ENGLISH FOR THE MERCHANT MARINE 2. EDITION By Captain Refik Akdogan DENIZ TICARETI [CIN INGILIZCE 2. BASKI{All rights reserved to the author, No part of this book may be reproduced in any form without permission in writting from the author.INTRODUCTION PART I : Merchant vessels Lesson 1 : General classification of vessels Lesson 2 : Parts of a vessel Lesson 3: Ship construction Lesson 4 General arrangement Lesson 5 The Decks Lesson 6 The Hatches Lesson 7 The Holds Lesson8 —: Gargo Gear Lesson — : The Navigating Bridge Lesson 10 The Accommodations Lesson 11 —; The Engine Room Lesson 12: The After Part PART II : Safety at sea Lesson 13 ; Personal Safety Lesson 14: Life Saving Apparatus Lesson 15: Seaworthiness Lesson 16; Seafarers and the |.M.O. Lesson 17 The Last Lesson: Know Your Job Very Well And Be Very Careful. PART Ill Glossary PART IV Appendices : Appendix 1: IMO's Standards regarding watchkeeping Appendix 2: Some shipping forms Appendix 3: Communications and conversations at sea Appendix 4: |MO's standard Marine Navigational vocabulary Appendix 5: Iilustrations for Merchant Marine Appendix 6; Instructions to Established officers on board vessels. TABLE OF CONTENTSINTRODUCTION In the age we live in, sea transportation has become a very important business all over world. Maritime countries give greater and greater care and importance to the development of the shipping industry and thus hope to profit from it. Although our country, Turkey, has about 8000 km. of coast line, it is unfortunate that our merchant marine fleet cannot be said to have reached the capacity necessary to meet the fequirements of our exports and imports. Furthermore, merely tonnage is not enough: we must also have well-educated personnel who really know the merchant marine business. Such personne! must have a good knawledge of the English used in the merchant marine. Every nation involved in the business of the merchant marine must realize that unless the personnel in their fleets have a thorough knowledge of English, their fleets cannot be properly developed nor will they have the freedom to act effectively in the international shipping market.PARTI MERCHANT VESSELS LESSON 1 General Classification of Vessels: After you graduate from a Merchant Marine Academy, most of you will start working on merchant vessels. This will be your profession. A man of your profession; must first of all know all there is to know about his job and about the place he will be working in. Your working places will be ships or vessels. In this section, we will try to introduce to you the different types of merchant vessels. Generally speaking, there are three kinds of vessels (see Figure 1 (a)). These are: a) Warships b) Merchant vessels ¢) Yachts (Sport crafts) Our subject is merchant vessels, As you can see from Figure 1 (a), there are many kinds of merchant vessels. These can be divided into four groups: a) Passenger ships b) Cargo vessels c) Auxiliary vessels d) Fishing vesselsWarthips chin (apert crafts) Marchant veasale Main fining alps Fiah traneporters Flablag bouts Fisk pracepe vessel Pemdagee Cor ORD OT Cable layers, sa wobin cb Dry cargo shh Liguid carge ships Bek carciar iatser ship | Fetroleum tankers ‘Acid tankers LPG carters | Product cartiers jr Frigerifie Vine tankers Water trakere ‘LNG currters Ore caries A rah FIGURE 1 (0) 40It you examine Figures 1 (a), 1 (b) and 1 (6) you can easily understand the functions of the different types of merchant vessels as their names are selt-explanatory. As you should already have noticed, we have been using the term "vessel" rather than “ship. As a matter of fact, there is no practical difference between the terms “ship* and “vessel”. In practice, it would not be a mistake to use one term in place of the other, However, if we wish to make a clear distinction, we must be more careful. According to one dictionary “vessel” is a general term for all craft larger than a rowboat capable of floating on water and used either as a means of transportation or to perform some service on water. A ship on the other hand is a sea-going vessel! of considerable size. In general, we may say that a ship is a rigged ocean-going vessel, Another way of describing a merchant vessel is to say that she is a large floating hotel capable of carrying passengers or a floating warehouse intended to carry goods at sea. ‘There is another definition of “vessel” given in The International Regulations For Preventing Collisions at Sea, 1972. According to this definition, the term “vessel” includes every type of water craft including non-displacement craft and seaptanes, used or capable of being used as a means of transportation on water, A Tanker Figure 4 (b)A Ro - Ro (carrying also containers on upper deck) A Pasenger ship. Figure 1 (b) Some merchant vesselsAcargo vessel Acoaster Figure 1 (b) some merchant vessels 13Navy Leaving the Harbour An aircraft carrier Figure 1 (c) Some WarshipsAsubmaring Atrigate Figure 1 {e) Some warshipsAdestroyer Figure 1 (c) Clearly we need to be able to identify vessels very well in order to do our jab effectively. LESSON 1: EXERCISES Answer the questions with sentences. 1. What are the three types of vesset? 2. What are the four categoriues of merchant vessels? 3. What are the names of two liquid cargo carriers? 4. What is the difference between the words “ship” and “vessel”? Fill in the blanks with words from this lesson. 4. Your working places will be aboard ships, or.. 2. Ashipis a. 3. Amerchant vessel is a floating... 4 ..acean-going vessel. intended to carry goods at sea "Vessel" is a general term used for all craft larger than a..........capable of ti .. on the water. v are one type: of sports crait. 6. According to the Intemational Regulations for Preventing... . at Sea, a vessel is every type of water craft including. . craft and, oe 168LESSON 2 Parts of a Vessel By now, you may be asking yourself ‘How can | learn about vessels?” The best place to start, | think, is to learn the names of the main body parts that are common to all types of ships. The main body of a ship is called the hull. This does not include the interior or deck fittings. In other words, a hull is without rigging, machinery, masts, yards, sails, of other equipments. To describe a vessel more easily we can say that the length of the hull is divided into three equal parts (see Figures 2). Figure 2: Parts of the hull As shown in the figure above, these parts are 1) forepart, 2) amidship part, and 3) after part. The forepart ends at the stem and the afterpart ends at the stern. Aline that runs the length of the ship is called the for-and-aft midship line, middle line or center line as shown in Figure 3 . FORE ANOAIT MIO SHIR LINE 7The fore-and-aft midship line divides the ship into two equal parts. When looking towards the stem along this line, the right-hand side is called the starboard half and the left-hand side is called the port half of the ship (see Figure 4). These are also known as the port side and starboard side. STERN: a, — STEM BS Figure 4 To understand directions aboard a ship, let's stand on the fore-and-aft midship line amidship and look forward, that is ahead or toward the stem (see Figure §). Behind us is aft or astern. To our right is starboard and to our left is port side. These are the main directions aboard a ship. As you can see from Figure 5 there are some other names for directions aboard a ship. Astern | Figure 5 : Directions The port and starboard bows are the directions or sectors that cover approximately 45 degrees from the stem to either side of the ship. A second relative direction is the beam direction, also called abeam or broad on the beam. This is 90 degrees from the ship’s head as shown in Figure 5. in actual practice, the ports and starboard bows are areas or parts of a ship on either side of the stem where the hull surface meets the inclined platings of the stem. At the stern, these are called quarters as shown in Figures 5 and 6.LESSON 2: EXERCISES Answer the questions with sentences. 1. What is the main body of a ship called? 2. What are the parts of the hull? 3. Name the four main directions aboard a ship. 4, What is the name of the left side of a ship as you face forward? 5. What is the name of the right side of a ship as you face forward? Fill in the bianks with words from this lesson. 4. The hull is without... .». oF other equipment, 2. A second relative direction is the.......................direction, also called...................0F. on the beam. 3. The port and starboard.....................are the directions that cover approximately 45 degrees from the... to either side of the ship. 4. At the ster, these are called... , hot bows. 5. A line that runs the length of the ship is called the. line, of line.LESSON 9: auto pilot - otomatik dimen bridge - kOprdiGstt chart room - harita kamaras! chief mate -ikinci kaptan (bitin! zabit) ohvistinass tree - gaznotiski clear view screen - devvar cam conning station - kumanda kulesi, KOprodstt counter - sayag course recordar - rota kaydediet decea chain - deka zinciti decca navigator » deka seyir aleti engine room log book - making seyir jumall engine roam telegraph - makine telegraf fire: detecting - yangin ihbari fire fighting - yangin sondirme ‘gyro compass - cayro pusula log - parakete log book » sayir jurnah loran - loran loop arial - gambar anten master - kaptan (ticaret gemisi) mate - givane zabiti navigating bridge - képrdlstd navigation light - seyir fener! offical log book - resmi sayir jumali tadar~ radar radar seanner - radar anteni radio beacon - radyo bikin radio direction finder - telsiz kerteriz aleti radio room - telsiz kamaras! radio telephony - telsiz telefon FLPM. indicator - dakikada devir sayist gdstergasi rudder angle indicator - dimen agisi gstergesi scrap log book - milsvedde seyir jurnall satellite - uydu ship's 1og book - gemi seyir jurnati shoran - soran shore station - kiy! istasyanu signal halyards - igarat eaviolari standard compass - miyar pusula stesred - idare aditr steering wheal - domen dotabr triatic stay - karanfil 95LESSON 3 Ship Construction In the old days, vessels were bullt using nearly 100 % wooden materials Nowadays, ships are made with steel plates, profiles, wood, and plastic materials. First of all it will be useful to give some details about the outer surface of the hull. In steel ships, a hull surface made of steel plates is called shell plating and this is sim- ilar to the planking of wooden vessels, Platings or plankings are supported by frames (see Figure 8 (c)) in steel ships and by ribs in wooden vessels. Frames are like the rib bones of a human bedy. Shell platings are welded or riveted while plankings are nailed to these elements. Figure & (d} shows different kinds of plating, and Figure 34 shows different kinds of planking patterns. When a vessel is waterborne (that is, floating, or afloat), water cuts the ship's sides at a specific draught (see Figure 6). This is called the waterline. itis determined by the draught, or in other words, the height of the water as measured from the kee! ofthe vessel. The area above the waterline of the hull surface is called the ship's side and anything below that line is called the bottom. (Figure 6) 20The most important part of a vessel is the keel (see Figure 7). This is the back- bone of the ship. It is the main element of a ship's construction and lines fore-and- aft along the center line at the very bottom of the vessel. Nowadays most steel ves- sels have heavy plates as a keel. In wooden vessels, pieces of timber ara used instead. Of course there are other kinds of keel patterns, such as the bar keel, duct keel, and flat plate keel as shown in Figures 7 and 8(a). The drop keel is used in many kinds of pleasure sailing crafts. FORT PLATE EE Figure 7 : Various Keels In Figures 7, 8{a) and &(b) you can see the floar and the beam of a vessel connecting the frames (Figures & (a) and {c): Types of Frame) at the bottom and the top. These elements are very important in ship construction. Frames are covered by shell platings. Figure 8 (d) shows types of shell platings. The bottom of the floor is made of bottom platings (outer bottom) and the top of the floor is made of tank top plating or — ceilings (inner bottom). Between these two platings are located the dou- ble bottom tanks (Figures 8 (b), 9 and 12). These are used for storing fuel oil, bal- last, or fresh water. 24Sheersirake deck stringer engle ack stringer tank side bracket centre girder gusset margin plate Figure 8 (a) : Midship Section of a hull 22Figure 8 (b} Floor, doublebottom and bilgi constructionLESSON 3 : EXERCISES Answer the questions with sentences. . What is the hull surface made of? .. What is the difference between plating and planking? |. What is a frame? |. What is a rib? . What are the types of keel patterns? What are double bottom tanks used for? on koeRP a Fill in the blanks with words from this lesson. 1, The most important part of a vessel is the ..... ship. .. This is the backbone of a 2. Nowadays, ships are made with .. ANG ..., 3. When a vessel is waterborne, water cuts the ship's sides at a..... 4. The area above the waterline’ is called the . anything below that line is called the.... and 25LESSON 4 General arrangement Figure 9 shows the general arrangement profile plan of a conventional dry cargo ship. As you should notice, this is a longitudinal profile view of tha vessel and shows the decks, watertight bulkheads, holds, derricks, machinery space, accommodations, and other compariments. If we start forward and proceed aft we will see the castles, deck houses, superstructures, compartments, decks, accommodations, engine room and riggings aboard a vessel. Watertight bulkheads are very important elements of transverse strength that divide the vessel into longutudinal subdivisions (see Figure 9). In addition, they also provide protection against fire as well as from leakage or the passing of edors from one compartment to an adjacent one - something that could happen because of an accident or because of the nature of the cargo. As stated before, a vessel starts at her stem. The stem of the vessel shown in Figures 9 and 10 is bulbous at the bottom. That is, her forefoot is shaped like a bulb. This increases the speed of the vessel considerably. Figure 11 shows several stem types and their constructian, Alter the stem you can see a tank called the forepeak tank. This is generally used to store fresh water ar ballast water but sometimes it is used for fuel oil. This tank is surtounded by the stem at forward, the collision bulkhead at aft and the bow platings on either side. Another function of this tank is to protect the vessel in case of collision or stranding. Any damage to this tank cannot harm the vessel itself, The collision bulkhead is built more strongly than ordinary bulkheads in order to withstand any pressures on it. The forepeak tank is also used for the purpose of trimming the vessel, The chain locker compartments are located ahead of the collision bulkhead. The chain cables of the bower anchors are stowed in these compartments (both port and starboard). More details will be given about these in the following lessons when we explain the anchor windlass and forecastle deck (see Figure 14). The Bosun’s (or Boatswain's) store is located under the forecastle deck. Paint, buckets, hand tackles, ropes, wires, lashing materials, shackles, slings, etc. are stowed here. This is ong of the ship's magazines. Figure 9 26Figure 10 : Shows bulbous bow Following the compartments mentioned above, we see@ the carga - carrying compartments, called the holds. The holds are the most important sections of a vessel since they determine the ship's earning capacity. Holds are numbered from forward to att as "Hold No:1, Hold No:2" and so on. The opening to the hold from the upper deck is called hatch or hatchway. The hatches are numbered like the holds Cargoes enter (are loaded) or leave (are unloaded) through these openings. We will explain the hatchways and holds in more detail in the following lessons. Right now we want to point out the tweendecks. You can see these in Figure 9. The tweendecks are like the floors or storeys of an apartment building. These floors increase the carrying capacity of a vessel. A singledecker for example cannot be loaded fully with certain types of cargoes. A tweendacker on the other hand can easily carry general, perishable, and delicate cargoes from different loading parts to different unloading ports or destinations Remember that aboard ship, time and capacity mean money. A ship must be able to be loaded and unloaded in minimum time using het maximum capacity and without broken stowage. A single decker however may be more suitable far some types of cargoes. For example, a tweendecker would not be suitable for carrying bulk ‘cargoes or timber. At the bottom of the halds you can see the double bottom tanks (Figures 8 (b), 9 and 12). These are used to carry ballast water and bunker fuel oil. As we explained above, these compartments are surrounded by the bottom platings (outer bottom) of 27|. COLLISION BULKHEAD PLATING RIVETED TO SIEM BAR PANTING STRINGERS SHOE PLATE“ ATTACHMENT OF STEM BAR AT FOOT BAR STEM PANTING || STRINGERS foo Olaloralo TT )ple'a 0101010, 049 BULBOUS BOW Figure 11 : Stem typesthe hull, the tanks tops or hold bottom platings (inner bottom), margin plates, and the bulkheads. Floors and girders make these compartments cellular but holes in the floors make them easily accessible (Figure 12). Between Hold No:1 and Hold No:2 you can see the foremast and the derricks, These will be explained in more detail in the following lessons, For now you should know that the masts and derricks (also called booms) are the elements of a vessel used for loading and unloading purposes. Of course, deck cranes de not need masts im order to carry out their function. The engine room, the heart of the ship, is located amidship in this vessel as shown in Figure 9. In general, the propulsion machinery or engines, boller (s), and auxiliaries are located either amidship or in the after part of a vessel. Propulsion machinery is connected to the screw propeller by shaft(s). These cannot be seen in Figure 9, because they (shafts) are located on the fore-and-aft middle line of the vessel. As shown in Figure 9, the funnel, accommodation, and bridge are located over the engine room. These will allbe explained in more detail later. Holds No:3 and No:4 the tweendecks, hatchways, derricks, double bottoms and the main or aft mast are similar to the forward parts of the vessel. The after peak in this vessel is divided into two parts. This is usually used to store fresh water. Sometimes it may have more than two parts. Basides these, there are other parts in the aft of a vessel including the rudder and the screw propeller (s). These are very important and delicate parts and careful consideration must be given to them whenever working aboard a vessel. a ee Stay (Fitted for fel iD Figure 12: Cellular doubie battom 29LESSON 4: EXERCISES Answer the questions with sentences. . Where is the Bosun's Store located? . What is the purpose of a tweendeck? . What kinds of cargoes would a tweendecker not be suitable for? . What is the function of masts and derricks? . Where are the propulsion machinery, boilers, and auxiliaries located? ). What is the watertight bulkhead for? om rep a Fill in the blanks with words from this lesson. 