeboat engine, emergency steering, operation of CO2 system and closing devices of skylights, dampers, doors, etc.
25)2nd.Mate to be responsible and incharge of medical equipments first-aid, breathing apparatus, etc.                     3rd.Mate to be incharge of life saving equipments, lifeboats, fire hoses, fire extinguishers, etc.                                  Both officer to work under the guidance at supervision of Chief Officer.
26)Use your common but good sense and good seamanship to anticipate all likely occurances and be prepared to act well before it happens or before it is too late.
27)Officer shall read above standing rules carefully and shall sign to signify their clear understanding.
 
When the Officer relieves the watch at sea he is to carefully note the ship’s position on the chart.The course to be steered, and distance to run before making the land.Sight are to be taken when practicable, the ship’s position checked, and noted in the log from time to time.The Officer on watch is not to leave the bridge at sea without being relieved by another officer.
When the whell is relieved, see that a proper course is given and steered.During clear weather take azimuths at least once a watch, and any great alteration in compass error, let me know.
 
 
LOOKOUTS
 
See that a proper lookout is kept from sunset to sunrise, and at all times during thick or hazy weather.In case of bad weather or heavy spray coming aboard, place the lookout man in a sheltered position where he can see all round the horizon.
 
REGULATION LIGHTS
 
These are to be strictly attended to.When the Officer comes on watch he is to satisfy himself that they are burning brightly.The man on the lookout is to report them each time the bell is struck.In the event of a breakdown to engines or steering gear, see that the “not undercommand” signals are kept handy.In thick or hazy weather, reduce ship’s speed, attend to regulation sound signals, and call me.
Heavy water coming on board; batten down hatches, cover skylights and attend to vantilators; see that all gear about the deck is well secured.
Give meeting or crossing vessels plenty of room; act early in order that other vessels will see that you are doing.
If in any doubt, or in the event of making the land or a shore light unexpectedly, call me at once.]]> <![CDATA[MASTER BRIDGE STANDING ORDERS]]> https://www.turkdenizcileri.com/showthread.php?tid=1573 Tue, 05 May 2020 12:49:34 +0300 aytemiz89]]> https://www.turkdenizcileri.com/showthread.php?tid=1573                  MASTER BRIDGE STANDING ORDERS
 
 
Vardiya Zabitlerinin Dikktine:
 
Bu emirlerin okunması, anlaşılması, uygun olarak yerine getirilmesi gerekmektedir.
ISM MANUEL de de belirtildiği gibi görevli vardiya zabitinin öncelikli görevi her zaman için gemiyi emniyetli bir şekilde seyrettirmektir.  Aşağıdaki maddelerin her zaman için göz önüne alınması gereklidir:
 
1- Görevi devralacak zabit her zaman 15 dakika önce köprü üstüne gelmeli ve aşağıdaki yazılı maddeler konusunda bilgi edinmelidir. 
 
*  Master Bridge / Night Orders Book
*  Görünürdeki gemi / sahil v.b. durumları
*  Yaklaşılan objelerin, gemilerin mesafe ve kerterizleri
*  Şamandıra, gemi, sahil işaretlerinin tanımlanması
* Gemi mevkiinin kontrolü, haritada gidilmesi gereken rota ile gidilen rotanın karşılaştırılması
*  Daha önceki ve sonraki akıntılar, akıntının başlama ve etki zamanı, deniz / rüzgar durumu ve  yönleri, görüş ve bütün bu etkenlerin rota ve sürat üstündeki etkisi
*  Navigasyon ve köprü üstü cihazlarının son durumu
*  Trim / list / water density gibi etkenlerin geminin draftı üzerindeki olabilecek etkisi (Sığ sularda seyrederken).
 
2-  Vardiyayı teslim edecek olan zabit teslim alacak kişinin duruma tam olarak hakim olduğuna kanaat getirmeden vardiyayı teslim etmeyecektir.  Eğer vardiyayı alacak zabitin görevini yerine getiremeyeceği gibi bir durumu olduğuna kanaat getirirse (içkili, hasta, vb.) vardiyayı teslim etmeyecek ve kaptana haber verecektir.
 
3-  Eğer değişim sırasında manevra, vb. yapılıyorsa veya bir risk varsa, manevra veya risk bitene dek vardiya teslim edilmeyecektir.  Tam emniyet sağlandıktan sonra vardiya teslim edilecektir.
 
4-  Bütün seyir cihazları (radar / GPS / SAT.NAV / LORAN gibi) birbirleri ile karşılaştırılarak mevki yapılacak, herhangi bir anormallik varsa durum not edilerek bildirilecektir.
 
5-  Haritadaki objelerden fix pozisyon yapmaya çalışan vardiya zabiti mevki yaptığı objeyi takip etmeli; şamandıra ve benzeri navigasyon yardımcılarının sürüklenebileceğini aklına getirmelidir.
 
6-  Görevli vardiya zabiti aşağıda belirtilen şu düzenli kontrolleri yapar:
 
*  Serdümen ve otopilotun doğru rotaya gittiğini
*  Mıyar pusula, cayro pusulalar ve ripiterlerin birbirine uygun olduklarını
*  Gyro hatasının mümkün olan her konumda bulunması ve kaydının tutulması
*  Navigasyon ışıkları ve diğer navigasyon ekipmanlarının çalışır durumda olduklarını
*  Kronometre hatasının takibi, kaydedilmesi
* Gemi geçerken veya geçilirken daima kurallara uyulması, diğer gemilere mümkün olduğunca manevra sahası bırakılması, bir gemiye manevra yapılacaksa vakit kaybetmeden öncelikle yapılması, beklenmemesi, yaklaşan gemiye niyetinin önceden gösterilmesi, küçük dümen açılarından kaçınılması.
 
7-  Her zaman çok iyi gözlem yapın.
 
8-  “The International Regulations for Preventing Collisions at Sea”  ‘nin belirttiği kaidelere sıkı sıkıya uyun.
 
9-  Görevli zabit makinayı her zaman manevra için kullanabileceğini, gerektiğinde bundan hiç çekinmemesi gerektiğini aklından çıkarmamalıdır.  Eğer böyle bir niyet varsa ve makina dairesine önceden haber verebilirse çok iyi olur.  Aynı zamanda geminin manevra kabiliyetini veya durma zamanını aklından çıkarmamalıdır.
 
10-  Kıyı seyri esnasında pozisyonunuzu devamlı olarak kontrol edin ve olası akıntılarda rotadan ayrılmamaya dikkat edin.  Kerteriz ve belli noktalara olan uzaklıklar  haritalara kaydedilmelidir.  Bütün rotalar, kimin tarafından belirlenmiş olursa olsun, kontrol edilmelidir.
 
11-  Standart pusulanın sapmaları her kontrolde gözlemlenmeli ve her rota değişikliğinden sonra tekrar düzeltilmelidir.  Cayro, standart pusulaya bakılarak sürekli kontrol edilmelidir.  Serdümenle seyir esnasında serdümenin doğru rotada gittiğinden emin olun.
 
12- Demirdeyken köprüüstü nöbetlerine önem vererek, özellikle gel-git zamanlarında pozisyon ve kerterize dikkat edin.
 
13-IV. kaptan genel olarak kopru ustunden,bayraklardan,gaz lambalarından,acıl durumda
yapılacak ısler lıstesınden,can kurtarma araclarından sorumludur ve bunların surekli olarak hazır olmasını saglar.
 
14-III.kaptan gunduz seyrınden,navıgasyon cıhazlarından,harıta odasından sorumludur ve
ısık lıstesının ,seyır rotasının,harıtaların son bılgılere gore duzeltılmesını saglamalıdır.
Harita odası limana varıldıktan sonra toplanmalıdır.  Haritalar kalkış öncesi düzenlenmeli ve temiz olmalıdır.
 
15-  Aşağıda belirtilen seyir cihazları her  saat başı vardiyadan sorumlu zabit tarafından test edilmelidir ve limandan veya demirden ayrılmadan önce de test edilerek gemi jurnaline kaydedilmelidir:
 
            - Dümen donanımı, telgraf, radarlar, seyir ışıkları, ana ve acil düdükler/sirenler
            - Cayro ve standart pusulalar.Saatler makıne daıresındekıne gore ayarlanmalıdır.
               Her turlu sorun gereklı departman amırıne bıldırılmelıdır.
 
16-  Eğer sınırlı görüş varsa veya bekleniyorsa şunlar yapılacaktır:
 
*  Kaptana haber verilecek;
*  Gerekli ve ilave kontroller yapılacak;
*  Radar pilotlama yapılacak.
 
17-  Görevli zabit aşağıdaki durumlarda derhal kaptana haber verecektir:
 
*  Görüş 5 milin altına düşmüş ise
*  Diğer gemilerin hareketlerini anlayamadığı durumda
*  Geminin rotada tutulması zorlaştığı durumlarda (ağır denizler, akıntı, trafik, vb.)
*  Beklenen zamanda sahil şamandıra, vb. görülememesi durumunda
*  Umulmadık bir işaret şamandırası, vb. görüldüğünde
*  Dümen, makina veya herhangi bir navigasyon ekipmanının arızasında
*  Ağır deniz ve havanın zarar vereceğinden endişe duyduğunda
*  Şüpheye düştüğü her durumda.
 
 
18-  Geminin devamlı düzenli ve temiz olması konusunda kaptana yardımcı olun.
 
 
]]>                  MASTER BRIDGE STANDING ORDERS
 
 
Vardiya Zabitlerinin Dikktine:
 
Bu emirlerin okunması, anlaşılması, uygun olarak yerine getirilmesi gerekmektedir.
ISM MANUEL de de belirtildiği gibi görevli vardiya zabitinin öncelikli görevi her zaman için gemiyi emniyetli bir şekilde seyrettirmektir.  Aşağıdaki maddelerin her zaman için göz önüne alınması gereklidir:
 
1- Görevi devralacak zabit her zaman 15 dakika önce köprü üstüne gelmeli ve aşağıdaki yazılı maddeler konusunda bilgi edinmelidir. 
 
*  Master Bridge / Night Orders Book
*  Görünürdeki gemi / sahil v.b. durumları
*  Yaklaşılan objelerin, gemilerin mesafe ve kerterizleri
*  Şamandıra, gemi, sahil işaretlerinin tanımlanması
* Gemi mevkiinin kontrolü, haritada gidilmesi gereken rota ile gidilen rotanın karşılaştırılması
*  Daha önceki ve sonraki akıntılar, akıntının başlama ve etki zamanı, deniz / rüzgar durumu ve  yönleri, görüş ve bütün bu etkenlerin rota ve sürat üstündeki etkisi
*  Navigasyon ve köprü üstü cihazlarının son durumu
*  Trim / list / water density gibi etkenlerin geminin draftı üzerindeki olabilecek etkisi (Sığ sularda seyrederken).
 
2-  Vardiyayı teslim edecek olan zabit teslim alacak kişinin duruma tam olarak hakim olduğuna kanaat getirmeden vardiyayı teslim etmeyecektir.  Eğer vardiyayı alacak zabitin görevini yerine getiremeyeceği gibi bir durumu olduğuna kanaat getirirse (içkili, hasta, vb.) vardiyayı teslim etmeyecek ve kaptana haber verecektir.
 
3-  Eğer değişim sırasında manevra, vb. yapılıyorsa veya bir risk varsa, manevra veya risk bitene dek vardiya teslim edilmeyecektir.  Tam emniyet sağlandıktan sonra vardiya teslim edilecektir.
 
4-  Bütün seyir cihazları (radar / GPS / SAT.NAV / LORAN gibi) birbirleri ile karşılaştırılarak mevki yapılacak, herhangi bir anormallik varsa durum not edilerek bildirilecektir.
 
5-  Haritadaki objelerden fix pozisyon yapmaya çalışan vardiya zabiti mevki yaptığı objeyi takip etmeli; şamandıra ve benzeri navigasyon yardımcılarının sürüklenebileceğini aklına getirmelidir.
 
6-  Görevli vardiya zabiti aşağıda belirtilen şu düzenli kontrolleri yapar:
 
*  Serdümen ve otopilotun doğru rotaya gittiğini
*  Mıyar pusula, cayro pusulalar ve ripiterlerin birbirine uygun olduklarını
*  Gyro hatasının mümkün olan her konumda bulunması ve kaydının tutulması
*  Navigasyon ışıkları ve diğer navigasyon ekipmanlarının çalışır durumda olduklarını
*  Kronometre hatasının takibi, kaydedilmesi
* Gemi geçerken veya geçilirken daima kurallara uyulması, diğer gemilere mümkün olduğunca manevra sahası bırakılması, bir gemiye manevra yapılacaksa vakit kaybetmeden öncelikle yapılması, beklenmemesi, yaklaşan gemiye niyetinin önceden gösterilmesi, küçük dümen açılarından kaçınılması.
 
7-  Her zaman çok iyi gözlem yapın.
 
8-  “The International Regulations for Preventing Collisions at Sea”  ‘nin belirttiği kaidelere sıkı sıkıya uyun.
 
9-  Görevli zabit makinayı her zaman manevra için kullanabileceğini, gerektiğinde bundan hiç çekinmemesi gerektiğini aklından çıkarmamalıdır.  Eğer böyle bir niyet varsa ve makina dairesine önceden haber verebilirse çok iyi olur.  Aynı zamanda geminin manevra kabiliyetini veya durma zamanını aklından çıkarmamalıdır.
 
10-  Kıyı seyri esnasında pozisyonunuzu devamlı olarak kontrol edin ve olası akıntılarda rotadan ayrılmamaya dikkat edin.  Kerteriz ve belli noktalara olan uzaklıklar  haritalara kaydedilmelidir.  Bütün rotalar, kimin tarafından belirlenmiş olursa olsun, kontrol edilmelidir.
 
11-  Standart pusulanın sapmaları her kontrolde gözlemlenmeli ve her rota değişikliğinden sonra tekrar düzeltilmelidir.  Cayro, standart pusulaya bakılarak sürekli kontrol edilmelidir.  Serdümenle seyir esnasında serdümenin doğru rotada gittiğinden emin olun.
 
