{"id":257,"date":"2015-08-15T16:21:18","date_gmt":"2015-08-15T13:21:18","guid":{"rendered":"http:\/\/denizcisin.com\/?p=257"},"modified":"2015-08-15T16:26:01","modified_gmt":"2015-08-15T13:26:01","slug":"kaptanin-klavuzu-onemli-bilgilerr","status":"publish","type":"post","link":"https:\/\/denizcisin.com\/index.php\/2015\/08\/15\/kaptanin-klavuzu-onemli-bilgilerr\/","title":{"rendered":"Kaptan\u0131n Klavuzu – \u00d6nemli Bilgiler"},"content":{"rendered":"

1<\/strong><\/span>
\nindex<\/strong><\/span>
\nKonu Ad\u0131 Sayfa No.<\/strong><\/span>
\nFilomuza A\u0131t Gem\u0131ler ……………………………………………………………………….. 3<\/strong><\/span>
\nBogazlar Ve Marmara’da Dikkat Edilecek Hususlar ………………………………. 4<\/strong><\/span>
\nSP 1 Mesaj\u0131 …………………………………………………………………………………….. 5<\/strong><\/span>
\nMakina Ar\u0131zalar\u0131………………………………………………………………………………. 5<\/strong><\/span>
\nKirac\u0131Acenteler ………………………………………………………………………………. 6<\/strong><\/span>
\nGemiden Ofisin Telefon \u0002le Aranmas\u0131………………………………………………… 7<\/strong><\/span>
\nYag Kay\u0131t Defteri \u0002le Sintine Seperat\u00f6r\u00fc Ve Sewage Sistemi Kontrol\u00fc …… 8<\/strong><\/span>
\nPort State Control …………………………………………………………………………… 9<\/strong><\/span>
\nMissriver’da ambar temizligi …………………………………………………… 14<\/strong><\/span>
\nBos ve Az Kullan\u0131lan Kamaralar, Personel Kamaralar\u0131n\u0131n Kontrol\u00fc………… 15<\/strong><\/span>
\nNotice of Readiness(NOR)……………………………………………………………… 16<\/strong><\/span>
\nStatementofFacts(SOF) ………………………………………………………………….. 21<\/strong><\/span>
\nNotices\/\u0002hbarlar ………………………………………………………………………………. 23<\/strong><\/span>
\nMate Receipt \/ Teslim Ordinosu ………………………………………………………… 24<\/strong><\/span>
\nB\/Lading \/ Konsimento…………………………………………………………………….. 25<\/strong><\/span>
\nDispute on Quantity \/ Y\u00fck Miktar\u0131nda Uyusmazl\u0131k ……………………………… 31<\/strong><\/span>
\nDeadfreight \/ \u00d6l\u00fc Navlun …………………………………………………………………. 33<\/strong><\/span>
\nCargo\/Y\u00fck …………………………………………………………………………………… 36<\/strong><\/span>
\nCargo Manifest \/ Y\u00fck Manifestosu ……………………………………………………. 37<\/strong><\/span>
\nSea Protest \/ Deniz Raporu……………………………………………………………….. 37<\/strong><\/span>
\nLosses(Kay\u0131plar)……………………………………………………………………………… 39<\/strong><\/span>
\nInsurance(Sigorta)……………………………………………………………………………. 41<\/strong><\/span>
\nHull&Machinery……………………………………………………………………………… 47<\/strong><\/span>
\nWar Risk………………………………………………………………. ……………………… 49<\/strong><\/span>
\nProtection and Indemnity\/P&I………………………………………………………….. 50<\/strong><\/span>
\nRepatriation of Crew\/Personelin Yurtd\u0131s\u0131ndan \u00c7ekilmesi ………………… 54<\/strong><\/span>
\nDraftSurveyRepor ……………………………………………………………………….. 55<\/strong><\/span>
\nStevedore Damage \/ Setevedor Hasar\u0131 …………………………………………………. 56<\/strong><\/span>
\nUnsafe Port…………………………………………………………………………………………………………. 59<\/strong><\/span>
\nLightering\/Trans-Shipment…………………………………………………………………………………. 60<\/strong><\/span>
\nCondraband Measuer\/Ka\u00e7ak\u00e7\u0131l\u0131k……………………….. ……………………………………………… 61<\/strong><\/span>
\nCharter Parties……………………………………………………………………………………………………. 62<\/strong><\/span>
\nDok\u00fcmanlar\u0131n \u0002mzalanmas\u0131……………………………………………………………………………….. 66<\/strong><\/span>
\nLaytime\/Zaman Say\u0131m\u0131……………………………………………….. ……………………………………. 66<\/strong><\/span>
\nSpeed and Overconsumption Claim \/ S\u00fcrat ve Fazla Yak\u0131t<\/strong><\/span>
\nHarcam\u0131ndan Dogan Tazmin Talebi ……………………………………………………. 67<\/strong><\/span>
\nBunker Quality Dispute \/ Yak\u0131t Kalitesi Anlasmazl\u0131g\u0131…………………………….. 73<\/strong><\/span>
\nKiradayken 3. Kisilere verilen Mektup………………………………………………… 78<\/strong><\/span>
\nKiradayken \u0002mzalan Fatura vs.lere D\u00fcs\u00fclen Serh……………………………………. 79<\/strong><\/span>
\nAlternate Loading \/ Degisimli Y\u00fckleme ……………………………………………….. 80<\/strong><\/span>
\nUSA Limanlar\u0131na Giris ……………………………………………………………………… 81<\/strong><\/span>
\nGemilerimizin IFO ve MDO\/MGO Talepleri ………………………………………… 89<\/strong><\/span>
\nOrjinal B\/Lading Olmadan Y\u00fck\u00fcn Tahliyesi ve Tahliye Liman\u0131’n\u0131n<\/strong><\/span>
\nDegismesi Sartlan…………. …………….. …………………………………………………. 90<\/strong><\/span>
\nY\u00fck\u00fcn i\u00e7inde su varsa verilecek Protesto……………………………………………………………………. 97<\/strong><\/span>
\nSteel Y\u00fcklemelerinde Dikkat Edilecek Husususlar……………………………………… 98<\/strong><\/span>
\nGemiye Ziyaret\u00e7i Kat\u0131lmas\u0131 Durumunda \u0002mzalat\u0131lacak LOU Formu…………………… 107<\/strong><\/span>
\n\u00c7imento ve Klinger Y\u00fckleme \/ Tahliyeleri …………………………………………………….. 109<\/strong><\/span>
\nUkrayna ve Rusya Limanlar\u0131ndaki Mesai Oranlan, Kaptan G\u00f6r\u00fcsleri<\/strong><\/span>
\nve Azak Denizi Reg\u00fclasyonu………………………………………………………………………… 110<\/strong><\/span>
\nDizaynlar\u0131 Bak\u0131m\u0131ndan D\u00f6kme Y\u00fcklerin Y\u00fcklenmesi Esnas\u0131nda<\/strong><\/span>
\nY\u00fcksek Yitik Hacim Kalan Gemilerimiz ……………………………………………………….. 112<\/strong><\/span>
\n\u0002srail Limanlar\u0131na Gidiste Verilecek \u0002hbarlar …………………………………………………. 113<\/strong><\/span>
\nPort Infromation Directory………………………………………………………………………………………………………… 114<\/strong><\/span>
\nGemilerimizdeki Eski Payroteknik Malzeme, Nesriyat ve Sertifikalar ……………….. 119<\/strong><\/span>
\nUnitor T\u00fcplerinin Doldurulmas\u0131…………………………………………………………………… 120<\/strong><\/span>
\nPersonele Genel Hat\u0131rlatmalar …………………………………………………………………….. 121<\/strong><\/span>
\nGemi Fotograflar\u0131n\u0131n \u0002sletmeye G\u00f6nderilmesi………………………………………………… 123<\/strong><\/span>
\nKaptan Devir-Teslim Tutanag\u0131…………………………………………………………………….. 124<\/strong><\/span>
\nPersonelin Yurtd\u0131s\u0131nda Doktora G\u00f6nderilmesi ………………………………………………… 126<\/strong><\/span>
\n\u0002stanbul Liman\u0131 Demir Yeri Sahalar\u0131n\u0131n Kullan\u0131m Esaslar\u0131……………………………….. 129<\/strong><\/span>
\nGemilerin Malzeme Al\u0131m\u0131……………………………………………………………………………. 133<\/strong><\/span>
\nSuez Canal ge\u00e7isleri …………………………………………………………………………………… 134<\/strong><\/span>
\nPersonel Gemi Adam\u0131 C\u00fczdanlar\u0131 ve Pasaportlar\u0131……………………………………………. 135<\/strong><\/span>
\nYak\u0131t transferi i\u00e7in tanklar\u0131n \u0131s\u0131t\u0131lmas\u0131…………………………………………………………… 136<\/strong><\/span>
\nSagl\u0131k konusunda al\u0131nmas\u0131 gerekli \u00f6nlemler ………………………………………………….. 137<\/strong><\/span>
\nGemilere yurd\u0131smda al\u0131nacak demirbas ekipman i\u00e7in uygulanacak prosed\u00fcr ………… 138<\/strong><\/span>
\nProtesto Mektup \u00d6rnekleri………………………………………………………………………………. 139<\/strong><\/span>
\nTanker Hesaplamalar\u0131nda Kullan\u0131lan Terimler………………………………………………….. 144<\/strong><\/span>
\nROB Claims………………………………………………………………………………………………….. 145<\/strong><\/span>
\nWedge Formula……………………………………………………………………………………………… 146<\/strong><\/span>
\nUnderKeel Clearence Calculation…………………………………………………………………….. 154<\/strong><\/span>
\nChartering Terms……………………………………………………………………………………………. 167<\/strong><\/span>
\nTanker Terms………………………………………………………………………………………………….. 182<\/strong><\/span>
\nGemilerden sirkete g\u00f6nderilen y\u00fck evraklar\u0131 ………………………………………………….. 198<\/strong><\/span>
\nWetrep ………………………………………………………………………………………………………….. 199<\/strong><\/span>
\nDPC Survey……………………………………………………………………………………………………. 212<\/strong><\/span>
\nT\/C baz\u0131 problemer……………………………………………………………………………………………218<\/strong><\/span>
\nStow away Clasuse T\/C………………………………………………………………………………….. 219<\/strong><\/span>
\nGarbage Removal……………………………………………………………………………………………. 220<\/strong><\/span>
\nArrest of vessels for time charterers debts………………………………………………………… 221<\/strong><\/span>
\nAbout “about”…………………………………………………………………………………………………. 222<\/strong><\/span>
\nISPS Cause……………………………………………………………………………………………………….224<\/strong><\/span>
\nAMS Clauses………………………………………………………………………………………………… 226<\/strong><\/span>
\nVoyage Charter – \u201cPerformance clause\u201d………………………………………………………….. 231<\/strong><\/span>
\nRecommence of laytime………………………………………………………………………………….. . 232<\/strong><\/span>
\nEk marine comite guidlines Case ler(Fire\/Collision\/Engine failure……………………….. 233<\/strong><\/span>
\nEkin i\u00e7inde T\/C Pilot Sorumlulugu……………………………………………………………………. 265<\/strong><\/span>
\nBoca Grande \/Puerto ORDAZ y\u00fcklemeleri …………………………………………………. .290<\/strong><\/span>
\nYedekli Bogaz Ge\u00e7is Prosed\u00fcr\u00fc………………………………………………………………………. 293<\/strong><\/span>
\nKaptandan zabite Tavsiyeler(\u0002yi Bir Y\u00f6netici Nas\u0131l Olmal\u0131)………………………………. 295<\/strong><\/span>
\nBogaz ge\u00e7is prosed\u00fcr\u00fc……………………………………………………………………………………… 299<\/strong><\/span>
\n\u00c7elik Y\u00fcklerinde Havaland\u0131rma Uygulamalar\u0131……………………………………………………. 313<\/strong><\/span>
\nCalculat\u0131on oil cargo quantity……………………………………………………………………………. 314<\/strong><\/span>
\nAvrupa MARPOL uyar\u0131s\u0131…………………………………………………………………………………. 315<\/strong><\/span>
\nTemiz Konsimento Esaslar\u0131……………………………………………………………………………….. 316<\/strong><\/span>
\nAmmonium Nitrate Loading<\/strong><\/span>
\nFO tas\u0131ma ve \u0131s\u0131tma esaslar\u0131…………………………………………………………………………………317<\/strong><\/span>
\nBridge resource management and watching……………………………………………………………318<\/strong><\/span>
\nKaymalar ve Dusmeler………………………………………………………………………………………..330<\/strong><\/span>
\nWIDS alarm calarsa neler yap\u0131lmal\u0131………………………………………………………………………331<\/strong><\/span>
\nShip owner not liable for Improper carg\u0131 inspection………………………………………………..333<\/strong><\/span>
\nChecks to be made before signing bill of lading……………………………………………………..334<\/strong><\/span>
\nMaster responsibility for safety of surveyors………………………………………………………….335<\/strong><\/span>
\nAsdem letters on Charter party clauses…………………………………………………………………..337<\/strong><\/span>
\nO\u0131l Record book nas\u0131l doldurulmal\u0131………………………………………………………………….. …340<\/strong><\/span>
\nLashing For Grain……………………………………………………………………………………………….345<\/strong><\/span>
\nFO Tas\u0131mas\u0131 ile ilgili tavsiyeler …………………………………………………………………………346<\/strong><\/span>
\nLOI Yukun yak\u0131t olarak kullan\u0131m\u0131 ile ilgili……………………………………………………… ..347<\/strong><\/span>
\nKaptandan Kaptana Tavsiyeler,<\/strong><\/span>
\nSADECE HEPIMIZIN BILGILENMESI VE DAHA AZ<\/strong><\/span>
\nKAYIPLA MUCADELE ETMEK ICINDIR.<\/strong><\/span>
\nYARARLI OLMASINI TEMENNI EDERIM<\/strong><\/span>
\nSevgili agabeymiz Kpt.Ugur SARACOGLU\u2019nun<\/strong><\/span>
\nan\u0131s\u0131na unutulmamas\u0131 dilegiyle,<\/strong><\/span>
\nDuzenleyen Kpt.Yusuf ANGIN<\/strong><\/span>
\nKonu : BOGAZLAR VE MARMARA’DA D\u0002KKAT ED\u0002LECEK HUSUSLAR<\/strong><\/span>
\nGemilerimizin \u00c7anakkale ve \u0002stanbul Bogazlar\u0131 ile Marmara Denizi’nden ge\u00e7erken<\/strong><\/span>
\ndikkat edecekleri hususlar asag\u0131da belirtilmistir.<\/strong><\/span>
\n1- Yabanc\u0131 bayrakl\u0131 gemiler; Marmara denizi i\u00e7erisindeki herhangi bir limana<\/strong><\/span>
\ntahliye\/y\u00fckleme i\u00e7in giderken yada Marmara limanlar\u0131’n\u0131n birinden ayr\u0131l\u0131rken \u0002stanbul yada<\/strong><\/span>
\n\u00c7anakkale Bogazlar\u0131 ge\u00e7islerinde pilot al\u0131rlar.<\/strong><\/span>
\nPilot alma mecburiyeti olan durumlarda gemi kaptanlar\u0131n\u0131n pilot almaktan imtina etmezler.<\/strong><\/span>
\n2- Bogaz ge\u00e7islerinde, transit masraflar\u0131 acentalar taraf\u0131ndan \u00f6dendiginden, piLot, s\u0131hhiye<\/strong><\/span>
\nve diger islemler i\u00e7in imzalanacak “Bili” de armat\u00f6r\/acenta k\u0131sm\u0131na belirlenen<\/strong><\/span>
\nacentalar yaz\u0131lmal\u0131d\u0131r.<\/strong><\/span>
\n3- Kumkap\u0131, Tuzla Liman\u0131 ve a\u00e7\u0131g\u0131nda gemiler \u00e7ok s\u0131k\u0131 sekilde “\u00c7EVRE KORUMA”<\/strong><\/span>
\ntaraf\u0131ndan deniz kirliligi a\u00e7\u0131s\u0131ndan denetlenmektedirler.<\/strong><\/span>
\n– Ambar ve makina sintinesi kesinlikle basilmamasi,<\/strong><\/span>
\n– Sewage sistemlerin devreye alinip, t\u00fcm lavabo ve pis su tahliye<\/strong><\/span>
\nValflerinin kapatilmasi,<\/strong><\/span>
\n– G\u00fcverteden denize sizab\u0131lecek herhangi bir yag ka\u00e7agina mahal verilmemesi,<\/strong><\/span>
\n– isletme ekibi disinda gemi bordasinda kaynak ve oksijen kullanilmarnasi<\/strong><\/span>
\nNot: Herhangi bir sebeple – en k\u00fc\u00e7\u00fck \u00f6l\u00e7\u00fclerde dahi olsa – denizin kirletilmesi durumunda gemilere<\/strong><\/span>
\ntatbik edilen ceza miktari – 2008yili i\u00e7in – asag\u0131da belirtilmistir.Y\u0131ll\u0131k olarak deg\u0131s\u0131yor<\/strong><\/span>
\nHer ne kadar istenmezse de \u00e7evre koruma motorundan gemiye \u00e7ikarmasi ve herhangi bir sebepten<\/strong><\/span>
\ndolayi ceza yaz\u0131lmas\u0131ndan bahsedilmesi durumunda; gelen memura \u00e7ok nazik davran\u0131l\u0131p, ceza<\/strong><\/span>
\nyaz\u0131lmadan derhal Operasyon b\u00f6l\u00fcm\u00fcne haber verilmelidir.<\/strong><\/span>
\nBOGAZ GE\u00c7\u0002SLER\u0002NDE G\u00d6NDER\u0002LEN SPI MESAJI<\/strong><\/span>
\nTrafik Kontrol \u0002stasyonlar\u0131n\u0131n gemilerden istemis olduklar\u0131 SPI raporlar\u0131<\/strong><\/span>
\nTemmuz\/2000\u2019den itibaren sadece acentalar\u0131n bildirimi halinde ge\u00e7erli olacak sekilde yeniden<\/strong><\/span>
\nd\u00fczenlenmistir. Bunun i\u00e7in gemi kaptanlar\u0131m\u0131z SPI raporlar\u0131n\u0131 dogrudan Trafik Kontrol<\/strong><\/span>
\n\u0002stasyonlar\u0131 yerine bogaz acenterine bildirmeleri gerekmektedir.<\/strong><\/span>
\n\u00d6zellikle Karadeniz d\u00f6n\u00fcslerinde (24 saat \u00f6nceden) istenen SPI raporunun zaman\u0131nda<\/strong><\/span>
\nacenteye bildirilmesi, acentaya ulas\u0131lamad\u0131g\u0131 takdirde isletme (acenta b\u00f6l\u00fcm\u00fc) \u00fczerinden<\/strong><\/span>
\nbu mesajlar\u0131n g\u00f6nderilmesi gerekmektedir.<\/strong><\/span>
\nBOGAZ GE\u00c7\u0002SLER\u0002NDE VUKU BULAN MAK\u0002NA ARIZALARI<\/strong><\/span>
\nSon zamanlarda Bogazlardan ge\u00e7mek \u00fczere girislere yaklasan gemilerde vuku bulan<\/strong><\/span>
\nmak\u0131na ar\u0131zalar\u0131n\u0131n artt\u0131g\u0131, bu ar\u0131zalar\u0131n Trafik Kontrol \u0002stasyonlar\u0131na birebir rapor edilmeleri<\/strong><\/span>
\nsebebiyle ge\u00e7islerde liman makina sorveyine tabi olundugu ve ilave pilot almak zorunda<\/strong><\/span>
\nkal\u0131nd\u0131g\u0131 \u00fcz\u00fclerek musahade edilmektedir. Bu t\u00fcr istenmeyen hadiselere mahal vermemek i\u00e7in;<\/strong><\/span>
\n1- Bogaz ge\u00e7islerinden \u00f6nce \u0006ort he\u0006\u0006 test edilmesi ve eger diesel o\u0131l\u2019e ge\u00e7iliyor<\/strong><\/span>
\nise \u00e7ok dikkatli davran\u0131lmas\u0131.<\/strong><\/span>
\n2- Eger herhangi bir sekilde makina ar\u0131zas\u0131 olmus ve bogaz girisi gecikiyor ise<\/strong><\/span>
\nkesinlikle \u201cmakina ar\u0131zas\u0131 oldu\u201d seklinde bildirilmemesi, bunun yerme<\/strong><\/span>
\nisletmeden acil talimat al\u0131nd\u0131 ve \u201cbir s\u00fcre bogaz girisi yapmadan sefer talimat\u0131<\/strong><\/span>
\nbeklememiz istendi\u201d seklinde bildirimde bulunulmas\u0131 gereklidir.<\/strong><\/span>
\nGemi kaptan\u0131 her ne sekilde olursa olsun Maikina Ar\u0131zas\u0131 beyan ettigi takdirde; liman s\u00f6rveyi<\/strong><\/span>