1. After the stem is located the ...................lank. This is generally used to store fresh water. 2. This tank also protects the vessel in case of... 3. The chain..............of the bower..... ‘compartments 4. The holds are the............ ore ce .are stroed in the _..compartments.LESSON 5. The Decks The decks extend approximately horizantally between the ship's sides and are supported by the beams and girders. There are several types of decks on a vessel: The main deck (also called the freeboard deck), the forecastle deck, the upper deck, the tweendeck, the compass deck, the shelter deck, the lifeboat deck, and the promenade decks, These are all usually made of steel platings but the decks of passenger vessels and yachts are usually made of wooden plankings. The most important deck is the main deck which serves as a strengthening and protecting element on a vessel. The utmost care must be given to the main deck both by the ship's personnel (crew) who are responsible, and also by officials who represent the authority of the goverment. The deck area may also be used to carry cargoes called deck cargoes. The person responsible for loading these who must be very careful during the operation and take into consideration the weight of the cargo as well as any risks that the cargo might encounter. Around the decks, all over the vessel, there are guards called guard rails or there may be a bulwark (see Figure 15) just over the border line of the deck on the sheer strake where the deck stringer plate is connected (see Figure 8 (a)). Rails consist of horizantally stretched ripes, chains or bars and vertical stanchions. Most of these can be removed if necessary. Bulwarks are plates ‘on which there are wash ports in order to discharge any water that may accumulate on the decks. As you can see in Figure 9, the forward deck, called the forecastle deck, extends from stem over the forecastie. This is a short superstructure situated between the bows. The space here gives additional buayancy and increases the lifting power of the vessel at the fore-end. On the forecastle deck (see Figures 13 and 14), we find the windlass, bollards, Figure 13 : Anchor windlass 31stoppers, hawspipes, anchors, hawser holes, fairleaders, chains (or chain cables), Mooring ropes as well as other necessary equipment. This area is also a manaeuvering station for the vessel at the forward part. The anchor windlass (see Figures 13) is a combination of machinery and gears able to drop (or let) and heave up the bower anchors. It is also used to veer in and pay off mooring ropes by its warping heads. Stoppers are controllers on the chain cable and the ropes. The bollards are cylindrical columns used to make the ropes fast fer mooring purposes. Hawspipes are tubes for chain cables and are constructed so as to house thé bower anchors. Closed and open chocks and fairleaders are located at necessary places in order to protect the ropes from abnormal chafing and to lead them in the required direction. P> Bubarks Guard vals " 2 Figura 18 -Bulwarks and guard rails 32LESSON 5: EXERCISES Answer the questions with sentences. 1. What are three kinds of decks aboard a vessel? . What are guards and guard rails used for? |. What is a bulwark? - What is an anchor windlass? . What is a bollard used for? oon Fill in the blanks with words from this lesson. 1. The main deck serves as a. and.. lement on a vessel. 2. There may be a bulwark just over the border line of the deck on the. _awhere the... plate is connected. 3. Bulwarks are plates on which there may be......... discharge any water that may accumulate on the decks. 4. On the forecastle deck we find the... a ssseentes chain cable: .+.+s«008 Well as other necessary equipment. 5. The forecastie is also a... if order to , chains or ..... for the vessel at the forward part.LESSON 6 The Hatches As shown in Figures 9 and 16 (a), the hatches (or hatchways) are openings in the decks, generally rectangular in shape and lead to the compartments below. Far long (lengthy) cargoes, long hatchways (see Figure 16 (b) are specially pravided on some vessels and additional longitudinal and transversal girders are set under the deck in order to minimize the loss of strength in the deck that such hatchways cause. Hatches are covered by hatch covers. In older vessels, hatch covers were wooden hatch boards that were set on the partable hatch beams. Nowadays, most vessels use steel hatch covers: either pontoons which can be lifted and put in place by the cargo rigging, or watertight sliding hatch beams and covers which are moved by means of engines. Figure 16 (a) shows the construction of hatchways and Figure 17 shows sliding hatch beams, covers, and their components. With the exception of sliding beam systems which do not need such things, locking bars, battens, wedges and watertight tarpaulins on the hatch covers are used to make them watertight. This is a vital concer both for good seamanship and for the seaworthiness of the vessel. There are other openings into the cargo spaces from the decks such as tonnage wells (openings) for open or closed shelter deckers. In addition, there are smaller hatchways called manholes. These lead to lower compartments just large enough for one man and allow easy access to the hold without the necessity of opening the large hatch covers. Around the hatches are found low walls called hatch coamings (see Figure 16 (a)). These protect the compartments below deck from waves and weather conditions. These low walls are supported by brackets or stanchions and are welded to the decks. square-cornered comming FIGURE 16 (a)FIGURE 16 (b)FIGURE 17: Sliding hatch beams and covers 36LESSON 6: EXERCISES Answer the questions with sentences. 1. What are hatches and hateways?- 2. Whatis the difference between pontoons and sliding hatchbeams and covers? 3. 4. What are the differences between tonnage wells, hatches, and manholes? What types of hatchcovers are used aboard a vessel? Fill in the blanks with words from this lesson, . Hatches are covered by. Locking bars, battens...........and..... to make them watertight. an the hatch covers are used “s ..-».allow easy access to the hold without the necessity of opening the large hatch covers. Pe fotect the compartments below deck fram waves and weather conditions. Coamings are supported by... decks. oe Oran . and are welded to the In older vessels, hatch covers were wooden... 7LESSON 7 The Holds: Tweendecks and holds (see Figures 8(a) and 18) are places where different kinds of cargoes can be loaded and transported safely. One must understand these compartments very well. The officer in charge of loading must examine the cargo and stow it in a proper place where it will neither be damaged by nor cause damage to other cargoes. An additional egnsideration in stowing cargo in the holds is that it must be able to be discharged at its destination without the need for shifting any other cargo - an operation that costs both time and money nowadays. Ventilation (see Figure 19) in the holds is a very important consideration. Most cargoes reguire proper ventilation. Without it, certain types of cargo may create a dangerous situation that can result in the loss of property or even a ship and her crew, Ventilation may be carried out through the cowls on the deck or by fans. driven by the engines or by seperate motors. The holds of a vessel must be prepared to Protect cargoes without damage during transportation. Controlling the temperature and humidity as well as pumping water from the bilges that results from condensation or leakage are very important operations. Leakage and water condensing on the inner face of the shall platings normally goes down and accumulates in the bilges (see Figures 18 and 20). These are waterways at the comers of the holds or compartments. These waterways have bilge wells or strum boxes (see Figure 20). Accumulated water is pumped out by the bilge pump in the engine room. This operation is vital and the failure of this system to function or perform its work satisfactorily can endanger both cargo and vessel. For this reason, the taking of soundings through sounding pipes throughout the vessel is an essential daily routine The personnel in charge must ensure that this operation has been carried out. Any abnormal change in the bilge water levels should be reported immediately to senior officers. The utmost care and attention must be given to cooperation between deck and engine personnel in the matter of controlling the water in the bilges. As we explained in previous lessons, the holds are enclosed by the permanent ceiling on the tank top at the battom, by the frames and shell platings at the sides, and by the beams and deck platings at the top (see Figure 8(a)). The top of the floors in the hold are covered by bottom boards or plankings; alsa called ceilings (see Figures 12 and 18). These thick plankings are very important and should be checked frequently since they protect the cargoes which are to be stowed on them and also protect the inner platings of the double bottom tanks. The sides of the holds are protected by spar ceilings also called cargo battens (see Figure 18). These are hung on the frames by the cargo bracket cleats (batten cleats), They protect the cargo from damage caused by condensation. They are easily removable and can be changed if damage should occur, The cleaning of the holds is a very important matter that can affect the cargo loaded. Heavy claims against the shipowners my rasult if the cargo spaces are not properly cleaned, Under no circumstances should abnormal, strange odors or vermin not be allowed in the holds. Surveyors frequently inspect the empty cargo 38holds or tanks and if they find them unsuitable for the loading of cargo, they can refuse to give permission to start loading. This can result in heavy financial lasses for the vessel or claims against her. Generally speaking, the holds of a vessel must in every way be ready for both the loading and discharging operations. This is an essential condition of carriage contracts. i ft bracket 8 frame cleat \ / Pees &Ne é 3) tank spor ceiling top PE hd limber, boards 2 bilges’ permanent ceiling Figure 18 : Section of a hold with tweandeck and showing spar ceiling FIGURE 49 : Ventilation in a hold 39Figure 19: Various types of ventilation in a hold. 40be PIPE LINES.u++ — SUCTIONS.» VALVE CHESTS @ FIGURE 20 : Bilge and tank suction SUCTION PIPE,LESSON 7: EXERCISES Answer the questions with sentences. 1. What is a hold? 2. What surrounds the holds? 3. How is accumulated water discharged from the ship? 4. Why is sounding important? 5. Why must the holds be kept clean? Fill in the blanks with word from the lesson. 1, Cargo in the hold must be able to be discharged at its destination without the need for............. any other cargo. -may be carried out through.. driven by then engines or by separate motors. 2 on the deck or by fans. 3. Any abnormal change in the bilge water levels should be reported immediately to... se also called...... 4, The sides of the holds are protected by.................. 5. frequently inspect the empty cargo holds or tanks. 42 area gear ()) funn hate! ‘nook boon deri vcarg othel Guy: Figui two. They and: hune cran one mod are | cari is we hook derti toth boar stan allov in cc ever carti appr char valic ord timeLESSON 8: Cargo Gear In general, the term cargo gear applies to all gear and machinery located in the area of the cargo hatches and used for purposes of loading and discharging. Cargo gear includes derricks, (see figure 22 (a), (b), (c)) winches (see Figures 21 (a) and (b)) as well as their fittings: topping lifts, heel and head blocks, guys and cargo runners. As shown in Figures 22(a) and 22 (b) one or two derricks are combined for one hatch. If two derricks (or called boom) are arranged for one hatchway (or for one hook) the arrangement is called union purchase or married fall (figure 22 a). if one boom is arranged for one hatchway as shown in figure 22 (b) it is called swinging derrick. In union purchase system, wires from two booms are connected to a single cargo hook. One of the booms-calied the hatch boom - is fixed on the hatch, and the other one-called the shore boom or yard boom - is fixed to the pier or to the seaside. Guys are used to swing and fasten the booms to the required position. As shown in Figure 23, some modern cargo vessels have only one boom for each hatch and not two. These are called topping and slewing derricks, mast cranes, or derrick cranes. They are operated by swinging and topping winches. Some vessels possess heavy duty booms in order to handle very heavy cargoes. Such booms are specially built and work like a swinging derrick. Some of them can handle heavy loads of about five hundred tons, (See Figure 22 (d) ). Some modem cargo vessels also have deck cranes (see Figure 22 (¢)) which operate more efficiently in that they serve not just ‘one hatch, but two: one forward and the other aft of the crane. In addition, some modem bulker and container vessels (see Figure 10) have no cargo gear at all and are called "gearless". The loading and unloading operations of these vessels are carried out by shore facilities. Cargo winches may be driven by steam, electricity or hydraulic power. Cargo wire is wound on the drum of the winch and through the heel and head blocks to the cargo hook. This affects the loading and discharging operations. Except for deck cranes, derricks and swinging derricks are connected with topping litts and gooseneck boxes to the masts or king posts. These make up the main part of the cargo gear. On every boom we can see letters and numbers such as “S.W.L..." etc. This abbreviation stands for “Safety Working Load...(tons)" and it shows the maxsimum lifting load allowed by authorities for safety purposes. Safety is a very important consideration in connection with cargo gear. Classification societies and authorities check and test every item of the cargo gear at regular intervals and issue a certificate. This cartificata is a very important document and must be shown cn demand to the appropriate authorities. During loading and discharging operations, personnel in charge must pay close attention the values posted on the booms and to the dates of validity on the documents. If they do not, authorities may refuse to allow the loading or discharging operations and this can cost the shipowner considerable money and time. All hands responsible for cargo gear must give careful attention to every ‘component of the cargo gear at all times. Their lives may be in danger if they do not. 43yey ml FIGURE 22 (a): Union purchase © FIGURE 22 (b) : Swinging derrick 44FIGURE 22 (c} : Deck cranes FIGURE 22 (d) : Heavy boom (note the two topping lifts and two hooks) FIGURE 23 : Topping and slewing derrick 45LESSON 8: EXERCISES Answer the questions with sentences. 1, What is cargo gear for? 2. What is union purchase or married fall? 3. What does "S.W.L.” mean and why is it important? 4 . Whats the difference between a swinging derricks, union purchase and topping, and a slewing derrick? Fill in the blanks with words from this lesson. 1. Cargo gear includes derricks... ings:, and... 2. One of the booms-called the.. one-called the... sac OF seaside. as well as their guys and, is fixed on the hatch, and the other ..... operate more efficiently in that they serve not just one hatch, but two. 4, Some modem..... ind. 5. Vessel without cargo gear is called * essals have no cargo gear at all. 6. Loading and alee operations for gearless vessels are carried out by... a 46LESSON 9 The Navigating Bridge The bridge or navigating bridge (see Figure 24(a)) is generally situated amidship extending from one side of the vessel to the other. However it may be located aft or forward on a vessel. It is always sufficiently raised to enable the officers to carry out their work properly. The bridge consists of the wheel-house the chart room, and the tadio room. On the top of the wheel house are found the standard compass, the radar scanner, the Christmas Tree, and the signal halyards connected to the triatic stay. As shown in Figure 24(d), there is sometimes a strong antenna mast above the wheel house that carries radar scanners, the loop aerial of the radio direction finder, the V.H.F. or radio telephony antennas, the navigation lights, and the signal halyards. In any case, the navigating bridge is the brains of the vessel and the wheel is steered from this conning station, Nowadays, navigating bridges are equipped with modem equipment such as electronic and/or hydraulic steering wheels, magnetic and gyro compasses, radars of various types (see Figure 24 (b)}, radio direction finders, radia telephony, electronic sounding and log devices, course recorders, Decca navigators (see Figure 24 (e)), auto pilots, rp.m. indicators (see Figure 24 (c)), clear view screens, fire detecting and fighting systems, watertight doors controls, engine room telegraphs (see Figure 24(1), navigation lights switches and their controls, communication systems , alarm sytems, and so on. Modern masters and watch officers are very comfortable while carrying out their watch duty or jobs as compared to the old days. Today, if they wish they can fix their positions at sea from shore stations or from satellites in a moment. During the days of sailing vessels, a wheel, a magnetic compass and a very primitive type of sextant were all that was available on the bridge to assist the watch personne! in finding their position, Since sailing vessels depended on the wind for their power, their courses were considerably affected by both wind and current. Today's navigation bridges are in effect connected to shore stations, the positions of which are fixed on navigation charts. Transmitting radio beacons, Loran, Shoran or Decca chains, satellites, radar reflectors, radio telephony and reliable modern charts assist in every way the officers on watch in order to ensure safe navigation. All events taking place aboard a vessel must be recorded in log books. There are several kinds of log book in use today: the Official Log Book, the Ship's Log Book, the Engine Room Log Book, and the Scrap Log Book. The Official Log Book is carried on all U.S. vessels of 75 tons burden or more in accordance with U.S. statutes. This must be kept personally by the Master and concerns the crew, Passengers, and other all events. It is signed by both the Master and the Mate. The Ship's Log Book is also called Ship's Log or Mate's Log. In addition ta routine details of the voyage, entries are made in this log canceming any loss or damage to the ship or cargo of any related events. The Scrap Log Baok is a draft log book and is kept by the mates during their watches. Any event taking place must be recorded into this log. This information may later be recorded into the Ship's Log Book by the Watch Officer, the Chief Mate or the Captain. The events in the engine room are recorded into log book of the engine department. 