12- Demirdeyken köprüüstü nöbetlerine önem vererek, özellikle gel-git zamanlarında pozisyon ve kerterize dikkat edin.
 
13-IV. kaptan genel olarak kopru ustunden,bayraklardan,gaz lambalarından,acıl durumda
yapılacak ısler lıstesınden,can kurtarma araclarından sorumludur ve bunların surekli olarak hazır olmasını saglar.
 
14-III.kaptan gunduz seyrınden,navıgasyon cıhazlarından,harıta odasından sorumludur ve
ısık lıstesının ,seyır rotasının,harıtaların son bılgılere gore duzeltılmesını saglamalıdır.
Harita odası limana varıldıktan sonra toplanmalıdır.  Haritalar kalkış öncesi düzenlenmeli ve temiz olmalıdır.
 
15-  Aşağıda belirtilen seyir cihazları her  saat başı vardiyadan sorumlu zabit tarafından test edilmelidir ve limandan veya demirden ayrılmadan önce de test edilerek gemi jurnaline kaydedilmelidir:
 
            - Dümen donanımı, telgraf, radarlar, seyir ışıkları, ana ve acil düdükler/sirenler
            - Cayro ve standart pusulalar.Saatler makıne daıresındekıne gore ayarlanmalıdır.
               Her turlu sorun gereklı departman amırıne bıldırılmelıdır.
 
16-  Eğer sınırlı görüş varsa veya bekleniyorsa şunlar yapılacaktır:
 
*  Kaptana haber verilecek;
*  Gerekli ve ilave kontroller yapılacak;
*  Radar pilotlama yapılacak.
 
17-  Görevli zabit aşağıdaki durumlarda derhal kaptana haber verecektir:
 
*  Görüş 5 milin altına düşmüş ise
*  Diğer gemilerin hareketlerini anlayamadığı durumda
*  Geminin rotada tutulması zorlaştığı durumlarda (ağır denizler, akıntı, trafik, vb.)
*  Beklenen zamanda sahil şamandıra, vb. görülememesi durumunda
*  Umulmadık bir işaret şamandırası, vb. görüldüğünde
*  Dümen, makina veya herhangi bir navigasyon ekipmanının arızasında
*  Ağır deniz ve havanın zarar vereceğinden endişe duyduğunda
*  Şüpheye düştüğü her durumda.
 
 
18-  Geminin devamlı düzenli ve temiz olması konusunda kaptana yardımcı olun.
 
 
]]> <![CDATA[Care of the dying]]> https://www.turkdenizcileri.com/showthread.php?tid=1571 Mon, 04 May 2020 22:00:22 +0300 aytemiz89]]> https://www.turkdenizcileri.com/showthread.php?tid=1571 There is never a stage when nothing can be done to help a patient. One may be quite unable to prevent him from dying, but there remains the task of ensuring that he is preserved from suffering and pain, that he has people around him to care for him, and that his dignity as a human being is preserved and respected. If the patient is obviously dying, make sure that he remains tranquil in mind and body during the period of dying. Comfort, companionship, compassion, and the complete relief both of mental and physical suffering, should be the aims.
 
Signs of death
 
Never consider anyone to be dead until you and others agree that the following signs are present.

The heart has stopped. No pulse will be felt and no heart sounds will be heard. Put your ear on the left side of the chest near the nipple and listen carefully. If you are not sure what to listen for, listen to the left side of the chest of a live person first. To test that the circulation has stopped, tie a piece of string tightly round a finger. In life the finger becomes bluish, but in death it remains white. Slight pressure on the finger-nail or lip in life will cause the area to become pale, and when the pressure is released the colour is regained. In death, this will not occur.

Breathing has stopped. Listen with your ear right over the nose and mouth. You should feel no air coming out and should see no chest and abdominal movement. A mirror held in front of the nose and mouth will be clouded by the moisture in the outgoing breath in life, but no clouding will occur in death.

The person, looks dead. The eyes become dull and the skin pale. The pupils are large. Shining a bright light into the eye does not make the pupil smaller.

These are the immediate signs of death. Later signs are as follows:

Rigor mortis. This is a stiffness of the body that usually comes on about 3-4 hours after death. The timing will depend to some extent on the ambient temperature. The stiffness lasts for 2-3 days. It is most easily felt in places like the jaw, the elbow, and the knee.

Post-mortem lividity or staining. Blood in a dead body will tend to gravitate. So, if the body was left lying on its back after death, there will be reddish or purplish patches resembling bruises over the back and over the back of the limbs that were downwards. This is called "post-mortem lividity or staining". It is possible to deduce from this, staining what position the body was in after death.

The cornea goes milky. The cornea is the clear window at the front of the eye! It goes milky about 15 hours after death.

Decomposition. Changes due to decomposition can be seen 2-3 days after death and will usually appear first in the abdomen where a greenish colour may be observed. This is a certain sign of death.

While none of the signs described above is infallible in itself, there is usually little difficulty in coming to a decision when they are taken together.
 
Mistaken death: a warning
 
A person who has taken large doses of certain drugs, usually sedatives or tranquilizers, or who is suffering from hypothermia, may look dead, but may be alive. Mistakes have been made in this respect. Check carefully for shallow breathing, for a pulse, for heart sounds, and so on, as described above. If you ale aware of the possibilities for error, you are less likely to make a mistake. All the circumstances surrounding the death may help you decide whether drug overdose and hypothermia are possibilities.
 
Cause of death
 
It is important to try to establish the reasons for death. Causes of death can be ascribed to two main groups:

- natural causes such as illnesses;
- injuries, which may be accidental or non-accidental.

If the person has been ill on board, records of the nature and progress of the illness and of the treatment given will have been made. These records should be carefully preserved in case any further inquiries are necessary. Similarly, in the case of injuries, the circumstances of the incident that led to the injury or injuries should be investigated and recorded. The record of the investigations, together with the medical records, should be carefully preserved. It must always be remembered that medico-legal inquiries may subsequently be necessary even when there are, at the time, no apparent criminal or suspicious circumstances surrounding a death. If the circumstances of death are unusual, sudden, or unknown, or if there is any suspicion of criminal intent, there should if possible be a post-mortem examination by a pathologist.
 
Identification of a dead body*
*These observations relate mainly to the identification a dead body recovered from the sea or the body of a passenger. Usually, there will be no difficulty in identifying the body of a crew-member known to many people on board.
 
If the ship is near port it may be possible to put the body in a bath with plenty of ice all round- -remember to put some ice in the bath first. It might even be possible, if the ship is not near port, to keep the body in a refrigerator or cold-store set aside for the purpose and to arrange for its examination by a pathologist. If, however, the body cannot be kept and burial at sea necessary, it is essential to examine the body thoroughly and to note down every observation that can possibly assist in subsequent identification. This is a task that must be undertaken by at least two people.
 
Clothing
 
Strip the body of all clothing. Clothing should be removed without tearing or cutting. List each item briefly, and note any initials or names on the garments. Any papers, wallet, money, etc. should be included in the list. Any articles that are wet should be dried and should then be put into a plastic bag, sealed, labeled, and kept in a safe place for handing over to the police or to other authorities at the next port. Clothing must be dried and afterwards suitably wrapped and labeled for handing over. When handing over clothing and other articles, check each item against the list and get a receipt from the person to whom they are delivered.
 
Examination of the body
 
Examine the body carefully and record the following data:

- race;
- skin colour;
- approximate age;
- height.

To measure height, straighten out the body with the legs fully extended. Make two marks on the deck, one in line with the heels, the other in line with the top of the head. Measure and record the distance between the lines.

Next note the development of the body (whether fat, thin, wasted, muscular, etc.).

Inspect the head and face: record the length and colour of the hair; note the eyebrows, and describe any facial hair. The complexion should be described (for example: sunburnt, pale, florid, saIlow). Record the colour of the eyes and the shape of the nose. Open the mouth and examine the teeth, noting whether they are sound, decayed, or missing. Dentures should be removed, cleaned, and placed with the other articles kept for future examination.

Inspect the rest of the body: record all birthmarks, moles, scars, or deformities from injuries. Note the exact position of all scars and describe their length and width. A diagram may help. Note whether circumcised or not. Vaccination scars should be noted. Tattoos should be described, and any words or letters noted. Record the size, position, general appearance, and colour of such tattoos. Wounds and bruises should be noted; try to decide whether they could explain the death. Note the exact position, depth, and dimensions of all wounds. Describe the character of the wounds: clean cuts as from a knife, or ragged tears, or bullet-wounds. Note any skin blackening or singeing of clothing around the entrance bullet-wound. Look for the exit wound showing where the bullet left the body (this is always bigger than the entry wound). Feel under the skin for a bullet that may be lodged there and, if there is one, note the position. Look carefully for signs of bruising round wounds or if there has been any escape of blood from wounds, as shown by blood clots, blood-staining of the surrounding skin, blood on the clothing, or blood in the area where the body was found. This will help to distinguish injuries caused during life (which bleed) from those caused after death (which do not bleed). Note also any broken bones. External signs of disease such as boils, ulcers, varicose veins, or skin rashes, should be recorded.
 
Use of a camera
 
If the circumstances of death are other than straightforward, photograph the body where it was found and from several angles. When the body is moved, take more pictures of the scene to show any blood on the deck or other evidence. Take general pictures of the unclothed body and special views of any wounds, scars, and injuries. Try to record all observations you think may be of help in identification or of interest with regard to the cause of death. Note why you took each picture and what you intend it to show. Remember to have all your observational notes countersigned, and to make all appropriate entries in the official log book.
 
The time of death
 
A note of the time of examination and a record of any of the following phenomena may help in later estimation of the time of death.

Feel the surface of the body. Is the body warmer under the clothing than in exposed areas? Temperature is best felt using the back of the fingers and hand. If possible, take the temperature of the body with an ordinary (not a clinical) thermometer 5 cm inside the rectum.

Look for putrefaction. The earliest change is green or greyish discoloration over the lower part of the abdomen. This discoloration spreads to the rest of the abdomen, to the trunk, up the neck to the head, and into the limbs. Note the extent of discoloration. Late signs of putrefaction show as swelling due to gas in the tissues. The appearance is bloated, and the abdomen is swollen. The skin becomes moist and peels. Bags of reddish or greenish fluid may form on the surface. The odour is very offensive. The pressure of gas may force froth or fluid out of the nose, mouth, and anus. The tongue may protrude. When putrefaction has advanced to this extent, some of the data required for identification cannot be obtained. The features will be much altered by swelling and discoloration, the eyeballs will be bulging or collapsed, and the hair, teeth, and nails will be loose or easily detached.
 
Disposal of the body

Retention for burial ashore or post-mortem examination
 
Wherever possible, a body should be retained for post-mortem examination or for burial ashore. For the sake of the deceased person's relatives and to preserve the body in the best possible condition, thoroughly wash and dry the body all over. Comb out and part the hair, and give attention to the fingernails. Straighten the arms and legs, and interlock the fingers over the thighs. Tie the ankles together to keep the feet perpendicular. With forceps, place a good plug of cotton wool well up in the rectum. Pass a catheter tube into the bladder and empty it completely; if this is impracticable, make a firm tie around the root of the penis. A plug of cotton wool may be passed into each nostril. The body should then be put in a body bag; and kept in a refrigerator or cold store set aside for the purpose. Packing in ice in a bath is an alternative near port.
 
Burial at sea
 
If there is no suspicion of foul play, if for a reason it is not possible to retain the body, or if so requested by next-of-kin, the body may buried at sea. In this case, it is not necessary do more than to lay the body on a flat surface, straighten the legs and arms, and interlock the fingers over the thighs. The hair should be brushed off the forehead, the face washed, and the jaw secured by passing a bandage under the chin and over the top of the head, where it may be tied or clipped.

For burial at sea, the body has traditionally been sewn into a length of canvas of standard width and about 4.5 metres in length, weighted by fire bars sewn to the canvas on either side of the legs below the knees. It is probable that these items may not be available on a modern ship. In seeking substitutes, bear in mind that the shroud needs to be made of a very strong material and the weights sufficiently heavy to ensure rapid sinking and permanent submersion of the body. There should be three or four slits or openings in the material to allow the gases of decomposition to escape and prevent flotation due to trapped air. Burial should not take place in soundings any part of the world.

After preparation, the body should be placed upon an improvised platform resting on the ship's side-rail and a suitable trestle or other support, covered by a ship's flag, secured to the inboard edge of the platform. Wooden blocks screwed under the platform and resting against the ship's side-rail will prevent the platform slidding outboard when the inboard end is raised to allow the body to slide from under the flag into the sea. It is very important to ensure that the whole operation proceeds smoothly and respectfully without unseemly mishaps. If the ship is small and there is a heavy sea, precautions must be taken to ensure that the body will not prematurely lost and will not fail to drop cleanly into the sea at the right moment. This may warrant fastening guide-rails on the platform. The seamen allocated to perform the disposal must be carefully briefed. On receipt of a discreet signal, they must raise the inboard end of the platform to allow the body to slide from under the flag into the sea.

When the family is notified that the remains were committed to the deep, the Ship's Master should indicate the longitude and latitude where this took place. Also, the master should find out if the next-of-kin wants the flag sent to the family with the personal effects of the deceased.
 
Religious Rites
 
Here follows two short forms of service approved by the Church of England and the Roman Catholic Churches respectively for the Burial of the Dead at Sea.
 
 
A short form of Protestant service
 
MASTER: Let us pray.

We brought nothing into this world, and it is certain we can carry nothing out. The Lord gave, and the Lord hath taken away; blessed be the Name of the Lord.

PSALM 23
The Lord is my shepherd; therefore can I lack nothing, He shall feed me in a green pasture, and lead me forth besides the waters of comfort.

He shall convert my soul; and bring me forth in the paths of righteousness, for His Name's sake.