\nve pilot alma mecburiyeti oldugunu bir kez daha hat\u0131rlat\u0131r, ar\u0131zas\u0131z g\u00fcnler dileriz.<\/strong><\/span>
\nKonu:K\u0002RACI ACENTALARI<\/strong><\/span>
\nGemilerimiz Time Charter alt\u0131nda iken kirac\u0131lar genellikle y\u00fckleme ve tahliye liman acenta<\/strong><\/span>
\ndetaylann\u0131 dogrudan ve sadece Gemi Kaptanl\u0131g\u0131na bildirmekteler.<\/strong><\/span>
\nK\u0131sa seferlerde isletmenin acentay\u0131 ge\u00e7 \u00f6grenmesi s\u00f6zkonusu oldugundan<\/strong><\/span>
\nyedekpar\u00e7a\/m\u00fcstehlik ve tayfa degisikligi gibi islemler gecikmekte yada o limanda temini<\/strong><\/span>
\nimkan\u0131 kalmamaktad\u0131r.<\/strong><\/span>
\nBu t\u00fcr hadiselere sebebiyet vermemek i\u00e7in kirada bulunan gemilerimiz, herhangi bir liman<\/strong><\/span>
\nacenta detay\u0131n\u0131 \u00f6grenir \u2013 \u00f6grenmez, acenta isim-tlx-fax numaralar\u0131n\u0131n isletmeye acilen<\/strong><\/span>
\nbilidirilmesi gerekmektedir.<\/strong><\/span>
\nGemilerimiz time charter da ise yak\u0131t, liman servisleri ve baz\u0131 harcamalar kirac\u0131 ad\u0131na<\/strong><\/span>
\nyap\u0131l\u0131r.Eger bu \u00f6demelerde baz\u0131 aksamalar olursa bunlar\u0131 belki gemi sahibinden isteyebilirler.Bu<\/strong><\/span>
\nnedenle Kaptan veya Bas M\u00fchendis herhangi bir yere imza atarken<\/strong><\/span>
\nFor and on behalf of \u2026…………………….\u2019\u2019time Charterer. Yaz\u0131lamal\u0131 veya bu konuyla ilgili<\/strong><\/span>
\nm\u00fch\u00fcr varsa o kullan\u0131lmal\u0131.Genelde onayl\u0131yacag\u0131m\u0131z al\u0131nd\u0131 kag\u0131tlar\u0131,yak\u0131t ikmalcileri,stevedor<\/strong><\/span>
\nmasraflar\u0131 ve v.b masraflar ki bunlar C\/p belirtilieler.<\/strong><\/span>
\nGemi zabitleri asla herhangi bir al\u0131nd\u0131 imzalamayacaklar,<\/strong><\/span>
\nM\u00fch\u00fcr varsa su not yaz\u0131lmal\u0131.(IMPORTANT NOTICE)<\/strong><\/span>
\nThe goods and\/or services being hereby acknowledged,receipted for,and\/or ordered<\/strong><\/span>
\nare being accepted and \/or ordered solely \u0131ort he account of charterers of the<\/strong><\/span>
\n\/\u2026………(ship name.)\u2026\/and not \u0131ort he account of said vessel or her owners.<\/strong><\/span>
\nAccordingly,no lien or other claim against sail vessel or her owners can arise<\/strong><\/span>
\ntherefore,\/\u2026..(owners name)\u2026..\/<\/strong><\/span>
\nOWNERS OF THE VESSEL\/\u2026……(ship name)\u2026……….<\/strong><\/span>
\nGenelde kirac\u0131 ad\u0131na su masraflar yap\u0131l\u0131r<\/strong><\/span>
\n1-Haberlesme<\/strong><\/span>
\n2-Extra yemekler<\/strong><\/span>
\n3-\u0003kramlar<\/strong><\/span>
\n4-Sigara ve slopchest \u00fcr\u00fcnleri<\/strong><\/span>
\n5-Kaptan\u0131n kolayl\u0131k ikramlar\u0131<\/strong><\/span>
\nKonu : GEM\u0002DEN OF\u0002S\u0002N TELEFON \u0002LE ARANMASI<\/strong><\/span>
\n\u00d6zellikle yakm-sefer \u00e7al\u0131san gemilerimizden ofisin gerekli-gereksiz telefon ile arand\u0131g\u0131, yaz\u0131yla<\/strong><\/span>
\n(telex\/fax) bildirilmesi gereken baz\u0131 bilgilerin telefon ile bildirilmeye \u00e7al\u0131s\u0131ld\u0131g\u0131 , ofiste<\/strong><\/span>
\n\u00e7al\u0131sanlar\u0131n da fuzuli zaman\u0131n al\u0131nd\u0131g\u0131 g\u00f6zlemlenmektedir.<\/strong><\/span>
\n\u00d6zel durumlar d\u0131s\u0131nda ofisin telefon yerine telex ile aranmas\u0131 ve bu konuda Gemi<\/strong><\/span>
\nKaptanlar\u0131m\u0131z ile beraber diger t\u00fcm personelin de azami dikkati g\u00f6stermesi gerekmektedir.<\/strong><\/span>
\nKaptan ve Bas M\u00fchendis d\u0131s\u0131nda hi\u00e7bir personel ofisi ve \u00f6zellikle personel b\u00f6l\u00fcm\u00fcn\u00fc izin<\/strong><\/span>
\ntalepleri ve \u00f6zel istekleri i\u00e7in aramayacak, personel t\u00fcm taleplerini gemi kaptan\u0131 vas\u0131tasiyle<\/strong><\/span>
\nisletmeye iletecektir, gemi kaptan\u0131 vas\u0131tas\u0131yla ofise yaz\u0131l\u0131 olarak iletilmeyen hi\u00e7bir talep dikkate<\/strong><\/span>
\nal\u0131nmayacakt\u0131r.<\/strong><\/span>
\nTelex ile anlat\u0131lmas\u0131 zor g\u00f6z\u00fcken hususlarda, \u00f6zellikle ofisin de kapal\u0131 oldugu saatlerde;<\/strong><\/span>
\ny\u00fckleme\/tahliyede \u00e7\u0131kan aksakl\u0131klar vs. \u0002\u00e7in acil cevap gerektirecek hususlarda, yada gemi<\/strong><\/span>
\nkaptan\u0131n\u0131n gerekli g\u00f6rd\u00fcg\u00fc diger durumlarda; gemi kaptan\u0131 ve gerekiyorsa bas m\u00fchendisi ofisi<\/strong><\/span>
\nyada ofis saatleri d\u0131s\u0131nda ilgili b\u00f6l\u00fcm sorumlular\u0131n\u0131 telefon ile arayabilirler.<\/strong><\/span>
\nBiraz \u00f6nce \u00e7ektigim telex\u2019i ald\u0131n\u0131z m\u0131? Biz yanast\u0131k, herhangi bir sorun yok! M\u00fcteakip<\/strong><\/span>
\nbaglant\u0131m\u0131z neresi? Herhangi bir personelin \u2013 beni ne zaman \u00e7ekeceksiniz? Ben (falan tarihte)<\/strong><\/span>
\nayr\u0131lmak istiyorum yada istemiyorum ! Bana s\u00f6z verilmisti! Seklindeki telefonlar her iki taraf<\/strong><\/span>
\ni\u00e7in zaman ve para kayb\u0131ndan baska bir ise yaramayacakt\u0131r.<\/strong><\/span>
\nNotlar :<\/strong><\/span>
\n1-Bazen Gemi Kaptanlar\u0131m\u0131z, birka\u00e7 a\u00e7\u0131k kalan konuyu toparlay\u0131p telefon ile ofisi<\/strong><\/span>
\narama ihtiyac\u0131 hissetmektedir. \u00dc\u00e7-d\u00f6rt ayr\u0131 konuda telefon ile bir kisiden net cevap al\u0131nmas\u0131<\/strong><\/span>
\nzordur.<\/strong><\/span>
\n2-Unutulmamal\u0131d\u0131r ki; telefon bir kisiye, telex ise of\u0131sdeki herkesin dikkatine sunulur.<\/strong><\/span>
\nAyr\u0131ca; g\u00f6z ile dimag aras\u0131ndaki baglant\u0131, kulak ile dimag aras\u0131ndaki baglant\u0131dan 20 kat daha<\/strong><\/span>
\ng\u00fc\u00e7l\u00fcd\u00fcr.<\/strong><\/span>
\n3-Ofis bilgisayar, telex sistemine bagl\u0131d\u0131r ve ilgili t\u00fcm birimler taraf\u0131ndan an\u0131nda<\/strong><\/span>
\nokunur.<\/strong><\/span>
\n4-Geminin mesaj yada taleplerine zaman\u0131nda cevap verilemiyorsa ve isin aciliyeti<\/strong><\/span>
\nvarsa, telefon yerine telex hat\u0131rlatmas\u0131 daha uygun olacakt\u0131r.<\/strong><\/span>
\nKonu : OIL RECORD BOOK (YAG KAYIT DEFTER\u0002) \u0002LE S\u0002NT\u0002NE<\/strong><\/span>
\nSEPERAT\u00d6R\u00dc VE SEAWAGE S\u0002STEM\u0002N\u0002N KONTROL\u00dc<\/strong><\/span>
\nAvrupa ve USA limanlar\u0131 basta olmak \u00fczere hemen hemen t\u00fcm limanlarda port state\/marpol<\/strong><\/span>
\ndenetlemelerine tabi olan gemilerimizde ; oil record book\u2019lann yanl\u0131s doldurulduklar\u0131, kay\u0131tlar ile<\/strong><\/span>
\ngemide mevcut sludge ve bilge degerlerinin ayn\u0131 olmad\u0131klar\u0131, seperat\u00f6r\u00fcn \u00e7ogunlukla<\/strong><\/span>
\n\u00e7al\u0131st\u0131r\u0131lamad\u0131g\u0131, alarm monitor\u0131ng sistemlerinin kifayetsiz \u00e7al\u0131st\u0131klar\u0131 yada hi\u00e7 \u00e7al\u0131smad\u0131klar\u0131, sintine<\/strong><\/span>
\ndevresi \u00fczerinde gereksiz devre ve baglant\u0131lar\u0131n oldugu, sintine ve sludge\u2019\u0131n IOPP sertifikas\u0131nda<\/strong><\/span>
\nbelirtileni tanklardan baska tanka al\u0131nd\u0131klar\u0131, overboard \u00e7\u0131k\u0131slar\u0131 \u00fczerinde \u201c Oil Discharge<\/strong><\/span>
\nProhibited\u201d yaz\u0131lar\u0131n\u0131n olmad\u0131g\u0131 , keza ayn\u0131 valflerin limanda bulunuldugu s\u00fcre i\u00e7erisinde zincirle<\/strong><\/span>
\nbaglan\u0131p m\u00fch\u00fcrlenmedikleri, seawage tank tabletlerinin eksik olduklar\u0131 g\u00f6zlemlenmekte ve bu<\/strong><\/span>
\nsebeplerden dolay\u0131 gemilerin ceza yediklerine maalesef hala rastlamaktay\u0131z.<\/strong><\/span>
\nOil Record Book d\u00fczenlenirken gerek kaptan, gerekse bas m\u00fchendis \u00e7ok dikkatli bir sekilde;<\/strong><\/span>
\nd\u00fcs\u00fclecek kay\u0131tlar ile ilgili bas k\u0131s\u0131mda bulunan notlar\u0131 iyi et\u00fcd etmeli, eger bir teredd\u00fct varsa isletmeye<\/strong><\/span>
\ndan\u0131s\u0131lmal\u0131d\u0131r. K\u0131sa sefer yapan gemilerde sludge (sla\u00e7) ile ilgili haftal\u0131k ve seferlik kay\u0131tlara titizlikle<\/strong><\/span>
\nuyulmal\u0131d\u0131r.<\/strong><\/span>
\n\u00d6zellikle \u0006ort he limanlar\u0131nda \u201cwater police\u201d taraf\u0131ndan \u00e7ok s\u0131k\u0131 bir marpol \u0131nspect\u0131on yap\u0131ld\u0131g\u0131<\/strong><\/span>
\ntaraf\u0131m\u0131zca da iyi bilinmektedir. Oil record book kay\u0131tlar\u0131 ve bu kay\u0131tlara uygunluk ana \u0131nspect\u0131on<\/strong><\/span>
\nkonusudur. Bimco b\u00fclteni\u2019nde de yay\u0131nlanan sludge miktar\u0131 hesab\u0131; yak\u0131lan heavy fuel o\u0131l miktar\u0131n\u0131n<\/strong><\/span>
\ny\u00fczde 1.5 ile 2.5 aras\u0131nda oldugu ve bu sebeple heavy fuel o\u0131l yakan t\u00fcm gemilerin kay\u0131tlar\u0131nda enaz<\/strong><\/span>
\ny\u00fczde 1 (bir) sludge g\u00f6stermeleri ve bunu sahile teslim ettiklerine dair al\u0131nd\u0131lar\u0131 \u0131barz etmeleri<\/strong><\/span>
\ngerekmektedir. Sludge evaporator\u2019u\/boiler\/ yada sludge incinererator\u2019u olan gemiler bu sludge\u2019\u0131<\/strong><\/span>
\nyakabilirler(IOPP sertifikan\u0131z\u0131n ekine bakman\u0131z).Yukar\u0131dakilere ayk\u0131r\u0131l\u0131k tespit edildigi<\/strong><\/span>
\ndurumlarda gemi kaptan\u0131 ve bas m\u00fchendis i\u00e7in ayr\u0131 ayr\u0131 kisesel cezalar verilmektedir.<\/strong><\/span>
\nBaz\u0131 \u00fclkelerde (\u0002srail \/ Ukrayna ve Rusya gibi) \u00fccretsiz sla\u00e7 ve sintine alma hizmeti oldugu<\/strong><\/span>
\nbilinmektedir. Acenteler ile kontrol edilmeli ve mevcutlar verilmeye \u00e7al\u0131s\u0131lmal\u0131d\u0131r.<\/strong><\/span>
\nT\u00fcm makine zabitlerinin sintine seperat\u00f6r\u00fc ile sewage sistemlerinin \u00e7ok iyi bilmeleri, bak\u0131mlar\u0131n\u0131n<\/strong><\/span>
\nd\u00fczenli olarak yap\u0131lmalar\u0131 , filtrelerinin zaman\u0131nda degismeleri gerekli olup, varsa ar\u0131zas\u0131 ile<\/strong><\/span>
\nyedek par\u00e7a taleplerinin vakit kaybedilmeksizin isletmeye bildirmeleri gerekmektedir.<\/strong><\/span>
\nNOT :ASLA IOPP SERTIFIKANIZDA SLUDGE TANK OLARAK BELIRTILEN<\/strong><\/span>
\nTANKLARDAN DENIZE HERHANGI BIR SEY BASMAYIN\/BASTI GOSTERMEYIN.<\/strong><\/span>
\nSLUDGE TANKTAN SADECE YA SAHILE VERILECEK VEYA YAKILACAKTIR.<\/strong><\/span>
\nBUNUN DISINDA BIR ISLEM GIRISI YAPMAYINIZ.<\/strong><\/span>
\nKonu : PORT STATE CONTOL (PSC)<\/strong><\/span>
\nY\u00fcr\u00fcrl\u00fckteki PSC prosed\u00fcrleri, IMO Resolution A.787(19), as amended by Res. A.882(21)dir. Port State<\/strong><\/span>
\nControl (PSC) veya baz\u0131 devletlerde \u201cCoast Guard Control\u201d demlen liman devletinin yapt\u0131g\u0131 kontrollerdir.<\/strong><\/span>
\n1Temmuz 2002 de itibaren 1SM-C kurallar\u0131n t\u00fcm gemilere mecburi hale getirilmesi ile PSC<\/strong><\/span>
\ns\u0131k\u0131last\u0131r\u0131lm\u0131st\u0131r. Erika ve Prestige tankerlerinin batmas\u0131 ile Avrupa Toplulugu \u00dclkeleri, Kanada, Rusya<\/strong><\/span>
\ndahil (Paris-MOU) IMO kurallar\u0131ndan daha s\u0131k\u0131 bir PSC rejimi uygulamaya haz\u0131rlanmaktad\u0131r. Akdeniz<\/strong><\/span>
\nve Karadeniz Liman kontrol topluluklar\u0131 da ayn\u0131 parelelde hareket etmektedirler. SOLAS, MARPOL ve<\/strong><\/span>
\n\u00f6zellikle de STCW Konvansiyonlar\u0131nda yap\u0131lan degisikliklerle yeni baz\u0131 zorunlu kurallar y\u00fcr\u00fcrl\u00fcge<\/strong><\/span>
\ngirmistir. B\u00fct\u00fcn bunlardan dolay\u0131 basta Kaptan ve Bas M\u00fchendis olmak \u00fczere Sirket ve Gemideki t\u00fcm<\/strong><\/span>
\nmensuplar\u0131m\u0131z\u0131n ellerinden gelen azami gayreti g\u00f6stermelerini rica ederiz.Bilinmeli ki 3 y\u0131l i\u00e7indeki 2<\/strong><\/span>
\ntutuklama \u0006ort h limanlar\u0131na giris yasaklamas\u0131 getirecektir.ve son tutuklama karar\u0131n\u0131 kald\u0131rmak uzun,pahal\u0131<\/strong><\/span>
\nve zahmetli bir ugrast\u0131r.<\/strong><\/span>
\n1) Tutukanlanma, gecikme, ekonomik kay\u0131plar ve s\u0131k\u0131nt\u0131lar\u0131n \u00f6n\u00fcne ge\u00e7mek i\u00e7in tak\u0131m<\/strong><\/span>
\nruhu ile \u00e7al\u0131smam\u0131z sart ve zorunludur.<\/strong><\/span>
\n2) Ana hedef Uygunsuzluk(Non-conformity-Def\u0131ciency)\u2019lan \u00f6nceden \u00f6nlemektir. Limanlara<\/strong><\/span>
\nvarmadan \u00f6nce makul bir s\u00fcre i\u00e7inde gemide \u201cKontrol Listesi (Cheklist)\u201de g\u00f6re, Kaptan<\/strong><\/span>
\nnezaretinde kontrol yap\u0131lacak ve bulunan eksiklikler giderilecektir. Cankurtarma ve yang\u0131nla<\/strong><\/span>
\n\u0006ort he\u0006 (LSA & FFE) ara\u00e7lar\u0131n eksiksiz, kusursuz olmalar\u0131, geminin temiz ve bak\u0131ml\u0131<\/strong><\/span>
\nolmas\u0131 \u00f6nemli maddelerin bas\u0131nda gelir.<\/strong><\/span>
\n3) Giderilemeyen uygunsuzluklar, prosed\u00fcrlerimize uygun Sirkete bildirilecektir. First Contact:<\/strong><\/span>
\nOperation Manager\u2019d\u0131r. Durum acilse telefon ile, degilse yaz\u0131l\u0131 bildirilecektir. Zaman\u0131nda<\/strong><\/span>
\nbildirilen uygunsuzluklar\u0131n giderilmesi daha kolayd\u0131r.<\/strong><\/span>
\n4) PSC\u2019nin ne anlama geldigi \u00e7ok net olarak bilinmeli; PSC denizciligin jandarmas\u0131-polisidir.<\/strong><\/span>
\nYapt\u0131r\u0131m g\u00fcc\u00fc (m\u00fceyyide) onlar\u0131n elindedir. Yaz\u0131l\u0131 kurallara g\u00f6re kontrol yaparlar. Zorunlu<\/strong><\/span>
\ndurumlar hari\u00e7 PSCO ile Kaptan dogrudan kendisi ilgilenmeli, z\u0131tlasma, s\u00fcrt\u00fcsmeye meydan<\/strong><\/span>
\nvermeden sorunlar profesyonel denizci mant\u0131g\u0131 i\u00e7inde m\u00fcnasip politik bir lisanla as\u0131lmaya<\/strong><\/span>
\n\u00e7al\u0131s\u0131lmal\u0131d\u0131r. PSCO Inspection raporlar\u0131n bir kopyas\u0131 mutlaka sirkete g\u00f6nderilmelidir.<\/strong><\/span>
\n5) Sirket, tutuklama veya geminin kal\u0131s\u0131n\u0131 s\u0131n\u0131rlayan deficiency\u2019leri i\u00e7eren PSCO Inspection<\/strong><\/span>
\nRaporundan haberdar oldugu an; OPS-TECH-SAFETY Departaman baslan k\u0131sa bir toplant\u0131 ile<\/strong><\/span>
\ng\u00f6rev dag\u0131l\u0131m\u0131 yapacak, her departman kendisini ilgilendiren uygunsuzluk i\u00e7in gerekli teknik<\/strong><\/span>
\nve \u00f6zel konularda gemi ve \u00fc\u00e7\u00fcnc\u00fc kisilerle yaz\u0131sacaklar ve sonu\u00e7lar\u0131n\u0131 takip edeceklerdir.<\/strong><\/span>
\nGenel prensip olarak Sat\u0131n Alma Departman\u0131 ile Teknik M\u00fcd\u00fcr, Acenta ile Operasyon<\/strong><\/span>
\nM\u00fcd\u00fcr\u00fc, \u0002nsan Kaynaklar ile de Safety M\u00fcd\u00fcr\u00fc ilgileneceklerdir. Dogrudan bu departmanlar\u0131<\/strong><\/span>
\nilgilendiren bir uygusuzluk varsa s\u00f6z konusu departman m\u00fcd\u00fcr\u00fc de k\u0131sa toplant\u0131ya kat\u0131lacakt\u0131r.<\/strong><\/span>
\nDepartmanlar aras\u0131 kordinasyon ve g\u00f6zetleme(mo\u0131\u0131itoring)\u2019i DPA yapacak, def\u0131ciencylerin uygun<\/strong><\/span>
\nkapat\u0131ld\u0131g\u0131n\u0131n takibini yaparak, tastik edecektir.<\/strong><\/span>
\n– PSC Inspection\u2019i bitip raporu al\u0131nd\u0131kdan sonra Kaptan nezaretinde gemideki her b\u00f6l\u00fcm ilgili<\/strong><\/span>
\noldugu def\u0131ciency\u2019lerin her birine ayr\u0131 olarak bir Def\u0131ciency Report Formu a\u00e7acak ve k\u0131sa-\u00f6z<\/strong><\/span>
\nolarak Manual ve Prosed\u00fcrlerimize uygun yap\u0131lanlar\u0131 yazarak def\u0131ciency\u2019leri kapatacakt\u0131r.<\/strong><\/span>