47FIGURE 24 (b) ; Radar FIGURE 24 (0) ‘p.m indicator FIGURE 24 (e) : Decca navigator FIGURE 24 (f) : Engine telegraphLESSON 9 : EXERCISES Answer the questions with sentences. . What is the navigating bridge? Where is the navigating bridge located? |. What does the navigating bridge consist of? . Whe is responsible for the official lag book? . Who is responsible for the scrap lag book? Fill In the blanks with words from this lesson. 1. The seinen bridge is the brains of the vessel and the wheel is.. the... 2. Modern masters an thi open = from are very comfortable while carrying out _..01 jobs as compared to the old days, 3. They can fix their positions at sea from. from... wes i @ moment. B All events taking place aboard a vessel must be vin. oe a Information may later be recorded into the . .. by the Watch Officer, the .. . oF the Captain 4gLESSON 10 Accommodations Every ship has accommodations of some kind for her personnel. As a rule, these are contained in a superstructure over the main deck and housing amidship as shown in Figure 9, but they may be located elsewhere on the vessel. In Figure 9, just under the bridge there are cabins and saloons for the Senior and junior officers. As shown in Figures 25(a) and (b), the chief officer and chief engineer have large private bedrooms and dayrooms. In the bedroom it is usual to have a bathroom and lavatory. The dayroom serves as an office and/or a sitting room. Here, the chief officer or chief engineer can carry out his daily routine. They may also receive guests, agents, shippers and stevedores here. In large vessels, the senior and junior officers may also have a private single-bed cabin and a bathroom. Nowadays, in order to attract seamen to merchant vessels, cabins and saloons are comfortably constructed and handsomely decorated. Large dining rooms, smoke rooms, bars and libraries are available aboard mast large merchant vessels these days. Cabins for the crew are also built comfortably on such vessels. It is common in giant tankers for example, to have single bed cabins with private bathrooms and a common ‘swimming pool for all hands. In small ships of course, cabins, dining saloons and smoke rooms are smaller than those on large vessels because there is less space. Galleys, panties, and laundries are considered a must for any vessel today. As you can see in Figure 9, there are decks in this section of the vessel. Their Purpose is to provide the necessary height for the bridge and to accommodate the personnel comfortably. Along the sides of these decks are located lifeboats. We will discuss these in more detail in the following lessons.BOAT DECK FIGURE 25 (a) : Accommodations StPOOP DECK FIGURE 25 (b) : AccommodationsLESSON 10: EXERCISES Answer the questions with sentences. 1, Where are accommodations generally located? 2. How do accommodations differ on large and small vessels? 3. What kind of accommodations would you like? Why? 4, » Why are the accommodations on merchant vessels made comfortable nowadays? 5. What are the accommodations for crew like on some giant tankers? Fill in the blanks with words from this lesson. 1. Accommodations are contained in a......................0ver the main deck and. -amidship. 2. The captain and... have large private bedrooms and dayrooms. 3. at are considered a must for any vessel today. 4. The captain or chief engineer may receive guest, agents, ANG. encnee in their dayrooms. 5. Just under the bridge there are cabins and... officers. . for the senior and junior §3LESSON 11 The Engine Room The engine room, or in other words, the machinery space is generally located amidship as shown in Figure 9. It may also be located in the after part of the vessel where the main propulsion machinery operates. This is the main engine and may be one of several types nowadays. At present, mostly diesel engines and steam or gas turbines with high horse power are popular means of ship propulsion. Reciprocating steam engines are very rare now. Diesel engines of up to 50.000 B.H.P. and turbines of up to 100.000 S.H.P. are in use in merchant vessels and warships. Most merchant vessels these days use diesel engines for economic reasons-and also because the space required for such engines is less than that needed by turbines or reciprocating steam engines. As you should know, steam engines also need boilers in order to generate and supply steam to the steam turbine or reciprocating steam engine, Such boilers are very complicated elements and need a great deal of space themselves as well as the utmost attention. Thus shipowners prefer diesel engines to steam engines nowadays, Figure 26 shows a small diesel engine and its component parts. @Qturechager © Connecting rod D Water pump © injection pimp © cylinder linor Damper @ Lub oi pump ® camshah © Governor Crankshak © Air cooler © Granscase © Piston © Main bearing @ Exhaust valvo FIGURE 26 : A small diesel engine 54All main engines of whatever kind need auxiliary machinery, generally called simply “auxiliaries". These assist the operation of the propelling plant and included among them are auxiliary diesel and steam engines and generators, feed pumps, ash ejectors, fan engines, distillers, evaporators, oil pumps, feed heaters, and so on. Naturally, there are also many other machines, motors and other equipment in the engine room. For example, the power and refrigerating plants are important installations in large or specially designed vessels and need special care. As you should know, the primary function of the main engine is to drive the screw propeller. In order to carry out this function, there is a reduction gear. This is an arrangement for reducing the revolution of the main engine in order to drive the propeller. After reduction, a shafting arrangement (see Figure 27) connects the main engine to the screw propeller. The shatting consists of the main shaft, thrust shaft intermediate shaft or line shafting, stern tube shaft and propeller shat or tail shaft section. You should have noticed the expression "stem tube". This refers to a tube between the screw propeller and propeller shaft. The stern tube shaft passes ‘through this and it contains a special oil thus ensuring a water gland. Sections of the shafting are carried by bearings and are secured to each other by couplings. These are usually flanged. Plummer blocks are bearings that support the tunnel shatting. They are also called line shaft bearings, pillow blocks, spring bearings and tunnel shaft bearings. The shatt tunnel or shaft alley is a closed and watertight passage extending from the engine room to the stern tube and provide access to any part of the line shatting and its bearings. |t also serves as an escape hatchway from the engine room in case of an emergency. When the engine room is located amidship as in Figure 9, the shaft tunnel results in a considerable reduction in the carrying capacity of the after holds. For this reason, as well as due to the problems caused by long shatting, the engine roam is shifted from amidship to the aft in. some vessels. The engine room is also the canter of a vessel's pumping, power distribution, fire fighting, sanitary, heating and cooling services. FIGURE 27 : Shafting arrangement, bearings and shaft alley 55As we indicated in Lesson 7, the level of bilge water is checked by the engine room. In addition, the ballast water and sanitary system are under the control of the engine room. The distibution box - also called the valve chest or manifold is fitted with a number of pipes connected to pumps and to tanks or compartments. These can be filled or evacuated as necessary and there are several pumps in the engine room for this purpose. In tankers there is a separate pump room located in a special part of the vessel. They contain high capacity cargo pumps that can carry out the discharging operations in the shortest possible time. There are a number of small tanks located in the engine room. These are the Settling, Service, and luboil tanks. Their purpose is to make the fuel and lubricating oils suitable for use by the engines and boilers. in addition, general heating, cooling, and ventilating services are provided by the engine room. For these purposes there are a number of pumps or fans that work through systems all over the vessel to Circulate hot, cold, of fresh air into the living and working quarters as well as into the cargo spaces as required. 56LESSON 11: EXERCISES Answer the question with sentences. 1. . What does the shatting arrangement consist of? }. What are auxiliaries and what are they for? orep Why are diesel engines used most commonly nowadays? |. How is the screw propeller driven from the engine room? |. What are some functions besides propulsion that the angine room provides? Fill In the blanks with words from this lesson. steam engines are very rare nowadays. . Steam engines need... esse OFDEE TO. ..ececsenses-eeeN SUPPly Steam. . The primary function the main engine is to drive the.. . The. vo shaft passes through the stern tube and contains a special oll thus EnSUTINg B..eecccsccece nnseeneenesansemsesene The... «iS a closed watertight passage that serves as an. from the engine room in case of an. s7LESSON 12 The After Part As shown in Figure 9, the after part of a vessel contains derricks, the aftmast (main mast), two tweendecks, two holds, peak tanks, a rudder, and a screw propeller. As we have explained, these parts are similar to those in the forepart of the vessel except for the after peaks, rudder and screw propeller. In Figure 9, two peak tanks are shown: the after peak and the lower peak. Some vessels also contain an upper peak. One, two or all three of these tanks may be used to carry drinking, fresh or ballast water. The aft peak tanks are separated from the adjacent hold by a watertight bulkhead, The far end of the after part, called the poop may be used for crew accommodation or for stores. Below this, there is a steering gear compartment. When the helmsman in the wheelhouse turns the wheel, the streering gear starts working since the wheel and steering gear are connected to each other by a hydraulic and/or an electrical system. in small craft this connection may have mechanical gears instead. The steering gear contains the following components: 1, The tiller or quadrant fixed on the rudderhead. 2, The engine or handwheel giving necessary power to move the tiller. 3. The controlling of transmission gear for the engine. Depending on the vessel, the steering engine's connections to the bridge may operate by steam, electric, or hydraulic power, Below the steering gear compartment, we find the rudder and screw propeller in the aperture of the stern frame (see Figura 28). These components - the rudder and screw propeller - are two very important and delicate parts of a vessel. Everybody aboard must give strict attention and care to them because they are as valuable as the vessel's main engines and navigation equipments. It any harm should happen to them or any defect arise, the ship will be unable to navigate or steer properly. This Will result in the loss of contro! of the vessel and in the need for assistance that can cost both money and time ‘The screw propeller is connected to the tail shaft as explained in Lesson 11. The propeller is a propulsive device having specially made blades varying from two to four in number. Cast iron, cast steel, gun metal and various bronzes are used in the construction of screw propeller. The best - known propeliers are made of manganese, bronze or stainless steel. Recently, controllable or adjustable pitch Propellers have come into use in both small and large vessels. In this type of propeller (see Figure 30), the angles of the blades can be changed under the control of the bridge in order to move the vessel headway or sternway as desired. ‘There are seme wamings about the propeller (s) on the quarters platings of a vessel. These warns anyone nearby about the propeller and may read as follows: 58FIGURE 28 ; Cast stern frames | S et a) UNBALANCED, (&) BALANCED, (2) BALANCED, SEveRat! PINTLES TWO PINTLES UPPER BEARING IN HULL & BALANCED | f SEMI BALANCED FIGURE 29 : Various rudders a HO 59FIGURE 30 : Controllable pitch propeller“Beware of propeller” “Beware of twin propeller” “Keep (Stand) clear off propellers” ‘These warnings are for both by - passers and the propeller itself. Twin propellers are especially dangerous because they are located off the fore - and - aft - middle line of the aperture. As an additional precaution, you may often see propeller indications on the port and starboard quarters hanging by a lanyard from the deck to sea level. These warnings may consist either of two red lights near sea level at night or a propeller board with the ward “propeller” painted on it. Such warnings indicate the positions of propellers to other harbour crafts. During maneuvering the commanding officer or officer on duty on the poop must be very careful when sending or taking in the mooring ropes whever the propellers have been working, since the propeller connected to a turbine engine continues to turn even when the bridge has rung to stop the engine. Fouling of rope on the propeller can be expensive to undo and this situation may delay the ship, as well as damage the propeller, rope guard or screw shaft One or two casptans (Figure 31) or a warping winch are mounted on the poop deck in order to carry out rope maneuverings. As shown in Figure 21 (c), the capstan is a vertical winch, while the warping winch is a horizantal winch similar to a windlass but without cable holders. FIGURE 31 : Capstan Cy)LESSON 12: EXERCISES Answer the questions with sentences. 1. What are the components of the steering gear? 2. What are the warnings about the propeller and where are they located? 3. What is a capstan used for? 4. What is a rudder? 5. In what ways are the after part and the forepart of a vessel different? Fill In the blanks with words from this lesson. 1. The far end of the after part, called the... ..May be used for... $s srerepecsene oF 2. The peak tanks may be used to carry fresh or. 3. The propeller is a... iron, cast.. screw propellers. 4. The angles of the blades of an adjustable............ propeller can be changed under the control of the bridge in order to move the vessel as desired. and various bronzes are used in the construction to 5. During... on the ‘poop must be very careful when sendir 9 or taking in in 1 the ropes whenever the propellers have been working. 62PART II SAFETY AT SEA LESSON 13 Personal Safety Far centuries, working at sea has been considered a dangerous adventure. Even today, Acts of God, numerous storms, shoals, banks, rocks and other dangers such as fog and collisions, perils and other unexpected events still exsist. Scientists, seamen, and engineers continue to search for better methods and systems to minimize the consequences of such sters. Larger and stronger vessels have been built. They have been equipped with various electronic systems bath on board and ashore. All this has been done to make voyages safer than they were in the old days. Still, no one can claim that accidents at sea have been prevented or that voyages aré now absolutely safe. Everybody should remember that whether at sea Of on land there are still many dangers awaiting us. These dangers are aven greater if we consider that men must command vessels and that modem cargoes are increasingly more dangerous. For these reasons, all hands must first of all know how to act and work aboard a vessel in order to ensure their own personal safety, in other words, someone who has been assigned ta work aboard a vessel, must first know how to climb a ladder or walk on the decks. Caling on board or embarkation may be done through a ganaway, an accommodation ladder or a pilot ladder (See figure 32) A gangway is a narrow, portable platform used as a passage by persons entering or leaving a vessel that has been moored alongside a quay or pier. An accommodation ladder has a series of sloping steps and may be made af woad or aluminum alloy. It is generally used for embarkation and disembarkation, Both gangways and accommodation ladders have hand rails for the safety of persons entering or leaving the ship, Sometimes workers tequest additional security under the gangways, even though there may be strong rails with stanchions at either side. Such a safety device is a net called “save all" and is set up below the gangway or accommodation ladder. Itis important for the officer of the watch to keep an eye on the saa level because this affects the positions of the ladders. 