Yes, though I walk through the valley of the shadow of death, I will fear no evil; for thou art with me; thy rod and thy staff comfort me.

Thou shalt prepare a table before me against them that trouble me; thou hast anointed my head with oil, and my cup shall be full. But thy loving kindness and mercy shall follow me all the days of my life; and I will dwell in the house of the Lord for ever.

MASTER: For as much as it hath pleased Almighty God to take unto himself the soul of our dear brother/sister here departed, we therefore commit his/her body (ashes) to the deep in sure and certain hopes of the Resurrection to eternal life, through our Lord Jesus Christ.

(The body is then lowered into the sea, or the ashes are scattered)

I heard a voice from heaven saying unto me: from henceforth blessed are the dead which die in the Lord; even so saith the Spirit; for they rest from their labours .

Let us pray.

Most merciful father we beseech thee of thine infinite goodness to give us grace to live in thy fear and love and to die in thy favour, that when the judgement shall come we may be found acceptable in thy sight through the love of thy Son, our Saviour, Jesus Christ. Amen.

PRESENT: Our Father which art in heaven, Hallowed by Thy name, Thy Kingdom come, Thy will be done on earth as it is in heaven, give us this day our daily bread. And forgive us our trespasses, as we forgive them that trespass against us. And lead us not into temptation; but deliver us from evil. Amen.

MASTER: The grace of our Lord, Jesus Christ, and the love of God, and the fellowship of the Holy Ghost, be with us all evermore. Amen.
 
 
 
 
 
OR
 
A short form of Roman Catholic Service from the Catholic Seafarers Prayer Book 1977
 
MASTER: Let us pray.

It is our solemn duty to commit to the sea this mortal body (these ashes). As we do so, we call trustfully upon God from whom all creation has life. May He in due time, by His power, bring to resurrection with all the saints, the body of this our brother /sister, may God unite his/her soul with those of all the saints and faithful departed, may he/she be given a merciful judgment, so that redeemed from death, freed from punishment, reconciled to the Father, carried in the arms of the Good Shephered, he/she may deserve to enter fully into everlasting happiness in the company of the eternal King together with all the saints.

(There follows a short period of silent prayer)

DE PROFUNDIS

From the depths I call to you Lord, Lord listen to my cry for help!
Listen compassionately to my pleading!

If you never overlooked our sins Lord,
Lord, could anyone survive?
But you do forgive us;
And for that we revere you;

I wait for the Lord, my soul waits for him,
I rely on his promise, my soul relies on the Lord
more than a watchman on the coming of dawn.

Let Israel rely on the Lord,
as much as the watchman on the dawn!
For it is with the Lord that mercy is to be found,
and a generous redemption;

It is he who redeems Israel from all their sins.

(The body is then lowered into the sea, or the ashes scattered)

It has pleased Almighty God to call our brother/sister from this life to himself. Accordingly we commit his/her body (ashes) to the sea. Since Christ, the first fruits of the dead, had risen again and will refashion our frail body in the pattern of His glorious risen body, we commend our brother/sister to the Lord. May he embrace him/her in his peace and bring his/her body to life again on the last day.

May his/her soul and the souls of all the faithful departed rest in peace. Amen

PRESENT: The Our Father

Our Father, who art in heaven Hallowed by thy name.
Thy Kingdom come, Thy will be done on earth as it is in heaven.
Give us this day our daily bread, And forgive us our trespasses, As we forgive them who trespass against us,
And lead us not into temptation
But deliver us from evil. Amen.

MASTER: Grant, O God, that while we lament the departure of this Your servant, we may always remember that we are most certainly to follow him/her. Help us to prepare for that last hour by a good life that we may not be surprised by a sudden and unprovided death, but be ever watching that when you call we may enter into eternal glory. Through Christ our Lord. Amen.


In ships which are manned by foreign crews there may be some objection to the use of Christian rites. In such cases, the senior members of their community on board should be consulted and their wishes complied with.
 
Note: Burials at sea are very uncommon nowadays because of the need for a coroner's report, and the majority of corpses are flown home for burial.
 
Scattering ashes at sea
 
If ashes are consigned to the ship to be scattered at sea the wishes of the consignors should be complied with as reverently as possible. The Commital service has already been performed by the appropriate religious body and does not need to be repeated. However, if it is generally felt that there should be some acknowledgement of the solemnity of the occasion and in the absence of other instructions there is no objection to the use of the burial services.

It is sometimes overlooked that on ships with high superstructure there is a considerable turbulence caused by the wind and a proportion of the ashes might well, under certain conditions, carried back on board. This must be guarded against. If the casket or urn is also to be disposed of it should be placed in a weighted and perforated bag before being consigned to the sea.]]> There is never a stage when nothing can be done to help a patient. One may be quite unable to prevent him from dying, but there remains the task of ensuring that he is preserved from suffering and pain, that he has people around him to care for him, and that his dignity as a human being is preserved and respected. If the patient is obviously dying, make sure that he remains tranquil in mind and body during the period of dying. Comfort, companionship, compassion, and the complete relief both of mental and physical suffering, should be the aims.
 
Signs of death
 
Never consider anyone to be dead until you and others agree that the following signs are present.

The heart has stopped. No pulse will be felt and no heart sounds will be heard. Put your ear on the left side of the chest near the nipple and listen carefully. If you are not sure what to listen for, listen to the left side of the chest of a live person first. To test that the circulation has stopped, tie a piece of string tightly round a finger. In life the finger becomes bluish, but in death it remains white. Slight pressure on the finger-nail or lip in life will cause the area to become pale, and when the pressure is released the colour is regained. In death, this will not occur.

Breathing has stopped. Listen with your ear right over the nose and mouth. You should feel no air coming out and should see no chest and abdominal movement. A mirror held in front of the nose and mouth will be clouded by the moisture in the outgoing breath in life, but no clouding will occur in death.

The person, looks dead. The eyes become dull and the skin pale. The pupils are large. Shining a bright light into the eye does not make the pupil smaller.

These are the immediate signs of death. Later signs are as follows:

Rigor mortis. This is a stiffness of the body that usually comes on about 3-4 hours after death. The timing will depend to some extent on the ambient temperature. The stiffness lasts for 2-3 days. It is most easily felt in places like the jaw, the elbow, and the knee.

Post-mortem lividity or staining. Blood in a dead body will tend to gravitate. So, if the body was left lying on its back after death, there will be reddish or purplish patches resembling bruises over the back and over the back of the limbs that were downwards. This is called "post-mortem lividity or staining". It is possible to deduce from this, staining what position the body was in after death.

The cornea goes milky. The cornea is the clear window at the front of the eye! It goes milky about 15 hours after death.

Decomposition. Changes due to decomposition can be seen 2-3 days after death and will usually appear first in the abdomen where a greenish colour may be observed. This is a certain sign of death.

While none of the signs described above is infallible in itself, there is usually little difficulty in coming to a decision when they are taken together.
 
Mistaken death: a warning
 
A person who has taken large doses of certain drugs, usually sedatives or tranquilizers, or who is suffering from hypothermia, may look dead, but may be alive. Mistakes have been made in this respect. Check carefully for shallow breathing, for a pulse, for heart sounds, and so on, as described above. If you ale aware of the possibilities for error, you are less likely to make a mistake. All the circumstances surrounding the death may help you decide whether drug overdose and hypothermia are possibilities.
 
Cause of death
 
It is important to try to establish the reasons for death. Causes of death can be ascribed to two main groups:

- natural causes such as illnesses;
- injuries, which may be accidental or non-accidental.

If the person has been ill on board, records of the nature and progress of the illness and of the treatment given will have been made. These records should be carefully preserved in case any further inquiries are necessary. Similarly, in the case of injuries, the circumstances of the incident that led to the injury or injuries should be investigated and recorded. The record of the investigations, together with the medical records, should be carefully preserved. It must always be remembered that medico-legal inquiries may subsequently be necessary even when there are, at the time, no apparent criminal or suspicious circumstances surrounding a death. If the circumstances of death are unusual, sudden, or unknown, or if there is any suspicion of criminal intent, there should if possible be a post-mortem examination by a pathologist.
 
Identification of a dead body*
*These observations relate mainly to the identification a dead body recovered from the sea or the body of a passenger. Usually, there will be no difficulty in identifying the body of a crew-member known to many people on board.
 
If the ship is near port it may be possible to put the body in a bath with plenty of ice all round- -remember to put some ice in the bath first. It might even be possible, if the ship is not near port, to keep the body in a refrigerator or cold-store set aside for the purpose and to arrange for its examination by a pathologist. If, however, the body cannot be kept and burial at sea necessary, it is essential to examine the body thoroughly and to note down every observation that can possibly assist in subsequent identification. This is a task that must be undertaken by at least two people.
 
Clothing
 
Strip the body of all clothing. Clothing should be removed without tearing or cutting. List each item briefly, and note any initials or names on the garments. Any papers, wallet, money, etc. should be included in the list. Any articles that are wet should be dried and should then be put into a plastic bag, sealed, labeled, and kept in a safe place for handing over to the police or to other authorities at the next port. Clothing must be dried and afterwards suitably wrapped and labeled for handing over. When handing over clothing and other articles, check each item against the list and get a receipt from the person to whom they are delivered.
 
Examination of the body
 
Examine the body carefully and record the following data:

- race;
- skin colour;
- approximate age;
- height.

To measure height, straighten out the body with the legs fully extended. Make two marks on the deck, one in line with the heels, the other in line with the top of the head. Measure and record the distance between the lines.

Next note the development of the body (whether fat, thin, wasted, muscular, etc.).

Inspect the head and face: record the length and colour of the hair; note the eyebrows, and describe any facial hair. The complexion should be described (for example: sunburnt, pale, florid, saIlow). Record the colour of the eyes and the shape of the nose. Open the mouth and examine the teeth, noting whether they are sound, decayed, or missing. Dentures should be removed, cleaned, and placed with the other articles kept for future examination.

Inspect the rest of the body: record all birthmarks, moles, scars, or deformities from injuries. Note the exact position of all scars and describe their length and width. A diagram may help. Note whether circumcised or not. Vaccination scars should be noted. Tattoos should be described, and any words or letters noted. Record the size, position, general appearance, and colour of such tattoos. Wounds and bruises should be noted; try to decide whether they could explain the death. Note the exact position, depth, and dimensions of all wounds. Describe the character of the wounds: clean cuts as from a knife, or ragged tears, or bullet-wounds. Note any skin blackening or singeing of clothing around the entrance bullet-wound. Look for the exit wound showing where the bullet left the body (this is always bigger than the entry wound). Feel under the skin for a bullet that may be lodged there and, if there is one, note the position. Look carefully for signs of bruising round wounds or if there has been any escape of blood from wounds, as shown by blood clots, blood-staining of the surrounding skin, blood on the clothing, or blood in the area where the body was found. This will help to distinguish injuries caused during life (which bleed) from those caused after death (which do not bleed). Note also any broken bones. External signs of disease such as boils, ulcers, varicose veins, or skin rashes, should be recorded.
 
Use of a camera
 
If the circumstances of death are other than straightforward, photograph the body where it was found and from several angles. When the body is moved, take more pictures of the scene to show any blood on the deck or other evidence. Take general pictures of the unclothed body and special views of any wounds, scars, and injuries. Try to record all observations you think may be of help in identification or of interest with regard to the cause of death. Note why you took each picture and what you intend it to show. Remember to have all your observational notes countersigned, and to make all appropriate entries in the official log book.
 
The time of death
 
A note of the time of examination and a record of any of the following phenomena may help in later estimation of the time of death.

Feel the surface of the body. Is the body warmer under the clothing than in exposed areas? Temperature is best felt using the back of the fingers and hand. If possible, take the temperature of the body with an ordinary (not a clinical) thermometer 5 cm inside the rectum.

Look for putrefaction. The earliest change is green or greyish discoloration over the lower part of the abdomen. This discoloration spreads to the rest of the abdomen, to the trunk, up the neck to the head, and into the limbs. Note the extent of discoloration. Late signs of putrefaction show as swelling due to gas in the tissues. The appearance is bloated, and the abdomen is swollen. The skin becomes moist and peels. Bags of reddish or greenish fluid may form on the surface. The odour is very offensive. The pressure of gas may force froth or fluid out of the nose, mouth, and anus. The tongue may protrude. When putrefaction has advanced to this extent, some of the data required for identification cannot be obtained. The features will be much altered by swelling and discoloration, the eyeballs will be bulging or collapsed, and the hair, teeth, and nails will be loose or easily detached.
 
Disposal of the body

Retention for burial ashore or post-mortem examination
 
Wherever possible, a body should be retained for post-mortem examination or for burial ashore. For the sake of the deceased person's relatives and to preserve the body in the best possible condition, thoroughly wash and dry the body all over. Comb out and part the hair, and give attention to the fingernails. Straighten the arms and legs, and interlock the fingers over the thighs. Tie the ankles together to keep the feet perpendicular. With forceps, place a good plug of cotton wool well up in the rectum. Pass a catheter tube into the bladder and empty it completely; if this is impracticable, make a firm tie around the root of the penis. A plug of cotton wool may be passed into each nostril. The body should then be put in a body bag; and kept in a refrigerator or cold store set aside for the purpose. Packing in ice in a bath is an alternative near port.
 
Burial at sea
 
If there is no suspicion of foul play, if for a reason it is not possible to retain the body, or if so requested by next-of-kin, the body may buried at sea. In this case, it is not necessary do more than to lay the body on a flat surface, straighten the legs and arms, and interlock the fingers over the thighs. The hair should be brushed off the forehead, the face washed, and the jaw secured by passing a bandage under the chin and over the top of the head, where it may be tied or clipped.

For burial at sea, the body has traditionally been sewn into a length of canvas of standard width and about 4.5 metres in length, weighted by fire bars sewn to the canvas on either side of the legs below the knees. It is probable that these items may not be available on a modern ship. In seeking substitutes, bear in mind that the shroud needs to be made of a very strong material and the weights sufficiently heavy to ensure rapid sinking and permanent submersion of the body. There should be three or four slits or openings in the material to allow the gases of decomposition to escape and prevent flotation due to trapped air. Burial should not take place in soundings any part of the world.