\nA\u00e7\u0131k, kapal\u0131 PSC def\u0131ciency\u2019lerin referans numaralar\u0131n\u0131 bir teleks ile DPA bildirilecektir. DPA uygun<\/strong><\/span>
\nkapat\u0131lm\u0131s olanalan referans numaralar\u0131n\u0131 belirterek kapama islemini tastik decek, bu teleksler<\/strong><\/span>
\nDef\u0131ciency Raporlar\u0131 ile beraber muhafaza edilecektir.<\/strong><\/span>
\n7) Gemi kalkt\u0131ktan sonra outstanding olarak kalan def\u0131ciency\u2019ler madde 5\u2019teki isleyise g\u00f6re takip<\/strong><\/span>
\nedilip kapat\u0131lacakt\u0131r. Tutuklama durumlar\u0131 Bayrak Devleti ve Klasa bildirilmise gerekli<\/strong><\/span>
\nyaz\u0131smalar yap\u0131larak, deficiecy\u2019lerin giderildigi bildirilmelidir.<\/strong><\/span>
\n8) PSC def\u0131ciency\u2019leri internet vas\u0131tas\u0131 ile t\u00fcm ilgili taraflarca g\u00f6r\u00fcnebilmektedir. Def\u0131ciency\u2019ler<\/strong><\/span>
\ngiderildikten sonra da kay\u0131tlar\u0131 silinmemektedir. Geminin ge\u00e7mis sicili kalmaktad\u0131r. Bunun<\/strong><\/span>
\ni\u00e7in m\u00fcmk\u00fcnse deficiency yazd\u0131rmamaya, tutuklamanmsa hi\u00e7 olmamas\u0131na \u00e7al\u0131smal\u0131y\u0131z.<\/strong><\/span>
\nPSC Kontrol ve Tutuklamalar\u0131 \u00f6nemli konular\u0131n bas\u0131nda gelmektedir. T\u00fcm taraflar\u0131n katk\u0131s\u0131<\/strong><\/span>
\nile zarar vermeyecek duruma getirilebilirler.<\/strong><\/span>
\n9) Bir deficiency ancak bir PSC taraf\u0131ndan kapat\u0131labilir.Hangi b\u00f6lgeye aitse. .<\/strong><\/span>
\nYARDIMCI B\u0002LG\u0002LER<\/strong><\/span>
\nGemilerimizin her zaman bak\u0131ml\u0131 olmalar\u0131 ve dolay\u0131s\u0131yla da bu denetimler s\u0131ras\u0131nda herhangi bir<\/strong><\/span>
\neksiklik sebebiyle al\u0131konulmamalar\u0131 i\u00e7in gemi kaptanlar\u0131m\u0131za referans olmas\u0131 amac\u0131yla<\/strong><\/span>
\nuygulamada olan ve tabi olunan konvansiyonlar\u0131n isimleriyle denetlemelerde kars\u0131las\u0131lan<\/strong><\/span>
\neksikliklerden baz\u0131 \u00f6rnekler asag\u0131da s\u0131ralanm\u0131s olup, bunlara g\u00f6re hareket edilmesi gemilerimizin<\/strong><\/span>
\nal\u0131konulma gibi gereksiz zaman, is ve dolay\u0131s\u0131yla para kayb\u0131na sebep olan tats\u0131z olusumlar\u0131n<\/strong><\/span>
\nortadan kalkmas\u0131n\u0131 saglayacakt\u0131r. .<\/strong><\/span>
\nPSC denetlemelerinde gemilerde g\u00f6r\u00fclen ana eksiklikler;<\/strong><\/span>
\n1- PSCO\u2019\u0131n gemiye ilk \u00e7\u0131kt\u0131g\u0131 anda edindigi olumsuz intiba,<\/strong><\/span>
\n2- Gemi Kaptan\u0131n\u0131n dok\u00fcman kontrol\u00fc an\u0131ndaki eksiklikleri, gemi sertifika dosyas\u0131 ve<\/strong><\/span>
\npersonel sertifikalar\u0131 konular\u0131na tam vak\u0131f olmamas\u0131,<\/strong><\/span>
\n3- Gemi Kaptan\u0131\u2019nin PSC prosed\u00fcr ve maddelerine vak\u0131f olamamas\u0131,<\/strong><\/span>
\n4- Kaptan\u0131 ve Zabitlerin safety malzemelerini gerektigi sekilde kontrol etmemelerinden<\/strong><\/span>
\nkaynaklanan eksiklikler,<\/strong><\/span>
\n5- Gemi Kaptan\u0131 ve Bas M\u00fchendislerinin yukar\u0131da belirtilen kurallara kars\u0131 bilgi eksikligi,<\/strong><\/span>
\n6- Yasam mahalli, tuvaletler ile bos kamaralar\u0131n temizligi ile ilgili eksiklikler,<\/strong><\/span>
\n7- Makina Dairesi, yag, yak\u0131t, su s\u0131z\u0131nt\u0131lar\u0131 ve sintinelerin temizligi ile ilgili eksiklikler,<\/strong><\/span>
\n8- Geminin genel bakim-tutum eksiklikleri, Maintanance Plan\u2019lardaki yanl\u0131sl\u0131klar, aksamalar,<\/strong><\/span>
\nbak\u0131m-tutum kay\u0131tlar\u0131 ile \u201cDef\u0131ciency Report\u201d kay\u0131tlar\u0131n\u0131n birbirlerini tutmuyor olmas\u0131.<\/strong><\/span>
\n9- Gemide g\u00f6ze hitap edebilecek makyaj (make-up) eksiklikleri, yasam mahallinin kirli olmas\u0131,<\/strong><\/span>
\n10-Sintine Seperat\u00f6r\u00fc, Filika Motoru, Emercensi. Yang\u0131n Pompas\u0131 basta olmak \u00fczere genel<\/strong><\/span>
\nemniyet ve deniz kirliligini \u00f6neleyici ekipmanlar\u0131n bak\u0131m-tutum eksikligi,<\/strong><\/span>
\n11- Log Book, Oil Record Book, Garbage Record Book kay\u0131tlar\u0131ndaki eksiklik ve yanl\u0131sl\u0131klar.<\/strong><\/span>
\n12- Yang\u0131n ve Gemiyi Terk talimlerindeki ve prosed\u00fcrlerde tan\u0131mlanan eksiklikler,<\/strong><\/span>
\n13- Safety malzemelerin bak\u0131m-tutum eksikligi, safety malzemeler ile ilgili bilgi eksiklikleri,<\/strong><\/span>
\n14-Bas\u0131bos ve sark\u0131k elektrik veya TV kablolar\u0131,<\/strong><\/span>
\n15- PSCO ve S\u00f6rveyorler ile yetersiz iletisim, \u0002ngilizce eksikligi,<\/strong><\/span>
\n16-Ofis ile diyalog eksikligi, malzeme eksikligi,\u2018<\/strong><\/span>
\n17-Gemi Kaptan ve Bas M\u00fchendislerinin rutin (haftal\u0131k, ayl\u0131k) Safety Inspection yapmamalar\u0131,<\/strong><\/span>
\n18- Gemi i\u00e7erisindeki organizasyon eksiklikleri, personelin gemiyi sahiplenememesi,<\/strong><\/span>
\n19- Bayrak Devleti, Malta Jurnali, kay\u0131tlar\u0131,Crew Artical\u2019lann eksik veya yanl\u0131s tutulmas\u0131.<\/strong><\/span>
\nYap\u0131lmas\u0131 ve dikkat edilmesi gereken basl\u0131ca isler:<\/strong><\/span>
\n1- Geminin her limanda ve her an PSC denetlemesine tabi tutulacag\u0131n\u0131 bilmek, bunu personele<\/strong><\/span>
\niyice anlatmak ve t\u00fcm personele PSC bilinci as\u0131lamak,<\/strong><\/span>
\n2- Geminin borda iskelesinden baslayarak \u0002captan kamaras\u0131na kadar olan k\u0131sm\u0131n\u0131 \u00f6ncelikli<\/strong><\/span>
\nolarak g\u00f6ze hos gelecek sekilde haz\u0131r tutmak, boarda iskelesi aglar\u0131n\u0131 istisnas\u0131z olarak her<\/strong><\/span>
\nlimanda takmak ve iskele bas\u0131nda n\u00f6bet\u00e7i bulundurmak, gemiye gelen kisiyi burada<\/strong><\/span>
\nkars\u0131lay\u0131p gemi kaptan\u0131\u2019n\u0131n ofisine kadar \u2013 o anda baska isi yoksa \u2013 n\u00f6bet\u00e7i zabit refakatinde<\/strong><\/span>
\ngitmesini saglamak,<\/strong><\/span>
\n3- Gemi ile ilgili t\u00fcm sertifika ve bookletlerin onayl\u0131 olanlar\u0131n\u0131, gemi kaptan\u0131 kamaras\u0131nda<\/strong><\/span>
\nhaz\u0131r tutmak ve bu sertifika ile bookletlerin t\u00fcm\u00fcn\u00fcn i\u00e7erik ve kapsam\u0131n\u0131 \u00f6nceden bilmek.<\/strong><\/span>
\nPSC Off\u0131cerin gemi kaptan\u0131\u2019ndan istedigi t\u00fcm dok\u00fcman ve bookletlerin kaptan\u0131n el i alt\u0131nda<\/strong><\/span>
\nnoksans\u0131z bir sekilde PSCO derhal sunulmas\u0131 ile 2. maddede belirtilen hususlar yerine<\/strong><\/span>
\ngetirilmis olmas\u0131 kars\u0131s\u0131nda PSCO bastan olumlu bir tav\u0131r tak\u0131nacag\u0131 s\u00fcphesizdir.<\/strong><\/span>
\n4- \u0002kinci kaptan ve bas m\u00fchendis t\u00fcm kamara\/banyo \/tuvalet\/toplu yasam ve kullan\u0131m alanlar\u0131n\u0131 ve<\/strong><\/span>
\nstorlar\u0131 dolasacak haftal\u0131k d\u00fczen ve temzilikle ilgili kontroller edcekler ve rapor tutacaklard\u0131r.<\/strong><\/span>
\n5-SOLAS \/ MARPOL \/ STCW \/ COLREG \/ ILO gibi konvansiyonlar ve kurallar bilinmelidir.<\/strong><\/span>
\nUluslararas\u0131 kanun ve kurallar\u0131n, sorumlu zabitler ve i lgi l i personelce bilinmesi zorunludur.<\/strong><\/span>
\nBu nedenle personele; Solas Training, Fire Fighting Training, Sopep, Garbage, Cargo<\/strong><\/span>
\nSecuring, B.Water management Manualler hakk\u0131nda egitim ve bilgi verilmelidir.<\/strong><\/span>
\nT\u00fcm personel Safety ve Fire Fighting Malzemeleri ve kullan\u0131mlar\u0131 konusunda egitilmelidir.<\/strong><\/span>
\n6-ILO kaidelerine g\u00f6re yasam mahalli, \u00f6zellikle m\u00fcsterek alanlar tuvaletler, dus, salonlar,<\/strong><\/span>
\nmutfak ve kumanyal\u0131k, kullan\u0131lan ve bos kamaralar, wc\u2019ler temizlik ve hijyenik a\u00e7\u0131s\u0131ndan<\/strong><\/span>
\nd\u00f6rt d\u00f6rtl\u00fck olmal\u0131d\u0131r. Tatl\u0131 su tanklar\u0131n\u0131n belli s\u00fcrelerle temizlenmis olmalar\u0131 gerekir.<\/strong><\/span>
\n7-Makina dairesi, sintine kat\u0131 ve yeke dairesi devaml\u0131 surette temiz tutulmal\u0131d\u0131r.<\/strong><\/span>
\n8-Makina dairesi ve yeke dairesinde boya ve tiner bulundurulmamal\u0131d\u0131r. Boya ve tiner<\/strong><\/span>
\nkullan\u0131ld\u0131ktan sonra kalanlar mutlak surette BOYAHANE\u2019ye g\u00f6nderilmelidir.<\/strong><\/span>
\n9-Gemideki \u201cSafety officer\u201d safety malzemeyi her hafta Kaptan ile \u201cVisual Inspection\u201d ya<\/strong><\/span>
\npacaklar ve her ay Kaptan nezaretinde \u201cSafety officer\u201d bizzat tek-tek her malzemenin<\/strong><\/span>
\nkontrol\u00fcn\u00fc yapacak, bak\u0131m tutumlar\u0131, testleri, yerlestirmesi ve muhafazalar\u0131n\u0131 eksiksiz<\/strong><\/span>
\nyapacak, checklist\u2019lerini dolduracakt\u0131r. Ve giderilemeyen eksiklikler i\u00e7in, gemi kaptan\u0131na<\/strong><\/span>
\nrapor verecektir. Safety Officer, 3. veya 4. kaptand\u0131r. Kaptan uygun g\u00f6r\u00fcrse degistirebilir.<\/strong><\/span>
\n10-Kaptan ayda bir gemiyi bastan sona gezerek kontrol yapacak ve g\u00f6rd\u00fcg\u00fc eksiklikleri<\/strong><\/span>
\ngiderecek. Geminin emniyetli operasyonuna engel teskil edecek giderilemeyen eksikleri<\/strong><\/span>
\nisletmeye bildirecektir.<\/strong><\/span>
\n11-Gemi Kaptan\u0131, PSC konusunda personelin gemi i\u00e7i egitimini yaparak PSC kurallar\u0131n\u0131 anlatacakt\u0131r. Bu<\/strong><\/span>
\nkurallar\u0131n\u0131n personelin kendi emniyeti i\u00e7in ne kadar \u00f6nemli oldugu, ufak tefek \u00f6nemsiz g\u00f6z\u00fcken baz\u0131<\/strong><\/span>
\nhadiselerin geminin tutuklanmas\u0131na nas\u0131l sebebiyet verebildigi, temizlik, safety equipment, role talimleri<\/strong><\/span>
\nve personelin eksikligi olan diger hususlardaki hassasisiyetler personele anlat\u0131lacakt\u0131r.<\/strong><\/span>
\n12-Herhangi bir PSC Taraf\u0131ndan tutuklanan, yada baz\u0131 konularda bir sonraki limana kadar m\u00fcsade edilen<\/strong><\/span>
\ndurumlarda veya PSC taraf\u0131ndan t\u00fcm def\u0131ciencies\u2019leri kapat\u0131lmam\u0131s ve klas taraf\u0131ndan sertifikalara konan<\/strong><\/span>
\nge\u00e7ici serhler (recommandation\u2019lar) ile geminin bulundugu Limandan hareket etmesi saglanm\u0131s ise<\/strong><\/span>
\ngeminin ilk limanda\/f\u0131rsatta yine PSC ge\u00e7irecegi \u00e7ok iyi bilinmelidir.<\/strong><\/span>
\nAsag\u0131dakilere limanlara girmeden \u00f6nce mutlaka bak\u0131lmal\u0131d\u0131r<\/strong><\/span>
\nA)-Black out and start of emergencygenerator<\/strong><\/span>
\nB)-Inspection of emergency lighting<\/strong><\/span>
\nC)-Operation of emergency fire pumpwith two fire hoses connected to the firemain line<\/strong><\/span>
\nD)-Opereation of bilge pumps<\/strong><\/span>
\nE)-Closing of watertights doors<\/strong><\/span>
\nF)-Lowering of one lifeboat to the water<\/strong><\/span>
\nG)-Test of remote emergency stop for e.g boilers,ventilation and fuel pumps<\/strong><\/span>
\nH)-Testing of main and auxilary steering gear<\/strong><\/span>
\nI)-Inspection of emergency source of power to radio installation<\/strong><\/span>
\nj)-F\u0131xed foam deck sistem<\/strong><\/span>
\nK)-Fire fighting equipment<\/strong><\/span>
\nL)-Fire dampers in E\/R,P\/R ve accomodation<\/strong><\/span>
\nM)-Survey report file and ESP file possible cracks,corrosion,on M\/E foundation and hatch cover ,Deck<\/strong><\/span>
\nMOU ( Memorandum Of Understanding)<\/strong><\/span>
\nGemiler, \u00fclkeler aras\u0131nda yap\u0131lan anlasmalar neticesinde kurulmus bulunan PSC teskilatlan taraf\u0131ndan, alt\u0131<\/strong><\/span>
\nay\u0131 ge\u00e7meyen s\u00fcreler i\u00e7inde denetlenirler. Anlasmalar\u0131n \u00e7\u0131k\u0131s noktas\u0131, taraf olan \u00fclkelerin , limanlar\u0131na<\/strong><\/span>
\ngelen gemileri her bak\u0131mdan uygun olup olmad\u0131klar\u0131 konusunda<\/strong><\/span>
\ndenetlemek, kusur varsa da giderilene kadar limandan hareketlerini al\u0131koymak olup bu konuda<\/strong><\/span>
\nkars\u0131l\u0131kl\u0131 olarak taahh\u00fctte bulunulmustur.12 ay i\u00e7inde avrupaya girmemis bir gemi mutlaka ilk var\u0131s<\/strong><\/span>
\nliman\u0131nda expanded PSC survyden ge\u00e7er.<\/strong><\/span>
\n– Paris MOU- 1982 (Paris memorandum of Understanding on Port State Control) olup<\/strong><\/span>
\nRusya ve Kanada\u2019nm da dahil oldugu bu rejim Avrupa \u00fclkelerini kapsamaktad\u0131r.<\/strong><\/span>
\n– Mediterranean MOU-1997 (G\u00fcney Akdeniz-Libya hari\u00e7 Kuzey Afrika \u00fclkeleri, \u0002srail,<\/strong><\/span>
\nT\u00fcrkiye)<\/strong><\/span>
\n– Black Sea MOU-2000 (Karadenize k\u0131y\u0131s\u0131 olan \u00fclkeler)<\/strong><\/span>
\n– AbujaMOU-1999( Bat\u0131 ve Orta Afrika \u00dclkeleri)<\/strong><\/span>
\n– Vina Del Mar MOU-1992 (G\u00fcney Amerika \u00dclkeleri)<\/strong><\/span>
\n– Tokyo MOU-1993 (Rusya\u2019n\u0131n Pacific k\u0131y\u0131lar\u0131 ile Kanada\u2019n\u0131n bat\u0131 k\u0131y\u0131lar\u0131 dahil)<\/strong><\/span>
\n– Caribbean MOU- 1996 (Caribbean Islands)<\/strong><\/span>
\n– Indian Ocean MOU \u2013 1998 (Hindistan, \u0002ran, Dogu ve G\u00fcney Afrika \u00fclkeleri)<\/strong><\/span>
\n– Persian Gulf \u2013 MOU ( Tesekk\u00fcl halinde)<\/strong><\/span>
\n– USCG (United States Coast Guard) ABD sal\u0131il \u0006ort ve liman kontrol teskilat\u0131.<\/strong><\/span>
\nUygulamadaki Konvansiyonlar :<\/strong><\/span>
\n1- SOLAS \u2013 International Convention \u0006ort he Safety of Life at Sea<\/strong><\/span>
\n2- MARPOL- International Convention \u0006ort he Prevention of Pollution from Ship\u2019s 1973\/1978<\/strong><\/span>
\n3- COLREG \u2013 International Convention for Preventing Collision at Sea 1972<\/strong><\/span>
\n4- STCW-78\/95 – International Convention on Standards of Training, Certif\u0131cation and<\/strong><\/span>
\nWatchkeeping for Seafarers, 1978 (STCW 78), Amendment 1995<\/strong><\/span>
\n5- LOAD LINE-International Convention on Load Lines, 1966<\/strong><\/span>
\n6- ITU \u2013 International Telecommunication Union<\/strong><\/span>
\n7- ILO \u2013 International Labour Organisation, R-147<\/strong><\/span>
\n8- Flag State Merchant Marine Laws, Rules and Regulations (Malta Merchant Shipping Act -234<\/strong><\/span>
\nve T\u00fcrk Bayrakl\u0131 gemiler i\u00e7in T\u00fcrk Deniz Ticaret Kanunu gibi\u2026)<\/strong><\/span>
\nKonu : MISSISIPI R\u0002VER\u2019DA AMBAR TEM\u0002ZL\u0002G\u0002<\/strong><\/span>
\nMissisipi River\u2019da tahliye sonras\u0131 tekrar y\u00fck alt\u0131na girmeden ve nehir d\u0131s\u0131na \u00e7\u0131kmadan<\/strong><\/span>
\ndemirlenerek yap\u0131lan ambar temizliklerinde orataya \u00e7\u0131kan ambar sintinelerinin nehire bas\u0131lmas\u0131<\/strong><\/span>
\nyasaklanm\u0131st\u0131r. Ambar sintinelerinin nehire basilabilmesi i\u00e7in yetkili firmalar taraf\u0131ndan \u00fccret<\/strong><\/span>
\nkars\u0131l\u0131g\u0131 gemiye gelinmekte, ambarlardaki y\u0131kama suyu analiz edilmekte ve \u00e7\u0131kan sonuca g\u00f6re<\/strong><\/span>
\ngerekli kimyasallar eklenerek \u201ctreatment\u201d yap\u0131lmakta ve ambarlarda birikmis ambar y\u0131kama<\/strong><\/span>
\nsuyu b\u00f6ylece d\u0131sar\u0131 bas\u0131labilir.degerlere getirilmektedir. Missriver tahliye sonras\u0131 ve ambar<\/strong><\/span>
\ntemizligi \u00f6ncesi sirket ve acenta ile konu hakk\u0131nda koordineli hareket edilmeli ve<\/strong><\/span>