63Gangway Accommodation Ladder Pilot Ladder Figure 32 : Various Ladders Bulwark ladder As a rule when you enter or leave a ship you should first check the strength of the ladder and then walk carefully along or climb up it. You must bear in mind that many traps are scattered all over a ship. For this reason, whether descending into holds, working in the engine room, handling cargo gear or ropes, supervising loading, stowing or discharging cargoes, every step you take aboard a vessel must be taken with strict care and attention. You should never forget that if you are careless or sleepy while working or walking you may encounter an accident. A person entering vessel will notice several “life” words all over the ship. Among these are “lifeboat”, ‘lifeboat station’, “life belts”, and "life buoys". These words mean that the people aboard the vessel are in danger and precautions and measures have been taken in order to save their lives. Don't let this frighten the reader into thinking that life aboard a vessel is more dangerous than life ashore. Indeed, we dare say that sometimes life aboard ship is safer than life ashore if you know and apply the following rules: . Know your job and your ship very well. . Know how to use equipment in an emergency. . Know how to use the life saving apparatus and perform their drills regularly Cheek life - saving apparatus regularly to see whether it is available and in good condition. Provide any equipment that is defective. . Read and apply IMO (IMCOQ) Regulations and publications and Master's standing orders. Pepe oa 64LESSON 13: EXERCISES Answer the questions with sentences. 1. What dangers exist at sea? 2. What are the “life words” aboard a ship? 3. What are the five rules of safety aboard a ship? 4. How are gangways and accommodation ladders different? Fill in the blanks with words from this lesson. 1. Scientists, seamen, and engineers continue to search for better methods to minimize the consequences of... 2. Calling on board of....cu..may be done through a... sec cnenne ee AIOE OF one elas 3. Asafety net called a“. * is sometimes set up below a gangway. 4. Gangways and accommodation ladders have...... of person entering or leaving the ship. 5. It is important for the officer of the watch to keep an eye on the. s because this affects the positions of the... 8. Ladders of various types are generally used for embarkation and... _ Jor the safetyLESSON 14 Life - Saving Apparatus Aship contains many different kinds of devices, equipments and other means to save the lives of those aboard. Liteboats, life jackets, life buoys, life rafts (see Figure 33) and inflatable life rafts (see Figure 34) are the most common and best known means of saving lives during an emergency. Every man working at sea must be aware that these equipments need good care and attention. When boarding a vessel whether as an employee or a passenger you will see several notices or cautions (warnings) written on the walls of the superstructures and cabins. These show you the positions of the life-saving apparatus and give instructions on how to use it. These instructions-are very important and will save your life if you become well acquainted with them before an emergency arises. If you do not, then the equipment they describe may not be useful to you when your life is in danger. Let's take a lock at each item one ata time. Liteboats are built of wood, metal, or fiberglass (fibreglass). Thay are specially designed and equipped for life - saving purposes. Lifeboats may be propelled either by an engine or by oars depending both on their capacity and on international regulations . Lifeboats have buoyancy tanks fitted inside in order to increase their buoyancy. The capacity of these tanks are calculated so as to keep the boat afloat even if she is loaded with a full complement of people and even if she is full of water, There are gtab lines outside the boat. These serve as life lines for People in the water who can take hold of them. Metal lifeboats are built by welding, As shown in Figures 35 (a), (b), and (c) wooden lifeboats are built in several differant ways: a) Carvel planking b) Clincher planking ¢) Diagonal planking FIGURE 33 : Life-saving apparatus 68FIGURE 34 ; An inflatable lite raft,hee RE i) VAP i) S beast ee soe bat Rubper (© piasonal BuILT FIGURE 35: Wooden life boats Carvel planking is a system of planking that is flush. That is, the seams and butts meet each other edge - to - edge and make a smooth surface instead of overlapping as in the clinker system (see Figure 35 (a)). In the clinker (or clincher) planking system, the lower edge of each strake overlaps the upper edge of the next strake below it (see Figure 35 (b)). In the diagonal planking system there is a double skins system. The inner skin is laid at an angle and the outer is laid longitudinally as in carvel planking. There is canvas or cotton fabric between them. Boats with this type of planking are very strong and have elastic strength (see Figure 35 (c)). ‘To prevent any movement of the boats while they are in the chacks, they are fitted with gripes as shown in Figure 36. In addition, it will be useful to become acquainted with the parts of a lifeboat. As you can see from Figure 35, lifeboats have parts and names similar ta those of other vessels:‘SENMOUSE 5. ASHING FIGURE 36 : Gripe gear In addition, it will be useful to become acquainted with the parts of a lifeboat. As you can see from Figure 35, lifeboats have parts and names similar to those of other vessels: The keel is the backbone and the ribs - also called timbers - are like a frame. These are covered by wood or metal plankings. Thwarts are the places where rowers sit and also are elements like beams providing additional strength. Side benches are provided, The stern and stem are the ends of a lifeboat and the rudder is hinged on the stern post by a gudgeon and pintles. A tiller or yoke is fastened to the head of the rudder. Buoyancy tanks are placed under the side benches and thwarts. Propelled lifeboats have an engine but also may include sails and a portable mast in case of machine failure. According to international rules and regulations, the following equipement must be present in a lifeboat (see Figure 37). 69FIGURE 37 | Life-boat equipment 1. Oar 2. Boat hook &. Crutch 4. Steering crutch 5. Plug 6. Baller 7, Bucket 8, Hatehet 9. Lamp 10. Lamp ail can 14. Matches in watertight container 42. Compass 13. Sea ancher 14, Oil vessel 15. Oil bag 18. Food rations 17. Fresh water 18. Dipper 19 Drinking vessel 20. First aid kit 24. Jack - knife fitted with tin opener 22, Heaving line 23, Daylight signalling mirror 24, Manual pump 25, Whistle 28. Fishing tackle 27. Ladder 28. Parachute signal 29. Red hand flare 30. Buoyant smoke signal 31. Waterproof electric torch 32. Hand - flags 33. Portable radio apparatus 34. Boat anchor 35. Anchor rope 36. Jacob's ladder 8FIGURE 38 (a) : Boat davit styles Davits (see Figures 88 (a) and (b)) are derricks of variaus types used for hoisting and lowering lifeboats. Modern vessels generally have gravity type davits. These allow lifeboats to be lowered very easily once the boat brakes or gripe gear (soo Figure 36) have been freed. Other types of davit include quadrant davits, juffing or radial davits and round bar davits (see Figure 38 (b)). Falls are used as lowering and hoisting tackles. Life belts (see Figure 33) - also called life jackets, life waists of life preservers are extremely important pieces for life - saving equipment and every seaman should know how to use them. A number of cautions, instructions and illustrations can be found for these life - saving devices. Life jackets may be made of cork, kapok of nowadays styrepor. SOLAS Rules stipulates that "the buoyancy of the life-jacket required to provide the foregoing performance shall not be reduced by more than 5 per cent after 24 hours’ submergence in fresh water. Every man on board a vassel Must be acquainted with these devices, should pertorm numerous drills ta learn how to use them and should check the condition of the life preservers to ensure that they are sound. nnBOAT DAVIT STYLES 72LESSON 14: EXERCISES Answer the questions with sentences, 1. What devices and equipment are on board a ship to save lives? . What are the different types of lifeboat construction? |. When should you read the instructions on safety equipment? . What are buoyancy tanks in a lifeboat? How is their size determined? . What are davits and what are they for? Fill in the blanks with words from this lesson. 1 Life jackets may be made Of... soy 2. Every man on board a vessel should perform... to use..........equipment in an. open OT nowadays... in order to know how 3. There are... people in the water who can take outside the lifeboat. They serve as life... ‘of them, for 4. To prevent any..... .of lifeboats while they are in the..... they are fitted with are places where..............sit and are also elements like beams providing additional strength 73LESSON 15 Seaworthiness A vessel must be seaworthy in every respect in order to carry out her functions properly. As you have seen, there are many kinds of duties and sailing areas for vessels at sea and inland waters. The types of vessels and their functions were explained in Lesson 1 and you can easily see the navigable areas on a world map. ‘The apen seas, oceans, and the Arctic and Antarctic regions are the harshest sailing areas and only the most strongly built and best - outfitted vessels should sail and trade here. Cargoes can have considerable effect on seaworthiness. A vessel must be properly Guitfitted for the cargo intended to be loaded. In other words, not all vessels are appropriate for every type of cargo. It is for this reason that special types of vessels afe built to fulfil different transportation requirements. Dry cargo vessels, Passenger ships, trawlers, tankers, ore carriers, fruit carriers, etc. are the most common types. Even tankers are built specially to carry different liquid cargoes. Carriers of petroleum products, wine, liquid chemicals, fruit juices, and L.P.G. (liquified petroleum gas) are among the specialized types of tankers, Vessels intended for navigation in Arctic areas or the adjacent waters must be built _more strongly than ordinary vessels in order to withstand ice and icing conditions. Their bows and forefeet are reinforced and specially ‘shaped in order to break ice thus enabling the ship to proceed and-keep her from becoming icebound. Having made this introduction we can describe seaworthiness more exactly. According to rules laid down by authorities, vessels must be built sufficiently well and satisfactorily both in respect to materials and type of construction. They must be well-equipped, manned, supplied and outfitted for the trade or service they are to be operated in. In addition, the following factors enter into the determination of seaWorthiness: Proper loading, proper stowage, correct relation in stowage of areels of mixed cargo, ventilation, dunnaging, precautions against shifting of hold cargo and deck cargo, consumption of the bunker and water, and distribution of these things throughout the vessel. As explained above, you cannot simply build a vessel any way you wish. Before commencing a ship’s construction, her plans must be approved by an official autharity or an authorized classification society. Such classifications, societies are a very important part of the shipping business. They are neutral international institutions and are accepted and considered legal by almost all contries. If you wish, you may choose one of these societies and request them to check and classify your ship and ta issue the necessary certificates. This request may be made either before beginning construction or at any time while your vessel is in service. The society (or authority) examines and/or checks the plans before construction, or the entire vessel if she is completed or already in service. Separate certificates for the hull, machinery, riggings, radio, safely and other equipments are issued in accordance with the society's own rules if the items are found to be fit. These certificates are internationally recognized provided they are issued by one of the following well - known classification societies: 74American Bureau of Shippings (A.B.S.) Bureau Veritas (B.V.) Germanisher Lioyd (G.L.) Lloyds Register of Shippings (L.R.) Norske Veritas (N.V,) and others. Of course, it is not an obligation for a shipowner to apply to a classification soci- ety or to obtain certificates for his ship from them. He may choose to apply to the authorities of his own country and obtain the necessary certificates from them. These are also internationally recognized but no sufficient clear the problems. In the case of an international shipping business however, the certificates issued by a well - known Classification society are accepted and recognized by all the nations of the world, In any case it sholud be clear that the first and main rule of seaworthiness is to have the necessary certificates from a well - known classification society or from the authorities of the vessel's port of registration. Whenever an accident or damage occurs to a ship, her class may be affected. In Order to clarify the situation it is a rule that after an accident, the master or shipowners ofa vessel must immediately apply to the authorities or if she is classed, to the appropriate classification society. If the classification surveyor finds the accident serious enough he may cancel the classification certificates or issue a temporary ane called an Interim Certificate. This enables the vessel to proceed to a major repair port from the temporary port of repair where she lies. The second rule of seaworthiness is to equip, man, and supply the vessel as necessary for the voyage and in accordance with international conventions and/or regulatians. If your vessel has the necessary certificates from a classification society or from port authorities, she is generally seaworthy, but if she not manned or supplied Sufficiently-that is, if she does not have sufficient fuel, water, provisions for the crew, of is not outfitted properly for the cargo to ba transported or is not manned adequately - we cannot say that the vessel is seaworthy for the intended voyage. lt is clear that seaworthiness is a very important matter for both the shipowner and the crew of a vessel. Every person connected with the shipping business must give great attention to this fact. Lack of attention can result in considerable liability to the shipowners as well as to the master. Gavernment authorities, charterers, classification surveyors, cargo owners, stevedores, syndicates, underwriters and even the crew are interested with a vessel's seaworthiness. In the case of accident and loss and it is established that a vessel is not seaworthy, heavy claims against the shipowner and master may result, including those by third parties, Thus both the shipowner and the master of a ship must take care to ensure that the vessel Is always in seaworthy condition as defined by the regulations, rules and laws in this international business, 75LESSON 15: EXERCISES Answer the questions with sentences, |. What is meant by “seaworthiness"? . What factors affect seaworthiness? |. What are the names of the best - known classification societies? }. What are classification societies? oPFeps . What can happen to a ship's classification after an accident? What must be done about this? Fill in the blanks with words from this lesson. 1. The... seas, oceans, and.. harshest : ‘sailing areas of the world. and. regions are the y . Vessels operating in Arctic areas must be built more strongly than ordinary VeSSEIS IA OFUEF tO... rseeendO@ and conditions. » Manned and outfitted for the » |. Vessels must be.... trade or service they are to be operated i 4. Every person connected with the...... attention to seaworthiness, Must give great 5. If a vessel does not have sufficient fuel, water. for the crew, or is not outfitted properly for the cargo to be transported of is not... we cannot say that she is seaworthy for the intended voyage. 76LESSON 16 ‘Seafarers And The LM.O. ‘Shipping - the vital link in international trade - has shown rapid progress in the last two decades. Bigger tonnages and sophistication have been the key elements in ‘this ever - increasing development. Just as an example, in 1983 the world merchant fleet, consisting of 76,106 vessels, reached a total cargo carrying capacity of 694.5 ‘million dwt and a total internal volume of 422.6 million grt. Bigger tonnages, which in the case of single tankers have reached slightly over half a million dwt, and in the case of bulkers, nearly half that - that is 250.000 dwt - are monuments of the world ship building industry as well evidence of the inevitable one way trend towards lower shipping costs, As one may be aware, this on-going progress makes it necessary for the industry to take certain measures at the international lavel. The example af IMCO shows clearly the need for such international cooperation. As an inter - governmental maritime organization IMCO changed its name from IMCO (Inter-Governmental Maritime Consultative Organization) to IMO (International Maritime Organization) on 22 May 1982, following the entry into force of the 1975 amendments to the IMO Convention. These amendments without doubt reflect the fact that the IMO has widened its scope of activities far beyond its basic responsibility for maritime safety. The first objective of the IMO is to facilitate cooperation among governments in technical matters of all kinds that affect shipping. Its aim is to achieve the highest practicable standards of maritime safety and efficient navigation. it has a special responsibility for the safety of life at sea. It also provides for wide exchange among nations of information on all technical maritime subjects. Anather purpose of the IMO is to discourage discrimination as well as unfair and restrictive practices affecting ships. engaged in international trade so as to promote the availability of shipping services to maet the world's maritime transport needs. The IMO is also required to give advice to other international bodies on shipping matters. These include agencies of the United Nations. In addition it must co - ordinate its activities with those of the United Nations agencies dealing with labor insues, telecommunications, meteorology, aviation, atomic energy, and health. Other responsibilities of the organization include such matters as the prevention of the pollution of the sea by oil and also the standardization of regulations for the tonnage measurements of ships. ‘The IMO has placed emphasis on action rather than words. Thus it has switched to 2 policy of implemantation and enforcement by means of internationally binding instuments - that is. technical conventions. The IMO has so far accepted 21 conventions, 17 of which have come into force.