After preparation, the body should be placed upon an improvised platform resting on the ship's side-rail and a suitable trestle or other support, covered by a ship's flag, secured to the inboard edge of the platform. Wooden blocks screwed under the platform and resting against the ship's side-rail will prevent the platform slidding outboard when the inboard end is raised to allow the body to slide from under the flag into the sea. It is very important to ensure that the whole operation proceeds smoothly and respectfully without unseemly mishaps. If the ship is small and there is a heavy sea, precautions must be taken to ensure that the body will not prematurely lost and will not fail to drop cleanly into the sea at the right moment. This may warrant fastening guide-rails on the platform. The seamen allocated to perform the disposal must be carefully briefed. On receipt of a discreet signal, they must raise the inboard end of the platform to allow the body to slide from under the flag into the sea.

When the family is notified that the remains were committed to the deep, the Ship's Master should indicate the longitude and latitude where this took place. Also, the master should find out if the next-of-kin wants the flag sent to the family with the personal effects of the deceased.
 
Religious Rites
 
Here follows two short forms of service approved by the Church of England and the Roman Catholic Churches respectively for the Burial of the Dead at Sea.
 
 
A short form of Protestant service
 
MASTER: Let us pray.

We brought nothing into this world, and it is certain we can carry nothing out. The Lord gave, and the Lord hath taken away; blessed be the Name of the Lord.

PSALM 23
The Lord is my shepherd; therefore can I lack nothing, He shall feed me in a green pasture, and lead me forth besides the waters of comfort.

He shall convert my soul; and bring me forth in the paths of righteousness, for His Name's sake.

Yes, though I walk through the valley of the shadow of death, I will fear no evil; for thou art with me; thy rod and thy staff comfort me.

Thou shalt prepare a table before me against them that trouble me; thou hast anointed my head with oil, and my cup shall be full. But thy loving kindness and mercy shall follow me all the days of my life; and I will dwell in the house of the Lord for ever.

MASTER: For as much as it hath pleased Almighty God to take unto himself the soul of our dear brother/sister here departed, we therefore commit his/her body (ashes) to the deep in sure and certain hopes of the Resurrection to eternal life, through our Lord Jesus Christ.

(The body is then lowered into the sea, or the ashes are scattered)

I heard a voice from heaven saying unto me: from henceforth blessed are the dead which die in the Lord; even so saith the Spirit; for they rest from their labours .

Let us pray.

Most merciful father we beseech thee of thine infinite goodness to give us grace to live in thy fear and love and to die in thy favour, that when the judgement shall come we may be found acceptable in thy sight through the love of thy Son, our Saviour, Jesus Christ. Amen.

PRESENT: Our Father which art in heaven, Hallowed by Thy name, Thy Kingdom come, Thy will be done on earth as it is in heaven, give us this day our daily bread. And forgive us our trespasses, as we forgive them that trespass against us. And lead us not into temptation; but deliver us from evil. Amen.

MASTER: The grace of our Lord, Jesus Christ, and the love of God, and the fellowship of the Holy Ghost, be with us all evermore. Amen.
 
 
 
 
 
OR
 
A short form of Roman Catholic Service from the Catholic Seafarers Prayer Book 1977
 
MASTER: Let us pray.

It is our solemn duty to commit to the sea this mortal body (these ashes). As we do so, we call trustfully upon God from whom all creation has life. May He in due time, by His power, bring to resurrection with all the saints, the body of this our brother /sister, may God unite his/her soul with those of all the saints and faithful departed, may he/she be given a merciful judgment, so that redeemed from death, freed from punishment, reconciled to the Father, carried in the arms of the Good Shephered, he/she may deserve to enter fully into everlasting happiness in the company of the eternal King together with all the saints.

(There follows a short period of silent prayer)

DE PROFUNDIS

From the depths I call to you Lord, Lord listen to my cry for help!
Listen compassionately to my pleading!

If you never overlooked our sins Lord,
Lord, could anyone survive?
But you do forgive us;
And for that we revere you;

I wait for the Lord, my soul waits for him,
I rely on his promise, my soul relies on the Lord
more than a watchman on the coming of dawn.

Let Israel rely on the Lord,
as much as the watchman on the dawn!
For it is with the Lord that mercy is to be found,
and a generous redemption;

It is he who redeems Israel from all their sins.

(The body is then lowered into the sea, or the ashes scattered)

It has pleased Almighty God to call our brother/sister from this life to himself. Accordingly we commit his/her body (ashes) to the sea. Since Christ, the first fruits of the dead, had risen again and will refashion our frail body in the pattern of His glorious risen body, we commend our brother/sister to the Lord. May he embrace him/her in his peace and bring his/her body to life again on the last day.

May his/her soul and the souls of all the faithful departed rest in peace. Amen

PRESENT: The Our Father

Our Father, who art in heaven Hallowed by thy name.
Thy Kingdom come, Thy will be done on earth as it is in heaven.
Give us this day our daily bread, And forgive us our trespasses, As we forgive them who trespass against us,
And lead us not into temptation
But deliver us from evil. Amen.

MASTER: Grant, O God, that while we lament the departure of this Your servant, we may always remember that we are most certainly to follow him/her. Help us to prepare for that last hour by a good life that we may not be surprised by a sudden and unprovided death, but be ever watching that when you call we may enter into eternal glory. Through Christ our Lord. Amen.


In ships which are manned by foreign crews there may be some objection to the use of Christian rites. In such cases, the senior members of their community on board should be consulted and their wishes complied with.
 
Note: Burials at sea are very uncommon nowadays because of the need for a coroner's report, and the majority of corpses are flown home for burial.
 
Scattering ashes at sea
 
If ashes are consigned to the ship to be scattered at sea the wishes of the consignors should be complied with as reverently as possible. The Commital service has already been performed by the appropriate religious body and does not need to be repeated. However, if it is generally felt that there should be some acknowledgement of the solemnity of the occasion and in the absence of other instructions there is no objection to the use of the burial services.

It is sometimes overlooked that on ships with high superstructure there is a considerable turbulence caused by the wind and a proportion of the ashes might well, under certain conditions, carried back on board. This must be guarded against. If the casket or urn is also to be disposed of it should be placed in a weighted and perforated bag before being consigned to the sea.]]> <![CDATA[Night Orders]]> https://www.turkdenizcileri.com/showthread.php?tid=1570 Mon, 04 May 2020 10:31:41 +0300 aytemiz89]]> https://www.turkdenizcileri.com/showthread.php?tid=1570  
  1. When the visibility becomes poor, sound the whistle at regulated intervals and let me know it.
  2. Give all traffic a wide berth (at least 2 miles cpa).
  3. Call me any time if you are in doubt or at spot masked on chart 176.
  4. Call me any time if you want me on the bridge.
  5. Never alter her course without my order, except to avoid collision or danger.
  6. When you are in sight of welder shoal lt., let me know it.
  7. As soon as wind and sea subside enough alter course to west.
  8. If wind and sea increase and vessel is spraying heavy water over forecastle head, call me.
  9. If wind direction or intensity changes significantly, call me.
  10. If wind or sea make up and vessel starts shipping water over forecastle, call me.
  11. Keep vessel on hand steering for night.The same orders as per last night.
  12. Keep vessel on track 188 track laid out on chart.
  13. Compare gyro with magnetic compass at times.
  14. Ascertain the risk of collision by watching the compass bearing of an approaching ship.
  15. Keep vessel on secured course line.
  16. Keep a good lookout for small crafts or fishing boats giving same no less than 2 miles cpa.
  17. Take amplitude azimuth and find deviation if the weather permits.
  18. Keep a sharp lookout and if weather closes in, call me at once.
  19. Vessel is on 110 rpm now.Arrival time is 0730.Adjust speed accordingly.
  20. Please, read standing rules for officer on watch and sign.
  21. See lights are burning brightly.Watch your steering.
  22. If the wind speed increase more, call me by phone to advise.
  23. Call me when harbour beach is abeam.Don’t left the bridge.
 
    Miscellaneous
 
  1. Please, pump out bilge water in hold no:1 (p/s) until no water.
  2. Clean after used to avoid inconvenience to the next user's.
  3. Smoking on board this ship -except in the cabins and living rooms- is strictly prohibited.
  4. All discharging valves for non-purified sewage waters are closed and sealed with the ship's seals.
  5. Following certifıcates of M/V OCEAN TRADER handed over for harbour formalities.
  6. Met with sister ship M/V ELB TRADER bound outward and exchanged bon voyage.
  7. Due to crossing the meridian, Friday Sep, 17 was omitted.
  8. Retarted/advanced w/h clocks 1 hour.
  9. Observed derilict almost submerged in Lat:  40 08 N - Long : 012 38 W.
  10. Checked gyro repeater by transit and found no error.
  11. Swang ship round to make corrections for the standart compass and obtained the deviation table.
  12. Flag at half mast in mourning for the death of Ataturk.
  13. Mustered all hands on poop deck and honoured new year's day.
  14. Being Sunday, hands enjoyed holiday on board.
]]>  
  1. When the visibility becomes poor, sound the whistle at regulated intervals and let me know it.
  2. Give all traffic a wide berth (at least 2 miles cpa).
  3. Call me any time if you are in doubt or at spot masked on chart 176.
  4. Call me any time if you want me on the bridge.
  5. Never alter her course without my order, except to avoid collision or danger.
  6. When you are in sight of welder shoal lt., let me know it.
  7. As soon as wind and sea subside enough alter course to west.
  8. If wind and sea increase and vessel is spraying heavy water over forecastle head, call me.
  9. If wind direction or intensity changes significantly, call me.
  10. If wind or sea make up and vessel starts shipping water over forecastle, call me.
  11. Keep vessel on hand steering for night.The same orders as per last night.
  12. Keep vessel on track 188 track laid out on chart.
  13. Compare gyro with magnetic compass at times.
  14. Ascertain the risk of collision by watching the compass bearing of an approaching ship.
  15. Keep vessel on secured course line.
  16. Keep a good lookout for small crafts or fishing boats giving same no less than 2 miles cpa.
  17. Take amplitude azimuth and find deviation if the weather permits.
  18. Keep a sharp lookout and if weather closes in, call me at once.
  19. Vessel is on 110 rpm now.Arrival time is 0730.Adjust speed accordingly.
  20. Please, read standing rules for officer on watch and sign.
  21. See lights are burning brightly.Watch your steering.
  22. If the wind speed increase more, call me by phone to advise.
  23. Call me when harbour beach is abeam.Don’t left the bridge.
 
    Miscellaneous
 
  1. Please, pump out bilge water in hold no:1 (p/s) until no water.
  2. Clean after used to avoid inconvenience to the next user's.
  3. Smoking on board this ship -except in the cabins and living rooms- is strictly prohibited.
  4. All discharging valves for non-purified sewage waters are closed and sealed with the ship's seals.
  5. Following certifıcates of M/V OCEAN TRADER handed over for harbour formalities.
  6. Met with sister ship M/V ELB TRADER bound outward and exchanged bon voyage.
  7. Due to crossing the meridian, Friday Sep, 17 was omitted.
  8. Retarted/advanced w/h clocks 1 hour.
  9. Observed derilict almost submerged in Lat:  40 08 N - Long : 012 38 W.
  10. Checked gyro repeater by transit and found no error.
  11. Swang ship round to make corrections for the standart compass and obtained the deviation table.
  12. Flag at half mast in mourning for the death of Ataturk.
  13. Mustered all hands on poop deck and honoured new year's day.
  14. Being Sunday, hands enjoyed holiday on board.
]]> <![CDATA[KAPTAN DİREKTİFİ]]> https://www.turkdenizcileri.com/showthread.php?tid=1569 Sun, 03 May 2020 11:22:10 +0300 aytemiz89]]> https://www.turkdenizcileri.com/showthread.php?tid=1569  
                                    KAPTAN DİREKTİFİ
 
1.Limanda bulunulduğu süreler emniyet yönünden, görevli olan personel haricindeki hiçbir personelin gemiye girmesine müsaade etmeyiniz.Tereddüt ediyorsanız Kaptana sorunuz. Görevi olmayıp da bir sebep veya ziyaret maksadı için gemiye girmek isteyenler için Kaptandan izin alınız.
 
2.Kaçak olarak gemiye girip saklanarak gemiyle kaçmak isteyen kaçak personele karşı çok dikkatli olunmalı, gemi limandan hareketten önce her taraf çok iyi aranmalıdır. Zira bu tür personel birçok ülkede problem olmakta, büyük cezalar mevzuu bahis olmaktadır.
            
3.Liman, terminal, silo, iskele olarak bayrak devleti regülasyonuna uyunuz.
 
4.Gemi aborda iken halatların durumuna dikkat edin, sağlamlığından emin olun.Aynı kurtağzından aynı babaya tel ve lif halatları birlikte kullanmayın.Tide durumlarında halatları kıfayetli olarak kullanın.Tide zamanlarını takip edin, geminin iskeleden açmasına ve baş-kıç istikametindeki hareketine müsade etmeyiniz.Halatların boş alınıp veya boş verilmesini müteakip farelikleri mutlaka yerlerine takın.
 
5.Accommodation ladder’ı yukleme ve tahliyede sık sık kontrol edınız, neta olmasını sağlayın, ağını uygun şekilde donatın.Işıklı, el incesi bağlanmış can simidi daima hazır olmalıdır.Gece süresince uygun şekilde aydınlatılmış olmasına dikkat gösteriniz.
 
6.Yağ kaçağı ihtimaline karşı çok hassas olunuz.Ambar kapakları açılıp, kapanırken hidrolik motorlar çalışırken boru patlayabileceğini unutmayınız. Bu nedenle müdahale için lüzumlu malzemeyi hazır bulundurun.
 