\nkararlast\u0131r\u0131lacak sekilde ambar temizligi uygulamas\u0131 planlanmal\u0131 ve yap\u0131lmal\u0131d\u0131r. Yap\u0131lacak<\/strong><\/span>
\noperasyonda zaman kayb\u0131n\u0131 minimize etmek, masraflar\u0131 minimumda tutmak ve ambarlar\u0131n<\/strong><\/span>
\ntemizlik sonunda ilk inspection\u2019dan ge\u00e7ecek sekilde haz\u0131r olmas\u0131n\u0131 ve ambarlar\u0131n ge\u00e7memesi<\/strong><\/span>
\nve tekrar y\u0131kanmas\u0131n\u0131n istenmesi durumunda ayn\u0131 masraflar\u0131n tekrar olusmas\u0131n\u0131 \u00f6nlemek<\/strong><\/span>
\nkonular\u0131 \u00f6ncelikli olarak g\u00f6z \u00f6n\u00fcnde bulundurulmal\u0131d\u0131r. T\u00fcm gemi kaptanlar\u0131 herhangi bir ceza<\/strong><\/span>
\ndurumunun olusmamas\u0131 i\u00e7in konuya titizlikle yaklasmal\u0131d\u0131r,<\/strong><\/span>
\nKonu : BOS KAMARALAR \u0002LE REV\u0002R, P\u0002LOT VE ARMAT\u00d6R KAMARALARI \u2013 PERSONEL<\/strong><\/span>
\nKAMARALARININ KONTROL\u00dc<\/strong><\/span>
\nGemilerimize yap\u0131lan muhtelif ziyaretlerde, kullan\u0131lmayan ve bos olan kamaralar\u0131n \u00e7ok k\u00f6t\u00fc durumda<\/strong><\/span>
\nolduklar\u0131 tesbit edilmis olup asag\u0131da belirtilen hususlara dikkat edilmesi sirket talimat\u0131 geregidir.<\/strong><\/span>
\n1- Bos kamaralar temizlenip, t\u00fcm demirbaslar\u0131yla beraber devaml\u0131 surette haz\u0131r<\/strong><\/span>
\nve kilitli tutulacakt\u0131r.<\/strong><\/span>
\n2- Bos kamaralar personelin kalmas\u0131 d\u0131s\u0131nda herhangi bir maksat i\u00e7in<\/strong><\/span>
\nkullan\u0131lmayacakt\u0131r.<\/strong><\/span>
\n3- T\u00fcm personel kendilerine ait ve Accomodation Plan\u2019da belirtilen kamarada<\/strong><\/span>
\nkalacakt\u0131r.<\/strong><\/span>
\n4- Bos kamaralar\u0131n demirbaslar\u0131 diger personel kamaralar\u0131na al\u0131nmayacakt\u0131r.<\/strong><\/span>
\n5- Hi\u00e7bir bos kamaraya m\u00fcstehlik yada safety t\u00fcr\u00fcnden malzeme konmayacakt\u0131r.<\/strong><\/span>
\n6- Revir, Pilot Kamaras\u0131 ve Armat\u00f6r Kamaras\u0131 (Eger yoksa bos ve uygun bir<\/strong><\/span>
\nkamara) devaml\u0131 surette, i\u00e7erisine her an girilebilecek sekilde, t\u00fcm temizliklik<\/strong><\/span>
\nve diger malzemeleriyle beraber haz\u0131r tutulacakt\u0131r.<\/strong><\/span>
\nPERSONEL KAMARALARININ KONTROL\u00dc<\/strong><\/span>
\nGemilerimizde \u0131s\u0131tma, tv, radyo, video vesair sebepler i\u00e7in \u00e7ekilen ilave elektrik\/kablo<\/strong><\/span>
\ntesisatlar\u0131 veya ilave \u0131s\u0131t\u0131c\u0131lar\u0131n engellenmesi, h\u0131rs\u0131zl\u0131klar\u0131n \u00f6n\u00fcne ge\u00e7ilmesi, gemi malzemelerinin<\/strong><\/span>
\ndogru kullan\u0131l\u0131p kullan\u0131lmad\u0131g\u0131n\u0131n tespiti, kamara ve tuvaletlerin temizliginin kontrol\u00fc ve diger<\/strong><\/span>
\nistenmeyen olaylar\u0131n \u00f6n\u00fcne ge\u00e7ilebilmesi i\u00e7in Gemi Kaptanlar\u0131m\u0131z her ay d\u00fczenli olarak Personelin<\/strong><\/span>
\nkamaralanrun kontrol\u00fcn\u00fc yaparlar.<\/strong><\/span>
\nCOMMERCIAL<\/strong><\/span>
\n– NOTICE OF READINESS (NOR) \/HAZIRLIK MEKTUBU<\/strong><\/span>
\nHaz\u0131rl\u0131k mektubunun kirac\u0131ya\/y\u00fckleyiciye\/al\u0131c\u0131ya ulasmas\u0131 kaptan\u0131n sorumlulugundad\u0131r.<\/strong><\/span>
\nHaz\u0131rl\u0131k mektubunu liman\u0131n ticari s\u0131n\u0131rlar\u0131 i\u00e7ine girdiginiz anda telex ile t\u00fcm ilgili partilere ge\u00e7iniz.<\/strong><\/span>
\nGemilerimiz genellikle WIPON\/WIBON\/WICON\/WIFPON (W,W,W,W) baz\u0131nda bagland\u0131g\u0131ndan,<\/strong><\/span>
\n(yani GEM\u0002 L\u0002MANDA OLSUN YADA OLMASIN, GEM\u0002 RIHTIMDA OLSUN YADA<\/strong><\/span>
\nOLMASIN, GEM\u0002 CUSTOM CLEAR ED\u0002LS\u0002N YADA ED\u0002LMES\u0002N, GEM\u0002 SERBEST<\/strong><\/span>
\nPRAT\u0002KA ALSIN YADA ALMASIN) NOR liman s\u0131n\u0131rlan i\u00e7ine girer girmez derhal verilmelidir.<\/strong><\/span>
\nGEM\u0002 L\u0002MANA VARISINDA DOGRUDAN YANASACAKSA B\u0002LE; GEM\u0002 KAPTANI,<\/strong><\/span>
\nL\u0002MAN SINIRLARI \u0002\u00c7\u0002NE G\u0002RD\u0002G\u0002NDE TLX \u0002LE NOR VERMEL\u0002D\u0002R.<\/strong><\/span>
\nLimana yanast\u0131ktan sonra ise matbu NOR (tlx ile verilen NOR ile uygunluk saglayacak<\/strong><\/span>
\nsekilde) haz\u0131rlan\u0131r ve Acentaya ilgililerin imzas\u0131 i\u00e7in verilir. Matbu NOR verilirken \u00fczerine<\/strong><\/span>
\nmutlaka tlx ile verilen NOR\u2019un tarih ve saati yaz\u0131lmal\u0131d\u0131r.<\/strong><\/span>
\n(Sentby tlx on\u2026. at ……………………………hrs gibi).<\/strong><\/span>
\n\u0002SLETMEYE SEFER EVRAKLARI G\u00d6NDER\u0002L\u0002RKEN NOR TLX KOPYASI \u0002LE<\/strong><\/span>
\nMATBU NOR (imzalat\u0131lm\u0131s) ORJ\u0002NAL KOPYALARINI BERABER G\u00d6NDER\u0002N\u0002Z.<\/strong><\/span>
\nNOR verirken;<\/strong><\/span>
\nNOR bir geminin varm\u0131s ve y\u00fckleme \/ Tahliyeye haz\u0131r oldugunun kan\u0131t\u0131d\u0131r ve Laytime \u0131n baslang\u0131\u00e7<\/strong><\/span>
\nnoktas\u0131d\u0131r.<\/strong><\/span>
\nBaz\u0131 C\/P lerde bununla ilgili kloz lar vard\u0131r.<\/strong><\/span>
\nGenelde mesai saatleri i\u00e7inde verilen [NOR 08 00 \u201317 00(baz\u0131 yerlerde 16 00)]verilince zaman say\u0131m\u0131<\/strong><\/span>
\nSabah 08 00 da baslar Ofis \u00e7al\u0131sma saatleri i\u00e7inde Monday to Friday.<\/strong><\/span>
\nVeya 1700 dan sabah 08 00 kadar verilen NOR i\u00e7in zaman say\u0131m\u0131 \u00f6gleden sonra 13 00 de baslar<\/strong><\/span>
\nVeya \u00f6gleden sonra mesai saatleri i\u00e7inde verilen NOR i\u00e7in zaman say\u0131m\u0131 ertesi g\u00fcn \u00f6gleden sonra<\/strong><\/span>
\nbaslar gibi.<\/strong><\/span>
\nDiger genel team\u00fcl ise NOR veridikten 6 saat sonra zaman say\u0131m\u0131 baslar.(self discharge ship)<\/strong><\/span>
\nEger \u00fczerinde anlas\u0131lan y\u00fck miktar\u0131 bilinmiyorsa veya sarih degilse haz\u0131rl\u0131k mektubuna \u201cup to full and<\/strong><\/span>
\ncomplete capacity\u201d ibaresi konulmal\u0131d\u0131r. Y\u00fck\u00fcn miktar\u0131 belli ise;<\/strong><\/span>
\n1-Y\u00fck miktar\u0131 opsiyonu kirac\u0131ya ait ise \u2013 ibare aynen yaz\u0131lmal\u0131d\u0131r.<\/strong><\/span>
\n(60.000 mts blk barley 10 pct MOL CHOPT gibi),<\/strong><\/span>
\n2-Y\u00fck miktar\u0131 opsiyonu armat\u00f6re ait ise geminin max y\u00fckleyebilecegi y\u00fck miktar\u0131 NOR\u2019da<\/strong><\/span>
\ntakribi olarak bildirilmelidir. (Abt. 66000 mts mts blk barley), armat\u00f6r opsiyonunda olan bir<\/strong><\/span>
\ny\u00fck i\u00e7in NOR gemi kaptan\u0131 taraf\u0131ndan C\/Party\u2019de yaz\u0131ld\u0131g\u0131 sekilde verilemez (60.000 mts blk<\/strong><\/span>
\nbarley MOL 10 pct Owners Option seklinde verilemez) Y\u00fckleme liman\u0131na gelmis bir gemi<\/strong><\/span>
\nKaptan\u0131n\u0131n en az\u0131ndan takribi olarak ne kadar y\u00fckleyecegini belirtmesi gerekmektedir. NOR\u2019da<\/strong><\/span>
\nverilecek miktar gemi taraf\u0131ndan hesaplanan en y\u00fcksek miktar olmal\u0131, b\u00f6ylece sartlar\u0131n degismesi<\/strong><\/span>
\nve daha fazla y\u00fckleyebilme durumunun ortaya \u00e7\u0131kmas\u0131 halinde NOR\u2019un eksik verilmesi<\/strong><\/span>
\nnedeniyle eksik y\u00fckleme olas\u0131l\u0131g\u0131 \u00f6nlenmelidir.<\/strong><\/span>
\nGemilere ge\u00e7ilen sefer talimatlar\u0131nda y\u00fckleme ve bosaltma limanlan i\u00e7in uygulanacak olan zaman<\/strong><\/span>
\nsay\u0131m kurallar\u0131 belirtilmektedir. Verilen bu sartlara g\u00f6re var\u0131sta verilen NOR dogrultusunda zaman<\/strong><\/span>
\nsay\u0131m\u0131 baslayacakt\u0131r. Genel uygulama olarak \u00f6glen 1200\u2019dan \u00f6nce ve aksam 1700\u2019dan \u00f6nce var\u0131p tlx<\/strong><\/span>
\nile NOR vermek uygun olup, daha ge\u00e7 olan var\u0131slarda dahi liman kontrol etmiyor ve direk olarak<\/strong><\/span>
\nyanas\u0131lm\u0131yorsa NOR yukarda belirtilen saatlere i\u00e7inde verilmeye \u00e7al\u0131s\u0131lmal\u0131d\u0131r.<\/strong><\/span>
\nT\u0131x ile NOR verilirken 12:00 ve 17:00 (baz\u0131 limanlarda 16:00 d\u0131r) LT den \u00f6nce Haz\u0131rl\u0131k<\/strong><\/span>
\nMektubunun acenta yada kirac\u0131n\u0131n eline ge\u00e7mesi saglanmal\u0131d\u0131r.<\/strong><\/span>
\nHaz\u0131rl\u0131k mektuplar\u0131 sirket formuna uygun olarak yaz\u0131lmal\u0131d\u0131r.<\/strong><\/span>
\n(1) NOR-Telex form<\/strong><\/span>
\nNotice of readiness<\/strong><\/span>
\nThis is to certify that MT ______________ under my command duly arrived at ________<\/strong><\/span>
\nroads on__________ at _____ \u0002t, and ready in ali respects to load \/ discharge _______mts of<\/strong><\/span>
\n______________ cargo as per terms, conditions, provisions and exceptions of the governing c\/p.<\/strong><\/span>
\nPlease accept this msg as NOR.<\/strong><\/span>
\nBrgrds\/Master<\/strong><\/span>
\n(2) NOR \u2013Matbu form<\/strong><\/span>
\nNOT\u0002CE OF READ\u0002NESS<\/strong><\/span>
\nVESSEL : M\/V<\/strong><\/span>
\nPORT<\/strong><\/span>
\nCARGO :<\/strong><\/span>
\nQUANTITY :<\/strong><\/span>
\nThis is to certify that M\/V______________ under my command duly arrived at _________<\/strong><\/span>
\nroads on _________ at _____ \u0002t, and ready in ali respects to load \/ discharge_________mts<\/strong><\/span>
\nof ___________ cargo as per terms, conditions, provisions and exceptions of the governing<\/strong><\/span>
\ncharter party.<\/strong><\/span>
\nNotice of readiness tendered at hrs on \/ \/200<\/strong><\/span>
\nNotice of readiness accepted at _______hrs on ___ \/ ___ \/200<\/strong><\/span>
\nNOR sent by tlx at hrs on \/ \/200<\/strong><\/span>
\nMASTER OF M\/V ________________ (Signature&Stamp)<\/strong><\/span>
\nveya<\/strong><\/span>
\nPORT OF —————————–<\/strong><\/span>
\nDATE ———————————–<\/strong><\/span>
\nNOTICE OF READINESS<\/strong><\/span>
\nTo MESSRS.:——————————————–<\/strong><\/span>
\nPLEASE BE HEREBY OFFICIALLY NOTIFIED THAT M.V. ———————————————<\/strong><\/span>
\nOF WHICH I AM THE MASTER, HAS ARRIVED AT——————————————<\/strong><\/span>
\nANCHORED AT ———————————————-<\/strong><\/span>
\nDULY ENTERED IN THIS PORT AND BERTHED A —————————————————-<\/strong><\/span>
\nWITH \u201cFREE PRATIQUE\u201d GRANTED AND OTHER FORMALITIES<\/strong><\/span>
\nCOMPLETED AT ——————————————–<\/strong><\/span>
\nIS IN ALL RESPECTS READY TO COMMENCE LOADING\/DISCHARGING HER CARGO AS PER<\/strong><\/span>
\nCHARTER PARTY.<\/strong><\/span>
\nTHE TIME ALLOWED COMMENCES AND EXPIRES IN ACCORDANCE WITH TERMS, CONDITIONS,<\/strong><\/span>
\nEXCEPTIONS AND ANY ADDENDA THERETO RULING THE RELATIVE CHARTER PARTY IN<\/strong><\/span>
\nFORCE FOR THIS CARRIAGE ON WHICH SHIPPERS\/RECEIVERS DECLARE TO AGREE WITH<\/strong><\/span>
\nTHEIR ACKNOWLEDGEMENT ON ATTACHED DUPLICATES.<\/strong><\/span>
\nTHIS VESSEL is, THEREFORE, BEING FORMALLY TENDERED AT ____ ON __________________<\/strong><\/span>
\nTHE MASTER<\/strong><\/span>
\nNOTICE OF READINESS ACCEPTED<\/strong><\/span>
\n—————————–ON ————————–BY——————————<\/strong><\/span>
\n(3) NOR Time Charter \u2013Telexform<\/strong><\/span>
\nI, undersigned, ,Master of M\/V, , hereby notify you that my<\/strong><\/span>
\nvessel arrived at port of on the date of and hrs, ready to enter<\/strong><\/span>
\nservice of time harter agreed and signed between as Owners<\/strong><\/span>
\nand as Chrtrs, M\/V is hereby delivered on a\/m Chrtrs<\/strong><\/span>
\nin accordance with terms and conditions of the governing charter party.<\/strong><\/span>
\nBunkers on board;<\/strong><\/span>
\nIFO : Mts<\/strong><\/span>
\nMGO\/MDO : Mts<\/strong><\/span>
\nYours faithfully,<\/strong><\/span>
\nMaster of M\/V _<\/strong><\/span>
\nMaster of M\/V<\/strong><\/span>
\n– STATEMENT OF FACTS (SOF) \/HAD\u0001SELER TUTANAGI<\/strong><\/span>
\n\u2018Statement of facts\u2019 in jurnalle uygunlugu imzalanmadan \u00f6nce mutlaka kontrol edilmelidir.<\/strong><\/span>
\nGerektiginde kaptan remarklan dikkatlice konulmal\u0131d\u0131r. Kirac\u0131n\u0131n \/ y\u00fckleyicinin \/ al\u0131c\u0131n\u0131n remarklar\u0131<\/strong><\/span>
\n\u2018kirac\u0131n\u0131n \/ y\u00fckleyicinin \/ al\u0131c\u0131n\u0131n remark\u0131d\u0131r.\u2019 Seklinde belirtilmelidir.<\/strong><\/span>
\nY\u00fckleme ve bosaltmalardan \u00f6nceki ve sonraki beklemeler de SOF\u2019ta belirtilmelidir.<\/strong><\/span>
\nAyr\u0131ca despatch\/demurage hesaplar\u0131nda zaman say\u0131m\u0131 konusunda sirket \u00e7\u0131karlar\u0131n\u0131 korumak ve<\/strong><\/span>
\nkirac\u0131larla ihtilafa d\u00fcsmemek i\u00e7in:<\/strong><\/span>
\n– Y\u00fckleme ve bosaltma limanlar\u0131nda hava muhalefeti zamanlar\u0131n\u0131n ve dolay\u0131s\u0131yla meydana<\/strong><\/span>
\ngelen y\u00fckleme ve tahliye duraklama saatleri \u201cSOF\u201d \u00fczerinde ayr\u0131nt\u0131l\u0131 ve a\u00e7\u0131k bir sekilde<\/strong><\/span>
\nyaz\u0131lmal\u0131 ve ayn\u0131 bilgiler g\u00fcverte jurnaline islenmelidir.Hava muhalefetinin y\u00fckleme\/bosaltma<\/strong><\/span>
\noperasyonunu etkileyen k\u0131sm\u0131 belirtilmelidir.<\/strong><\/span>
\n– Ayr\u0131ca demirde bekleme s\u0131ras\u0131ndaki hava\/yagmur saatleri jurnale kaydedilmeli ve<\/strong><\/span>
\ny\u00fckleme\/bosaltma sonunda acente taraf\u0131ndan haz\u0131rlanan \u201cSOF\u2019a hava muhalefeti ile ilgili<\/strong><\/span>
\ngerekli remarklar konulmal\u0131d\u0131r.<\/strong><\/span>
\n-Draft s\u00f6rvey baslang\u0131\u00e7 ve bitis saatleri belirtilmelidir.<\/strong><\/span>
\n-Y\u00fckleme ve bosaltme sonras\u0131 kars\u0131 taraftan olusan beklemeler a\u00e7\u0131k\u00e7a sebepleriyle birlikte<\/strong><\/span>
\nyaz\u0131lmal\u0131d\u0131r.<\/strong><\/span>
\n-Kirac\u0131 acentesinin nomine edildigi y\u00fckleme\/bosaltma limanlar\u0131nda \u2018time sheet\u2019ler g\u00fcnl\u00fck olarak<\/strong><\/span>
\nistenmeli ve kontrol edilerek acenta ile herg\u00fcn mutab\u0131k kal\u0131nmal\u0131d\u0131r.<\/strong><\/span>
\n-Gemi donan\u0131mlar\u0131n\u0131n kullan\u0131ld\u0131g\u0131 y\u00fckleme ve bosaltmalarda ar\u0131za nedeni ile tahliyenin etkilenip<\/strong><\/span>
\netkilenmedigi ve \u00e7al\u0131san kreyn say\u0131s\u0131n\u0131n posta say\u0131s\u0131ndan fazla olup olmad\u0131g\u0131 \u00f6zellikle<\/strong><\/span>
\nbelirtilecektir.<\/strong><\/span>
\nTahliye sonras\u0131 meydana gelebilecek al\u0131c\u0131n\u0131n \u2018shortage claim\u2019 iddialar\u0131n\u0131 \u00f6nleyebilmek i\u00e7in: Tahliye<\/strong><\/span>
\nsonunda statement of fact \u00fczerine \u201cAli cargo discharged in good condition and same quantity<\/strong><\/span>
\nas per B\/L fig\u00fcre, all holds are empty, no cargo remained onboard\u201d<\/strong><\/span>
\nremark\u0131n\u0131n konulmas\u0131 gereklidir. Ayn\u0131 remarklann m\u00fcmk\u00fcn ise al\u0131c\u0131\/acente yetkilisine de<\/strong><\/span>
\nimzalat\u0131lmas\u0131 gereklidir.<\/strong><\/span>
\nYagmur veya hava muhalefeti hakk\u0131nda SOF\u2019a konulacak kay\u0131tlar ile ilgili Acenta\/Y\u00fckleyici\/ Al\u0131c\u0131 ile<\/strong><\/span>
\nherhangi bir anlasmazl\u0131k olursa; geminin bu konudaki remarklar\u0131 SOF\u2019a d\u00fcs\u00fclerek ayr\u0131ca \u201cSubject to<\/strong><\/span>
\nOfficial\u2019s Report\u201d olarak ta belirtilebilir.<\/strong><\/span>
\nBaz\u0131 acentalar SOF haz\u0131rlarken sat\u0131r aralar\u0131nda hava raporunun tamam\u0131m s\u0131k\u0131st\u0131rmakta (r\u00fczgar\u0131n<\/strong><\/span>