(1984) ‘AS may be known, improved training is vital in the age of sophisticated ships Over the past few years, the IMO has placed even greater emphasis on the need for improved maritime training. The STCW 1978 Gonvention (International Conference on Standards of Training and Certification and Watchkeeping for Seafarers, 1978) is the fruitful result of this effort. (STCW ravised in 1995) Accordingly we have included at the end of this book as an appendix some important aspects of the STCW 1995 Convention related to the problems of watch- keeping for the information of our readers.LESSON 16: EXERCISES Answer the questions with sentences. 1. What two things shaw the rapid progress in the growth of shipping in recent years? . What is the reason for the ever - increasing tonnages of individual vessels? . What organization is responsible for maritime safety? |. What are the IMO's three main objectives? oh oORN . What has the IMO given even more emphasis to in the last few years? Fill in the blanks with words this lesson, 1, Just as an eqample, in 1983 the world, 76,106 vessels, reached a total cargo carrying. 2. The... has a special. 3. The IMO must..... Nations... consisting of of 422.6 million grt. Of life at sea, lies with those of the United .metearology, 4. Other..........of the organization include such matters as the. of the sea by. . and also the ... measurements of i of ot regulations 5. The IMO as switched to a policy of . internationally binding... that is, and .. 78LESSON 17 The Last Lesson: Know your job very well and be very careful Throughout the world of shipping, freight forwarders, agents, charterers, shipowners, brokers, and shippers everywhere are busy 24 hours a day exchanging cables, talexes and telephone calls in order to make the necessary arrangements for the transportation of cargo between ports. The main concer here for shipowners and/or characters is to choose suitable cargoes for their vessels in order to maximize their profits (or minimize their losses) depending an the availability of cargo, the presence of competition, and the geographical location of both the vessel and potential cargo. A shipowner has to be able to calculate all the expenses his vessel will encounter in the trade that the vessel has been outfitted for. Without doubt, the vessel must be completely suitable to carry the cargo as well as be manned and outfitted adequately. The vessel must also have the necessary documents that will be required by authorities, classification society, ITF, ILO, and insurance companies. Her operators must naver overlook international conventions and regulations. Briefly, voyage expenses can be caleulated by taking the following into consideration: 1. Fixed expenses such as maintenance, repairs, depreciation, salaries, bonuses, Interest, provisions, spare parts, docking fees, classification fees, travel expenses, office and communication expenses, Bunker, lubricating oil, and water expenses. Commission for brokers and/or agents, . Taxes, tools, and duties (on freight, etc.) Port, canal, passage, pilotage and tug expenses, . Cleaning of the holds and dunnage expenses if necessary. - Conditions of loading and/or discharging (F.LO., FLO.S, FLO.ST, L.LFO FLLO., Liner Terms, ete.). 8. Loading and discharging rates and conditions of loading and discharging ports 9. Demurtage and despatch conditions NOwe op 10, Conditions of payment for freight, atc. 11. Other general conditions, terms and clauses of a charter party (if signed) and conditions of bills of loading. After considering the items listed above, the shipowner, master, agent orfepresentative must be certain that the ship is suitable to fulfill the requirements of the proposed voyage. Ascertaining the situation of the vessel in local or international trade depends on where the vessel intends to sail. The following documents (ship's papers) must be on board the vessel and their validity must not have expired: Ship's Papers: 1 - Certificate of Registery 2- Cargo/passenger ship Safety Construction certificate 3 - Cargo/passenger ship Safety Equipment centficate 4- Cargolpassenger ship Safety Raditelegraphy (or telephony) Certificate 5 - International Load Line Certificate 6 - Seaworthiness Certificate 7 - Class certificates: a) Special survey hull b) Special Survey Machinery ¢) Annual Classification (Mandatory annual survey) 8 - Measurement certificate 9 - Cargo gear certificate 10 -Deratting exemption certificate 11 - Ship Radio License 12 - Life Ratt certificate 13 - Co2 and Fire Extinguisher certificate 14 - Cemtificate of financial responsibility 15 - Sewage Tank certificate 16 - Oily water bilge separator certificate. 17 - international oil pollution prevention certificate 18 - Suez and Panama canals tonnage cerlificates 19 - Insurance policy (hull and machinary) 20 - P and | elub policy 21 - ARPA (Automatic Radar Platting Apparatus) Certificate 22 - Double radar certificate 23 - Tavalop Certificate (tankers)24 - Grain Loading certificate 25 - Hydrostatic curves 26 - Stability bookiet In addition to the above, the authorities of some countries may require other documents relating to the fire - fighting system, clothing, breathing apparatus, etc. They may also wish to carry out inspections to see whether systems are operational or not. ‘As you can see, the shipping business is not an easy job, and it can be carried out properly only by well - trained and experienced merchant marine specialists.Nowadays, various types of standard charter party forms are used and these often contain many chartering abbre tions and additional clauses. It is necessary for an executive to be familiar with these. If he signs a booking note, contract of affreighment or charter contract without understanding the clauses, terms, conditions or applicable laws in case of disputes, it is possible that not even the ship herself will be able to compensate for the losses that can take place unless sufficient precautions have been taken against them. ‘One other very important thing for you to know is this: If you have to sign a dacument, (see appendix 2. part IV) statement of fact, time sheet, invoice, or any other kind of receipt, in order to protect both yourself and the shipowners, be sure to put one of the following remarks as appropriate: SUBJECT TO APPROVAL OF SHIPOWNERS, SIGNED UNDER PROTEST SIGNED WITHOUT PREJUDICE ERRORS AND OMMISIONS EXCEPTED (or) E.0.E. As our last lesson in is book let us repeat once more: KNOW YOUR JOB VERY WELL AND BE VERY CAREFUL BiLESSON 17: EXERCISES . How can be calculated voyage expenses? . What are F.1,O.F.1,,S.L.LF.O and liner terms? |. What is the difference between demurrage and dispatch? . What are the ten certificates that must be aboard every vessel? . What remarks should you include for your own protection if you have to sign a document? APpeps Fill In the blanks with words from this lesson. 1. Throughout the world of shipping... and. » agents, everywhere are busy 24 hours a day. 2. Bunker, and, expenses. 3. Port, canal.....a.n.e.pilotage and _Oxpenses. Sa and despatch expenses. 5. Subject to approval of, wo Signed under. OUb eee ERRORS an -excepted. 6. Know your... .very well and be very, 82GLOSSARYPART Ill Glossary LESSON 1: ‘acid tanker - asit tanker! atlantic liner - agik deniz hat gemisi auxilary cargo ship « yardimct yok gemisi auvitary vessel - yardimet gemi bucket dredger - kovali tarak gemisi bulk carrier - dokme yok gemisi by bow - kafa ile, bodoslama ile. by gun - top te by propeller - pervane ile cable layer - kablo gemisi Gar - araba argo vessel - yOk gemisi container - yakigk (kontayner) cross channel - kanal gemis| diver's boat - daigig teknes! dredger - tarak gemisi dry carga ship - kum yk gemisi ferry + araba gemisi fish process vessel - balik fabrika (Isleme} gemisi fish transporter - balik tagima gamisi fishing boat - batikgi teknesi fishing vessel - balikgt gamisi floating - yiizen floating erane - yOzen ving floating dack - yizer havuz frigorific - sogjuk amnbarts yiik gemist harbour tug - liman romorkérl) hopper deedger - ambarlh (agilabilr)tarak gemisi lee breaker - buz kiran international Flegulation for Preventing Collision at Sea 1972 - 1972 Ulustararas! Denizde Galigmay! Onieme Kuraltari. light ship - fener gemisi liner - hat germisi liquid cargo ship-- sivi yak gemisi LNG carrier - LNG tankeri - sivilaguriimig dogjal gaz tanker LPG carrier - LPG tanker! - sivilagtirieis patrol gaz! tankeri main fishing ship - ana balikg! gemisi merchant vessel - ticaret gomisi mixed carga ship - karigik yk (kirkambar) gemisi non - displacement - su dstiine kalkarak seyir yapan (©80 carriers - covher - dokme - petrol (tanker) gomileri ‘ocean going tug = agik deniz ramorkéri ‘ore carrier - cevher (maden) yiik gemisi 85Passenger - yolcu Passenger ship - yolcu gemis! petroleum tanker - petrol tankeri port 1) Iskele, sol taraf 2) Liman product carriers - kimyasal ya da petro! drunieri tagtyan tankarlor quarter - kig omuziuk roater - soGuk ambarli yOk geist resoue ship - kurtarma gemisi rigged - donatilmig Rio - Ro - Ro - Ro, Tekerlskli araglan tagiyan geri Sea going - deni, agik deniz gemisi sea plane - deniz ugagi service vessel - hizmet gemis! sheer leg - maguna special ca'go ship - dzel yk gemi sport craft - spor teknes! suction dredger - erime tarak gemisi supply vessel - ikmal gemisi train - tren transportation - tasimacilik, ulagtirma tug - romorkor vessel - tekne vine tanker « garap tanker! ‘warehouse - antrepe ‘warship = savag gemisi ‘water tanker - su tankeri yacht « yat 86LESSON 2; abeam - kemerede, kemere ytindnde, aft kig afterpart- kig taral ahead - bag amidship part - orta bliin beam - kemere bow - omuzluk broad on the baam - kemerede eck fiting - ofiverte donanim: ‘equipment - teghizat fore = and - aft line = bag - kig hatt. {ore - and - afi- midship line ~ bas - hig orta hatte tore part - bas tarat forward - on bull - tekne (giplak tekne) Inclined platings - edjinnli levhalar machinery - makine mast - dirak port - iskele: quarter - kig omuzluk relative direction - oransal (nisbi) yan rigging - donanim ‘sail - yelken side - borda starboard - sancak, saQ tarat stam - bag bodoslama stern - kig bodesiama yard - seren a7LESSON 3: ballast - safra bar keel - lama omurga bottom = dip (karina) bottom platings - karina levhalan ceiling - ig kaplama (farg tahtalan) double bottom tank - gift dip tank: drop kael - salma omurga duct keel - kutu omurga toor + dogek frame - posta fresh water - tah su fuel oll - akaryakst heavy plate - kalin leva. inner bottom - ig dip keel - omurga nailed - givilenmig outer bottom - dis dip, karina pieces of timber « posta ekieri, efriyi olugturan pargatar. planking - kaplama plastic material - plastik maizeme plating - teva profile = profil rib - ett, kaburga riveted - perginlenmis shell plating - borda levhast ship's side - gami bordasi specific draught - belirll su gekimi steel plate - galik levha welded - kaynak edilmis wood « agag, tanta wooden material - atiag malzemeLESSON 4: aboard a vessel - gemide accommodation - yagama yerleri anchor windlass ~ demir irgati afer peak - kig pik austlary - yardimct ballast water - salra suyu boller - kazan boom - bumba Bosn's (Boatswain's) store - Portug bridge space - koprOdstd york broken stowage - yitik hacim buckat - pailak bower anchor - g6z demir bulbous - balp, soanbag. balpli cene bulk - dokme bulkhead - perde bunker fuel oll - akaryakit cargo carrying compartment - yok yer! castle - kasara ccallvlar - hoerell chain cable - demir zincir chain locker - zincirlik solision - gatigma collision bulkhead - gatigma perdes! ‘compartment - boltim ‘conventional dry cargo - konvansiyonal harcialem, her zaman gérilen kuru yOK deck - oliverte deck rane - giverte kreyni deck house - gaverte evi delicate - nazik derrick - bumba destination - varig -double bottom tank - gift dip tank earning capacity - kazang getiren yer engine room - makine dairesi forecastle deck - bag Gstii givertesi forefoot - gene, gank foremast - pruva diregi forepeak tank - bag pik tankr general - gene! (kangik) general arrangement profile plan - genel yerlagtime plant (sancaktan grinds) girder - goreer, kirig hand tackle - adi palanga hatch - ambaragjzi hatchway - ambaragzi hold - ambar hold No:1 + No:1 ambar hole - agiklik, mentez, giris.‘ashing material - baglama malzemesi loaded - yakienmig loading - yiklema loading port - yaktame limant located - yerlastiimis longitudinal - boylamasina loss of capacity - hacim Kaybi machinery space - makine dairesi magazine - magaza main (aft) mast - grandi diregi margin plate - kenar levhas! opening - agtklik paint « boya perishable - bozulabilr Propulsion machine - yOrlitGct makin (ana makine) rope - halat rudder - omen screw propeller - uskur pervane shackle - kilit shaft - galt single decker - tak glverteli tulum gemi ‘speed - iz stem type « bodosiama bigimi story (storey) - kat ‘stowed - istit edimig stranding - karaya oturma (bulma) superstructure - Ost yapi tank top - tankiisti) timber - kereste ‘rimming - trimleme (dengeleme), hap etmek tweendeck - gladora tweendecker - gladoralt unloaded - bosaliinis unloading - bogaitma (tahliye) unloading port - bogaltma limant ‘watertight bulkhead - su gegirmez perde wire - tel halat 90LESSON 5: additional buoyancy - ek ylzdirticulok (sephiye) anchor - gaz demiri authority - yetkil Grgit bar - gubuk bollard - baba bower anchor - gz demiti bulwark - parampet chating - siitdnerak aginma ‘chain - zincir Closed and open chocks - kapalt ve agik kurtagzi compass deck - miyar giverts controller - bosa crew - tayta deck stringer - goverte stringert drop (or lel) - funda {demirlernek) falrleader - kurtag freabord deck - frbord gavertesi gear - donanim guard rail - vardavale puntel hawser hole - halat (yoma) fogalart hawspipe - loca heave up - vira lead - kumanda liting power - kaldirma kuvweti lifeboats deck - canfiikasi guvertesi main deck - ana giverie manoeuvering station - manevra yari mooring rope ~ palamar halati ficial - yeti pay off -lagka promenade deck - gezinti givertes! protecting - koruyucu ‘shear strake - aQiz kugad: levhasi shelter deck - barinak giverte ship's side - gemi bordas! ship's personnel - gemi adam stopper - bosa strengthening - kuvvetiendirme upper deck - Ust gliverte ‘veer in - vir ‘wash port - su lumbar ‘warping head - palamar babas!, irgat fener! ‘wooden planking - agjag kaplama 91LESSON 6: batten « tiiz bracket - braket (bayrak) cargo rigging - yak donanim: ‘coaming - ambar az: duvan, mezarnast hatch board - ambar kapagj (tahta) haich caver - ambar kapagi locking bar = ambar kugagr manhole - menhol, mentez, gitig yert ‘opening - mentez, gitig, agikik pontoon - ponton Portable hatch beam - sorme ambar kemerest (mezarnasi) ‘seaworthiness - denize elverigilik shelter decker - barnak guvertall sliding hatcbeams and covers - kayar ambar stirme kemoresi (mezarnasi) ve kapaklan stanchion - dikme ‘steel pantoon - gellk portion tarpaulin - ambar mugambast tonnage weil - tonaj agikligi (kuyusu) watergiht - su gegirmez, sizdirmaz wedge - sig 92LESSON 7 = bation cleat - yOz triz} Kulag bilge - sintine bilge pump - sintine tulumbast bilge wall - sintine kuyusu bottom board -targ tahtasi bracket cleat - yk tril kulagt cargo batten - yiz tri condensation - yogunlasma cow! - manika (deve boynu makina} dock plating - gdverte lavhast ‘riven ~ harekat alan fan - fan, Kérdk frame - posta Inner plating - ig leva leakage - sizdirma odour = koku personnal in charge - sorumiu kis! senior officer -kidemli zabit shifting - kayma sounding - iskandil ‘sounding pipe - iskandil borusu spar ceiling strum box - sintina sizgeci surveyor - sirveyar, eksper, ventilation - havatandirma vermin - hagarat waterway - su yolu 93LESSON 8: ‘bulker - dokmeci ‘cargo gear - yak donanim -earga hook - yiik kancast -eargo runner - yk donanimt ‘classification society - kias kurumu (ksaca klas) ‘component - aksam ‘container - kontaynar, yUkIOK. deck crane - giiverte kreyni derrick crana - krayn bumba ‘drum - tambur ‘aston - bag ‘iting pargalar ‘gearless - donanimsiz (bumbast2) ‘gooseneck box - bumba mentegesi ‘guy - abli hand - personel hhateh boom - ambar bumbasi hhead block - cunda makarast heel - topuk hhook - kanoa. hydraulic - hidrotike king post - dikme married fall - gift bumba tek kanca. ‘mast crane - krayn bumba pier - ihtim salety working load - puvencell galigma yikii shore boom - sahil bumbas shore facility - kay! olanagi ‘swing - saldirma topping and slewing - dikme ve saldirma, kreyn bumba topping hit - mantilya ‘union purchase - gift bumiba tek kanca ‘winch - ving wound - saniimig yard boom - dig bumba 94VHF. VIL, kisa mesate telsiz teleton. watch duty « vardiya gorevi watch keeping - vardiya tutmak watch officer - vardiya zabit watertight door control « su gegitmez kap: kontrolu wheel house - dlimen evi 96LESSON 10: bathroom - banyo dairest cabin « camara chiel engineer - bag miihendis dayroom - oturma adast galley - muttak housing - bina junior ~ kidemsiz: lavatory - lavabo laundry - gamagir(hane) pantry - kiler saloon - salon ‘shipper - yiiKleyici stevedore - ykleme (bogaitma) ve istif miteahhidi superstructure - dst yap 37LESSON 11 : auxllary machinery - yardime! makine bearing - yatak blige water - sintine suyu boller - kazan cargo pump « svi yk tulumbast cooling - sogutma coupling » kaplin diesel engine - dizel makine distiller - damitici distribution box - dagitim (tevzi) merkezi (kutusu) ejektor - elekttir emergency - olagantisti, acil engine room - makine dairesi escape hatchway - tar kaportas! evaporator - evaporatér fan engine - ktirtk makinesi feed heater - besleme istticist feed pump - besleme tulumbast flanged - fleng general heating - gene! isitma, merkezi isitma generate - ireime generator - janeratér heating - 1sitma Intermediate shait - ara gaft ling shatting - gaft dizzent luboil tank - yaglama yagi tank machinery space - makine dalres| main propulsion machinery - ana makine main shalt « ana gatt ol pump - yag tulumbas) pillow black - palamar yatagi, yatak gévdesi plummer block - palamar yatagi power - akim kaynagi, glug. kuwet power distribution - kuvvet (akim) dagitime propeller shaft - pervane gaft propelling plant - ana makine: pump - tulumba pumping - tulumbalama reciprocating steam engina - mUtenavip stim makine Feduction gear - rediiksiyon diglist relrigerating plant - sogutma tesis! Sanitary - saglik Serew propeller - uskur pervane servica - hizmet 98setting dinlendirme shatt alley - gaft yolu shafting arrangement - $aft baGlantist shaft tunnel - gaff tlinell ‘steam and gas turbine - stim ve gaz trband steering engina - dimen makinesi stern tube shaft - kovan gait tail shalt - uskur gaft thrust shaft - sirast sat valve chest - valf sandigu ventilating - havalandirma water gland - su gleni watertight passage - sugegimez yol 