7.Havanın kararması ile birlikte ambar ve güverte aydınlatmalarının yakıldıklarını kontrol ediniz.
 
8.Yanıcı özelliğe sahip yüklerin yükleme ve tahliyesinde, güvertede sigara içilmesine mani olun, kaynak için müsade etmeyin, “sigara içilmez” “no smoking” levhalarını uygun yerlere asınız.
 
9.Yangına karşı müdahale aparatlarını, yağ izlerini temizlik maddelerini kullanılmağa hazır bulundurun.
 
10.Bunker alımında güverte frengilerini kapalı bulundurun, bunker alma talimat ve şemasına göre hareket ediniz.
 
11.0800-2000 lt’da draftları alarak Gv. Jurnaline işleyiniz. Buna draft survey yaparak giren/çıkan tonajı hesaplayın ve sahil ile karşılaştırın.
 
12.Yükleme ve tahliyede stevedorıng firma tarafından herhangi bir hasar yapıldığında;
 
A.   Tarih ve zamanı,
B.   Gemiye ne şekilde zarar verildiğini,
C.    Nerde olduğu ( hangi frame’de, ne tarafta olduğu)
      Tespit edilerek jurnale kayıt düşülecek, kaptana bildirilecektir.
          
13.Tüm faaliyetlerde emniyete önem veriniz.
          
14.Bulunulan limana göre “tide” durumlarını “high ve low water” seviyelerini ve saatlerini “tide table” dan çıkartarak cargo işlemlerinde göz önünde bulundurunuz.Karinanın “touch” yapmasına meydan vermeyiniz.
         
15.Ballast alımı ve tahliyesinin mutlaka kontrol altında yapılması gereklidir.Yük bitimine doğru geç kalınmadan ballast alımına başlanır.İskelede daima %95 olarak ballast alınacaktır.Press yapılmayacak taşırılmayacaktır. Aksine bir direktifim olmadıkça ballast tankları limanda press yapılmayacaktır.
 
16.Yüke girildiğinde ballast tahliyesinin koordinesi çok önemlidir.Aksi gibi istenmeyecek biçimde gemide fazla ballast kalır, bu da kararlaştırılmış olan miktardan eksik yük alınmasına sebep olur ki çok sıkıntılı bir durumdur.Hiç arzu edilmez.Bunun için çok ciddi olarak ballast tahliyesini uygulamak gerekir.Muayyen aralıklarla iskandil aldırarak tahliye miktarını çek edin.Aşağıdaki hususları dikkatli olarak uygulamalısınız.
A.     Ballast tahiyesine daima baştan başlayıp kıça doğru gelin ki, gemi kıçlı iken süzdürme yapabilesiniz.
B.      Topside’ları bilahare double bottomları baştan kıça doğru sırasıyla tahliye ediniz.
C.      Ballast tahliyesinde muayyen fasılalarla iskandil alarak daima tahliye miktarını kontrol ediniz.
D.     Ballast tahliyesinde bilhassa başlarken ve başladıktan hemen sonra çıkan suyun temiz olup olmadığını görün, herhangi bir kirlilik varsa durdurun ve gemi kaptanına rapor edin.
         
17.Yükleme ve tahliyede cargo planın uygulanmasına dikkat edin.
 
18.Yük bitiminden önce draft survey için bilgileri temin ederek hazırlık yapınız.Makineye ait değerleri, ballast tank iskandillerini, deniz suyu density’sini temin ediniz.
 
19.Yükleme planı için ambarlara yük dağılımı yapılırken “bending moment” “shering force” hesaplanarak yüklemenin uygun olup olmadığı 2.Kpt. tarafından kontrol edilmesini müteakip hesaplar onay için kaptana çıkartılacaktır.
 
20.Keza grain cargo alınacağı zaman 2.Kpt. formlara göre “ grain calculation” hesabını yaparak yüklemeden önce onay için Kaptana çıkartılacaktır.
 
21.Görevlilerin kılık, kıyafet ve davranışlarına dikkat ediniz.Girişi daima temiz  ve neta bulundurunuz. Burası geminin aynasıdır.Geminin görünümünü dışarıya aksettirir.Unutmayınız.
Görevlilerin mihfer, emniyet ayakkabısı, gözlük,maske gibi yük özelliğine uygun koruyucuları kullanmasına, giymesine dikkat ediniz.
 
22.Hiçbir konuda kanun ve kaidelerin uygulanmasında ihmalkar olmayınız.Gereklerine uyunuz, uyulması hakkında takipçisi olunuz.
 
Yukarıda belirtilmiş hususların okunup anlaşılmasını, vardiya zabitlerince imzalanmasını ve direktife uygun olarak hareket edilmesini rica  ederim.]]>  
                                    KAPTAN DİREKTİFİ
 
1.Limanda bulunulduğu süreler emniyet yönünden, görevli olan personel haricindeki hiçbir personelin gemiye girmesine müsaade etmeyiniz.Tereddüt ediyorsanız Kaptana sorunuz. Görevi olmayıp da bir sebep veya ziyaret maksadı için gemiye girmek isteyenler için Kaptandan izin alınız.
 
2.Kaçak olarak gemiye girip saklanarak gemiyle kaçmak isteyen kaçak personele karşı çok dikkatli olunmalı, gemi limandan hareketten önce her taraf çok iyi aranmalıdır. Zira bu tür personel birçok ülkede problem olmakta, büyük cezalar mevzuu bahis olmaktadır.
            
3.Liman, terminal, silo, iskele olarak bayrak devleti regülasyonuna uyunuz.
 
4.Gemi aborda iken halatların durumuna dikkat edin, sağlamlığından emin olun.Aynı kurtağzından aynı babaya tel ve lif halatları birlikte kullanmayın.Tide durumlarında halatları kıfayetli olarak kullanın.Tide zamanlarını takip edin, geminin iskeleden açmasına ve baş-kıç istikametindeki hareketine müsade etmeyiniz.Halatların boş alınıp veya boş verilmesini müteakip farelikleri mutlaka yerlerine takın.
 
5.Accommodation ladder’ı yukleme ve tahliyede sık sık kontrol edınız, neta olmasını sağlayın, ağını uygun şekilde donatın.Işıklı, el incesi bağlanmış can simidi daima hazır olmalıdır.Gece süresince uygun şekilde aydınlatılmış olmasına dikkat gösteriniz.
 
6.Yağ kaçağı ihtimaline karşı çok hassas olunuz.Ambar kapakları açılıp, kapanırken hidrolik motorlar çalışırken boru patlayabileceğini unutmayınız. Bu nedenle müdahale için lüzumlu malzemeyi hazır bulundurun.
 
7.Havanın kararması ile birlikte ambar ve güverte aydınlatmalarının yakıldıklarını kontrol ediniz.
 
8.Yanıcı özelliğe sahip yüklerin yükleme ve tahliyesinde, güvertede sigara içilmesine mani olun, kaynak için müsade etmeyin, “sigara içilmez” “no smoking” levhalarını uygun yerlere asınız.
 
9.Yangına karşı müdahale aparatlarını, yağ izlerini temizlik maddelerini kullanılmağa hazır bulundurun.
 
10.Bunker alımında güverte frengilerini kapalı bulundurun, bunker alma talimat ve şemasına göre hareket ediniz.
 
11.0800-2000 lt’da draftları alarak Gv. Jurnaline işleyiniz. Buna draft survey yaparak giren/çıkan tonajı hesaplayın ve sahil ile karşılaştırın.
 
12.Yükleme ve tahliyede stevedorıng firma tarafından herhangi bir hasar yapıldığında;
 
A.   Tarih ve zamanı,
B.   Gemiye ne şekilde zarar verildiğini,
C.    Nerde olduğu ( hangi frame’de, ne tarafta olduğu)
      Tespit edilerek jurnale kayıt düşülecek, kaptana bildirilecektir.
          
13.Tüm faaliyetlerde emniyete önem veriniz.
          
14.Bulunulan limana göre “tide” durumlarını “high ve low water” seviyelerini ve saatlerini “tide table” dan çıkartarak cargo işlemlerinde göz önünde bulundurunuz.Karinanın “touch” yapmasına meydan vermeyiniz.
         
15.Ballast alımı ve tahliyesinin mutlaka kontrol altında yapılması gereklidir.Yük bitimine doğru geç kalınmadan ballast alımına başlanır.İskelede daima %95 olarak ballast alınacaktır.Press yapılmayacak taşırılmayacaktır. Aksine bir direktifim olmadıkça ballast tankları limanda press yapılmayacaktır.
 
16.Yüke girildiğinde ballast tahliyesinin koordinesi çok önemlidir.Aksi gibi istenmeyecek biçimde gemide fazla ballast kalır, bu da kararlaştırılmış olan miktardan eksik yük alınmasına sebep olur ki çok sıkıntılı bir durumdur.Hiç arzu edilmez.Bunun için çok ciddi olarak ballast tahliyesini uygulamak gerekir.Muayyen aralıklarla iskandil aldırarak tahliye miktarını çek edin.Aşağıdaki hususları dikkatli olarak uygulamalısınız.
A.     Ballast tahiyesine daima baştan başlayıp kıça doğru gelin ki, gemi kıçlı iken süzdürme yapabilesiniz.
B.      Topside’ları bilahare double bottomları baştan kıça doğru sırasıyla tahliye ediniz.
C.      Ballast tahliyesinde muayyen fasılalarla iskandil alarak daima tahliye miktarını kontrol ediniz.
D.     Ballast tahliyesinde bilhassa başlarken ve başladıktan hemen sonra çıkan suyun temiz olup olmadığını görün, herhangi bir kirlilik varsa durdurun ve gemi kaptanına rapor edin.
         
17.Yükleme ve tahliyede cargo planın uygulanmasına dikkat edin.
 
18.Yük bitiminden önce draft survey için bilgileri temin ederek hazırlık yapınız.Makineye ait değerleri, ballast tank iskandillerini, deniz suyu density’sini temin ediniz.
 
19.Yükleme planı için ambarlara yük dağılımı yapılırken “bending moment” “shering force” hesaplanarak yüklemenin uygun olup olmadığı 2.Kpt. tarafından kontrol edilmesini müteakip hesaplar onay için kaptana çıkartılacaktır.
 
20.Keza grain cargo alınacağı zaman 2.Kpt. formlara göre “ grain calculation” hesabını yaparak yüklemeden önce onay için Kaptana çıkartılacaktır.
 
21.Görevlilerin kılık, kıyafet ve davranışlarına dikkat ediniz.Girişi daima temiz  ve neta bulundurunuz. Burası geminin aynasıdır.Geminin görünümünü dışarıya aksettirir.Unutmayınız.
Görevlilerin mihfer, emniyet ayakkabısı, gözlük,maske gibi yük özelliğine uygun koruyucuları kullanmasına, giymesine dikkat ediniz.
 
22.Hiçbir konuda kanun ve kaidelerin uygulanmasında ihmalkar olmayınız.Gereklerine uyunuz, uyulması hakkında takipçisi olunuz.
 
Yukarıda belirtilmiş hususların okunup anlaşılmasını, vardiya zabitlerince imzalanmasını ve direktife uygun olarak hareket edilmesini rica  ederim.]]> <![CDATA[Cospas-Sarsat System]]> https://www.turkdenizcileri.com/showthread.php?tid=1567 Thu, 30 Apr 2020 12:25:11 +0300 aytemiz89]]> https://www.turkdenizcileri.com/showthread.php?tid=1567 The COSPAS-SARSAT (COSPAS: Space System for Search of Distress Vessels, SARSAT: Search and Rescue Satellite-Aided Tracking) system is a satellite-aided search and rescue (SAR) system designed to locate distress beacons transmitting on the frequencies 121.5 MHz or 406 MHz. Certain beacons also transmit on 243 MHz, but this signal is relayed only by SARSAT satellites and not all LUTs are equipped with 243 MHz receivers, it operates in the same manner as 121.5 MHz system. It is intended to serve all organizations in the world with responsibility for SAR operations whether a distress occurs at sea, in the air or on land.COSPAS-SARSAT is a joint international satellite-aided search and rescue system, established by organizations in Canada, France, the United States and Russia.The COSPAS-SARSAT system has demonstrated that the detection and location of distress signals can be facilitated by global monitoring based on low-altitude satellites in near-polar orbits. It has been used successfully in a large number of SAR operations world-wide.Unless, as an alternative, a ship is provided with a L-band satellite EPIRB operating in sea areas A1, A2 and A3 only, the carriage of a float-free satellite EPIRB operating on the 406 MHz in the COSPAS-SARSAT system is required on all SOLAS ships.
Basic Concept of the System
The basic COSPAS-SARSAT system concept is given in Figure below. There are at present three types of beacons, namely ELTs (airborne), satellite EPIRBs (maritime) and Personal Locator Beacons (PLBs)- land. These beacons transmit signals that are detected by COSPAS-SARSAT polar-orbiting satellite spacecraft equipped with suitable receivers. The signals are then relayed to a ground receiving-station, termed a Local User Terminal (LUT), which processes the signals to determine the beacon location. An alert is then relayed, together with location data and other information, through a Mission Control Centre (MCC), either to a national RCC, another MCC or to the appropriate SAR authority to initiate SAR activities.
Doppler shift (using the relative motion between the satellite and the beacon) is used to locate the beacons. The carrier frequency transmitted by the beacon is reasonably stable during the period of mutual beacon-satellite visibility. The frequencies currently in use are the 121.5 MHz international aeronautical emergency frequency and the 406.0 - 406.1 MHz band. The 406 MHz beacons are more sophisticated than the 121.5 MHz beacons because of the inclusion of identification codes in the messages, but complexity is kept to a minimum. To optimize Doppler location, a low-altitude near-polar orbit is used. The low-altitude results in a low uplink power requirement, a pronounced Doppler shift, and short intervals between successive passes. The near-polar orbit results in complete world coverage over a period of time. The nominal satellite system configuration comprises four satellites, two supplied by COSPAS and two by SARSAT.
The Doppler location concept provides two positions for each beacon: the true position and its mirror image relative to the satellite ground track. This ambiguity is resolved by calculations that take into account the earth's rotation. If the beacon stability is good enough, as with 406 MHz beacons which are designed for this purpose, the true solution is determined over a single pass. In the case of 121.5 MHz beacons, the ambiguity is resolved by the results of the second pass if the first attempt is unsuccessful. Location accuracy is also significantly better with 406 MHz beacons. The improved performance of 406 MHz satellite EPIRBs is the reason these devices were selected for the GMDSS and included in the 1988 amendments to the 1974 SOLAS Convention.
 