\nsiddeti, swell, dalga y\u00fcksekligi vs gibi) ve y\u00fckleme\/bosaltman\u0131n olup olmad\u0131g\u0131 dahi tam belirgin<\/strong><\/span>
\ng\u00f6z\u00fckmemekte ve sanki t\u00fcm hava muhalefet zamanlar\u0131 operasyona etki etmis gibi g\u00f6z\u00fckmektedir.<\/strong><\/span>
\nBu durumda gemi kaptan\u0131 hava muhalefetinin y\u00fck operasyonuna etki eden k\u0131sm\u0131n\u0131n SOF\u2019a<\/strong><\/span>
\nyaz\u0131lmas\u0131n\u0131 talep etmelidir. Baska bir deyisle y\u00fckleme\/bosaltma operasyonunu etkilemeyen hava<\/strong><\/span>
\nmuhalefetini SOF\u2019a koydurmayacak yada konsa dahi operasyonun devam ettigini \u00f6zellikle<\/strong><\/span>
\nbelirtecektir.<\/strong><\/span>
\n\u00d6zet olarak SOF\u2019un herhangi bir yerinde havan\u0131n (bazen de denizlerin) durumuna ait a\u00e7\u0131klamalar<\/strong><\/span>
\nyerine; hava muhalefeti nedeniyle Postan\u0131n durdugu zaman yaz\u0131lmal\u0131d\u0131r.<\/strong><\/span>
\n\u201cDischarging stopped at\u2026 hrs due to bad weather \/rain\/snow\/heavy wind etc\u201d gibi olmal\u0131d\u0131r.<\/strong><\/span>
\nAcentalar taraf\u0131ndan yap\u0131lan bir baska kas\u0131tl\u0131 uygulama ise \u00f6zellikle demirde yanasma beklenmesi<\/strong><\/span>
\nveya limanda y\u00fck beklenmesi durumlar\u0131nda bekleme nedeninin ard\u0131ndan \u201cgale\/rain\/weather\u201d gibi<\/strong><\/span>
\nibareler konularak bekleme zaman\u0131n\u0131n armat\u00f6r aleyhine \u00e7evrilmesi, yani zaman\u0131n saymamas\u0131n\u0131<\/strong><\/span>
\nsaglamakt\u0131r. Bunu engellemek i\u00e7in SOF imzalanmadan \u00f6nce \u00e7ok dikkatli olarak control edilmelidir.<\/strong><\/span>
\nSOF, Geminin Limanda bulundugu s\u00fcre i\u00e7inde; sayan ve saymayan zaman\u0131n ay\u0131r\u0131m\u0131n\u0131 yapacak<\/strong><\/span>
\ntek belge oldugu i\u00e7in geminin kalk\u0131s\u0131ndan en az bir g\u00fcn \u00f6nce proforma SOF acentadan istenmeli<\/strong><\/span>
\nve Shippers\/Receivers remarklar\u0131 ile hava muhalefeti zamanlar\u0131n\u0131n \u00f6nceden g\u00f6r\u00fclmesi ve<\/strong><\/span>
\nkonulacak Kaptan remarklar\u0131mn \u00f6nceden d\u00fcs\u00fcn\u00fcl\u00fcp haz\u0131rlanmas\u0131 a\u00e7\u0131s\u0131ndan \u00f6nemlidir.<\/strong><\/span>
\nGemi Kaptanlar\u0131 \u00f6zellikle y\u00fckleme\/bosaltma operasyonunun olmad\u0131g\u0131 t\u00fcm zamanlarda hava<\/strong><\/span>
\nmuhalefeti remarklanmn SOF \u00fczerinde m\u00fcmk\u00fcn oldugunca az g\u00f6z\u00fckmesine \u00e7al\u0131smal\u0131, varsa<\/strong><\/span>
\ndurmalar\u0131n ger\u00e7ek sebepleri belirtilmelidir. Proforma SOF \u00fczerinde geminin kabul etmeyecegi grev\/isi<\/strong><\/span>
\nyavaslatma\/hava muhalefeti veya gemi ile acenta aras\u0131nda mutab\u0131k kalmamayan remarklar varsa,<\/strong><\/span>
\nlimanda bulunan bir baska geminin SOF\u2019unu \u00f6rnek olarak almak dogru bir y\u00f6ntem olacakt\u0131r.<\/strong><\/span>
\nAyr\u0131ca, geminin sabit bir y\u00fckleyici alt\u0131nda shifting yapmas\u0131 (warping), demir yerinden r\u0131ht\u0131ma shift<\/strong><\/span>
\netmesi, yada bir r\u0131ht\u0131mdan diger r\u0131ht\u0131ma shifting etmesi s\u0131ras\u0131nda ge\u00e7en zaman\u0131n say\u0131p saymayacag\u0131<\/strong><\/span>
\nC\/P\u2019de belirtilmis olup sefer talimat\u0131 ile gemiye bildirilmistir.Buna g\u00f6re zaman\u0131n saymad\u0131g\u0131 shiftingler<\/strong><\/span>
\nSOF\u2019ta m\u00fcmk\u00fcn oldugunca k\u0131sa g\u00f6sterilmelidir.<\/strong><\/span>
\nY\u00fckleme\/Tahliye s\u0131ras\u0131nda gemi kaptan\u0131 \u00e7esitli nedenlerden dolay\u0131 protesto mektubu vermis ve y\u00fck<\/strong><\/span>
\noperasyonu bu sebeplerden dolay\u0131 kesintiye ugram\u0131ssa b\u00fcy\u00fck olas\u0131l\u0131kla SOF\u2019ta bu durusun kars\u0131s\u0131nda<\/strong><\/span>
\nkirac\u0131 acentas\u0131 veya y\u00fckleyici\/al\u0131c\u0131 taraf\u0131ndan Kaptan\u0131n y\u00fck operasyonunu gereksiz yere durdugu<\/strong><\/span>
\nyazacakt\u0131r. Buna kars\u0131l\u0131k olarak;<\/strong><\/span>
\n\u201cSigned this documents under protest dated\u201d olarak remak d\u00fcs\u00fclebilir.<\/strong><\/span>
\nVerilen protesto varsa kac adet oldugu SOF \u2018un alt\u0131na eklenecekt\u0131r.<\/strong><\/span>
\n3- NOTICES \/\u0001HBARLAR<\/strong><\/span>
\nGemi taraf\u0131ndan sefer boyunca verilecek ihbarlar asag\u0131da belirtilmis olup ihbar adresleri sefer<\/strong><\/span>
\ntalimatlar\u0131nda gemilere bildirilmektedir.<\/strong><\/span>
\n1- Fixing notice: Belirtilen adreslere sefer talimat\u0131 al\u0131nd\u0131g\u0131nda hi\u00e7 zaman kaybetmeden,<\/strong><\/span>
\ny\u00fckleyecegi y\u00fck miktar\u0131, cargo plan ve y\u00fckleme liman\u0131 Eta’s\u0131 bildirilir.<\/strong><\/span>
\n2- Y\u00fckleme Liman\u0131 Kalk\u0131s\u0131nda: Belirtilen adreslere y\u00fck cinsi, y\u00fcklenen miktar (Bs\/L<\/strong><\/span>
\nquantity), cargo plan ve var\u0131s draftlar\u0131 ile birlikte tahliye liman eta’s\u0131 bildirilir. Sefer<\/strong><\/span>
\ns\u0131ras\u0131nda ikmal v.b. nedenlerle herhangi bir durus planlanm\u0131ssa eta i\u00e7in hesaba kat\u0131l\u0131r.<\/strong><\/span>
\n3- Eta: Sefer talimat\u0131nda belirtilen g\u00fcnlerde ve bildirilen adreslere eta noticeler verilir.<\/strong><\/span>
\n(L\/Port 7\/5\/3\/2\/1, D\/Port 5\/3\/2\/1 eta notice verilmesi gibi)<\/strong><\/span>
\nZaman zaman kaptanlar\u0131n yak\u0131t al\u0131m\u0131, liman kalk\u0131s\u0131, hava sartlar\u0131n\u0131 bekleme v.b. nedenlerle notice<\/strong><\/span>
\nvermek konusunda geciktikleri g\u00f6zlenmektedir. Hi\u00e7bir neden geminin notice vermesinde<\/strong><\/span>
\ngecikme sebebi olmamal\u0131, t\u00fcm ihbarlar zaman\u0131nda yap\u0131lmal\u0131d\u0131r.<\/strong><\/span>
\nGeminin herhangi bir sebeple y\u00fckleme\/tahliye liman\u0131na gecikmesi, C\/P’ye g\u00f6re ETA bildirme<\/strong><\/span>
\nzorunlulugunu ortadan kald\u0131rmaz.<\/strong><\/span>
\nAyr\u0131ca eta’lar son 72 saat’e kadar “a.m., p.m., early morning, morning, noon, afternoon,<\/strong><\/span>
\nevening, night” seklinde belirtilmeli ve son 72 saatte _________hrs seklinde ge\u00e7ilmelidir.<\/strong><\/span>
\nEta’n\u0131n sonunda agw (all going well), wp (weather permit) kullan\u0131lmas\u0131, ilgili taraflar a\u00e7\u0131s\u0131ndan<\/strong><\/span>
\ndaha hos kars\u0131lanmaktad\u0131r.<\/strong><\/span>
\nOkyanus seyri yada 10 g\u00fcn\u00fc asan seyirlerde a.m.\/p.m. ibarelerinin kullan\u0131m\u0131 daha uygundur.<\/strong><\/span>
\n4- MATE ‘S RECEIPT\/ TESL\u0001M ORD\u0001NOSU<\/strong><\/span>
\nThe mate’s receipt is a receipt given for goods actually received on board-It’s given up to the agent or<\/strong><\/span>
\nbroker authorized to issue the Bili of Lading. Such a receipt should therefore be carefully drawn up and<\/strong><\/span>
\nany remark as to number or condition of goods, or marks thereon, be incorporated into the Bill of<\/strong><\/span>
\nLading. Receipt should be issued on ships forms and numbered, receipt books being in triplicateone<\/strong><\/span>
\ncopy for the shipper\/forwarder, one for the agent and one left in the book. Disputes should be<\/strong><\/span>
\ninvestigated immediately (while a recount may still be possible) When this is not done, and other<\/strong><\/span>
\nmeans of arriving at a satisfactory solution is not available, the number in dispute should be clearly<\/strong><\/span>
\nunambiguously stated in words on the receipt – for example: “Received on board 17 packages; three<\/strong><\/span>
\nmore in dispute” (and not received 20 packages, three in dispute).<\/strong><\/span>
\nShould a shipper or charterers demand that Mate’s receipts be issued for cargo alongside but<\/strong><\/span>
\nnot actually on board, they should be endorsed “at shipper’s risk until actually shipped.”<\/strong><\/span>
\nWhen in doubt as to weight, quality, quantity or condition, Mate’s receipts should be claused<\/strong><\/span>
\n“weight, quality, quantity or condition unknown”.<\/strong><\/span>
\nSome charters or shippers declare that nothing but a clean receipt will be accepted; charter parties also<\/strong><\/span>
\noften contain a clause to the effect that Bili of Lading must be signed as presented. it should be borne in<\/strong><\/span>
\nmind that neither law nor custom exists which either justifies or compels an officer or Master to issue<\/strong><\/span>
\nreceipt for cargo said to have been shipped which careful tallies do not show to have been so shipped,<\/strong><\/span>
\nor to certify either quality or condition where they are not able to do so.<\/strong><\/span>
\nTeslim ordinosu, fiziki olarak gemiye y\u00fcklenmis olan y\u00fck i\u00e7in verilen bir al\u0131nd\u0131d\u0131r.<\/strong><\/span>
\nKonsimento haz\u0131rlamakla yetkilendirilmis olan acente yada broker ‘e verilir. Bu nedenle bu<\/strong><\/span>
\nt\u00fcr bir ordino dikkatlice haz\u0131rlanmal\u0131 ve \u00fczerindeki; y\u00fck\u00fcn say\u0131s\u0131, kondisyonu vb. konulardaki<\/strong><\/span>
\nt\u00fcm serhler Konsimentoya islenmelidir. Ordino geminin matbuu formunda ve<\/strong><\/span>
\nnumaraland\u0131r\u0131lm\u0131s olmal\u0131, bir adet shipper\/Forwararder, bir adet acente ve bir adette gemide<\/strong><\/span>
\nkalacak sekilde \u00fc\u00e7 kopya olarak haz\u0131rlanmal\u0131d\u0131r.<\/strong><\/span>
\nUyusmazl\u0131klar derhal arast\u0131r\u0131lmal\u0131d\u0131r (hen\u00fcz tekrar g\u00f6zden ge\u00e7irmek<\/strong><\/span>
\nm\u00fcmk\u00fcn iken). Bunun yap\u0131lmad\u0131g\u0131 ve baska bir sekildede problemin uygun bir \u00e7\u00f6z\u00fcm\u00fcne<\/strong><\/span>
\nulas\u0131lamad\u0131g\u0131 takdirde:<\/strong><\/span>
\n\u00fczerinde anlas\u0131lam\u0131yan miktar a\u00e7\u0131k\u00e7a ordinoya yaz\u0131lmal\u0131d\u0131r. \u00d6rnegin, “Received on board 17<\/strong><\/span>
\npackages, three more in dispute” (and not received 20packages three in dispute)<\/strong><\/span>
\nY\u00fckleyici veya kirac\u0131n\u0131n y\u00fck\u00fcn r\u0131ht\u0131mda fakat hen\u00fcz gemi \u00fczerine y\u00fcklenmemis iken<\/strong><\/span>
\nhaz\u0131rlanmas\u0131n\u0131 istemesi durumunda, ordinolar “at shippers risk untill actually shipped” serhi<\/strong><\/span>
\nile ciro olunmal\u0131d\u0131r. Y\u00fck\u00fcn ag\u0131rl\u0131g\u0131, kalitesi, miktar\u0131 veya kondisyonu hakk\u0131nda emin<\/strong><\/span>
\nolunamayan durumlarda ordinolara “weight, quality, quantity or condition unknown ” serhi<\/strong><\/span>
\nkonulmal\u0131d\u0131r.<\/strong><\/span>
\nBaz\u0131 kirac\u0131 yada y\u00fckleyiciler sadece temiz ordinolar istemekte ve kira anlasmalar\u0131da<\/strong><\/span>
\ngenellikle Konsimentonun temiz olarak cirolanacag\u0131na dair maddeler i\u00e7ermektedir. Her<\/strong><\/span>
\nzaman ak\u0131lda tutulmas\u0131 gereken bir noktada bir zabiti yada kaptan\u0131 y\u00fcklenmemis olan bir<\/strong><\/span>
\ny\u00fck\u00fc y\u00fcklenmis gibi g\u00f6stermeye veya kalite yada kondisyonu bilinmeyen y\u00fck hakk\u0131nda bu<\/strong><\/span>
\nkonularda onay vermeye zorlayacak\/hakl\u0131 g\u00f6sterecek bir kanun\/adet yoktur.<\/strong><\/span>
\n5-KONS\u0001MENTO \/BILL OF LADING<\/strong><\/span>
\nI-Konsimento \u00fc\u00e7 ayr\u0131 \u00f6zelligi \u00fczerinde tas\u0131yan tek bir d\u00f6k\u00fcmand\u0131r.asag\u0131dakileri i\u00e7erir,<\/strong><\/span>
\n*Y\u00fck\u00fcn gemiye al\u0131nd\u0131g\u0131n\u0131 belirtir<\/strong><\/span>
\n*Y\u00fck\u00fcn sahibini beliritir ve el dgistirdik\u00e7e y\u00fck\u00fcn sahibide degisir<\/strong><\/span>
\n*Bir tas\u0131ma s\u00f6zlesmesidir<\/strong><\/span>
\nII-Gemi kaptan\u0131 ve gemi sahibi aras\u0131nda kaptan\u0131n sanki gemi sahibinin bir \u00e7al\u0131san\u0131 gibi islem g\u00f6rd\u00fcg\u00fc<\/strong><\/span>
\nS\u00f6zlesme olup \u00fc\u00e7 sonu\u00e7 ortaya \u00e7\u0131kart\u0131r<\/strong><\/span>
\n*B\/L gemi kaptan\u0131 taraf\u0131ndan gemi sahibi ad\u0131na imzalan\u0131rsa,gemi kaptan\u0131n\u0131n sorumlulugu B\/L en iyi<\/strong><\/span>
\nsekilde haz\u0131rlay\u0131p imzalamas\u0131d\u0131r.Voyage veya Time Charter olup olmad\u0131g\u0131na bakmal\u0131.<\/strong><\/span>
\n*Eger B\/L yanl\u0131s yaz\u0131lm\u0131s veya belirtilmis miktar \/ kalite varsa gemi sahibi bu durumdan sorumlu<\/strong><\/span>
\ntutulabilir,gemi kaptan\u0131n\u0131n birinci sorumululugu bunun olmamas\u0131d\u0131r.<\/strong><\/span>
\nEger B\/L y\u00fck\u00fcn kalite ve miktar\u0131n\u0131n dogru olarak yaz\u0131lmam\u0131ssa kendisinden imzalamas\u0131 istenen B\/L<\/strong><\/span>
\n\u00fczerine y\u00fckle ilgili ger\u00e7ek degerleri \/gerekli notlar\u0131 yazmal\u0131d\u0131r..<\/strong><\/span>
\nDogru kloz ve wording bulam\u0131yorsa tavsiye almak i\u00e7in Kl\u00fcp temsilcisini \u00e7ag\u0131rabilir.<\/strong><\/span>
\n*Eger herhangi bir neden den dolay\u0131 yanl\u0131s yaz\u0131lm\u0131s B\/L varsa ,Bu durum d\u00fczeltilmekten pek uzak<\/strong><\/span>
\ndegildir,\u00f6nemli olan zaman\u0131nda at\u0131lacak dogru ad\u0131mlard\u0131r,bazen d\u00fczeltme yapmak 3.partilerin eline<\/strong><\/span>
\nge\u00e7en B\/L ler i\u00e7in \u00e7ok ge\u00e7 olabilir.<\/strong><\/span>
\nGemi Kaptan\u0131 Ge\u00e7 kal\u0131nmadan Yanl\u0131s yaz\u0131lm\u0131s B\/L leri hemen kirac\u0131ya ve sirkete neyin yanl\u0131s oldugu<\/strong><\/span>
\nkonusu ile birlikte bildirmelidir.<\/strong><\/span>
\nIII-B\/L Gemi sahibinin 3.partilere kirac\u0131 ve g\u00f6nderici gibi gemi kaptan\u0131n\u0131n imza yetkisine limitlide olsa<\/strong><\/span>
\nkar\u0131sma yetkisi verdigi bir d\u00f6k\u00fcmand\u0131r.Her ne kadar al\u0131s\u0131k olunmasada C\/P kirac\u0131ya ve onun<\/strong><\/span>
\nacentalar\u0131na kaptan ad\u0131na B\/L imzalama yetkisi verebilir.<\/strong><\/span>
\nGemi kaptan\u0131 acentaya yaz\u0131l\u0131 olarak kendi ad\u0131na B\/L imzalama yetkisi verebilir bu yetki verilirken eger<\/strong><\/span>
\ny\u00fckle ilgili bir remark koymas\u0131 gerekirse mutlaka yetkinin \u00fczerine Ekteki remarklarala birlikte notunu<\/strong><\/span>
\nkoymas\u0131 gerekir<\/strong><\/span>
\nIV)-Normal durumlarda B\/L y\u00fck\u00fcn gemiye tarif edilen sartlarda kabul edildiginin bir delilidir.Ayn\u0131<\/strong><\/span>
\nzamanda bir delil degil eger B\/L ger\u00e7ek degerleri yans\u0131tm\u0131yorsa gemi sahibine kars\u0131 da bir dava unsuru<\/strong><\/span>
\nolarak da kullan\u0131labilir.<\/strong><\/span>
\nMesela,Kaptan\u0131n bir g\u00f6revide B\/L i\u00e7eriginden baska ayr\u0131ca tahliyelerdede shortage iddalar\u0131nda gemi<\/strong><\/span>
\nsahibine yard\u0131mc\u0131 olmakt\u0131r.Asl\u0131nda y\u00fck kaybolmam\u0131st\u0131r(kuru y\u00fcklerde draft survey v.b gibi y\u00fck<\/strong><\/span>
\nmiktar\u0131nda ag\u0131rl\u0131k veya hacim,adet olarak uyusmazl\u0131k varsa yaz\u0131l\u0131 olarak protesto mektubu verilmelidir<\/strong><\/span>
\nveya s\u0131v\u0131 y\u00fcklerde Kirac\u0131 sorveyor\u00fc veya espekt\u00f6r\u00fc geride kalan s\u0131v\u0131 y\u00fck\u00fcn bas\u0131labilecek sekilde<\/strong><\/span>
\noldugunu belirtebilir bunu \u00f6nlemek i\u00e7in de t\u00fcm rekordlar\u0131 iyi bir sekilde tutmal\u0131y\u0131z.<\/strong><\/span>
\nV)- Baz\u0131 durumlarda g\u00f6nderici veya acentas\u0131 kaptana B\/L imzalamak i\u00e7in yetki isteyebilir bu yetki<\/strong><\/span>