99LESSON 12: alter peak - kig pik aperture - agiklik balanced - dengell ballast water - safra suyu “Beware of propelisr” - ‘parvanaden agik bulununuz.” “Beware of twin propeller” - “eft pervanslerden agik bulununus” blade - kanat cast iron - dbkme demir cast steel - dékme galik commanding officer - kumanda eden (sorumlu) zabit Controllable (adjustable) pitch propeller - ayarlanabilr hatveli pervana crew accommodation - tayta yer! (kamaralart) fouling of the rope - hatatin dotagmas! gun metal - tung handwheel - el dimeni, dolabr hanged - asktl, assim headway -ileri yo! “Keep clear off propellers” - *pervanelerden agik bulununuz" lanyard - salvo ower peak - alt pik manoeuvre - manevra, mooring ropa - palamar halatt officer on duty - gérevil zabit, vardiya zabiti Poop - pupa propulsive device - yorutme araci quadrant - kuadrant quarter - kig omuziuk rope guard - kum kapag) semi balanced - yarim dengeli steering gear compartment - dimen makine dairesi stem frame - kig bodosiama ‘slemway - geri yol store - depo tiller - yeke Upper peak - Ost pik watertight bulkhead - sugegirmez perde 100PART II LESSON 13: accommodation ladder - kamara, borda iskelesi Act of God - Allahtan gelen bank ~ siflik calling on board - gemiye gikmak collision - gatigma disaster - felaket disembarkation - gemiden gikmak embarkation - gemiye cxkmak fog - sis gangway - sirme Iskele hand rail -vardavele ladder iskele moored - bagi: peril - muhatara pilot ladder - seytan garmidt rock + kaya save all - maliborda agi shoal - sidlik . stowing - yerlegtirme i 108LESSON 14 : appitance - eihaz appurtenanca - takim butts - sokta buoyancy - ydzacul buoyancy tank - yizdiirici (sephiye) tank cearvel planking - armuz kaplama caution - uyart clincher built - bindirme kaptama complement of people - tim gami adam: device - alot diagonal built - kutrani kaptama double skin system - gift lekne yéntem| dil - aligtirma, talim equipment - techizat fall - palanga fiberglass - faybwr glas, eam alyati flush - diz grab lines - can, tutunma halatlant gtipa - bosa ‘gripe gear - bosa donanime ‘gudgeon - digi ianecik head of the rudder - dimen bagr Inflatable fife raft - gigitilebilir can salt instruction - talimat life batt - can yeleg! life boat - can flikas) life buay - can simici life jacket - can yelagl life raft -can salt luting - mentesali matafora megan - arag notice «jlan overlapping - bindirme pintles - erkek inecik quadrant davit - dérttebir dairesal (rubu) matafora, ‘radial davil - mentageli, gapsal matafora round bar davit - adi matatera rower - kurakgi seams - armuz side bench - yan oturak starn post - kig Bodosiama styropar - plastik képtk. thwart - oturak tiller « yeke timber - 2ri yoke - yeke 102LESSON 15: Antarctic - antartik arctic - arktik authority - idare (yetkill) bunker - yakit cargo owners - yik sahiplert charterers.- kiracilar claims - istemier, talepler Classification societies - klas kurumian ‘Gunnaging - istit geregleri kullanma leebound - buzda stkigmig icing conditions - buzlama kogullan Inland waters - ig sular liquid cargoes - sivi yOkier manned adequetely - yetaril personelie donating open seas - agik denizier proper loading - uygun ydikleme broper stowage - uygun istif provision - kumanya reinforced - kuyvetlendinimis sailing areas - seyir yerleri seaworthy - denize elverisi seaworthiness - denize elveriglii shitting of cargo - ykin kaymas! shipping business - deniz ficareti stowedors - yUkleme, besaltma milteahhitler surveyors - sOrveydrier, kepeniz yapanlar underwnters - sigortacilar ventilation - havalandirme well equipped - iyi donatiimig withstand - dayanmak 103LESSON 16 : world merchant fieet - dinya deniz ticaret filosu. wi - deadweight tonnage - dedveyt toniatosu bulkers - ddkme yOk gemileri IMGO- intergevermental consultative maritime organisation - devietier avast denizcilik danigsal orgotd. IMQ- — International Maritime Organisation - Ulusiararasi Denizcilik argitd. ‘Convention - Konvansiyon - Uluslararasi sézlegme, ‘STWC - Standards of Training and Certification and watchkeeping for seatarers 1978 104LESSON 17: ‘reight forwarders - tagima komisyonculart agents - acenteler, charterer(s) - kiraci(lar) brokers - komisyoncular, simsariar shippers - yadeyiciler ITF {intemational transport federation) - uluslararasi tagima federasyonu {LO (intamational labour organisation) - uluslararasi galigma Orgiitl, international conventions - ulustararasi konvanskiyonlar, sézlegmeler regulation « tizik taxes « vergitor {ols - vergilar duties - harglar F..0.{Hree in and out) - yoklerne bogaltma giderier! tagitana ait FiLO.S (tree in and out stow) - yokleme bogaltma ve jstt giderler tasitana ait LLR.O (liner in trae out) - yakleme tagiyana, bogaltma tasitana ait. F.LLLO (free in liner out) - yikleme tagitana, bogatma tagryana ait Liner terms - ykleme ve bogaltma giderleri tagtyana ait. demurrage - sOrastarya despaich - dispeg charter party - tagima, kira stzlegmesi bills of lading - kongimento. ship's paper - geminin ovrakian ‘Ship's certificates (papers) gemi belgeleri (evraklari): 1. Gertiicate of Repistery - gem tasdiknamesi 2, argo / passenger ship Safety Construction certificate - yilk / yoleu gemisiinga emniyet belgesi 3, Cargo / passenger ship Safety equipment certificate - yik / yolou gemisi techizat amniyet beigest 4, Cargolpassenger ship Salety Radio telegraphy (or radio telephony} certificate» yOk / yolcu gemisi tolsiz telgrat (ya dai telsiz telaton) ertniyet belgesi 5. International Load Line Cartificate - vlustararasi yiikieme sinrian belgesi, 6. Seaworthiness cerificate - denize elversllix belges! 7, Class certificates: a) Special survey hull - tekne dzal (dart yilda bir) sérveyi b) Special survey machinery - making Ozel (dért yilda bir) sOrveyi ¢} Annual classification (Mandatory annual) survey - yilik klass (yilik zorunlu) sérveyi 8. Megsurement certilicate - bleu belgesi 3. Cargo gear certificate - yok donanumt sorveyi 10. Deratting certificate - fareden arma belges! 11, Ship radio licensa - gem telsiz belges! 12. Life raft certificate - can sali belgesi 13. Co? and fire extinguisher certificate - Co2 ve yangin sindirma techizati belgesi 14. Certificate of financial responsibility - mali sorumiuluk belgesi 15. Sewage tank certificate - pis su tank belgesi 10516. 17, 18, 18, a 24, 25. Oly water bilge separator certificate - pis sintine suyu separatéri belges! Inierational oll pollution prevention certificate - ulusiararasi deniz' krletmey! Onleme belgesi ‘Suez and Panama canals tonage certificates - Savayg ve Panama kanallan tonilalo belgelari, Insurance policy - sigorta policesi P and | club policy - klip sigortasi poligesi ‘ARPA (automatic radar plotting apparatus) certiicate - Otomatk radar klavuzlama cihazi beiges! Double radar ceriilicale - cift radar belges! Tavalop certificate (tankers) - tankerler igin mali serumfuluk beigest Grain Loading cerificate - taful yoklome belgesi Hydrostatic curves - hidrosiatk eriler, Stability booklet - stabilite kitab 106Appendix 1 : Appendix 2 : Appendix 3 : Appendix 4 : Appendix 5 : Appendix 6 : PART IV APPENDICES IMO's standarts regarding watchkeeping Some shipping forms Communications and conver- sations at sea IMO's standard Marine Navigational Vocabulary Some Illustrations for Merchant Marine English Instructions to Established officers on board vessels.Appendix 1 : IMO’s STANDARTS REGARDING WATCHKEEPINGBalam Vill Vardiya Standartian Kisim A-Vill"t Géreve Uyguniuk 1 Vardiyada gérevii tim zabitlere veya vardiyanin bic kasminda gorevi personele, 24 saat iginde enaz 10 saatlik istirahat sagianacaktr. 2. istranat saatier, biri 6 saatten az olmamak Oze- fe en fazia 2'ye bolunebilir. 3. Paragrat 1 ve 2'de balirien personalin istiraha- tile igi gartar, acit durumlar, talimler ve olaga- ndsti galigma kogullarinda gegerli degild, 4 Paragrat 1 ve 2'de Ongardien gartlar diginda 20- runlu olarak gikildiginda, asgarl 10 saatlk istia- hat sUres| 6 saate indirilebilirse de bu indirim 2 ginden fazla siremez ve 7 ginde toptam 70 saatten az olamaz, 5 Idare, vardiya programinin kolayca g6riilebile- ek gekilde asilmasin: istayecektir. Kisim A Vil Vardlya diizentemeler! ve izlenacek kurallar AYRIM 1 BELGELEME 1 Seyir veya giverte vardiyasindan sorumiu za- bit, seyir veya guverte vardiyasi goreviorini yert- ne gelirecek sekilde, BBiim Il veya Bblim Vil'de beiirilen saniara uygun ysterllik ve ebli- yete sahip olacakur. 2 Makina vardiyasindan sorumiu zabit, makina varciyasi g6revlerini yerine getirkebilecek gakil de, B6ldm Ill veya Bolom Vide belirtlen gartia- ra uygun yeterilik va ehliyete sahip olacaktir. AYRIM 2-SEYIR PLANI Genel Gereksinimier 3. Tasartanan seler, tm bilgilar g6z6niine alina- tak Sneaden planianacak, sefer baslamadan nea, izleneoek rota gozden gecirilecektir, 4. Basmihendis kaptana danigarak tasartanan se- ferin tm gereksinimierini, bu arada yakat, su, yaa, kimyevi maddeler, yedek parca, alet, ede- vat ve diger ihtyagianin| Gnoeden saptayacaktir 14 Chapter Vi Standards regarding watckeeping Section AVI Fitness tor duty 1 All persons who are assigned duty as otticer in charge of a watch or a8 a rating forming part of a watch shall be provided a minimum of 10 hours af rest in any 24-hour period. 2. The hours of rest may be divided into no mare than two periods, one of which shail be at least 6 hours in lenght, 3. The requiremants for rest periods laid dow paragraphs 1 and 2 need not be maintained the case of an emergency or drill or in other overrding operational conditions. 4 Notwithstanding the provisions of paragraphs 1 and 2, the minimum period of ten haurs may be reduced to fot less than 6 consecutive hours provided that any such reduction shall nat extend beyond two days and not fess than 70 hours of rest ara provided each saven-day period. 5. Administrations shall require that watch schedules, be posted where they are easily accessible ‘Section A-VI2 Watchkeeping anangements and principles to be observed PART 1 - CERTIFICATION 1 The officarin change of the navigational or deck watch shall be duly qualifiad in accordance with the provisions of chapter |, ar chapter Vil appropriate to the duties related to navigational ‘or deck walchkeeping 2 The afficer in charge of the angineering waich shall be duly qualified in accordance with the provisions of chapter tl, or chapter Vil appropriate to the duties related to engineering watckeeping. PART 2-VOYAGE PLANNING General requirements 3 The intended voyage shall be planned in advanes, taking inte consideration all pertinent information, and any course laid down shall ba ‘chacked before the voyage commencas. 4) The chiel engineer officer shall, in consultation ‘with the master, determine in advance the needs, ‘of the intended voyage, taking into consideration the requirements for fuel, water. lubricants, ‘chemicals, expendable and other spare parts, tools, supplies and any other requiramenits,Seterin Onceden planianmas: 5 Her seterden Snce gemi kaptani kalkis limani ile tk varig limani arasindaki rotayi, yeterti ve uyoun haritalar ile sefer igin gerekli denizcilik yayinlanni kullanarak ve bilinen veya muhte ‘mel jasitlama ve tehtikelerie igi dogru va gin- cal bilgileri de g6zOnéne alarak saptayacak, baylece geminin emniyetie seyiri saglayacak- tH. Planlenan rotanin onaylanmasi ve gésterilmesi 6 Rota ptanu,ttim bilglor gSzOndine alinarak onay- laninca, bu rota haritalarda acikca gdsterilacek- se vardiya zabitinin kullanimina sunulacak, var- diya zabiti de Izlenecek her rotay! Sneeden kontrol edecskti Planianan rotadan sapme 7 Seles sirasinda planlanan rotadaki urak liman- larndan biri degistiimek zonunda kalinirsa, ve- ya baska sebeplerie planianan rota da 6nemil dogigiklikler yapmak gerekirse, ik planlanan ta da bnemil datisitikler yapilmadan Snce, di- zeltiimig bir rota hazirlanacaktir. AYRIM 3-SEYIRDE VARDIYA Vardiya tutulmasiyta ilgili genel prensipier 10 idare, sirkatierin, kaptan ve gankgibagilarla var- sdiya personelinin dikkatinl, vardiya emnivetini sagliyacak agaj idaki prensiplere gekecoklerdit. Her gemi kaptani, vardiya dizenlemlerinin se- yir vardiyasimn emniyet icin yeterii olmagini Saglamak zorundaci Her basmahendis, kaptana da danisarak, vardi- ya degeriendirmelerinin makina vardiyasinin emniyeti igin yeterti olmasini saglamak zorun- dadir. Deniz gevresinin korunmasi " Kaptan, zabitler ve diger gemi personeli, deniz- sel gevrenin igietme veya kazanen kirlanmesi- nin bilincinde olarak, bu konudak uluslararasi kanuntar ve liman tizOkleri gargavesinde gerek- ik Onlemieni alacakiardi. 112 Planning prior to each voyage 5 Prior to each voyage the master of every ship shall ensure that the intended route trem the port of departure to the first port of call is planned using adequate and appropriate charis and other naut- cal publications necessary for the intended voy- age, containing accurate, complete and up-to- date information regarding those navigational limitations and hazards which are of a permanent of predictable nature and which are relevant to the safe navigation of the ship. Verification and display of planned route 6 When the route planning Is verified taking into consideration all pertinent information, the planned route shall be clearly dispiayed on appropriate charts and shall be continuously avaliable to the officer in charga of the watch, who shall verify each course to be followed prior to using it during the voyage. Deviation from planned route 7 Ita decision is made, during a voyage, to change the next port of call of the planned Toute, or if itis necessary for the ship to deviate substantially from the planned route for other reasons, then an amended route shall be planned prior to deviating substantially trom the route originally planned. PART 3 - WATCKEEPING AT SEA Principles applying to watchkeeping generally a 10 Parties shall diract the attention of companies, masters, chief engineer officers and watckseping personnel to the following principles, which shall be observed to ensure that safe watches are maintained at all times. ‘The master of every Is bound to ensure that watchkeeping arrangements are adequate for maintaining a safe navigational watch are responsible for navigating the ship safely during their periods of duty, when they will be Particularly concerned with avoiding collision and stranding. The chiet engineer officer of every ship is bound, in consuttation with the master, to ensure that watchkeeping arrangements are adequate to maintain a safe engineering watch. Protection of marine environment " ‘The master, officers and ratings shall be aware of the serious effects of operational or accidental pollution of the marine environment and shall take all possible precautions to prevent such pollution, particularly within the: framework of relevant intemational and port regulations. | iAyrim 2-1 Seylr vardiyasinda uyulacak prensipler 12 Seyir vardiyasindan sorumlu zabit, kaptanin temsiteisi clup, geminin sayir emniyetinden va Uluslararas: Denizde Gatigmay: Gnlema Tizi- ‘SUndin uyulmasindan sorumludur. Gezca 19 Uluslararasi Denizde Gatigmayi Onleme Tazil- @oniin 5, kuralina uygun gekiide devami) olarak bir gdzcil bulundurulacak ve agagida beiirtilen amaglar gargavesinde gorev yapacakti 1. gemi gergevasinde olugacak Gnemll degi- giklikleri, bagka yollarda oldugu kadar gére- rek ve duyatak aynmsamak. 2. gatigma, karaya oturma tehlikesinde ve se- yiriin tehdit olusturacak ve her konuda du- rum degerienditmes! yapmak 3, zor durumdaki gemi ve ugaklan farketmek, kazazedeleri bulmak, seyir emniyetini boza- cak gemi enkaziarini ve diger tehlikeleri gormek 14-Gozcl, gézcildk gdrevini layikiyla yerine getire- bilmek icin tm cikkatini gine verebilmeli, bu g6- revle catigacak hicbit ig veya gdrev kendine ve- rlimemelid 45 Goze ve diimencinin gdrevieri ayn olup, di- menci diimenini tutarken gdzc0l0k gbrevini de yapabilecegi dignUimemelidir. Ancak dimen mahallinden her tarafin gBrllebildig kigik ge- milerde, gece gbriig engell veya gGrasii engel- leyecek baska bir unsur yoksa, diimenci goze) gbrevi de yapabilir. Seyir vardiyasindan sorum- lu zabit, glindiz tek gézcd olarak da gérev ya- pabilir aneak boyle durumlard: 1 dikkatli bir deGerlendirme yapilarak higbir ssakincanin olmadigy belirlenmeli 2 agadidaki unsuriar ve buntann diginda tam ‘etkin olabilecek unsuriar gozoniine alinmal: - hava durumu + gbrlg + afk yogunlugu - seyirde teblike olasilgr - trafik ayirim noktalaninda veya yakenlarinda seyrederken cikkatliolma va zoruniulugu 3 durumda bir dagigiklik olursa, kOprd GstOne ethal yardim gelebilmeli 113 Part 9-1 - Principles to be observed in keeping a navigational watch 12 The officer in charge of the navigational watch is the master's raprasentative and is primarily responsible at all mas for the sale navigation of the ship and for complying with the International Regulations for Preventing Colisions at Sea, 1972, Look-out 13 A proper look-out shall be maintained at all limes in compliance with rula 5 of the International Regulations for Preventing Colisions at Sea, 1972 and shall serve the purpose of! 1 maintaining a continuous state of vigilance by sight and hearing as wall as by all other available means, with regard ta any significant change in the operating environment 2 fully appraising the situation and the risk of collision, standing and ether dangers to navigation: and 3. detecting ships or aircraft in distress, shipwrecked persons, wrecks, debris ‘and other hazards to sale navigation, 414 The look-out must be able to glve full attention te the keeping of a proper look-out and no ather Cuties shall be undertaken or assigned which could interfere with that task. 18 The duties of tha look-out and helmsparson are ‘separate and tha halmperson shall not be considered to be tha look-out while steering, except in small ships where an unebstmctod all-round view is provided at the steering position and there is no impairment of night vision or other impediment to the keeping of a proper look-out. The officer in charge of the navigational watch may be the sole look-out in daylight provided that on each such occasion 1 the situation has been carefully assessed and it has been established without doubt that it is safe to do so; 2 full aecount has boon takan ofall relevant tac tors, Including, but not limited to: state of weather, ~ visibility, = traffic density, = proximity of dangers to navigation, and ~ the attention necessary when navigating in or near tatfic seperation schemes; and 3. assistance is immediately avaliable to be summened to the bridge when any change in the situation so requires.16 Seyir vardiya niteliginin, bir gozcindn devamir gotevde olmasim gerektirip geraktimedigh ko- usunda karar vermek igin gemi kaptani tGm gerekll unsurlari, bu arada KOD‘un bu bolGman- de agikiananlarla agagjida belirtlen unsurlan da géz6niine alacaktir. 