 
Coverage Modes

The COSPAS-SARSAT system implements two coverage modes for the detection and location of beacons, namely the real time mode and the global coverage mode. Both the 121.5 and 406 MHz systems operate in the real-time mode, while only the 406 MHz system operates in the global coverage mode.

a. Real-time 121.5 MHz repeater data system

If an LUT and beacons are in view of the satellite, a repeater onboard the satellite relays the 121.5 MHz EPIRB signals directly to the ground where it is received and processed. For this reason, world-wide real-time mode coverage is unlikely to be achieved.

b. Real-time 406 MHz processed data system

Once the satellite receives the 406 MHz EPIRB signals, the Doppler shift is measured and the beacon digital data is recovered from the beacon signal. This information is time-tagged, formatted as digital data, and transferred to the downlink repeater for real time transmission to any LUT in the satellites view. The data is simultaneously stored on the satellite for later transmission in the global coverage mode.

c. Global 406 MHz coverage mode

The 406 MHz system provides global coverage by storing data onboard for later dumping and reception by LUTs. Each satellite EPIRB can therefore be located by all operating LUTs.

Satellite EPIRBs

a. 121.5 MHz EPIRB

EPIRBs operating on 121.5 MHz are already in widespread use. They are used onboard light aircraft and ships and must meet national specifications based on International Civil Aviation Organization (ICAO) standards. The EPIRB signals also provide for homing by SAR units and overflight monitoring by aircraft.

b. 406 MHz EPIRB

The development of 406 MHz satellite EPIRBs has been undertaken to overcome certain shortcomings of the 121.5 MHz system.
The new EPIRBs were specifically designed for satellite detection and Doppler location and include the following features:

-improved location accuracy and ambiguity resolution;

-increased system capacity, ie. a greater number of beacons transmitting simultaneously in the field of view of a satellite can be processed;

-global coverage;

-unique identification of each beacon; and

-inclusion of distress information.

The 406 MHz satellite EPIRBs transmit a 5 W radio frequency (RF) burst of approximately 0.5 second duration every 50 seconds. Improved frequency stability ensures improved location accuracy, while the high peak power increases the probability of detection. The low duty cycle provides good multiple-access capability, with a system capacity of 90 activated beacons simultaneously in view of the satellite, and low mean power consumption.

An important feature of the 406 MHz EPIRBs is the inclusion of a digitally encoded message, which may provide such information as the country of origin of the unit in distress, identification of the vessel or aircraft, nature of distress and, in addition, for EPIRBs coded in accordance with the location protocol, the ship's position as determined by its navigation equipment.

Most satellite EPIRBs are, as recommended, dual-frequency 121.5/406 MHz beacons, though the inclusion of the frequency 121.5 MHz is not mandatory. This enables suitably equipped SAR units to home in on the 121.5 MHz transmission and permits overflight monitoring by aircraft. This type of homing facility, if provided, is indicated to the rescue authorities by the message. As Search And Rescue Transponders (SART) have limited range of operation (approx. 5n.miles), consideration is being given to requiring all maritime satellite EPIRBs to operate on the frequencies 121.5 MHz and 406 MHz.

Depending on the type of beacon (maritime, airborne or land), beacons can be activated either manually or automatically.

[Resim: sarsat.PNG]]]> The COSPAS-SARSAT (COSPAS: Space System for Search of Distress Vessels, SARSAT: Search and Rescue Satellite-Aided Tracking) system is a satellite-aided search and rescue (SAR) system designed to locate distress beacons transmitting on the frequencies 121.5 MHz or 406 MHz. Certain beacons also transmit on 243 MHz, but this signal is relayed only by SARSAT satellites and not all LUTs are equipped with 243 MHz receivers, it operates in the same manner as 121.5 MHz system. It is intended to serve all organizations in the world with responsibility for SAR operations whether a distress occurs at sea, in the air or on land.COSPAS-SARSAT is a joint international satellite-aided search and rescue system, established by organizations in Canada, France, the United States and Russia.The COSPAS-SARSAT system has demonstrated that the detection and location of distress signals can be facilitated by global monitoring based on low-altitude satellites in near-polar orbits. It has been used successfully in a large number of SAR operations world-wide.Unless, as an alternative, a ship is provided with a L-band satellite EPIRB operating in sea areas A1, A2 and A3 only, the carriage of a float-free satellite EPIRB operating on the 406 MHz in the COSPAS-SARSAT system is required on all SOLAS ships.
Basic Concept of the System
The basic COSPAS-SARSAT system concept is given in Figure below. There are at present three types of beacons, namely ELTs (airborne), satellite EPIRBs (maritime) and Personal Locator Beacons (PLBs)- land. These beacons transmit signals that are detected by COSPAS-SARSAT polar-orbiting satellite spacecraft equipped with suitable receivers. The signals are then relayed to a ground receiving-station, termed a Local User Terminal (LUT), which processes the signals to determine the beacon location. An alert is then relayed, together with location data and other information, through a Mission Control Centre (MCC), either to a national RCC, another MCC or to the appropriate SAR authority to initiate SAR activities.
Doppler shift (using the relative motion between the satellite and the beacon) is used to locate the beacons. The carrier frequency transmitted by the beacon is reasonably stable during the period of mutual beacon-satellite visibility. The frequencies currently in use are the 121.5 MHz international aeronautical emergency frequency and the 406.0 - 406.1 MHz band. The 406 MHz beacons are more sophisticated than the 121.5 MHz beacons because of the inclusion of identification codes in the messages, but complexity is kept to a minimum. To optimize Doppler location, a low-altitude near-polar orbit is used. The low-altitude results in a low uplink power requirement, a pronounced Doppler shift, and short intervals between successive passes. The near-polar orbit results in complete world coverage over a period of time. The nominal satellite system configuration comprises four satellites, two supplied by COSPAS and two by SARSAT.
The Doppler location concept provides two positions for each beacon: the true position and its mirror image relative to the satellite ground track. This ambiguity is resolved by calculations that take into account the earth's rotation. If the beacon stability is good enough, as with 406 MHz beacons which are designed for this purpose, the true solution is determined over a single pass. In the case of 121.5 MHz beacons, the ambiguity is resolved by the results of the second pass if the first attempt is unsuccessful. Location accuracy is also significantly better with 406 MHz beacons. The improved performance of 406 MHz satellite EPIRBs is the reason these devices were selected for the GMDSS and included in the 1988 amendments to the 1974 SOLAS Convention.
 
 
Coverage Modes

The COSPAS-SARSAT system implements two coverage modes for the detection and location of beacons, namely the real time mode and the global coverage mode. Both the 121.5 and 406 MHz systems operate in the real-time mode, while only the 406 MHz system operates in the global coverage mode.

a. Real-time 121.5 MHz repeater data system

If an LUT and beacons are in view of the satellite, a repeater onboard the satellite relays the 121.5 MHz EPIRB signals directly to the ground where it is received and processed. For this reason, world-wide real-time mode coverage is unlikely to be achieved.

b. Real-time 406 MHz processed data system

Once the satellite receives the 406 MHz EPIRB signals, the Doppler shift is measured and the beacon digital data is recovered from the beacon signal. This information is time-tagged, formatted as digital data, and transferred to the downlink repeater for real time transmission to any LUT in the satellites view. The data is simultaneously stored on the satellite for later transmission in the global coverage mode.

c. Global 406 MHz coverage mode

The 406 MHz system provides global coverage by storing data onboard for later dumping and reception by LUTs. Each satellite EPIRB can therefore be located by all operating LUTs.

Satellite EPIRBs

a. 121.5 MHz EPIRB

EPIRBs operating on 121.5 MHz are already in widespread use. They are used onboard light aircraft and ships and must meet national specifications based on International Civil Aviation Organization (ICAO) standards. The EPIRB signals also provide for homing by SAR units and overflight monitoring by aircraft.

b. 406 MHz EPIRB

The development of 406 MHz satellite EPIRBs has been undertaken to overcome certain shortcomings of the 121.5 MHz system.
The new EPIRBs were specifically designed for satellite detection and Doppler location and include the following features:

-improved location accuracy and ambiguity resolution;

-increased system capacity, ie. a greater number of beacons transmitting simultaneously in the field of view of a satellite can be processed;

-global coverage;

-unique identification of each beacon; and

-inclusion of distress information.

The 406 MHz satellite EPIRBs transmit a 5 W radio frequency (RF) burst of approximately 0.5 second duration every 50 seconds. Improved frequency stability ensures improved location accuracy, while the high peak power increases the probability of detection. The low duty cycle provides good multiple-access capability, with a system capacity of 90 activated beacons simultaneously in view of the satellite, and low mean power consumption.

An important feature of the 406 MHz EPIRBs is the inclusion of a digitally encoded message, which may provide such information as the country of origin of the unit in distress, identification of the vessel or aircraft, nature of distress and, in addition, for EPIRBs coded in accordance with the location protocol, the ship's position as determined by its navigation equipment.

Most satellite EPIRBs are, as recommended, dual-frequency 121.5/406 MHz beacons, though the inclusion of the frequency 121.5 MHz is not mandatory. This enables suitably equipped SAR units to home in on the 121.5 MHz transmission and permits overflight monitoring by aircraft. This type of homing facility, if provided, is indicated to the rescue authorities by the message. As Search And Rescue Transponders (SART) have limited range of operation (approx. 5n.miles), consideration is being given to requiring all maritime satellite EPIRBs to operate on the frequencies 121.5 MHz and 406 MHz.

Depending on the type of beacon (maritime, airborne or land), beacons can be activated either manually or automatically.

[Resim: sarsat.PNG]]]> <![CDATA[Buoyage]]> https://www.turkdenizcileri.com/showthread.php?tid=1566 Wed, 29 Apr 2020 10:36:30 +0300 aytemiz89]]> https://www.turkdenizcileri.com/showthread.php?tid=1566 Attempts to establish an international uniform system of buoyage have never met with success. A system proposed in 1936 under the auspices of the League of Nations might have succeeded had not World War II intervened before a sufficient number of maritime States had ratified the system. The buoyage system adopted for British waters was based on the 1936 proposals. The system called the 'lateral system' is based on knowledge of the direction of the main stream of flood. The sides of channels are marked by buoys described as 'starboard hand' or 'port hand', these terms denoting the side that would be on a mariner's right-hand or left-hand, respectively, when going with the main flood stream or approaching a harbour from seaward.

Starboard-hand buoys are conical in shape; painted black or in black-and-white chequers; a top mark (if fitted) of a black cone or a black diamond; and a light (if one is carried) of one, three or five white flashes.

Port-hand buoys are can-shaped; painted red or in red-and-white chequers; a top mark (if fitted) or a red can or red T; and a light (if one is carried) of two, four or six white flashes.

Middle-ground buoys, which mark the ends of middle grounds, are spherical in shape. The lights they may exhibit are either white or red and distinctive, so that there is no uncertainty as to which side they must be passed. In cases in which the main channel lies to starboard (when proceeding with the main flood stream), or when channels are of equal importance, middle-ground buoys are painted with red-and-white horizontal bands. In cases in which the main channel lies to port (when proceeding with the main flood stream) they are painted with black-and-white horizontal bands. When top marks are carried, if the main channel lies to starboard (when proceeding in the direction of the main flood stream) the outer end middle-ground buoy is marked with a red can and the inner end with a red T. If the main channel lies to port, the outer end top mark of a middle-ground buoy is a black cone and the inner end a black diamond. If the channels are of equal importance, the outer and inner end buoys are marked with a red sphere and a red St. George's Cross, respectively.

Mid-channel buoys are painted with black-and-white or red-and-white vertical stripes, Buoys marking isolated dangers are spherical and are painted with wide black-and-red horizontal bands, separated with a narrow white band. Landfall buoys, serving to indicate the seaward approach to a harbour exhibit flashing lights and are painted with black-and-white or red-and-white vertical stripes.

undefinedBuoys marking wrecks in the lateral system are painted green with the word WRECK in white letters. They exhibit green flashes: one flash to indicate that the buoy (spherical in shape) may be passed on either hand; two flashes to indicate that the buoy (can-shaped) is to be passed on the starboard hand; and three flashes to indicate that the buoy (conical) is to be passed on the port hand.


 

As well as the lateral system described above, the 1936 proposed buoyage scheme included a “cardinal system” designed for use on coasts fringed with reefs or isolated dangers. The buoys in this system have shape lights, colours and top marks which indicate whether the buoy is to be passed to the north, East, South or West. The 1936 scheme allowed the lateral and cardinal systems to be used in conjunction, but special conical buoys painted with black-and-white or red-and-white diagonal stripes, mark the places where a change in the system occurs.

There are many systems of buoyage, besides those described above, in current use, and the mariner should be perfectly aware of the details of every system he encounters, from a careful study of the relevant sailing directions.

In 1977, the buoyage in the southern North Sea was completely changed to conform with a system devised by the International Association of Lighthouse Authorities (IALA). The intention is that the IALA system will be extended to embrace all the waters of North-West Europe. Navigators need to be familiar with this system (and indeed every other system encountered) so that they react instinctively when using the buoyage system.

undefinedThe essential feature of the 'IALA Maritime Buoyage System A' is red for port-hand and green for starboard-hand buoys. The 'lateral' buoys, which indicate the port and starboard hands of well-defined channels, are painted red for port-hand buoys and green for starboard-hand buoys. A port-hand is can-shaped and has a can as a top mark and a starboard-hand buoy is conical in shape and has a cone as a top mark.