\ngeriye clean B\/L imzalanm\u0131s olarak d\u00f6nebilir.Bu durumlarda kaptan mutlaka sirkete bildirmelidir ve<\/strong><\/span>
\nSirketin iznini almal\u0131d\u0131r.\u00c7\u00fcnk\u00fc yetki vermek pek kanuni olarak ge\u00e7erli degildir.<\/strong><\/span>
\nAncak sirket bunun ticari bir islev olarak kabul edilebilecegine olduguna karar verebilir.<\/strong><\/span>
\nNot :Dispute on cargo b\u00f6l\u00fcm\u00fcne bak\u0131n\u0131z.<\/strong><\/span>
\nB\/L uzerinde yazan matbu notlar baz\u0131 mahkemelerce d\u0131kkate al\u0131nmaz bu nedenle not koyman\u0131z<\/strong><\/span>
\ngerek\u0131rse mutlaka kend\u0131 el yaz\u0131n\u0131zla yazman\u0131z gerek\u0131r.mesela<\/strong><\/span>
\ncondition,weight,measure,Marks,numbers,quality,contents and value unknown.<\/strong><\/span>
\nB\/L imzaya sunuldugunda kaptan asag\u0131daki 6 seyi \u00e7ek etmelidir.<\/strong><\/span>
\n1-Y\u00fck miktar\u0131n\u0131<\/strong><\/span>
\n2-Y\u00fck\u00fcn tarifi ve kondisyonu<\/strong><\/span>
\n3-Tarih<\/strong><\/span>
\n4-Seferin tarifi<\/strong><\/span>
\n5-Terms and kondisyonlar\u0131<\/strong><\/span>
\n6-Navlun \u00f6deme kosulunu<\/strong><\/span>
\n1-QUANTITY of CARGO(Y\u00fck Miktar\u0131)<\/strong><\/span>
\na-Kaptan gemiye girmeyen y\u00fck ile ilgili B\/L imzalamamal\u0131,ne yaz\u0131k ki d\u00f6kme y\u00fcklerde y\u00fck\u00fcn<\/strong><\/span>
\nmiktar\u0131n\u0131n dogrulugu pratikte tam olarak bulunamaz,kaptan\u0131n B\/L figuru yanl\u0131st\u0131r seklindeki a\u00e7\u0131klamas\u0131<\/strong><\/span>
\nortaya gelir ki buda s\u0131k s\u0131k problem dogurur.Bu genelde y\u00fck\u00fcn tipi,geminin boyutu, ve limandaki<\/strong><\/span>
\npozisyonu gibi bir \u00e7ok fakt\u00f6re bagl\u0131d\u0131r.genel pratik s\u00f6yledir.Eger B\/L fig\u00fcr\u00fc gemi miktar\u0131ndan<\/strong><\/span>
\n0.5%fazla ise kaptan B\/L dogru kabul edebilir.<\/strong><\/span>
\nb)-Eger gemi miktar\u0131 ile B\/L fig\u00fcr\u00fc aras\u0131ndaki fark 0.5% ge\u00e7erse bu fark\u0131n nereden kaynaklanm\u0131s<\/strong><\/span>
\noldugu arast\u0131r\u0131lmal\u0131d\u0131r.<\/strong><\/span>
\nEger bulunam\u0131yorsa kaptan asag\u0131dakileri yapabilir.<\/strong><\/span>
\n*B\/L fig\u00fcr\u00fc iptal edilebilir ve gemi fig\u00fcr\u00fc yaz\u0131labilir<\/strong><\/span>
\n*veya B\/L \u00fczerine gemi fig\u00fcr\u00fc ile B\/L fig\u00fcr\u00fc aras\u0131nda X….M\/T fark vard\u0131r notu ile imzalayabilir.<\/strong><\/span>
\n*\u0002mzalamay\u0131 red eder,Acentas\u0131na uygun notlarla imza yetkisi verir.<\/strong><\/span>
\n*Sirkete haber verir Lokal kl\u00fcp acentas\u0131n\u0131 \u00e7ag\u0131r\u0131r.<\/strong><\/span>
\nc)-Eger B\/L fig\u00fcr\u00fc 0.5% gemi fig\u00fcr\u00fcn\u00fcn i\u00e7inde ise(draft survey fig\u00fcr\u00fc veya volimetrik hesaplama<\/strong><\/span>
\nmiktar\u0131)kaptan bunu imzalayabilir,fakat B\/L fig\u00fcr\u00fc gemi fig\u00fcr\u00fcn\u00fc 0.1% kadar ge\u00e7erse kaptan hemen<\/strong><\/span>
\nprotesto mektubu haz\u0131rlamal\u0131 ve kirac\u0131ya\/sirkete\/g\u00f6ndericiye bildirmeli.Ne yapacag\u0131 konusundada<\/strong><\/span>
\nsirketten talimat bekler.<\/strong><\/span>
\nd)- Yukar\u0131dakiler ayn\u0131 zamanda bir limandan erken kalkma prosed\u00fcrleridir.<\/strong><\/span>
\nII-DESCRIPTION & CONDITION OF CARGO(Y\u00dcK\u00dcN TAR\u0001F\u0001 VE KOND\u0001SYONU)<\/strong><\/span>
\nGemi kapatan\u0131 B\/L inceleyerek y\u00fck\u00fcn tarif edilenle ayn\u0131 olup olmad\u0131g\u0131na bakar ve sefer emriyle,C\/P ile<\/strong><\/span>
\nuyumlu olup olmad\u0131g\u0131na bakar eger herhangi bir sorun varsa B\/L \u00fczerine remarklar\u0131n\u0131(\u00f6zellikle steel<\/strong><\/span>
\nproductlarda) koyar.Eger herhangi bir s\u00fcpheye d\u00fcserse lokal kl\u00fcp temsilcisini \u00e7ag\u0131r\u0131r ve ayn\u0131 zamanda<\/strong><\/span>
\nsirkete haber verir.<\/strong><\/span>
\nIII-DATE OF B\/L(B\/L TAR\u0001H\u0001)<\/strong><\/span>
\nKaptan B\/L tarihinde bir uyusmazl\u0131k g\u00f6r\u00fcrse B\/L imzalamay\u0131 red eder.<\/strong><\/span>
\nIV-DESCRIPTION OF VOYAGE)SEFERIN TARIFI<\/strong><\/span>
\na)-Gemi kaptan\u0131 C\/P ve sefer emri ile sefer ve var\u0131s\u0131 uyusmazl\u0131k g\u00f6steren B\/L\u2019i imzalamaz<\/strong><\/span>
\nb)-Ancak sirketten \u00f6zel bir emir gelirse imzalar ,ancak var\u0131s liman\u0131 veya var\u0131s yerinin geminin<\/strong><\/span>
\nemniyetli bir sekilde fiziksel olarak var\u0131s\u0131n\u0131n m\u00fcmk\u00fcn olmayacaksa B\/L imzalamaz.<\/strong><\/span>
\nc)-Kaptan Ticaretin yasak oldugu liman veya var\u0131s yeri belirtilmis B\/L leri imzalamaz.veya fiziksel<\/strong><\/span>
\nengeller oldugunu bildigi liman veya var\u0131s yerleri mesela draft s\u0131n\u0131rlamas\u0131 olan limanlar gibi.<\/strong><\/span>
\nd)-Kaptan bilerek yanl\u0131s yaz\u0131lm\u0131s veya g\u00f6sterilmis liman ve var\u0131s yerleri belirtilen B\/L imzalamaz.<\/strong><\/span>
\nBu durumlar\u0131 acilen sirkete bildirmelidir.<\/strong><\/span>
\nV)-TERMS AND CONDITIONS(TERIMLER VE KONDISYONLAR)<\/strong><\/span>
\na)-Bir\u00e7ok B\/L \u00fczerinde genelde d\u00f6kme y\u00fckler i\u00e7in asag\u0131daki not yazsada\u2019\u2019This shipment is carried<\/strong><\/span>
\nunder and pursuant to the terms of the C\/P dated………..between …..and ……and all<\/strong><\/span>
\nterms,clauses,exceptions and conditions thereof apply to and govern the rights of the parties concerned<\/strong><\/span>
\nin this shipment\u2019\u2019her nekadar<\/strong><\/span>
\nbosluklar dolacaksada ,eger imzalamas\u0131nda \u0131srar ediliyorsa kaptan,kirac\u0131ya ve g\u00f6ndericiye protesto<\/strong><\/span>
\nmektubu yazar ve sirkete bildirir.<\/strong><\/span>
\nb)-Baz\u0131 formlarda B\/L bu sekilde sart tas\u0131maz,bu o kadarda \u00f6nemli degildir \u00e7\u00fcnk\u00fc B\/L baz\u0131 formlarda<\/strong><\/span>
\nHague Rules veya Haguevisby Rules ile birlesik(i\u00e7erir) olur<\/strong><\/span>
\nVI- PAYMENT OF FREIGHT(NAVLUN ODEMESI)<\/strong><\/span>
\na)-Bir B\/L \u00fczerinde Freight having been paid b\u00fct\u00fcn bir y\u00fck i\u00e7in mi yoksa bir k\u0131sm\u0131 i\u00e7in mi belirtilmez.<\/strong><\/span>
\nFakat B\/L \u2018\u2019Freight Prepaid\u2019\u2019veya \u2018\u2019Freight Paid\u2019\u2019notu ile yaz\u0131lm\u0131s olabilir bunun anlam\u0131 y\u00fck\u00fcn ve<\/strong><\/span>
\nnavlunun tamam\u0131n\u0131n al\u0131nm\u0131s oldugunun ifadesi olarak anlas\u0131l\u0131r.<\/strong><\/span>
\nb)-Gemi kaptan\u0131 yukardaki sekilde olan bir B\/L imzalamas\u0131 i\u00e7in,<\/strong><\/span>
\n*\u00d6zelikle imzalamdan \u00f6nce sirkete bildirmeli(time charterda kirac\u0131ya voyage charterda kirac\u0131ya<\/strong><\/span>
\nbildirilmez)<\/strong><\/span>
\n*Asl\u0131nda navlunun pesin olarak \u00f6dendigini ve bunu gemi sahibi(veya Time Charterer)tarf\u0131ndan<\/strong><\/span>
\nal\u0131nd\u0131g\u0131n\u0131 belirtir.Bu durumda B\/L imzalamdan \u00f6nce direk olarak tlx ile sirket\/gemi sahibi veya time<\/strong><\/span>
\ncharterdan bilgi al\u0131nmal\u0131d\u0131r.<\/strong><\/span>
\n*Yukar\u0131daki kosullardan emin olmayan ve s\u00fcpheye d\u00fcsen gemi kaptan\u0131 B\/L imzalamaz ve gerekirse<\/strong><\/span>
\nwordingi uygun sekilde degistirmeye \u00e7al\u0131s\u0131r.Bunda basar\u0131l\u0131 olamazsa acentas\u0131na sirketten talimat<\/strong><\/span>
\nalmad\u0131g\u0131 s\u00fcrece B\/L imzalamamsas\u0131 n\u0131 belirterek imza yetkisi verir.<\/strong><\/span>
\nEGER BIR KAPTAN B\/L \u0002MZALARKEN TEREDUTTE DUSERSE ASLA B\/L<\/strong><\/span>
\nIMZALAMAMALIDIR VE ONCE SIRKETE DANISMALIDIR,<\/strong><\/span>
\nBill of Lading are internationally respected documents on which Banks and other institutions will rely<\/strong><\/span>
\nwhen advancing large sums of money. If a Master or agent signs Bill of Lading knowing or<\/strong><\/span>
\nsuspecting that its description of the cargo is wrong, or if he deliberately inserts a false date onto a bill,<\/strong><\/span>
\nhis conduct will probably amount to deceit and this will render worthless any guarantees or letters of<\/strong><\/span>
\nindemnity that may have been tendered by shipper, and expose the ship to liability for any loss that has<\/strong><\/span>
\nthat been suffered.<\/strong><\/span>
\nThe Master should be aware of the condition of any cargo loaded to the extent that he can reasonably<\/strong><\/span>
\nbe expected to have inspected it. If it is impossible for him to properly inspect the cargo, the Bill of<\/strong><\/span>
\nLading should be qualified accordingly. Additionally, the Master will often be under a duty to state the<\/strong><\/span>
\nquantity or weight or number of pieces of cargo shipped, and \u00f6nce he has signed Bills of Lading to the<\/strong><\/span>
\neffect it will be very d ifficult to claim that a different quantity was shipped.<\/strong><\/span>
\n\u0001mzalamadan \u00f6nce b\u00fct\u00fcn yaz\u0131lanlar\u0131n C\/P sartlar\u0131na uygun oldugunu kontrol ediniz. Garanti<\/strong><\/span>
\nmektubu,temiz olmayan bir y\u00fck i\u00e7in temiz Konsimento verilmesinin sonu\u00e7lar\u0131m<\/strong><\/span>
\nkars\u0131layamaz. Y\u00fck\u00fcn durumunu tesbit ettiginiz eksikligi,hasar\u0131 konsimentoda belirtiniz.<\/strong><\/span>
\n“Freightprepaid” ve “liner” konsimentolar\u0131 sirketten talimat almadan imzalamay\u0131n\u0131z.Sirket<\/strong><\/span>
\ntalimat\u0131 olmadan acente veya \u00fc\u00e7\u00fcnc\u00fc sah\u0131slara konsimento imzalama yetkisi vermeyiniz.<\/strong><\/span>
\nTalimat al\u0131nd\u0131g\u0131nda otorite yaz\u0131s\u0131n\u0131 sirket formuna uygun olarak veriniz.<\/strong><\/span>
\n(x) Time Charter baglant\u0131l\u0131 seferlerde kirac\u0131 ad\u0131n\u0131za acenteye yetki vermis olsa dahi yine<\/strong><\/span>
\nayn\u0131 mektubu acenteye veriniz, ancak; navlun konusu armat\u00f6r d\u0131s\u0131nda oldugu i\u00e7in, navlun<\/strong><\/span>
\n\u00f6denmeden relase edilmemesi konusundaki ibareyi koymay\u0131n\u0131z.<\/strong><\/span>
\n6-DELIVERY OF THE CARGO\/TRANSHIPMENT<\/strong><\/span>
\nGemi kaptan\u0131 asla ilk orj\u0131nal B\/L almazsa y\u00fck\u00fc tahliye etmemelidir.Eger orijinal B\/L kendisine<\/strong><\/span>
\nsunulmazsa kaptan mutlaka acil olarak sirketle temasa ge\u00e7melidir belki sirket tahliyenin baslamas\u0131 i\u00e7in<\/strong><\/span>
\ngerekli garanti mektubunu veya banka garantisini elde etmis olabilir.<\/strong><\/span>
\n(Bu tankerler i\u00e7in genelde uygulanan uygulamad\u0131r.)<\/strong><\/span>
\nGenelde kuruy\u00fck liner ticaretinde B\/L sunulmaz.<\/strong><\/span>
\nGenelde gemi kaptan\u0131 asag\u0131da belirtilen 3 seyle y\u00fcz y\u00fcze gelebilir.<\/strong><\/span>
\n1-Var\u0131s liman\u0131n\u0131n degismesi<\/strong><\/span>
\n2-B\/L sunulmadan y\u00fck\u00fcn teslimi<\/strong><\/span>
\n3-Transhipment veya Lightening<\/strong><\/span>
\nY\u00fck gemiye y\u00fcklendikten sonra B\/L yay\u0131mlan\u0131r ve bu durumda gemi kaptan\u0131 sorumlu duruma<\/strong><\/span>
\nd\u00fcser.Kaptan\u0131n sorumlulugu herhangi bir gecikme olusturmadan \/sapmadan seferi tamamlamak,y\u00fck\u00fc en<\/strong><\/span>
\niyi sekilde tahliye etmek ve y\u00fck\u00fcn sahibi oldugu kisiye teslim etmektir.<\/strong><\/span>
\nI-CHANGE OF DESTINATION ( VARIS LIMANIN DEGISMESI)<\/strong><\/span>
\nEger gemi kaptan\u0131 herhangi bir talimat ald\u0131g\u0131nda verilen talimat geregi limana veya var\u0131s yerine dogru<\/strong><\/span>
\nhareket eder ki bu mevkiler B\/L \u2018le ayn\u0131 olmal\u0131d\u0131r.Eger verilen talimat nereden geldigi dikkate<\/strong><\/span>
\nal\u0131nmaks\u0131z\u0131n B\/L\u2019e uymuyorsa hemen sirkete bildirir.Sirket bu durumda Kirac\u0131dan gerekli letter of<\/strong><\/span>
\nindemnity(LOI-garanti mektubu) elde etmeye \u00e7al\u0131s\u0131r.Ne zaman bu garanti al\u0131n\u0131rsa sirket kaptana talimat<\/strong><\/span>
\nverir ve y\u00fck\u00fc yeni var\u0131s liman\u0131 veya yere g\u00f6t\u00fcr\u00fcr \/tahliye eder.<\/strong><\/span>
\nII-DELIVERY WITHOUT PRESENTATION OF ORGINAL B\/L(ORJINAL B\/L OLMADAN Y\u00dcK\u00dcN<\/strong><\/span>
\nTAHL\u0001YES\u0001)<\/strong><\/span>
\nTahliye liman\u0131nda Eger orijinal B\/L gemi kaptan\u0131na sunulmazsa gemi kaptan\u0131 y\u00fck\u00fc teslim etmez taki<\/strong><\/span>
\nsirketten herhangi bir talimat alana degin.gemi kaptan\u0131 acentayla temsa ge\u00e7ecek ve B\/L gelip<\/strong><\/span>
\ngelmedigini soracak,eger gelmemisse sirketi arayacak Kirac\u0131dan uygun bir LOI al\u0131nmas\u0131n\u0131 saglayacak.<\/strong><\/span>
\nIII-TRANSHIPMENT\/LIGTENING<\/strong><\/span>
\nEger kaptan tranship veya lighten talimat\u0131 al\u0131rsa bu talimat\u0131n B\/L ile uyumlu olup olmad\u0131g\u0131na bakacak<\/strong><\/span>
\nEger B\/L ile uyumlu degilse sirketi\/kirac\u0131y\u0131 aray\u0131p bilgi verecek.<\/strong><\/span>
\nY\u00fck\u00fcn bir k\u0131sm\u0131 veya bir par\u00e7as\u0131 final var\u0131stan \u00f6nce bir yerde tahliye olursa Gemi kaptan\u0131<\/strong><\/span>
\nAl\u0131c\u0131 taraf\u0131ndan yetkilendirilmis veya Diger bir gemiden y\u00fck\u00fcn Kaptan \/ 2.kpt taraf\u0131ndan teslim<\/strong><\/span>
\nal\u0131nd\u0131g\u0131na dair temiz ve kar\u0131s\u0131k olmayan(anlas\u0131labilen) bir sekilde imzalanm\u0131s bir al\u0131nd\u0131 belgesi elde<\/strong><\/span>
\netmelidir.<\/strong><\/span>
\nBu noktada kaptan unutmamal\u0131d\u0131r ki,roller degisir ki bu durumda kaptan art\u0131k g\u00f6ndericinin yan\u0131ndad\u0131r.<\/strong><\/span>
\nMutlaka ald\u0131g\u0131 recipt y\u00fck\u00fcn a\u00e7\u0131k ve net olarak ne kadar\u0131n\u0131n teslim edildigini belirtmelidir.Bu k\u0131sm\u0131<\/strong><\/span>
\ntahliyelerde veya lightening de olduk\u00e7a \u00f6nemlidir.<\/strong><\/span>
\nEger kaptan receipten fazla y\u00fck bosalt\u0131rsa daha sonra ki tahliyesinde y\u00fck eksik \u00e7\u0131kacakt\u0131r.Asl\u0131nda y\u00fck<\/strong><\/span>
\nfiziki olarak kaybolmam\u0131st\u0131r ve y\u00fck\u00fcn al\u0131c\u0131s\u0131n\u0131n shortage iddias\u0131 ile kars\u0131 kars\u0131ya gelecektir.<\/strong><\/span>
\nTranshipment ve lihgteninde gemi kaptan\u0131 teslim ettigi y\u00fckle ilgili bir sorunla kars\u0131las\u0131rsa veya receipt<\/strong><\/span>
\nMiktar\u0131n\u0131n geminin tahliyesinden az oldugunu d\u00fcs\u00fcn\u00fcyorsa mutlaka protesto mektubu vermelidir.<\/strong><\/span>
\nTHE LETTER OF AUTHORIZATION TO SIGN BILLS OF LADING<\/strong><\/span>
\nON BEHALF OF MASTER<\/strong><\/span>
\nI, the master of m\/v hereby authorize messr .<\/strong><\/span>
\nto sign the Bs\/L on my behalf in strict conf\u0131rmity with the mate’s receipts;<\/strong><\/span>
\nthis authority is issued subject to the following conditions:<\/strong><\/span>
\n1. All Bs\/L are to comply with the cargo quantities and descriptions<\/strong><\/span>
\nstated on mate’s<\/strong><\/span>
\nreceipts signed by Chief Officer or Master.<\/strong><\/span>
\n2. All remarks inserted on the mate’s receipts must be inserted in full<\/strong><\/span>
\non the Bs\/ L<\/strong><\/span>
\n3. Mate’s receipts’and Bs\/L’sdate of issue must be the same date<\/strong><\/span>
\nThis letter intended to comply with the c\/p and must be applied in conjunction<\/strong><\/span>
\nwith the relevant provisions contained therein. We hereby request you to sign<\/strong><\/span>
\nand stamp for the receipt\/acknowledged confirmation for this letter.<\/strong><\/span>