1 g6rOs, deniz ve hava durimu; 2 geminin seyirde bulundugu alaniard: fik yogunlugu ve diger olugumilar: trafk ayinm noktalannda veya yakinlarinda seyrederken veya rota tayininde gereken dikkat; (9emi fonksiyoniarinin, aciligletme ihtiyacta- finin ve manevralannin sebep oldugu fazia mesai yiki; fe 620i olarak g6reviendinlen gemi adamlan- fin ige wyguniugu; gem zabit ve mirettebatinin mesiekl yeter- lilkerinin bilinmesi ve gavenitme: Seyit vardiyasindaki her zabitin, gerinin do- anim, 6zol yontemiet ve manévra kabill yetine asinalig ve tocrabes! gemide yer alan taaliyetier ki buna telsiz ile- tisim aktiviteleri de dahildir ve gerektigi an- da kdprUustine aciien gelebllecek yardimin hazsr olmasi kOpriiist Ostindak! alet, kontrol ve cinaz- lan ve alarm sisterlerinin islerik durumu; 410 dimen ve pervane kontrol ile geminin ma- evra ézetikleri geminin bayoki0gt ve kumanda dairesindo- Ki g@riig alant; kOpristd dizeniemesi, bu dizeniemenin vardiya: gGraviisini dig etkenierden gbrarek vaya duyarak haberdar olrnasimi engelleye- cek bigimde olmasi; organizasyonca kabul ediimis vardiya dO- zenlemeleri ve ise uyguniukla igi’ diger standard, ySntem veya talimatiar; 4 12 a Vardiya dizenlemelert 17 Koprudstinde gbrev alacak vardiya zabit ve miretiebatin olugturulmasinda agagidaki hususlar gézéniing alinacaktir: 414 16 In determining that the campesition of the navigational watch is adequate to ensure that a proper look-out can continuously be maintained, the master shall take Info account all relevant factors, including these described in this section of the Code, as well as the following facto 1 visibility, state of weather and sea; 2 traffic density, and other activities occurring in the area in which the vessel |s navigating; the attention necessary when navigating in ‘or near traffic seperation schemes or other roucting measures; the additional workload caused by the nature of the ship's functions, immediate operating requirements, and anticipated manouvres; the fitness fer dry of any craw members on call who are assigned as members of the watch; knowledge of and confidence in the professional competence of the ship's officers and crew; the experience of each officer of the navigational watch, and the familiarity of that officer with the ship's equipment, procedures, and manoeuvring capability; activities taking place on board the ship at any particular time including radiocommunication activities, and the availability of assistance to be summoned immediately to the bridge when necessary: the operational status of bridga insttumen- ation and controls, incloding alarm sys* tems; rudder and propeller control and ship Manoeuvring characteristics: ‘the size of the ship and the field of vision available from the conning posi the configuration of the bridge, to the extent such configuration might inhibit a member ‘of the watch from detecting by sight or hearing any extemal development; and any other relevant standard, procedure of guidance relating to watchkeeping arrangements and fines tor duty which has been adopted by the Organization Watch arrangements 17 When deciding the composition of the watch on the bridge, which may Include appropriately qualified ratings, the following factors, inter alia, shall bo taken into account: 10 " 12 131 Kopaidsti higbir zaman bos (g6revisiz) bi- sakiimayacaktir, 2 hava kogullan, géris, gtindiiz veya gece olugu: 3. vardiya gérevlisi zabitin ek seyir gbrevler| Ustlenmesini gerettirecek ek tehlike olasitr ginin varign: 4 seyire yardime: radar, elektronik pozisyon gésterme araglari ile geminin sayir amniye- tini sagiayan diger aractarin kullanim ve ig- leyig dunumlan; 5. gemide otomatik dimen donanim olup ol+ madi, 6 yaptlacak telsiz gGravierinin olup olmadigy; 7 képritistindell insansiz weay kontrol aletio- vi (UMS), alain ve kisitlamaian ile igi yo temier, @ ze! isletme durumian nedeniyie seyir var- diya goreviisinden gelebilecek oiagandisi talepler, Vardiyanin teslim alinmas 18 Seyir vardiyasindan sorumiu zabit, kandi. sinden giravi teslim alacak olanin, vardlya gdravierini yerine gotirabilacek kapasitade olmadigina inanmasi igin sebap varsa, go- ‘evi teslim etmeyecaklir. Bu durumdan gemi kaptani haberdar edilacekti. 19° Vardlyayi teslim alacak olan zabit, varciyay: teslim alacak mirettebatin gérev yapacak nitelikte dzellikle gece gOrigine uyum sag- amis olduklarindan emin alacakti. Vardiya- yi teslim alacak zahit g6risindn gk du rumlarina tam olarak aligana kadar vardlya- yi tesiim almayacaktr 20 Vardyay! testim aimadan once zabit, gemi- nin tahmini veya gercek konumunu, zleye- ‘cei yo! va hizi, uygun UMS kontrollar hu- susunda doyurucu bilgilar alacak ve vardiya sirasinda karsilagiimasi beklenen tehlikeleri not edecsktir, 21 Vardiyay! teslim alacak zabit, agagidakl hu- suslarda gahsen ikna olmalidhr 1 seyirle igil olarak taptanin dzel talimat- lan ve her zaman gagerl emirler 2 geminin pozisyonu, rotasi, hizt ve draft; 3 halihazirda maveut ve olasi gel-gitles, akinular, gOrlg ye hava durumu ike bu faktérlarin geminin hizi ve rotast azeri- ne etkiteri 115 1 at no time shall the bridge be lett unattended; 2 weather conditions, visibility and whether there is daylight oF darkness: 3 proximitly of navigational hazards which may make it neccessary for the officer in charge of the watch to cary out additional navigational duties; 4 use and operational condition of navigational aids such as radar or electronic position indicating devices and any othet equipment atfecting the safe navigation of the ship; 5 whether the ship is fitted with automatic steering; 6. whether there are radio duties to be pertorrnad: 7 ummanned machinery space (UMS) controls, alarms and indicators provided on the bridge, procedures for their use and limitations; and 8 any unusual demands on the navigational watch that may arisa as a result of special operational circumstances Taking aver the watch 18 The officer in change of the navigational watch shall not hand over the watch te the raliaving officer if there is reasan to believe that the latter is not capable of carrying out the watckesping duties effectively, in which case the master shall be notified. 19 The relieving officer shal ensure that the members of the relieving watch are fully capable of parforming their duties, particularly as ragards thair adwustment to night vision. Relieving officers shall not take over the watch until thelr vision is fily adwusted to the light conditions, 20 Prior to taking over the watch, relieving officers shall satisty themselves as to the ship's estimated or true position and confirm its intended track, course and speed, and UMS controls as appropriate and shall nota any dangers to navigation expacted to be encountered during their watch; 21 Reliaving officers shall personally satisty themselves regarding tha: 1 standing orders and other special instructions. of the mastar relating te navigation of the ship; 2 position, course, speed and draught of the ship; 3 prevailing and predicted tides, currents, Weather, visibility and the effect of thesa factors upon course and speed;22 Seyir vardiyasi zabitinin dogigiminde, tehi- Seyi vardiyasinin tutulmasi 23 Seyir varciyass tutan zabit : 24 25 4 ana makineler kOprinin kontrolunda iken, bunianin manevea sirasinda kulla- nim yollar; 5 agagidakiler igeren, fakat onfaria siniti olmayan seyir durumu; 5.1 vardiya da kullanilan veya kullaniima ih- timali olan 10m seyir ve govenik aletie- rinln galigma durumiasy; 5.2. cayro ve magnetik pusulalann hatalan 5.9 gérlis alanr iginde veya clvarda oldugu bilinen gemilerin varlgi ve haraketleri; 5.4 vardiya sirasinda kargilagiimas! muhte- mel durumiar ve tahlikeler 5.5. omurga attindaki suyun yoguniuk ve. de- rinliginin meyll, tim ve egiimalere ofan muhtemel etkieri keli bir durumdan kaginmak icin manevra veya bagka galigmalar yapulirsa, vardiya de- @igimi bu galigmalar gona erene dek ertele- nebil vardiyay: kopri Ost0nde tutacaktir; 2 yerine uygun biis! konrmadkiiga highir durumda, kOpristiind terk etmeyecektr. 3 zabit, kaptan képridstinde olsa bile gemi- nin seyir eminiyetinden sorumlu olmaya de- vam edacekti. Ancak kaptan 620l olarak sorumiulugu Ostiendigini bayan ederse ve iki tarat da bu konuda mutabakata vanrsa, sorumiuiuk kaptana gacecsktir, 4 herhangi sipheli bir durumdan kaptani ha- berdar ederek Seyir emniyatiigin ne yapila- cain soracakt, ‘Vardlya sasinda rota, hz ve geminin pezisye- nu yeterti siklikta kontrol edllecek, 10m seyir ge- regleri kullanilarak geminin planlanan rotay! i2- temesi sajlanacaktr Seyir vardiyasindan sorumlu zabit, gemideki ‘given ve seyir chazlaninin yerini ve galisti ‘masini bilecak ve galigtirma sirasinda bu cihaz- Jann galigma simirlarin: goz6nGnde alacaktir Seyit vardiyasindan sorumlu zabite, geminin ‘Seyir emniyetine zarar verecek hicbir ig ve g5- rev vorilomez 116 4 procedures for the use of main engines to manoeuvre when the main engines are on bridge control; and 5 navigational situation, including but not limited to: 5.1. the operational condition of all navigational and safety equipment being used or likely 10 be used during the watch, 5.2 the errors of gyro-and magnetic compasses, 5.3 the presence and movement of ships in sight or known to be in the vicinity, 5.4 the conditions and hazards likely 10 be encountered during the watch, and 5.5. the possible effects of heel, trim, water density and squat on under-keel ‘clearance. 22 it at any time the officer in charge of the navigational watch Is to be relieved when a manceuvre or ather action to avold any hazard is taking place, the relief of that officar shall be deferred until such action has been completed, Performing the navigational wateh 23. The officer in charge of the navigational watch shall: 1 keep the watch on the bridge; 2 in no circumstances leave the bridge until properly relieved; 3° continue to be responsible for the sale navigation of the ship, despite the prasenee of the master on the bridge, until informed specifically that the master has assumed that responsiblity and this Is mutually understood: and 4 notify the master when In any doubt as to what action to take in the intarest of salety. 24 During the watch the course steered, position and spreed shall be checkad at sutficiently frequent intervals, using any available navigational aids necessary to ensure that the ship follows the planned course 25 The officer in charge of the navigational watch shall have full knowledge of the location and operation of all safely and navigational ‘equipment on beard the ship and shall be aware land take account of the operating limitations af such equipment. 26 The officer in charge of the navigational watch shall not be assigned or undertake any duties Which would interfere with the safe navigation ot the ship. yyoe at al y er al y er n in le 1 id al af as af 27 Seyir vardiyasi zabitier, emrindeki seyir cihaz- lanint en stkin bigimde kullanacaklardir. 28. Seyir vardiyasindan sorumlu zabit, radar kulla- rurken, Uluslararas! Denizde Gatigmay: Onleme ‘Taztiginde ongorolen radar kullanimiyia igi kuruliara uyma zorunlulugunu unutmayacaktir. 29 Seyir vardiyasindan sorumlu zabi, geroktigi takdirde ddmeni, makinalan ve ses cihazlannt kullanmakta teredd0t etmeyeceKtir. Bununia bir- lite, making hizindaki tasarlanan deQisimier, mmkOn olduQu takdirde vakiti haber veriacok veya k6prO Ostiindeki UMS makine kontrollar'- nin etkin kallanumi saglanacaktir 30 seyir vardiya zabitan, geminin yénetilebilme ‘zollikterini, bu arada durabilme mesafesini bi- lecek, diger gemilerin farkli yBnetilebime ozel- lider\ olabllecedini abzard: etmayaceltir. 31 Vardiya sirasinda, geminin sayrine iligkin 10m hareketler ve faeliyetler kaydaditecektir. 82 Sayir vardiya zabitinin, her an uygun gézoDilk ‘yaplidigindan emin olmalan cok Gnemiidit, Ayr! harita odasi olan gemilerde vardiya zabiti ge- rekli seyir gérevierini yerine getinmek igin kisa sdreli, harita odasina gidilebiir. Ancak daha 6n- a goriigin agik oldugu ve bu hareketin sakin- calt olmayacagi garanti ediimelidir. 93 Gemideki seyir cihazlarmin caligma testier, deniz Gzerindeyken uygulanabilecek siklikta ve durumlar elverdigince yapilacaktir. Seyiri etkileyecek tehlikeli durumiar beklendiginde bu testierin yapilmasi daha da énem kazana- ccakti. 34 Seyir vardiyasi zabiti, dizenll kontrollar yapa- rak: 11 dmencinin veya otomatik plletun doijru rotada gitigini; 2. standart pusula sapmasinin her vardi- yada en az bir kez ve mimkinse Totadaki Snemii degisikliklerin akabinde belirlancigini; Standard ve cayto pusu- lalann sik sik kargilagtirildigim ve ripiterlerin ana pusulalan ile senkronise aligtigini 117 a7 28 Officers of the navigational wateh shall make the most effective use of all navigational ‘equipment at their disposal, When using radar, the officer in charge of the navigational watch shall beat in mind the necessity to comply at all times with the provisions on the use of radar contained in the International Regulations for Preventing Collisions at Sea, in force. 29 In cases of need, tha officer in charge of the 30 a 39 34 navigational watch shall not hesitate to use the helm, angines and sound signaling apparatus. However, timely notice of Intended variations of engine speed shall be given where possible or effective use made of UMS engine controls provided on the bridge in accordance with the applicable procedures, Officers of the navigational watch shail know the handling characteristics of their ship, including is stopping distances, and should ‘appreciate that other ships may have different handling characteristics, ‘A proper record shall be kept during the watch of the movements and activities relating to the navigation of the ship. IIs of special importance that at all times the officer In charge of the navigational watch ensures that a proper look-out is maintained. In a ship with a separate chartroom the officer in charge of the navigational watch may visit the chartroom, when essential, tor a short period for the necessary perfor- mance of navigational duties, but shall first ensure that itis safe to do and that proper look-out is maintained. Operational test of shipboard navigational equipment shall be carried out at sea as prequently as praciiable and as circumstances permit, in particular before hazardous conditions. affecting navigation are expected. Whenever oppropriate, these tests shall be recorded, Such tests shall also be carried out prior to port arrival and departure. ‘The officer in change of the navigational watch ‘shall make regular checks to ensure that 1 the person steering the ship or the ‘automatic pilot is steering the correct cours: 2 the standard compass error is determined at least once a watch and, when possible, after any major alteration of course; the standard and gyro compasses are frequently compared and repeaters are synchronized with their master compass;otomatik« pifotun her vardiya da en az bir kez ve elle denendigini: seyit ve igaret lambalannin ve diger s6- yir chazlanmin ddzenii galigtgyny; telsiz cihaziannin, bu kisminin 86. pa- ragratinda uygun olarak Isler durumda oldugunu; UMS kontrol, alarm ve gdstergelarin dogru galigttGin: saptayacaktir, 35. Vardiyadan sorumly zabit her durumda, yordr- lOktek! Uluslararasi Denizde Can Emniyeti Siz~ lesmesinin (SOLAS) 1974)* kurallarina uymasi -gerektigini akindan gikarmayacakti, Zabit asa- ‘Gidaki husustan dikkate alacaktr. las! tehiikeli durumiardan saliman ¢1- kabiimesi igin bir dUmencinin gbrevien- dirmig elmasi ve normal kogultarda di- menin elle tutulmasi gerekti otomatk ddmene baglanmis bir gemi- de, vardiya zabitinin yardimsiz kalmas) ve acil tedbirier alabilmek igin géziem GOrevine ara vermesi son derece sakin- cali bir durumu olusturacakctr 36 Seyir vardiya zabitieri, mavcut elektronik seyir chaziarinin kullanimina aligkin olacak, buntarin kapasite ve sinirianin: bilecok, gorektiginde bun- tan kullanabilecek ve iskandil clhazinin cok de- eri bir yardime! oldugunu atallarindan gikar- mayacaklardir. 37. Seyir vardiya zabit, irafigin youn oldugu sular- da her zaman, g6rogin kisiandiG: veya kisit- Janmas! bekienen durumiarda radar kullanacak, bu arada radarin kisitlamalanm da gOzéniine alacaktr, 38 Soyir varciya zabit, kullandigy mesafa skalasini yelerl sikiikta dedistirecek, biylece yansimala- in mimkQn oidugunca erken farkedilmesini sadlayacaktr. Kiiedk ve zayif yansimalarin 962- den kagabileceg! unutuimamalicir. 39. Seyir vardiya zabiti, radar galigirken uygun bir mesate skalast segecek, gOrintiyl cikkatla in- coleyecek, pilotlamayi ve sistamatik analizi ise bos zamanda yapacaktir. 40 Soyir vardiya zabiti agagidaki durumlarda kap- tani dethal haberdar edecektir * Kural VS, VT9-1 ve W/19-2ye bakin. 118 3 the automatic pilot is tested manually at least once a watch; 4 the navigation and signal lights and other navigational equipment are functioning propery; 5 the radio equipment is functioning properly In accordance with paragraph 86 of this section, and 6 the UMS controls, alarms and indicators are functiouing properly. 