By night a port-hand buoy is distinguished by its red light and a starboard-hand buoy by its green light.

A buoy used to indicate the direction of deeper water relative to it is called a 'cardinal buoy'. Such buoys are pillar or spar buoys in combinations of black and yellow colours, with black double-cone top marks. A North cardinal buoy is one that should be passed to the north of the buoy, is painted black above yellow and has a top mark consisting of two black cones, both pointing upwards. A South cardinal buoy is painted yellow above black and has a top mark consisting of two black cones both pointing downwards. An East cardinal buoy is painted black with a single broad yellow band and has a top mark of two black cones base to base. A West cardinal buoy is painted yellow with a single broad black band and has a top mark consisting of two black cones point to point.

A cardinal buoy exhibits a white light, the characteristics of which are based on a group of very quick or quick flashes, which distinguishes it first as a cardinal mark and then indicates its quadrant. The distinguishing flashes are:

undefinedNorth Cardinal: uninterrupted flashes
undefinedEast Cardinal: 3 Flashes in a group
undefinedSouth Cardinal: 6 flashes in a group
undefinedWest Cardinal: 9 Flashes in a group.]]> Attempts to establish an international uniform system of buoyage have never met with success. A system proposed in 1936 under the auspices of the League of Nations might have succeeded had not World War II intervened before a sufficient number of maritime States had ratified the system. The buoyage system adopted for British waters was based on the 1936 proposals. The system called the 'lateral system' is based on knowledge of the direction of the main stream of flood. The sides of channels are marked by buoys described as 'starboard hand' or 'port hand', these terms denoting the side that would be on a mariner's right-hand or left-hand, respectively, when going with the main flood stream or approaching a harbour from seaward.

Starboard-hand buoys are conical in shape; painted black or in black-and-white chequers; a top mark (if fitted) of a black cone or a black diamond; and a light (if one is carried) of one, three or five white flashes.

Port-hand buoys are can-shaped; painted red or in red-and-white chequers; a top mark (if fitted) or a red can or red T; and a light (if one is carried) of two, four or six white flashes.

Middle-ground buoys, which mark the ends of middle grounds, are spherical in shape. The lights they may exhibit are either white or red and distinctive, so that there is no uncertainty as to which side they must be passed. In cases in which the main channel lies to starboard (when proceeding with the main flood stream), or when channels are of equal importance, middle-ground buoys are painted with red-and-white horizontal bands. In cases in which the main channel lies to port (when proceeding with the main flood stream) they are painted with black-and-white horizontal bands. When top marks are carried, if the main channel lies to starboard (when proceeding in the direction of the main flood stream) the outer end middle-ground buoy is marked with a red can and the inner end with a red T. If the main channel lies to port, the outer end top mark of a middle-ground buoy is a black cone and the inner end a black diamond. If the channels are of equal importance, the outer and inner end buoys are marked with a red sphere and a red St. George's Cross, respectively.

Mid-channel buoys are painted with black-and-white or red-and-white vertical stripes, Buoys marking isolated dangers are spherical and are painted with wide black-and-red horizontal bands, separated with a narrow white band. Landfall buoys, serving to indicate the seaward approach to a harbour exhibit flashing lights and are painted with black-and-white or red-and-white vertical stripes.

undefinedBuoys marking wrecks in the lateral system are painted green with the word WRECK in white letters. They exhibit green flashes: one flash to indicate that the buoy (spherical in shape) may be passed on either hand; two flashes to indicate that the buoy (can-shaped) is to be passed on the starboard hand; and three flashes to indicate that the buoy (conical) is to be passed on the port hand.


 

As well as the lateral system described above, the 1936 proposed buoyage scheme included a “cardinal system” designed for use on coasts fringed with reefs or isolated dangers. The buoys in this system have shape lights, colours and top marks which indicate whether the buoy is to be passed to the north, East, South or West. The 1936 scheme allowed the lateral and cardinal systems to be used in conjunction, but special conical buoys painted with black-and-white or red-and-white diagonal stripes, mark the places where a change in the system occurs.

There are many systems of buoyage, besides those described above, in current use, and the mariner should be perfectly aware of the details of every system he encounters, from a careful study of the relevant sailing directions.

In 1977, the buoyage in the southern North Sea was completely changed to conform with a system devised by the International Association of Lighthouse Authorities (IALA). The intention is that the IALA system will be extended to embrace all the waters of North-West Europe. Navigators need to be familiar with this system (and indeed every other system encountered) so that they react instinctively when using the buoyage system.

undefinedThe essential feature of the 'IALA Maritime Buoyage System A' is red for port-hand and green for starboard-hand buoys. The 'lateral' buoys, which indicate the port and starboard hands of well-defined channels, are painted red for port-hand buoys and green for starboard-hand buoys. A port-hand is can-shaped and has a can as a top mark and a starboard-hand buoy is conical in shape and has a cone as a top mark.

By night a port-hand buoy is distinguished by its red light and a starboard-hand buoy by its green light.

A buoy used to indicate the direction of deeper water relative to it is called a 'cardinal buoy'. Such buoys are pillar or spar buoys in combinations of black and yellow colours, with black double-cone top marks. A North cardinal buoy is one that should be passed to the north of the buoy, is painted black above yellow and has a top mark consisting of two black cones, both pointing upwards. A South cardinal buoy is painted yellow above black and has a top mark consisting of two black cones both pointing downwards. An East cardinal buoy is painted black with a single broad yellow band and has a top mark of two black cones base to base. A West cardinal buoy is painted yellow with a single broad black band and has a top mark consisting of two black cones point to point.

A cardinal buoy exhibits a white light, the characteristics of which are based on a group of very quick or quick flashes, which distinguishes it first as a cardinal mark and then indicates its quadrant. The distinguishing flashes are:

undefinedNorth Cardinal: uninterrupted flashes
undefinedEast Cardinal: 3 Flashes in a group
undefinedSouth Cardinal: 6 flashes in a group
undefinedWest Cardinal: 9 Flashes in a group.]]> <![CDATA[Aircraft Casualties at Sea]]> https://www.turkdenizcileri.com/showthread.php?tid=1565 Wed, 29 Apr 2020 10:35:29 +0300 aytemiz89]]> https://www.turkdenizcileri.com/showthread.php?tid=1565 Aircraft Casualties at Sea
(1) Aircraft/ship communications

undefined1.1 When an aircraft transmits a distress message by radio, the first transmission is generally made on the designated air/ground route frequency in use at the time between the aircraft and aeronautical station. The aircraft may change to another frequency, possibly another route frequency or the international aeronautical emergency frequencies of 121.5 MHz or 243 MHz. In an emergency, it may use any other available frequency to establish contact with any land, mobile or direction-finding station.

1.2 There is liaison between CRS, aeronautical units, and land-based search and rescue organizations. Merchant ships will ordinarily be informed of aircraft casualties at sea by broadcast messages from CRS made on the international distress frequencies of 500 kHz, 2,182 kHz or 156.8 MHz (VHF channel 16). Ships may, however, become aware of the casualty by receiving:

.1 an SOS message from an aircraft in distress which is able to transmit on 500 kHz or a distress signal from an aircraft using radiotelephony on 2,182 kHz or 156.8 MHz (VHF channel 16);

.2 a radiotelegraphy distress signal on 500 kHz from a hand-operated emergency transmitter carried by some aircraft;

.3 a message from a SAR aircraft.

1.3 For the purpose of emergency communications with aircraft, special attention is called to the possibility of conducting direct communications on 2,182 kHz or 156.8 MHz (VHF channel 16), if both ship and aircraft carry compatible VHF equipment.

(2) Distress signals

2.1 An aircraft in distress will use any means at its disposal to attract attention, make known its position and obtain help, including some of the signals prescribed by the International Regulations for Preventing Collisions at Sea.

(3) Action taken to render assistance if aircraft is still airborne

3.1 Aircraft usually sink quickly (e.g. within a few minutes). Every endeavour will be made to give ships an accurate position of an aircraft which desires to ditch. When given such a position, a ship should at once consult any other ships in the vicinity on the best procedure to be adopted. The ship going to the rescue should answer the station sending the broadcast and give its identity, position and intended action.

3.2 If a ship should receive a distress message direct from an aircraft, it should act as indicated in the immediately preceding paragraph and also relay the message to the nearest CRS. Moreover, a ship which has received a distress message direct from an aircraft and is going to the rescue should take a bearing on the transmission and inform the CRS and other ships in the vicinity of the call sign of the distressed aircraft and the time at which the distress message was received, followed by the bearing and time at which the signal ceased.

3.3 When an aircraft decides to ditch in the vicinity of a ship, the ship should:

.1 transmit homing bearings to the aircraft, or (if so requested) transmit signals enabling the aircraft to take its own bearings;
.2 by day, make black smoke;
.3 by night, direct a searchlight vertically and turn on all deck lights. Care must be taken not to direct a searchlight towards the aircraft, which might dazzle the pilot.

3.4 Ditching an aircraft is difficult and dangerous. A ship which knows that an aircraft intends to ditch should be prepared to give the pilot the following information:

.1 wind direction and force;
.2 direction, height and length of primary and secondary swell systems;
.3 other pertinent weather information.

undefined3.5 The pilot of an aircraft will choose his own ditching heading. If this is known by the ship, it should set course parallel to the ditching heading. Otherwise, the ship should set course parallel to the main swell system and into the wind component, if any, as shown in figure opposite.

(4) Rescue action

4.1 A land plane may break up immediately on striking the water and liferafts may be damaged. The ship should, therefore, have a lifeboat ready for launching, and if possible, boarding nets should be lowered from the ship and heaving lines made ready in the ship and lifeboat. Survivors on the aircraft may have bright coloured lifejackets and location aids.

4.2 The method of recovering survivors must be left to the judgement of the Master of the ship carrying out the rescue operation.

4.3 It should be borne in mind that military aircraft are often fitted with ejection seat mechanisms. Normally, their aircrew will use their ejection seats, rather than ditch. Should such an aircraft ditch, rather than the aircrew bale out, and it becomes necessary to remove them from their ejection seats while still in the aircraft, care should be taken to avoid triggering off the seat mechanisms. The activating handles are invariably indicated by red or black/yellow colouring.

(5) Questioning survivors

5.1 A survivor from an aircraft casualty who is recovered may be able to give information which will assist in the rescue of other survivors. Masters are therefore asked to put the following questions to survivors and to communicate the answers to a CRS. They should also give the position of the rescuing ship and the time when the survivors were recovered.

.1 What was the time and date of the casualty?
.2 Did you hale out or was the aircraft ditched?
.3 If you baled out, at what altitude?
.4 How many others did you see leave the aircraft by parachute?
.5 How many ditched with the aircraft?
.8 How many did you see leave the aircraft after ditching?
.7 How many survivors did you see in the water?
.8 What flotation gear had they?
.9 What was the total number of persons aboard the aircraft prior to the accident?
.10 What caused the emergency?

 ]]> Aircraft Casualties at Sea
(1) Aircraft/ship communications

undefined1.1 When an aircraft transmits a distress message by radio, the first transmission is generally made on the designated air/ground route frequency in use at the time between the aircraft and aeronautical station. The aircraft may change to another frequency, possibly another route frequency or the international aeronautical emergency frequencies of 121.5 MHz or 243 MHz. In an emergency, it may use any other available frequency to establish contact with any land, mobile or direction-finding station.

1.2 There is liaison between CRS, aeronautical units, and land-based search and rescue organizations. Merchant ships will ordinarily be informed of aircraft casualties at sea by broadcast messages from CRS made on the international distress frequencies of 500 kHz, 2,182 kHz or 156.8 MHz (VHF channel 16). Ships may, however, become aware of the casualty by receiving:

.1 an SOS message from an aircraft in distress which is able to transmit on 500 kHz or a distress signal from an aircraft using radiotelephony on 2,182 kHz or 156.8 MHz (VHF channel 16);

.2 a radiotelegraphy distress signal on 500 kHz from a hand-operated emergency transmitter carried by some aircraft;

.3 a message from a SAR aircraft.

1.3 For the purpose of emergency communications with aircraft, special attention is called to the possibility of conducting direct communications on 2,182 kHz or 156.8 MHz (VHF channel 16), if both ship and aircraft carry compatible VHF equipment.

(2) Distress signals

2.1 An aircraft in distress will use any means at its disposal to attract attention, make known its position and obtain help, including some of the signals prescribed by the International Regulations for Preventing Collisions at Sea.

(3) Action taken to render assistance if aircraft is still airborne

3.1 Aircraft usually sink quickly (e.g. within a few minutes). Every endeavour will be made to give ships an accurate position of an aircraft which desires to ditch. When given such a position, a ship should at once consult any other ships in the vicinity on the best procedure to be adopted. The ship going to the rescue should answer the station sending the broadcast and give its identity, position and intended action.

3.2 If a ship should receive a distress message direct from an aircraft, it should act as indicated in the immediately preceding paragraph and also relay the message to the nearest CRS. Moreover, a ship which has received a distress message direct from an aircraft and is going to the rescue should take a bearing on the transmission and inform the CRS and other ships in the vicinity of the call sign of the distressed aircraft and the time at which the distress message was received, followed by the bearing and time at which the signal ceased.

3.3 When an aircraft decides to ditch in the vicinity of a ship, the ship should:

.1 transmit homing bearings to the aircraft, or (if so requested) transmit signals enabling the aircraft to take its own bearings;
.2 by day, make black smoke;
.3 by night, direct a searchlight vertically and turn on all deck lights. Care must be taken not to direct a searchlight towards the aircraft, which might dazzle the pilot.

3.4 Ditching an aircraft is difficult and dangerous. A ship which knows that an aircraft intends to ditch should be prepared to give the pilot the following information:

.1 wind direction and force;
.2 direction, height and length of primary and secondary swell systems;
.3 other pertinent weather information.

undefined3.5 The pilot of an aircraft will choose his own ditching heading. If this is known by the ship, it should set course parallel to the ditching heading. Otherwise, the ship should set course parallel to the main swell system and into the wind component, if any, as shown in figure opposite.