\n(x) You are stnctly requested to keep the Bs\/L at your custody until receiving<\/strong><\/span>
\nowner’s written confirmation for release.<\/strong><\/span>
\nACKNOWLEDGED AND ACCEPTED<\/strong><\/span>
\nPORT :<\/strong><\/span>
\nNAME&SURNAME :<\/strong><\/span>
\nTITLE :<\/strong><\/span>
\nSIGNATUTIE :<\/strong><\/span>
\nDATE :<\/strong><\/span>
\nYOURS FAITHFULLY<\/strong><\/span>
\nMASTER OF M\/V<\/strong><\/span>
\n(x) Bs\/L “Freight Prepaid” olarak haz\u0131rlanm\u0131ssa bu c\u00fcmle yaz\u0131lacak,<\/strong><\/span>
\n“freight payable as per c\/p ” olarak haz\u0131rlanm\u0131ssa bu c\u00fcmle yaz\u0131lmayacakt\u0131r.<\/strong><\/span>
\nVeya<\/strong><\/span>
\nM\/V.<\/strong><\/span>
\nAt<\/strong><\/span>
\nDate<\/strong><\/span>
\nTo<\/strong><\/span>
\n(Agents)<\/strong><\/span>
\nDear Sirs,<\/strong><\/span>
\nI hereby confirm that you have authority to sign bills of lading on my behalf in<\/strong><\/span>
\nrespect of the following cargo loaded at this port and said to be: –<\/strong><\/span>
\n(Insert quantity and description of cargo as per mates receipt)<\/strong><\/span>
\nPlease note that you do not have authority to sign any bill of lading which does not<\/strong><\/span>
\nspecifically<\/strong><\/span>
\nincorporate the terms, conditions and exceptions of the Charter Party dated<\/strong><\/span>
\n…………………………………………………………………………………………………………….. and\/o<\/strong><\/span>
\nr<\/strong><\/span>
\nthe Hague Rules (or legislation of similar effect).<\/strong><\/span>
\nThe destination shown in the bills of lading should be consistent with the provisions<\/strong><\/span>
\nof the Charter Party governing this voyage\/Charterers’ instructions, which stipulate that<\/strong><\/span>
\nthe vessel will discharge at<\/strong><\/span>
\nPlease ensure that all bills are properly dated.<\/strong><\/span>
\nOn no account should “freight prepaid” bills be issued without the express authority of<\/strong><\/span>
\nmy Company\/Owners, to whom you should refer on this and any other matter<\/strong><\/span>
\nconcerning the signing and issuing of bills of lading.<\/strong><\/span>
\nYour faithfully,<\/strong><\/span>
\nMaster<\/strong><\/span>
\n(Note that, if the cargo is contaminated or damaged in any way on shipment, the<\/strong><\/span>
\nMaster must add a sentence to the effect that the agent is only authorised to sign<\/strong><\/span>
\nB\/L’s on his behalf on the condition that he inserts directly in the bill the condition<\/strong><\/span>
\nof the cargo. The Master is to give the agent the wording to be used in this letter for<\/strong><\/span>
\nthe clausing of the bill of lading).<\/strong><\/span>
\n7-UNIQUE BILL OF LOADING<\/strong><\/span>
\nAmerikaya g\u00f6nderilen b\u00fct\u00fcn y\u00fckler i\u00e7in amerikan g\u00fcmr\u00fcg\u00fcn\u00fcn koyd\u0131gu bir B\/L numaras\u0131d\u0131r.<\/strong><\/span>
\nBu numara b\u00fct\u00fcn B\/L lerin \u00fczerinde g\u00f6r\u00fcn\u00fcr,ayn\u0131 zamanda manifesto ve cargo decleration ve diger<\/strong><\/span>
\nd\u00f6k\u00fcmanlardada,<\/strong><\/span>
\nBu numara olmaks\u0131z\u0131n hi\u00e7bir y\u00fck amerikada tahliye edilemez.ve 3 y\u0131l i\u00e7inde yenilenebilir.<\/strong><\/span>
\nBu numara iki k\u0131s\u0131mdan olusur birinci k\u0131sm\u0131 SCAC code bu 4 harfle tas\u0131y\u0131c\u0131 i\u00e7in verilmistir.<\/strong><\/span>
\nVe digerleri 12 numaraya kadar gidebilir<\/strong><\/span>
\nEger bu numaralar kirac\u0131 taraf\u0131ndan al\u0131nmam\u0131ssa belki kaptan kendi numaralar\u0131n\u0131 kullanabilir.<\/strong><\/span>
\nEger birden fazla B\/L yay\u0131mlanm\u0131ssa her bill i\u00e7in 1,2,3 gibi artan rakamlarla numaraland\u0131rmal\u0131.<\/strong><\/span>
\nEger herhangi bir s\u00fcpheye d\u00fcs\u00fcl\u00fcrse sirkete dan\u0131s\u0131lmal\u0131.<\/strong><\/span>
\n8- DISPUTE ON CARGO OUANTITY\/ Y\u00dcK M\u0001KTARINDA UYUSMAZLIK<\/strong><\/span>
\nY\u00fckleme\/bosaltma baslamadan \u00f6nce ve tamamland\u0131ktan sonar mutlaka draft survey yap\u0131lmal\u0131 ve<\/strong><\/span>
\njurnale kaydedilmelidir. Y\u00fck tonaj\u0131 ile konsimento miktar\u0131n\u0131n ayn\u0131 olmas\u0131 \u00e7ok \u00f6nemlidir. Y\u00fck\u00fcn<\/strong><\/span>
\ntonaj\u0131n\u0131n belirlenmesinde hangi y\u00f6ntemin (draft survey-shore figure) kullan\u0131lacag\u0131 ve kabul edilecegi<\/strong><\/span>
\nc\/p’de belirtilmektedir. Ancak c\/p y\u00f6ntemi ne olursa olsun gemi t\u00fcm y\u00fcklemelerinde ve<\/strong><\/span>
\ntahliyelerinde draft survey yaparak kay\u0131t alt\u0131nda tutmal\u0131 ve sonucu sahil degeri ile kars\u0131last\u0131rmal\u0131,<\/strong><\/span>
\narada fark \u00e7\u0131kmas\u0131 durumunda derhal sirketi haberdar etmelidir.<\/strong><\/span>
\nY\u00fckleme sonunda eksiklik\/fark \u00e7\u0131kmas\u0131 durumunda asag\u0131dakiler dikkate al\u0131nacakt\u0131r:<\/strong><\/span>
\nD\u00f6kme y\u00fck y\u00fcklemelerinde C\/P ‘ye g\u00f6re sahil degerinin ge\u00e7erli oldugu belirtilmisse Bs\/L’e sahil<\/strong><\/span>
\ndegeri yaz\u0131lacakt\u0131r. Ancak shore f\u0131gure-elevator weight y\u00fckleme s\u0131ras\u0131nda olusan kay\u0131plardan dolay\u0131<\/strong><\/span>
\nhi\u00e7bir zaman gemiye y\u00fcklenen ger\u00e7ek miktar ile ayn\u0131 olmaz. Bu nedenle sahil fig\u00fcr\u00fc gemide yap\u0131lacak<\/strong><\/span>
\ndraft survey ile kontrol edilmeli ve sadece aradaki fark sirket taraf\u0131ndan bildirilen kabul edilebilir<\/strong><\/span>
\nlimitler i\u00e7indeyse sahil degerine g\u00f6re haz\u0131rlanan Bs\/L imzalanmal\u0131d\u0131r. Eger fark bildirilen limitlerin<\/strong><\/span>
\nd\u0131smdaysa derhal sirkete haber verilmeli ve gerekliyse sirketten al\u0131nacak talimat dogrultusunda<\/strong><\/span>
\nbag\u0131ms\u0131z survey atanarak ger\u00e7ek y\u00fck miktar\u0131 tespit edilmelidir.<\/strong><\/span>
\nD\u00f6kme y\u00fcklerde bazen Y\u00fckleyici draft s\u00f6rveyi yapmaya yanasmayabilir ve gemiye “conveyor weight to<\/strong><\/span>
\nmeter” rakamlar\u0131n\u0131n esas al\u0131nd\u0131g\u0131 bir konsimentoyu imzalatmak i\u00e7in dayatabilir. Eger dogruluguna<\/strong><\/span>
\ninand\u0131g\u0131m\u0131z (gemice draft survey yaparak) rakam, konismento rakam\u0131ndan en az % 0.5 oran\u0131ndan daha<\/strong><\/span>
\naz ise \u00f6nce y\u00fckleyiciyi bir protesto mektubu ekinde yapt\u0131g\u0131m\u0131z “draft survey” hesab\u0131n\u0131n kopyas\u0131n\u0131<\/strong><\/span>
\nsunarak imzalamaya haz\u0131r oldugunuz y\u00fck rakam\u0131n\u0131 bildirmeli ve d\u00f6kme y\u00fcklerin miktarlar\u0131n\u0131<\/strong><\/span>
\nbulmakta genel uygulaman\u0131n bu oldugunu (as common practise infinding the accurate figures of<\/strong><\/span>
\nbulk cargoes) hat\u0131rlatmal\u0131y\u0131z.<\/strong><\/span>
\nBilahare art\u0131k gemiye getirecegi konismento \u00fczerinde hala kendi rakam\u0131n\u0131 yazmakta \u0131srarl\u0131 ise, \u00f6nce<\/strong><\/span>
\nkendi buldugumuz rakam olarak miktar\u0131 degistirmeli, bunu kabule yanasmaz ise imzalamay\u0131<\/strong><\/span>
\nreddetmeliyiz. B\/L imzalanmamas\u0131 durumunda Acentaya\/Shipper’a kendi buldugumuz fig\u00fcre<\/strong><\/span>
\n\u00fczerinden bir konismento imzalama yetkisi b\u0131rakarak daha fazla vakit ge\u00e7irmeden hareket etmeliyiz.<\/strong><\/span>
\nD\u00f6kme y\u00fcklerde konsimento miktar\u0131ndan fazla y\u00fckleme yap\u0131lm\u0131s olmas\u0131 da g\u00f6r\u00fclmektedir. Bu<\/strong><\/span>
\ndurumda eger y\u00fckleyici Bs\/L degerini herhangi bir nedenle degistirmek istemiyor ve bunda \u0131srar<\/strong><\/span>
\nediyorsa aradaki navlun fark\u0131m tahliye liman\u0131nda yap\u0131lan \u00f6l\u00e7\u00fcm sonras\u0131nda kazanma hakk\u0131m\u0131z\u0131<\/strong><\/span>
\nsaglayan su ibare konulabilir:<\/strong><\/span>
\n“Actual quantity loaded under bili of lading is, in master ‘s opinion, in excess of guantity shown and<\/strong><\/span>
\nmaster accordingly reserves his rights to claim additional freight based on amount of cargo<\/strong><\/span>
\ndischarged”<\/strong><\/span>
\nYukar\u0131daki claim’in yap\u0131labilmesi i\u00e7in emin olunan ger\u00e7ek y\u00fckleme miktar\u0131 Bs\/L miktar\u0131ndan<\/strong><\/span>
\nmakul bir \u00f6l\u00e7\u00fcde fazla olamal\u0131d\u0131r. K\u00fc\u00e7\u00fck orandaki fazlal\u0131klar i\u00e7in bunun yerine ” ___________<\/strong><\/span>
\ntons\/pcs less in dispute” serhinin Bs\/L’e konmas\u0131 daha uygundur.<\/strong><\/span>
\nD\u00f6kme y\u00fcklerde genel olarak % 0.1’in alt\u0131ndaki farkl\u0131l\u0131klar (\u00fclkelere g\u00f6re bu oran degisebilir) \u00f6nemli<\/strong><\/span>
\nsay\u0131lmaz.<\/strong><\/span>
\nB\/L veya SOF imzalarken on sayfaya konacak remark uzun olursa arkaya yazmak gerek\u0131rse mutlaka<\/strong><\/span>
\n\u2018\u2019see reverse of thiss bill of lading(veya SOF) for Master\u2019 clausing notu yaz\u0131larak \u0131mzalanmalk\u0131d\u0131r.sonra<\/strong><\/span>
\narkaya devam ed\u0131leb\u0131l\u0131r.Egere bu notu yazmadan arka yuze yazarsan\u0131z notunuz gecers\u0131z olacakt\u0131r.veya<\/strong><\/span>
\nnot yazd\u0131katam sonra alt\u0131n\u0131 t araflara \u0131mzalatman\u0131z gerek\u0131r.<\/strong><\/span>
\nGEMI VE SAHIL FIGURU ARASINDA FARK VARSA<\/strong><\/span>
\nPROTEST OF DIFFERENCE BETWEEN<\/strong><\/span>
\nSHIP & SHORE FIGURES<\/strong><\/span>
\nM.T.<\/strong><\/span>
\nPLEASE BE ADVISED THAT THERE IS A DISCREPANCY BETWEEN SHIP AND SHORE<\/strong><\/span>
\nFIGURES<\/strong><\/span>
\nCOVERING ___________________________________________________________________<\/strong><\/span>
\nLOADED AT YOUR DAY MONTH YEAR<\/strong><\/span>
\nTERMINAL _<\/strong><\/span>
\nSHORE<\/strong><\/span>
\nFIGURES<\/strong><\/span>
\nSHIP FIGURES<\/strong><\/span>
\nDIFFERENCE<\/strong><\/span>
\nON BEHALF OF OWNERS, I HEREBY PROTEST THIS DIFFERENCE HOLDING YOU<\/strong><\/span>
\nRESPONSIBLE FOR ANY AND \/ OR ALL CLAIMS WHICH MAY OCCUR DUE TO THIS<\/strong><\/span>
\nDIFFERENCE.<\/strong><\/span>
\nYOURS FAITHFULLY,<\/strong><\/span>
\n9- DEADFREIGHT\/ \u00d6L\u00dc NAVLUN<\/strong><\/span>
\nKirac\u0131 veya Y\u00fckleyiciden gemiye az y\u00fcklenen miktar i\u00e7in istenen \u00f6l\u00fc navlun talepleri (deadfreight<\/strong><\/span>
\nclaim) asag\u0131da belirtilen sebeplerden dolay\u0131 verilir. Deadfreight claim \/\u00f6l\u00fc navlun talebi yap\u0131lacak<\/strong><\/span>
\ndurumlar:<\/strong><\/span>
\n1- Y\u00fck miktar\u0131 opsiyonunun C\/P’ye g\u00f6re armat\u00f6re b\u0131rak\u0131ld\u0131g\u0131 (10 pct MOLOO gibi) ve<\/strong><\/span>
\nkaptan\u0131n NOR ile istemis oldugu y\u00fck miktar\u0131n\u0131n tam olarak y\u00fcklenmedigi durumlarda<\/strong><\/span>
\n2- Up to full and complete capacity\/hacim ve ag\u0131rl\u0131k olarak tam kapasite anlasmal\u0131<\/strong><\/span>
\ny\u00fcklemelerde eksik y\u00fckleme durumunda<\/strong><\/span>
\n3- Y\u00fck miktar\u0131 opsiyonunun kirac\u0131ya ait oldugu durumlarda y\u00fcklenen miktar\u0131n opsiyon<\/strong><\/span>
\nalt s\u0131n\u0131r\u0131ndan az olmas\u0131 durumunda<\/strong><\/span>
\n4- Y\u00fckleme sonunda bulunan SF nin C\/P belirtilen SF den daha b\u00fcy\u00fck \u00e7\u0131kmas\u0131 durumunda;<\/strong><\/span>
\n(a) Stowage Factor W0G ,(without guarantee) olarak verilmisse deadfreight<\/strong><\/span>
\nclaim’de bulunulamaz, verilen SF kesin olarak degil, sadece bilgi olarak<\/strong><\/span>
\nsunulmustur.<\/strong><\/span>
\n(b) Stowage factor ABT (about) verilmisse +\/- %5 olarak kabul edilebilir, verilen<\/strong><\/span>
\nsf degerine %5 eklendikten sonar bulunan degerden daha y\u00fcksek \u00e7\u0131kan SF<\/strong><\/span>
\ndegerleri i\u00e7in deadfreight claim yap\u0131l\u0131r.<\/strong><\/span>
\n(c) Stowage factor MAX (maximum) olarak verilmis ve verilen deger as\u0131lm\u0131ssa<\/strong><\/span>
\ndeadfreight claim letter verilir.<\/strong><\/span>
\nVerilen deadfreight mektubu shipper taraf\u0131ndan imzalanmal\u0131d\u0131r. Eger verilen deadfreight mektubunun<\/strong><\/span>
\nimzalan\u0131p getirilmesinden \u00f6nce geminin kalkmas\u0131 isteniyorsa en az\u0131ndan acentanm al\u0131nd\u0131 imzas\u0131<\/strong><\/span>
\nal\u0131nmal\u0131, derhal sirkete haber verilmeli ve durum SOF ta belirtilmelidir.<\/strong><\/span>
\nDeadfreight claim talebinde bulunabilmek i\u00e7in haz\u0131rl\u0131k mektubu ve cargo plan’da y\u00fck miktar\u0131n\u0131n<\/strong><\/span>
\nbelirtilmis olmas\u0131 gereklidir, eger SF veya baska nedenlerle y\u00fcklenecek miktar net degilse “Up to full<\/strong><\/span>
\nand complete cargo” olarak belirtilmelidir.<\/strong><\/span>
\nDeadfreight durumunda veya olas\u0131l\u0131g\u0131 olustugu anda sirkete bilgi verilmeli ve sirket formuna g\u00f6re<\/strong><\/span>
\nhaz\u0131rlanacak deadfreight claim letter acenta arac\u0131l\u0131g\u0131yla kirac\u0131 ve y\u00fckleyiciye verilmelidir.<\/strong><\/span>
\nHaz\u0131rlanan mektubun acenta kanal\u0131 ile verilmesine imkan yoksa ayn\u0131 mektup ilgili partilere telex ile<\/strong><\/span>
\nge\u00e7ilmelidir.<\/strong><\/span>
\nNot 1: 1, 2 ve 3. maddelerde a\u00e7\u0131klanan durumlarda \u00f6nce kirac\u0131 ve y\u00fckleyici y\u00fckleme tamamlanmadan<\/strong><\/span>
\nmakul bir sure \u00f6nce eksik y\u00fcklenmesi muhtemel olan miktar i\u00e7in mektup verilerek veya mesaj<\/strong><\/span>
\ng\u00f6nderilerek uyar\u0131lmal\u0131 ve eksik y\u00fck\u00fcn tamamlanmas\u0131, tamamlanmad\u0131g\u0131 takdirde deadfreight hakk\u0131n\u0131n<\/strong><\/span>
\nsakl\u0131 tutuldugu belirilmelidir.<\/strong><\/span>
\n4. maddede belirtilen durumda ise ambarlar tamamen dolmus, ancak kirac\u0131 taraf\u0131ndan yanl\u0131s stowage<\/strong><\/span>
\nfactor deklere edildiginden gemi eksik y\u00fck alm\u0131st\u0131r. Armat\u00f6re yan\u0131lt\u0131c\u0131 bilgi verilmis<\/strong><\/span>
\noldugu i\u00e7in normalde al\u0131nmas\u0131 gereken miktar ile sf nedeniyle al\u0131nabilen miktar aras\u0131ndaki fark<\/strong><\/span>
\ndeadfreight olarak kirac\u0131ndan talep edilmelidir.<\/strong><\/span>
\nNot 2: \u00d6rnekte verilen deadfreight letter yukardaki 1.2.3. durumlar i\u00e7in aynen uygulanacak olup 4.<\/strong><\/span>
\ndurumda asag\u0131daki degisiklikler yap\u0131larak verilecektir.<\/strong><\/span>
\n“able to load the above stated quantity, as the stated quantity is not available” yerine<\/strong><\/span>
\n“unable to load this quantity due to high stowage factor observed as ___ instead of<\/strong><\/span>
\n__ stated on the c\/p” ve “Awaiting Chrtrs\/Shippers prompt reply and action in<\/strong><\/span>
\norder to avoid delay of the vessel” ve “Ali time lost to count as laytime, any extra<\/strong><\/span>
\ncosts, expenses to be for Chrtrs\/Shippers account” yerine “Owners\/master has no<\/strong><\/span>
\nliability and will keep Chrtrs\/Shippers responsible for the consequences ” yaz\u0131lacakt\u0131r.<\/strong><\/span>
\nDEADFRE\u0002GHT CLAIM<\/strong><\/span>
\nDear Sirs,<\/strong><\/span>
\nI hereby inform you that my vessel is able to load __________ metric tons of<\/strong><\/span>
\n___________________cargo up to vessel’s lifting capacity\/hold capacity\/drafts according to the<\/strong><\/span>
\ngoverning c\/p. I furthermore declare that, although the vessel is able to load the above stated<\/strong><\/span>