36 The officer in charge of the navigational watch shail bear in mind the necessity to comply at all times with the requirements in force of the international Canventian for the Safety of Life at Sea (SOLAS), 1974", “The officer of the navigational watch shall take into account: 1. the need to station a person tosteer the ship and to put the steering into manual control in good time to allow any potentially hazardous situation to be deait with in a safe manner; and that with a ship under automatic steering itis highly dangerous to allow a situation to develop to the paint where the officer in charge of the navigational watch is without assistance and has to break the continuity of the look-out in order to take emergency action. Officers of the navigational watch shall be thoroughly familiar with the use of all electronic navigational aids carried, including their capabilities. and limitations, and shall use each of thesa aids when appropriate and shall bear in mind that the echo-sounder is a valuable navigational aid ‘The officer in charge of the navigational waich shall use the radar whenever restricted Visibility is encountered or expected, and at ail times in tongesied waters, having due regard to its limitations, The officer in charge of the navigational watch shall ensure that range scales employed are changed at sutficiantly frequent intervals so that echoes are detected as early as possible. It hall be borne in mind that small ar poor echoes may escape detection. Whenever radar is in use, the officer in charge of the navigational watch shall salect an appropriate range scale and observe the display carefully, and hall ensure that ploting or systematic analysis is Commenced in ample ime, The officer in charge of the navigational watch shall notify the master immediately: 36 7 99 40 * See regulations ViI9, V19-1 and VIB.2.1 gdrig azalmg veya azalmast bekleni- yorsa; 2. trafik durumu veya diger gomiterin hare- keotleri kaygi uyandinyorsa: 3. rotaytizlamok zorlagirsa; 4 beklenen zamanda kara gorintiisi bir seyir igareti veya iskandil alnmazsa; 5 beklenmedik bir seklide kara gdrdniirse veya bir seyir Isareti ortaya gikarsa ve- ya Iskandilde degigikiik olursa; 6 makinalarda, pervane makinasi uzak- tan kumandasinda dimende veya nem bir sayir alarm vaya gisterge ci- hazinda bozukluk olursa; telsiz cihaz1 bozulursa; agir hava kogullan varsa veya bu kogul- lar hasara sebep olabilecakso; 9 gemi, buz veya gemi enkazi gibi sayir giiveniigin’ bozabilecek tehlikeyle karsi- lagi 10 diger tm tehlikalt vaya gUphoti durum- larda; 41 Yukanda belirtilan durumiar olugtuguneta kapta- ‘ni derhal haberdar etme zoruniuiuguna ragmen vardiya zabiti, Kogullarin gerektigi hallerde ge- minin goveniig|igin derhal harekete gegmekten kaginmayacakti, 42. Seyir vardiya zabiti gizoillere, seyir givvenligi ve dagru géziem icin gerekli tim talimat ve bilgile- i aktaracakur. Degisik kogullarda ve degisik alaniarda vardiya tutulmasi Agik hava 43. Seyir vardiya zabiti, ¢arpigma riskini erken ay- rimsamak igin yaklagan gemilerin kertariziorini sik ve dogru olarak alacaktir. Kerterizdeki dedi simin gok belirgin cldugu durumlarda bile, 6zel likle cok boyd bir gemi vaya yedekte cekilen bir gemi veya yedekta cekilen bir gemi cok yakin- 8a, gatigma tahlikesinin olasiigint gOzardi et- meyecetir. Vardiya zabiti, Ulusiararasi Denizde Gatigmay) Gnizleme Tizigiine 1972 uygun ola: tak gerekli Gnlomieri Gnceden alacak ve bu ted- birerin istenen sonugiara ulagip ulagmadigin: kontrol edecektir. 119 41 42 4 if restricted visibility Ig encountered or expected: 2. it the trafic conditions of the movements of other ships ara causing concern; 2. dificutly Is experienced in maintaining course; 4) om failure ta'sight land, a navigation mark of to abtain soundings by the expected time; 5 if, unexpactedly, land or a navigation mark is sightad or a change in sounding occurs: 6 on breakdown of the engines, prapulsion machinery remote control, steering gear cr any essential navigational equipment, alarm or indicator: 1 the radia equipment mattunctions; 8 in heavy weather, if In any dauble about ‘the possibilty of weather damage; 9 if the ship meets any hazard to navigation, such as ice or a derelict: and 10 in any other emergency or it in any doubt, Despite the requirement to notify the master Immediately in the foregoing circumstances, the fficar in change of the navigational watch shall in addition net hesitate to take Immediate action for the safety of the ship, where cireumstances 50 require The officer in change of the navigational watch shall give watchkeaping personnal all appropriate instruction which will ensure the keeping of a sale Walch, including a proper look-out. Watchkeeping under different conditions and in different areas Clear weather 43 The officer in charge of the navigational watch shall take frequent and accurate compass bearings of approaching ships as a means of early detection of risk of collision and bear in mind that such risk may sometimes exist even when an appreciable bearing change is evident, particularly when aproaching a very large ship ‘7 a tow or whan approaching a ship at close range. The officer in charge of the navigational ‘watch shall also take early and positive action in compliance with the applicable Intemational Regulations for Preventing Collissions at Sea, 1972 and subsequently check that such action is having the desired effect.44 Vardiya zabiti ag havada uygun zamanlarda radar ekzerzisi yapacaktir. Kisith gris 45 Gordsan kasitiandigi veya Kisrtlamasinin bok: lendigi durumlarda, vardiya zabitinin ilk sorum- lulugu Uluslararasi Denizde Gaismay: Onleme ‘TézigUniin (1972) iigili kurallarina uymak ézel- like sis dodikterine, gaveni birhizda seyreime- ye ve makinalarin acil bir manevra icin hazar ol ‘malar hususiarina nem vermalidir, Vardlya 2a- biti laveten: Kaptan habardar edacek: \Uygun bir gézcl gBreviendirecek; sseyir sgikianni yakacak ve; 4 radarini galistiracaktir, Karanik saatierde 46 Kaptan ve seyir vardiya zabiti gozcil0k isini du- Zenlerken, kopriilistindeki cihazianin ve seyire yardimei cihazlann iglendigine, sinilanin, yon. temlerine ve korunma yollarina gerekii Bnemi vereceklerdir, 1 2 3 Kiy! sulan ve trafigl yogun sular 47 Gemidek! 0 boigeys en bayok harita, Gzerinde 9 son dizeltmeler yapilmig olarak hullanila- caktir, Sik aralikiaria fix'ler alimacak ve kogullar elverirse birden fazla yOntemie mavki koymaya devam ettirilecektir, 48 Seyir vardiyasinda sorumiy zabit, seyir igaretiert- rin hepsini mutiaka bilecektir, Kilavuz Kaptan gemideyken seyir 49 Kilavuz kaptanin gemide: bulunmasi kaptan ve vardiya zabitinin gbrev ve yOkOmi6iOklorini orta- dan kaldimaz. Kaptan ve kilavuz kaptan, seyir yOntemieri, yerel gartiar ve geminin bzelikler| konusunda bilgi aligvarisi yapacaklardir, Kaptan velveya vardiya zabitl kilavuz Kaptanla igbiligh yaparak, geminin pozisyonu ve hareketi konu- Sunda tam bir Kontrol saglayacahlardir, Kilavuz kaptanin davranislan veya maksads ko- nusunda en ufak bir gOphe olustugunda, vardi- ya zabiti kilavuz kaptandan agidama isteyeeek, {atmin olmazsa derhal Kaptan: haberdar ede- 120 44 In clear weather, whenever possible, the officer In charge of the navigational watch shall varry ‘out radar practice Restricted visibility 45 When restricted visibiily is encountered or ‘expected, the first responsibilily of the officer in change of the navigational watch is ta comply with the relavant rules of the international Regulations for Preventing Collisions at Sea, 1972 with particular regard to the sounding of fog signals, proceeding at a sale speed and having the engines ready for immediate manoeuvre. In addition, the officer in charge of the navigational watch shall 1Liniorm the master; 2 post a propar look-out; 3 exhibit navigation lights; and 4 operate and use the radar. Ja hours of darkness 46 The master and the officer in charge of the navigational watch, when arranging look-out duty, shall have due regard to the bridge equipment and navigational aids avaliable for use, their limitations; procedures and ‘safeguards implemented. Coostal and congested waters 447 The largest scale chart on board, sultable for the grea and corrected with the latest available information, shall be used. Fixes shall be taken af frequent intervals, and shall ba carried ut by more than one method whenever ‘circumstances allow. ‘The officer in charge of the navigational watch shall positively identity all relevant navigation. marks. a Navigation with pilot on board 49 Despite the duties and obligations of pilots, their Presence on board does nol relieve the master or officer in charge of the navigational watch {rom their duties and obligations for the safety of the ship. The master and the pilot shall exchange information regarding navigation produres, local conditions and the ship's characteristics. The master andor tha officer in charge of the navigational watch shail co-operate closely with the pilot and maintain an acurate check on the ship's position and movement. W in any doubt as to the pilot's actions. or intentions, the officer in charge of the navigational watch shall seek clarification from the pilot and, if double stil exists, shall nofity theGemi demirdeyken 51 cek ve Kaptan gelene kadar gerekli Gntemieri alacakter. Gemi demirdeyken, kaptan gerekli gOrd0Qt tak- dirde devami vardiya tutulacaktr. Seyir vardiya zabiti gemi demirdeyken agagidak! iglerl yapa- caktir 1 en kisa sirede geminin pozisyonunu haritada belirleyip igaretieyacok; 2. belli seyir igaratier, veya kiyidaki bali asnelerdan kartoriz alarak geminin de- mire g0venii bir konumda kalip kalma- sdigini kontrol edecek; sg6zollldk gérevinin uygun olarak yapit- diGindan emin alacak gomi gevresinin beliri aralikta kontrol ediimesini saGlayacek: doniz durumu, gekgit ve meteoratojik durumlan gdzlemieyecek; ‘gemi demir tararsa kaptana haber vere- ‘eek ve gerekil tm Onlemlari alacak; 7 ‘kaptanin tallmatna uygun olarak ana makina ve diger cihaziann galismaya hazir olmasint saglayacak; -gordg bozulursa, kaptant haberdar ede- ‘cok; % gami fenerierinin yakiimasini, gerekil ses cihazlaninin galistmimasi sagia- yacak; 10 yOrorioktek! gevre Koruma kurallari ger- Gevesinde. geminin cevreyi kirletmesini ‘Snlemek igin gerekii tedbirler! alacakte. Ayrim 3-2- Mekina vardiyasinda uyulacak 52 kurallar Bu bolimin 3-2, 4-2 ve 4-4 siklarinda s620 edi- Jon makina vardiyasi vardlya tutan kisi veya gru- bu; veya bir zabitin, makine dairesinde bizzat bulunup bulunmamasi talebs bagli olan sorum- luluk stirecini tarumiar. Making vardiyasindan sorumiu zablt, bagmd- hendisin temsiicisi olup, Szellikie geminin seyri- nietkileyen tim makinalarin giivenil ve etkin ca- hsmasindan ve bakimindan sorumiudur. Ayrica, makina vardiyasinin sorumlulugunda alan tim makina ve cihaziarin bakims, islet masi ve isten- diginde denenmesini astlenecaktir: 121 master immediately and take whatever action is neccessary before the master arrives. Ship at anchor 51 10 i the master considers it necessary, a continuous navigational watch shall be maintained at ‘anchor. While at anchor, the officer in charge of the navigational watch shall determing and plot the ship's position on the ‘appropriate chart as soon as practicable; when circumstances permit, check at suffiiently fraquent intervals whather the ship is remaining securely at anchor by taking bearings of ficed navigation marks or readily identifable shore objects; ‘ensure that proper look-out is maintained; ‘ensure that inpection rounds af the ship are made eriedicaly; ‘observe meteorological and tidal conditions and ‘the state of the saa; notify the master and undertake all necessary measures if the ship drags anchar; ‘ensure that the stale of readiness of the main engines and other machinery Is in accordance with the master’s instructions; if visibility deteriorates, nofity the master, ‘ensure thal the ship exhibits the appropriate fights and shapes and that appropriate sound signals are made in accordance with all applicable regulations, and take measures to protect the environment from pollution by the ship and comply with applicable pollution regulations, Part 3-2 Principles to the observed in keeping 52 an enginesring watch ‘The term engineering watch as used in parts 3-2, 4-2 and 4-4 of this section means either @ person of @ group of personnel comprising the watch or @ period of responsibility tor an otficer during which the physical presence in machinery spaces of that officer may or may not be required, ‘The officer in change af the engingaring watch is the chiof engineer officer's reprasentative and is primarily responsible, at all times, for the sate and etficien operation and upkeep of machinery affecting the safety of the ship and is responsibla for the inspection, operation and tasting, as required, of all machinery and equipment under the responsibilty of tha enginaaring waten,Vardiya diizentemeler! 54 55 Makina zabitl, geminin seyirini etkileyecek ma- kinalarin: ister otomatik ister manuel caligma. ronusunda olsun, givenli ve kogullara uygun galigmasin: sagiayacak nitelite olmalidi. Makina vardiya zabitinin ve personelinin niteligi- ni kararlagtrirken, agagidali Slebtler dikkate alt- nacaktr. 1 geminin tipi ve makinanin dunymu; 2 geminin gaventigini sagiayan makinala- in devamhi ve yeterli denstimi; ‘ozel igletme durumlarin: zoruniu bilan hava kogullan, buz, deniz kirlgi, sig) ‘ular, hasar, kirlik azaltimasi ve acit durumiar ortaya gikmasi: makina vardiya petsonelinin ritelik ve deneyimi: can gvenligi, gemi, yik ve liman emni- yell ve gevre korumast, Ulustararasi, ulusal ve yerel kanuntara uyma; geminin normal galigmasint sagiama. Vardlyanin tesiim alinmast 56 sT 58 Makina vardiyasindan sorumiu zabit, yerini ala~ ccak zabitin vardiya goravini etkin bigimde yerine Qetiremeyecegina inanmas' igin sebepier mev- cutsa, vardiyayt teslim etmeyacek ve durumu basmihendise bildiracektir. Makina vardiyasini feslim alacak makina zabiti, vardiyay! tesiim alacak makina personeiinin go- ravierini etkin bigimde yerine getirecek nitelikte olduklarindan amin olacaktir Makina vardiyasint teslim alacak zabitler agaiji- aki hususlarda gahsen ikna olmaligir: 1 gemi sistem ve makinalann galigmasi ile ilgili basmahendisin olagan emirleri ve Ozel talimatian; makina ve sistemdeki igin, personelin niteligt ve olasi tahtike durumian; sinting, balast tank, slop tanks, reserve tanki, temiz ve atik su tanklannin sevi- 122 Watch arrangements 54 The composition of the engineering watch shall, at all times, be adequate to ensure the sate ‘operation of all machinery affecting the ‘operation of the ship, in either automated ‘or manual mode, and be appropriate to the Prevailing circumstances and conditions. ‘When deciding the composition of tha engineering watch, which may include appropriately ‘qualified ratings. the following criteria. inter alia, ‘shall be taken into account: 1 the type of ship and the type and condition of the machinery; the adequate supervision, at all times, of machinery affecting the sate operation of the ship; any Special modes of operation dictated by conditions such as weather, ice, contaminated water, shallow water, emergency conditions, damage containment or pollution abatement; the qualifications and experiance of the engineering watch; the safety of life, ship, carga and port, and protection of the environment; the observance of _ International, national and loeal regulations; and maintaining the normal operations of the ship Taking over the watch 58 7 58 The officer in charge of the engineering watch shall not hand over the watch to the ralieving afficer if there is reason to believe that the latter is obviously not capable of carrying out the watchkeeping duties effectively, in which case the chief engineer officer shall be notified The relieving officer of the engineoring watch shall ensure that the members of the relieving engineering watch are apparently fully capable of performing their duties effectively. Prior to taking over the engineering watch, relieving officers shall satisfy themselves regarding at least the following; 1 the standing orders and special instructions of the chief enginger atficar relating to the operation of tha ship's systems and machinery: the nature ofall work being performed on machinery and systems, the personnel Involed and potential hazards. the level and, where applicable, the condition of water or residues in bilges,‘yesi ve su durumu ile bu tanklanin, igin- dakiterin kullaniimas! vaya atiimasi le ig 6zel kurallar: 4° reserve ve (settling) tanklan, gunidk tanklar ve digar yakst dopolarindaki ya- kitin durumu ve seviyes!; 5 _sihhi auk sistemieriyle ligil 6zel kural- lar; © gegitiana ve yardimai sistemlerle elekt- rik dagytim sisteminin durumu ve galig- ma yéntemi: ? uraktan kumanda ve elle galistrilan ‘akipmaniarin goziem ve kontrolu 8 ctomatik kazan kontrolunun durumu ve galigma yntemi Sinegin; aley emniyet sistem, jimit kontrol sisteri, yanma sis- temi, yakit doldurma kontrol sistemi ve buhar kazanlannin galigmasina yardim- «1 diger ekipman; 9 kota hava koguilan, buz, kirl ve sig sula- rin sebep olacady olast aksilker, 10 makinalarin bozulmas! veya gemideki aksiliorin zoruniu kilacagi 826l igletme yéntemier; 14 making dairesi personelinin kendilerine verilmig gOrevierte ilgili raporiarr; 42. yangin s6ndiirme cihazlannin elverisiili- a 13 makina dairesi jumal kayitlarimin tutul masi Makina vardiyasinin tutulmast 59. Makina vardiyasindan zorunlu zabit, belirlenmig vardiya dizeninin devamini sagjliyacaktir. Maki- na aires! personeli, makine vardiyasinda ise ana ve yardimei makinelerin verimili caligmalari- nna yardime! olacakdardir. 60 BagmGhendis makina daivesinde olsa bile, ma- kina vardiya zabiti makina dairesindeki igiem- don sorumiu olmaya davam edecektir. Ancak, bagm@hendis sorumiulugu Ustlondigini 6ze! ola- ‘ak beliticse ve iki taraf da mutabik kalirsa, $0- rumluluk bagmUhendise ait olur. 61 Tum makina vardiya personelinin kendilerine varilen vardiya gérevi hakkinds bilgiier! olacak-. 123 ballast tanks, slop tanks, reserve tanks, fresh water tanks, sewage tanks and any special requirements for use or disposal of the cantents thereof; 4 the condition and level of fuel in the reserve tanks, settling tank, day tank and other fuel storage facilities; 5 any special requirements relating to sanitary system disposals; 6 condition and mode ot operation ot the various main and auxiliary systems, including the electrical power istribution system; 7 where applicabla, the condition of monitoring and control console ‘equipment, and which equipment is being operated manually; & where applicable, the _ candition and mode of operation of automatic boiler controls such as flame safeguard Control systems, limit control systems, combustion control systems, fuel-supply control systems and other equipment ‘elated to the operation of steam boilers; 3 any potentially adverse conditions resulting from bad weather, ice, or contaimantad or shallow water; 10 any spacial modes of operation dictated by equipment failure or adverse ship ‘conditions; 41 the reports of engine-room rating relating 10 thelr assigned duties; 12 the availability of fire-fighting appliances; and 19 the state of completion of engine-room fog. Performing the engineering watch 59 The officer in charge of the engineering watch shall ensure that the established watckaeping arrangements are maintained and that, under direction, engine-room rating, if forming part of the engineering watch, assist in the safe and efficient operation of the propulsion machinery and auxiliary equipment. 60 The officer in charge of tha engineering waich shall continue to. be responsible for machinery-space operations, despite the Presence of the chia! engineer officer in the machinery spaces, untl specifically informed that the chief engineer officer has assumed that responsibility and this is mutually understood. 61 All members of the engineering watch shall be familiar with their assigned watchkeeping