(4) Rescue action

4.1 A land plane may break up immediately on striking the water and liferafts may be damaged. The ship should, therefore, have a lifeboat ready for launching, and if possible, boarding nets should be lowered from the ship and heaving lines made ready in the ship and lifeboat. Survivors on the aircraft may have bright coloured lifejackets and location aids.

4.2 The method of recovering survivors must be left to the judgement of the Master of the ship carrying out the rescue operation.

4.3 It should be borne in mind that military aircraft are often fitted with ejection seat mechanisms. Normally, their aircrew will use their ejection seats, rather than ditch. Should such an aircraft ditch, rather than the aircrew bale out, and it becomes necessary to remove them from their ejection seats while still in the aircraft, care should be taken to avoid triggering off the seat mechanisms. The activating handles are invariably indicated by red or black/yellow colouring.

(5) Questioning survivors

5.1 A survivor from an aircraft casualty who is recovered may be able to give information which will assist in the rescue of other survivors. Masters are therefore asked to put the following questions to survivors and to communicate the answers to a CRS. They should also give the position of the rescuing ship and the time when the survivors were recovered.

.1 What was the time and date of the casualty?
.2 Did you hale out or was the aircraft ditched?
.3 If you baled out, at what altitude?
.4 How many others did you see leave the aircraft by parachute?
.5 How many ditched with the aircraft?
.8 How many did you see leave the aircraft after ditching?
.7 How many survivors did you see in the water?
.8 What flotation gear had they?
.9 What was the total number of persons aboard the aircraft prior to the accident?
.10 What caused the emergency?

 ]]> <![CDATA[STATİK ELEKTRİĞE KARŞI ÖNLEMLER]]> https://www.turkdenizcileri.com/showthread.php?tid=1564 Tue, 28 Apr 2020 19:01:06 +0300 dreamcatcher]]> https://www.turkdenizcileri.com/showthread.php?tid=1564 Merhabalar,

- Eğer kargo tankları halihazırda inertli kondüsyonda ise, statik elektriğe karşı özel önlem almamız gerekmez; çünkü yanmaya neden olacak olan oksijen inertli tankta mevcut değildir. Yangın üçgeninden bir bacak olmayınca, yangın tehlikesi ortadan kalkmıs olur.

- Temelde 2 önlem vardır,

- Şarj ayrımını ve şarj birikimini (Şarj birikimi yapan akumulator kargolardır) minimize etmek.

- Elektrostatik deşarjı önlemek

Söz konusu önlemleri biraz açalım,

Şarj ayrımını minimize etmek için kargo ile boru hattı arasındaki sürtünmeyi azaltmamız gerekir. Yavaş yük operasyonu yaparsak sürtünmeyi minimize etmiş oluruz ancak nereye kadar yavaş yükleyeceğiz limanda gereğinden fazla kalamayız sonuçta.

Tankımızın inertli olmadığını farzedelim,

- ilk yükleme, yük tank içerisinde sıcramayacak şekilde genelde serpantinlerin altına gelene kadar yükleme hızı 1m/saniye

- ilk yükleme bitti, yükleme hızımız 7m/saniye

- İnertli tankta maksimum yükleme hızımız ise 12m/saniye

Doğal olarak aklımıza bir soru daha geliyor. Peki, 1m/s'ye denk gelen yükleme hızını, debisini nasıl hesaplıcaz. Bunun içinde,

V=π.r2.h formulünü kullanırız.

Buraya kadar şarj ayrımı ve birikimini önlemeye çalıştık. Yük operasyonunu bitirdik. 30 dk beklemeliyiz tanktan ölçü almadan önce. Bu bekleme ile de elktrostatik deşarjı önlemiş oluruz.

Selametle..]]> Merhabalar,

- Eğer kargo tankları halihazırda inertli kondüsyonda ise, statik elektriğe karşı özel önlem almamız gerekmez; çünkü yanmaya neden olacak olan oksijen inertli tankta mevcut değildir. Yangın üçgeninden bir bacak olmayınca, yangın tehlikesi ortadan kalkmıs olur.

- Temelde 2 önlem vardır,

- Şarj ayrımını ve şarj birikimini (Şarj birikimi yapan akumulator kargolardır) minimize etmek.

- Elektrostatik deşarjı önlemek

Söz konusu önlemleri biraz açalım,

Şarj ayrımını minimize etmek için kargo ile boru hattı arasındaki sürtünmeyi azaltmamız gerekir. Yavaş yük operasyonu yaparsak sürtünmeyi minimize etmiş oluruz ancak nereye kadar yavaş yükleyeceğiz limanda gereğinden fazla kalamayız sonuçta.

Tankımızın inertli olmadığını farzedelim,

- ilk yükleme, yük tank içerisinde sıcramayacak şekilde genelde serpantinlerin altına gelene kadar yükleme hızı 1m/saniye

- ilk yükleme bitti, yükleme hızımız 7m/saniye

- İnertli tankta maksimum yükleme hızımız ise 12m/saniye

Doğal olarak aklımıza bir soru daha geliyor. Peki, 1m/s'ye denk gelen yükleme hızını, debisini nasıl hesaplıcaz. Bunun içinde,

V=π.r2.h formulünü kullanırız.

Buraya kadar şarj ayrımı ve birikimini önlemeye çalıştık. Yük operasyonunu bitirdik. 30 dk beklemeliyiz tanktan ölçü almadan önce. Bu bekleme ile de elktrostatik deşarjı önlemiş oluruz.

Selametle..]]> <![CDATA[STATIK ELEKTRIK]]> https://www.turkdenizcileri.com/showthread.php?tid=1563 Tue, 28 Apr 2020 19:00:04 +0300 dreamcatcher]]> https://www.turkdenizcileri.com/showthread.php?tid=1563 Merhabalar,

Birbirine benzemeyen iki madde, birbirine sürtüldüğünde biri elektronlarından vazgeçer iken, diğer madde de elektronları büyük bir keyifle alabilir.

- Elektronlarından vazgeçen maddeler iletken
- Elektronları iştahla kabul eden maddeler ise yalıtkanlardır Kendi elektronlarına da sıkı sıkıya bağlıdırlar.

-İletkenliği 50 ps/m den daha az olan maddeler statik akümülatör olarak bilinir. Ortalığı karıstıran maddelerde bunlardır işte. Elektronları almaya, armut gibi toplamaya meyillidirler. Daha uzun süre şarj tutacaklarından statik elektrik tehlikesine sahiptirler. İletkenler masum, yalıtkanlar ise tehlikelidir. ISGOTT kitabı bu konuda bizi bilgilendirir ve statik elektrik sonucu patlama oluşması için 3 ana neden ile hangi yüklerin statik akumulatör olduğu elbette alınacak olan tedbirler de başucu kitabımızdan (ISGOTT) bakılabilir.

Conductive = İletken

Accumulator = Toplayıcı

Insulator =Yalıtkan

Unutulmaması gereken, farklı iki maddenin teması sonucu mutlaka yük ayrışması olur ve tüm bu statik olaylar silsilesinin başladığı andır.

Selametle..]]> Merhabalar,

Birbirine benzemeyen iki madde, birbirine sürtüldüğünde biri elektronlarından vazgeçer iken, diğer madde de elektronları büyük bir keyifle alabilir.

- Elektronlarından vazgeçen maddeler iletken
- Elektronları iştahla kabul eden maddeler ise yalıtkanlardır Kendi elektronlarına da sıkı sıkıya bağlıdırlar.

-İletkenliği 50 ps/m den daha az olan maddeler statik akümülatör olarak bilinir. Ortalığı karıstıran maddelerde bunlardır işte. Elektronları almaya, armut gibi toplamaya meyillidirler. Daha uzun süre şarj tutacaklarından statik elektrik tehlikesine sahiptirler. İletkenler masum, yalıtkanlar ise tehlikelidir. ISGOTT kitabı bu konuda bizi bilgilendirir ve statik elektrik sonucu patlama oluşması için 3 ana neden ile hangi yüklerin statik akumulatör olduğu elbette alınacak olan tedbirler de başucu kitabımızdan (ISGOTT) bakılabilir.

Conductive = İletken

Accumulator = Toplayıcı

Insulator =Yalıtkan

Unutulmaması gereken, farklı iki maddenin teması sonucu mutlaka yük ayrışması olur ve tüm bu statik olaylar silsilesinin başladığı andır.

Selametle..]]> <![CDATA[Leaving and Entering Port]]> https://www.turkdenizcileri.com/showthread.php?tid=1562 Tue, 28 Apr 2020 13:08:26 +0300 aytemiz89]]> https://www.turkdenizcileri.com/showthread.php?tid=1562  
1.    Anchored at Durban out harbour with 5 shackles of chain, 12 fathoms of water and awaited pilot.
2.    Let go port anchor and veered out 8 shackles and dropped stbd. anchor, then hove in port and moored with    4 shackles of cable on both sides.
3.    Anchor chain and bearings frequently checked. Vessel in position.
4.    Anchor bearings checked.No movement of vessel observed.
5.    Anchored in berth no:8, LA harbour, California in 7 fathoms of water, mud bottom with 60 fathoms of chain   to the port anchor, on the following bearings :     a :  007°       b :  048°      c :  188°  
6.    Vessel idle at anchor awaiting quarantine officers.
7.    Commence having up port anchor.
8.    Anchor off ground. Anchor's in sight. Anchor up. Both anchor secured.
9.    Hove up anchor and proceeded a little to eastward and anchored again in 6 fathoms of water with 5 shots of chain.
10.  Pilot on board. Pilot off. Master conning vessel. Changed to F/O.
11.  Notice to engine room to be ready after 2 hours.
12.  Commenced of sea passage ( C.O.S.P.).
13.  End of sea passage ( E.O.S.P.).
14.  Merie Head abeam port side, 2 miles away by radar.
15.  Jennie Lt. abeam port side, 2 miles off a/c to 224°.
16.  Arrival Odessa 082° / 1.8 miles away.
17.  Fasted tug lines. Let go both tug lines. Tugs pushing on port side.
18.  First line ashore. In position fore and aft.
19.  All made fast port side to no:3 pier, ( 4 + 2 ) and FWE.
20. Last line to pier cast off.
21.  All clear of wharf, assisted by tugs, Olga and Elena. 
22. Bunker barge M/T Tanya left.
23. All hatches and side ports closed. Cargo fans and w/tight doors checked. Secured all derrick booms and  other fittings. Lashed up lifeboats for heavy weather. Vessel all secured for sea.
24. As weather forecast reporting typhoon Debby is approaching. Postponed sailing.
25. Completed stowaway and contraband search. None found.
26. Custom and immigration officers on board. Inspected respectively.
27. Finished inspection and above officers off ship.
28. Tested telegraphs, general alarm, steering gear, whistle, communication system, running lights, navigation equipment. Synchronized brigde and e/room clocks.
29. Main and auxiliary steering gear, remote steering gear control system, rudder angle indicator in relation to actual position of the rudder, remote steering  gear control system power failure alarm, remote steering  gear power unit alarm, all interval vessel control communications and vessel control alarms, storages batteries for emergency lighting and power systems, main propulsion machinery ahead and astern, navigational lights, emergency alarms of engine order telegraph checked and found all in good order.]]>  
1.    Anchored at Durban out harbour with 5 shackles of chain, 12 fathoms of water and awaited pilot.
2.    Let go port anchor and veered out 8 shackles and dropped stbd. anchor, then hove in port and moored with    4 shackles of cable on both sides.
3.    Anchor chain and bearings frequently checked. Vessel in position.
4.    Anchor bearings checked.No movement of vessel observed.
5.    Anchored in berth no:8, LA harbour, California in 7 fathoms of water, mud bottom with 60 fathoms of chain   to the port anchor, on the following bearings :     a :  007°       b :  048°      c :  188°  
6.    Vessel idle at anchor awaiting quarantine officers.
7.    Commence having up port anchor.
8.    Anchor off ground. Anchor's in sight. Anchor up. Both anchor secured.
9.    Hove up anchor and proceeded a little to eastward and anchored again in 6 fathoms of water with 5 shots of chain.
10.  Pilot on board. Pilot off. Master conning vessel. Changed to F/O.
11.  Notice to engine room to be ready after 2 hours.
12.  Commenced of sea passage ( C.O.S.P.).
13.  End of sea passage ( E.O.S.P.).
14.  Merie Head abeam port side, 2 miles away by radar.
15.  Jennie Lt. abeam port side, 2 miles off a/c to 224°.
16.  Arrival Odessa 082° / 1.8 miles away.
17.  Fasted tug lines. Let go both tug lines. Tugs pushing on port side.
18.  First line ashore. In position fore and aft.
19.  All made fast port side to no:3 pier, ( 4 + 2 ) and FWE.
20. Last line to pier cast off.
21.  All clear of wharf, assisted by tugs, Olga and Elena. 
22. Bunker barge M/T Tanya left.
23. All hatches and side ports closed. Cargo fans and w/tight doors checked. Secured all derrick booms and  other fittings. Lashed up lifeboats for heavy weather. Vessel all secured for sea.
24. As weather forecast reporting typhoon Debby is approaching. Postponed sailing.
25. Completed stowaway and contraband search. None found.
26. Custom and immigration officers on board. Inspected respectively.
27. Finished inspection and above officers off ship.
28. Tested telegraphs, general alarm, steering gear, whistle, communication system, running lights, navigation equipment. Synchronized brigde and e/room clocks.
29. Main and auxiliary steering gear, remote steering gear control system, rudder angle indicator in relation to actual position of the rudder, remote steering  gear control system power failure alarm, remote steering  gear power unit alarm, all interval vessel control communications and vessel control alarms, storages batteries for emergency lighting and power systems, main propulsion machinery ahead and astern, navigational lights, emergency alarms of engine order telegraph checked and found all in good order.]]>