\ncargo in full, the quantity stated is not available, and I herewith reserve the right of Owner’s to<\/strong><\/span>
\nclaim deadfreight for the shortloaded cargo quantity.<\/strong><\/span>
\nCargo quantity vessel can load :<\/strong><\/span>
\nActual cargo guantity loaded_______ :___________________________________________<\/strong><\/span>
\nDifference<\/strong><\/span>
\nAvvaiting Chrtrs\/Shippers prompt reply and action in order to avoid delay of the vessel. AH<\/strong><\/span>
\ntime lost to count as laytime, any extra costs, expenses to be for Chrtrs\/Shippers account<\/strong><\/span>
\nTendered at hrs on _<\/strong><\/span>
\nMaster of M\/V _<\/strong><\/span>
\nveya<\/strong><\/span>
\nTo: Messrs MV\/MT<\/strong><\/span>
\nPort:<\/strong><\/span>
\nDate:<\/strong><\/span>
\nDEADFREIGHT STATEMENT<\/strong><\/span>
\nDEAR SIRS,<\/strong><\/span>
\nIN ACCORDANCE WITH INSTRUCTIONS FROM MY CHARTERERS\/OWNERS, I MUST INFORM YOU THAT AS<\/strong><\/span>
\nPER THE TERMS OF THE CHARTER PARTY MY VESSEL IS SCHEDULED TO LOAD<\/strong><\/span>
\nA CARGO OF ____________ TONNES AT YOUR TERMINAL. AS A CONSEQUENCE OF YOUR<\/strong><\/span>
\nFAILURE TO SUPPLY MY VESSEL WITH THE ABOVE QUANTITY OF CARGO, I MUST SUBMIT THE BELOW<\/strong><\/span>
\nCALCULATION SETTING FORTH THE TOTAL CARGO CAPACITY AVAILABLE, AND THE ADDITIONAL<\/strong><\/span>
\nQUANTITY WHICH COULD HAVE BEEN LOADED, HAD MY VESSEL BEEN SUPPLIED WITH SUFFICIENT CARGO<\/strong><\/span>
\nQUANTITY UNDER THE TERMS OF THE CHARTER PARTY.<\/strong><\/span>
\nTROPICAL\/SUMMER\/WINTER<\/strong><\/span>
\nDEADWEIGHT<\/strong><\/span>
\nON SAILING: DRAFT: TONNES<\/strong><\/span>
\nLESS:<\/strong><\/span>
\nFUEL OIL BUNKERS ____________ TONNES<\/strong><\/span>
\nMARINE DIESEL OIL BUNKERS ____________ TONNES<\/strong><\/span>
\nSLOPS (IF APPLICABLE) ____________ TONNES<\/strong><\/span>
\nWATER ____________ TONNES<\/strong><\/span>
\nCONSTANT (STORES, LUBES ETC.) ________________ TONNES<\/strong><\/span>
\nTONNAGE AVAILABLE FOR CARGO: TONNES<\/strong><\/span>
\nLESS:<\/strong><\/span>
\nCARGO ACTUALLY LOADED AT YOUR OPTION: TONNES<\/strong><\/span>
\nDEAD FREIGHT: _______________ TONNES<\/strong><\/span>
\nKINDLY SIGN ATTACHED COPIES IN YOURS TRULY:<\/strong><\/span>
\nACKNOWLEDGEMENT:<\/strong><\/span>
\nCARGO SUPPLIERS MASTER<\/strong><\/span>
\nOR AGENTS ACTING ON BEHALF OF THE<\/strong><\/span>
\nCHARTERERS.<\/strong><\/span>
\n10- CARGO\/Y\u00dcK<\/strong><\/span>
\nY\u00fckleme baslamadan \u00f6nce y\u00fcklenecek y\u00fck\u00fcn \u00f6zellikleri kontrol edilmeli, stowage factor, y\u00fckleme<\/strong><\/span>
\n\u00f6ncesi y\u00fck\u00fcn durumu, y\u00fck\u00fcn gemiye uygunlugu vb konularda herhangi bir s\u00fcphe durumunda sirkete<\/strong><\/span>
\nhaber verilmelidir. Ambar surveyinin yap\u0131l\u0131s zaman\u0131 ve ambarlar\u0131n kabul edildigi zaman en k\u0131sa<\/strong><\/span>
\ns\u00fcrede sirkete bildirilmelidir.<\/strong><\/span>
\nGeminin alabilecegi maksimum y\u00fck y\u00fcklenmeye \u00e7al\u0131s\u0131lmal\u0131, y\u00fckleme operasyonu boyunca draflar<\/strong><\/span>
\ncontrol alt\u0131nda tutulmal\u0131, gerekirse ara draft survey yap\u0131lmal\u0131d\u0131r.<\/strong><\/span>
\nY\u00fckleme – bosaltma s\u00fcresince sirkete g\u00fcnl\u00fck tonaj ile birlikte ETC\/S bildirilmelidir.<\/strong><\/span>
\nY\u00fckleme evraklar\u0131 (nor, sof, cargo plan, bs\/1, mate’s receipt, protestolar, liman D\/A evraklar\u0131, acenta<\/strong><\/span>
\nharcama faturalar\u0131, stevedore dmg reportlar) sefer sonunda sirkete g\u00f6nderilmelidir. G\u00fcnl\u00fck tallyler,<\/strong><\/span>
\nport clearance, stevedore disch.reports v.b. eger s\u00fcpheli bir olay yoksa sirkete g\u00f6nderilmesine gerek<\/strong><\/span>
\nyoktur, gemide sefer dosyas\u0131nda saklanmal\u0131d\u0131r.<\/strong><\/span>
\nY\u00fcklemeden \u00f6nce gemi taraf\u0131ndan haz\u0131rlanan “preliminary\/tentative cargo plan”da<\/strong><\/span>
\nloading\/discharging stepleri\/sequenceleri de belirtilerek acentaya ve stevedora sunulmal\u0131 ve sunulan<\/strong><\/span>
\nplan\u0131n bir kopyas\u0131 imzalatt\u0131r\u0131larak gemide saklanmal\u0131d\u0131r.<\/strong><\/span>
\nTahliye liman\u0131nda ciro edilmis orjinal konsimentolar gemiye teslim edilmeden veya gemide bulunan<\/strong><\/span>
\norjinal konsimentolar ciro ettirilerek gemiye geri getirilmeden veya sirket taraf\u0131ndan aksine bir<\/strong><\/span>
\ntalimat verilmedik\u00e7e (LOI gibi) y\u00fck teslim edilmemeli, tahliyeye izin verilmemelidir. Gemiye<\/strong><\/span>
\nteslim edilen orjinal konsimento en k\u0131sa s\u00fcrede sirkete ulast\u0131r\u0131lmal\u0131d\u0131r.<\/strong><\/span>
\nTahliye sonunda olabilecek hasarl\u0131 ve\/veya eksik y\u00fck hakk\u0131ndaki evraklar kabul edilmemeli ve<\/strong><\/span>
\nimzalanmamahd\u0131r. Eger imzalaman\u0131z i\u00e7in bask\u0131 yap\u0131l\u0131rsa sirket ile temas kurarak talimat alman\u0131z, son<\/strong><\/span>
\nolas\u0131l\u0131k olarak ta eksik y\u00fck i\u00e7in “signed underprotest, receivers\/stevedores tally, signed Without<\/strong><\/span>
\nprejudice”, hasarl\u0131 y\u00fck i\u00e7in “For receipt only Without any liability rejecting the contents of this<\/strong><\/span>
\nletter” remarklar\u0131 koyularak imzalanabilir.<\/strong><\/span>
\nHer durumda derhal zaman kaybetmeden sirkete haber verilmelidir.<\/strong><\/span>
\n11- CARGO MANIFEST\/ Y\u00dcK MAN\u0001FESTOSU<\/strong><\/span>
\nT\u00fcrk bayrakl\u0131 gemiler ile Yurt d\u0131s\u0131ndan T\u00fcrkiye’ye getirilecek olan t\u00fcm y\u00fckler i\u00e7in y\u00fckleme<\/strong><\/span>
\nliman\u0131nda T\u00fcrk Konsoloslugu varsa manifestolar\u0131n tasdik ettirilmesi gerekmektedir.<\/strong><\/span>
\nSayet T\u00fcrk konsoloslugu yoksa Liman baskanl\u0131g\u0131 veya Deniz ticaret odas\u0131ndan manifestolar\u0131n<\/strong><\/span>
\n“We hereby certify that M\/V _________has loaded ________ tons of cargo _________ at<\/strong><\/span>
\nthe port of ____________ and there is no Turkish consulate at the port of loading”<\/strong><\/span>
\nremark\u0131 ile birlikte tasdik ettirilmesi gerekmektedir.<\/strong><\/span>
\n12- SEA PROTEST\/DEN\u0001Z RAPORU<\/strong><\/span>
\nSefer boyunca seyirde ag\u0131r hava kosullan ile kars\u0131las\u0131ld\u0131g\u0131nda herhangi bir hasar, kay\u0131p<\/strong><\/span>
\nolmas\u0131 durumunda veya tespit edilemeyen hasar veya kay\u0131p riskine kars\u0131 ilk var\u0131s liman\u0131nda deniz<\/strong><\/span>
\nraporu al\u0131nmal\u0131d\u0131r. Seyirde hava kosullar\u0131n\u0131n d\u00fczelmesinin ard\u0131ndan tespit \u00e7al\u0131smalar\u0131 yap\u0131lmal\u0131 ve<\/strong><\/span>
\nen k\u0131sa s\u00fcrede veya en az\u0131ndan liman var\u0131s\u0131ndan \u00f6nce mutlaka sirkete haber verilmelidir. Deniz raporu<\/strong><\/span>
\nile ilgili t\u00fcm evrak\u0131n (jurnal, hava raporlar\u0131, varsa fotograflar ve tyaz\u0131smalar) kopyalar\u0131 sirkete<\/strong><\/span>
\ng\u00f6nderilmelidir.<\/strong><\/span>
\nVar\u0131s liman\u0131nda noterden deniz raporu al\u0131nabilmesi i\u00e7in kaptan\u0131n asag\u0131da verilen form’da protesto<\/strong><\/span>
\nmektubu vermesi, jurnal’in ilgili sayfalan ile hava raporlar\u0131n\u0131n birer kopyas\u0131n\u0131 da ilistirilmesi gerekir.<\/strong><\/span>
\nKonu-NOTE OF PROTESTO(Sea Protesto)<\/strong><\/span>
\nGemi kaptan\u0131 asag\u0131da belirtilen nedenlerden dolay\u0131 protesto mektubu verebilir.<\/strong><\/span>
\n*Sefer s\u0131ras\u0131nda b\u00fcy\u00fck bir hava ile kars\u0131las\u0131l\u0131p y\u00fck\u00fcn hasar g\u00f6rmesinden dolay\u0131<\/strong><\/span>
\n*Herhangi bir nedenden dolay\u0131 gemi hasar g\u00f6r\u00fcrse veya hasardan korkulursa<\/strong><\/span>
\n*Hava sartlar\u0131ndan dolay\u0131 vantilasyon yap\u0131lamay\u0131p k\u0131sa s\u00fcrede bozulacak olan y\u00fck\u00fcn tas\u0131nmas\u0131<\/strong><\/span>
\ns\u0131ras\u0131nda<\/strong><\/span>
\n*Sefer s\u0131ras\u0131nda tas\u0131nan y\u00fck\u00fcn durmunun k\u00f6t\u00fcye gitme durumunda,Dry cargolarda B\/L y\u00fck\u00fcn<\/strong><\/span>
\nger\u00e7ek durmunu yans\u0131tt\u0131g\u0131 i\u00e7in pek etkili olamayabilir.tankerlerde mutlaka note of protesto yaz\u0131l\u0131r<\/strong><\/span>
\n\u00e7\u00fcnk\u00fc gemi kaptanlar\u0131 \u00e7ogunlukla B\/L imzalamaz.<\/strong><\/span>
\n*Kirac\u0131n\u0131n ve acentas\u0131n\u0131n C\/P kosullar\u0131na uyulmad\u0131klar\u0131nda mesela y\u00fcklemenin kabul<\/strong><\/span>
\nedilmemesi,anlams\u0131z gecikmeler,uygun y\u00fck\u00fcn y\u00fcklenmemesi gibi.<\/strong><\/span>
\n*Y\u00fck miktar\u0131nda kara ile gemi aras\u0131nda fark varsa<\/strong><\/span>
\n*General Avarage (Avarya)her kosulunda<\/strong><\/span>
\nEger bir hasar ve zarar gemi kaptan\u0131n\u0131n kontrol\u00fc d\u0131s\u0131nda olusursa mutlaka gemi kaptan\u0131 protesto<\/strong><\/span>
\nmektubu vermelidir.Protesto mektubu limana var\u0131r varmaz 24 saat i\u00e7inde verilmelidir.<\/strong><\/span>
\nKargo protestolar breaking bulktan once veya tankerlerde \u00f6zellikle y\u00fck operasyonunun<\/strong><\/span>
\ntamamlanmas\u0131ndan sonra verilir.Genelde noter Tarafindanda Tastik edilir.<\/strong><\/span>
\nTankerlerde bu olmayabilir.<\/strong><\/span>
\nSEA PROTEST<\/strong><\/span>
\nTo whom it may concern,<\/strong><\/span>
\nI, the undefsigned Captain __________the Master of the M\/V __________ under<\/strong><\/span>
\n____ flag, r egistered a 11 he p ort of _____ __, w ith t he r egistration n umber o f____<\/strong><\/span>
\novvned by __________________ state the following:<\/strong><\/span>
\nDuring the sea passage from _______ to _________ with _________ metric tons of<\/strong><\/span>
\n_________________ cargo on board, my vessel encountered heavy seas, swells and winds,<\/strong><\/span>
\nwhich observed as up to wind force __ Beaufort and Douglas sea state __ , on the dates of<\/strong><\/span>
\n(date,month,vear) , and this caused the following damages to my vessel and\/or cargo on<\/strong><\/span>
\nboard. (burada tespit edilen hasar ve kay\u0131plar listelenecektir)<\/strong><\/span>
\nI, hereby officially declare to notify ali whom it may concern that this notice of s ea<\/strong><\/span>
\nprotest is against the whole incidents and results of said voyage, generally and<\/strong><\/span>
\nparticularly is against sea and weather conditions and act of god of which records<\/strong><\/span>
\ndocumented in ship’s log book,<\/strong><\/span>
\nI, present this notice of s ea p rotest t o p rotect a nd r eserve m y a nd o wner’s r ights t o<\/strong><\/span>
\nextend and to prove where the time and place convenient, against losses, expenses, time<\/strong><\/span>
\nlost and expenses that may arise out of the above mentioned fact and any claims that<\/strong><\/span>
\nmay be brought by any parties.<\/strong><\/span>
\nBest Regards, Master of M\/V<\/strong><\/span>
\n(signature & stamp)<\/strong><\/span>
\n(date & place)<\/strong><\/span>
\nEncl: -Deck and engine log book copies<\/strong><\/span>
\n-Weather reports<\/strong><\/span>
\n-TIx messages to\/fm owners<\/strong><\/span>
\n-Noon reports of the relevant dates<\/strong><\/span>
\n13-KAYIPLAR(LOSSES)<\/strong><\/span>
\n1-KAYIPLARIN TIPI(TYPE OF LOSSES)<\/strong><\/span>
\nKay\u0131plar iki sekilde tarif edilir<\/strong><\/span>
\n1-K\u0131sm\u0131(Particular Avarage ) 2- Total(Total Avarage)<\/strong><\/span>
\nBir total loss(Total Kay\u0131p) iki sekilde olur 1-Hakiki Tam Ziya(actual total loss) ki bu kay\u0131pta gercekten<\/strong><\/span>
\ngemi tamamen yok olmustur batm\u0131st\u0131r,kay\u0131pt\u0131r,enkaz haline gelmistir.<\/strong><\/span>
\n2-H\u00fckmi Tam Ziya (Constructive Total Loss)Bu kay\u0131pta geminin tamiri gemi bedelinden daha fazla<\/strong><\/span>
\nise gemi tamir edilmez ve total kay\u0131p islemi g\u00f6r\u00fcr.<\/strong><\/span>
\nAvarage terimi ise hasar anlam\u0131nda kullan\u0131l\u0131r.<\/strong><\/span>
\n1-Hususi Avarya(Particular Avarage) geminin hull poli\u00e7esi \u00fczerinde belirtilen zararlardan birini<\/strong><\/span>
\ng\u00f6rmesiyle olusur,<\/strong><\/span>
\nOturma,Saft k\u0131r\u0131lmas\u0131 v.b gibi ve diger Institute Time Kloz veya Ek Peril(Additional Peril Clause)<\/strong><\/span>
\nclause\u2019nda belirtilenlerden.<\/strong><\/span>
\nBir kaza sonucu olusan zarar ve kay\u0131p gemi sahibinin,managerinin veya sigortal\u0131n\u0131n<\/strong><\/span>
\nGerekli \u00f6zeni g\u00f6stermemesinden(lack of due dilligence) kaynaklanmamal\u0131.<\/strong><\/span>
\n2-M\u00fcsterek Avarya (Total Avarage) Eger bir kay\u0131p geminin b\u00fct\u00fcn\u00fcn\u00fc tehdit ediyorsa diger<\/strong><\/span>
\nkat\u0131l\u0131mc\u0131lar\u0131 kurtarmak i\u00e7in bilerek yap\u0131lan t\u00fcm masraflar m\u00fcsterek avarya say\u0131l\u0131r.<\/strong><\/span>
\nBir m\u00fcsterek avarya olay\u0131n\u0131n ger\u00e7eklesebilmesii\u00e7in asag\u0131daki sartlar ge\u00e7eklesmelidir.<\/strong><\/span>
\nA-Tesebb\u00fcs tehlikede olmal\u0131d\u0131r<\/strong><\/span>
\nYani yaln\u0131z gemi veya mal tehlikede olursa M\u00fcsterek avarya olmaz.ayr\u0131ca tehlike hayali degil elle<\/strong><\/span>
\ntutulur ve \u00f6enmli olmal\u0131d\u0131r.<\/strong><\/span>
\nB- Tehlikenin Derecesi<\/strong><\/span>
\nTehlike fevkalede derecede olmal\u0131d\u0131r.Bunun derecesi hi\u00e7bir yerde belirtilmem\u0002sse de beklenen<\/strong><\/span>
\nhal,tedbir al\u0131nmad\u0131g\u0131nda alakal\u0131lar\u0131n \u00f6nemli kayba ugrayacaklar\u0131 seklinde tarif edilir.<\/strong><\/span>
\nC-Fedakarl\u0131k isteyerek yap\u0131laml\u0131d\u0131r.<\/strong><\/span>
\nBaska bir deyisle husule gelen masraf ve fedakarl\u0131k kazaen meydana gelmemis ve iradi bir kararla ifa<\/strong><\/span>
\nedilmis olmal\u0131d\u0131r.<\/strong><\/span>
\nD-Fedakarl\u0131k veya masraf makul olmal\u0131d\u0131r.<\/strong><\/span>
\nM\u00fcsterek avarya ya konu olan masraf veya fedakarl\u0131k sonunda yap\u0131lan kurtarma ekonomik degilse yani<\/strong><\/span>
\ngiderleri kalan esya degerinden fazla ise M\u00fcsterek avarya yarat\u0131lmam\u0131s olur.<\/strong><\/span>
\nE-Fedakarl\u0131k Veya Masraf Olagan \u00dcst\u00fc Olmal\u0131d\u0131r<\/strong><\/span>
\nMesela geminin k\u00f6t\u00fc hava sartlar\u0131nda fazla yak\u0131t t\u00fcketerek seferi tamalamas\u0131 M\u00fcsterek avarya<\/strong><\/span>
\nsay\u0131lmaz.Bu sart zaten Gemi sahibinin yapmas\u0131 gerekli bir islemdir.Ancak k\u00f6t\u00fc havadan batacak<\/strong><\/span>
\nduruma gelir ve romork\u00f6r yard\u0131m\u0131 al\u0131rsa bu m\u00fcsterek avaryad\u0131r.<\/strong><\/span>
\nF-Gaye m\u00fcsterek selamet olmal\u0131d\u0131r<\/strong><\/span>
\nM\u00fcsterek avarya dan bahsedilebilmesi i\u00e7in gemi veya mal veya navlunun bir tanesinin degil tamam\u0131n\u0131n<\/strong><\/span>
\ntehlikede olmas\u0131 ve tamam\u0131n\u0131n kurtar\u0131lmas\u0131 gereklidirMisal olarak; gemide mevcut mal bozulma<\/strong><\/span>
\ntehlikesi ile kars\u0131 kars\u0131ya oldugu i\u00e7in ,kaptan gemiyi en yak\u0131n limana g\u00f6t\u00fcrerek mal\u0131 bosalt\u0131r ve mal\u0131<\/strong><\/span>
\nkurtar\u0131rsa bu sapma masraf\u0131 m\u00fcsterek avarya degildir.zira tehlikede olan sadece mald\u0131r.<\/strong><\/span>
\nG-Ziya m\u00fcsterek avarya sonucu olmal\u0131d\u0131r.<\/strong><\/span>
\nGemide bulunan mal\u0131 dalgalar\u0131n almas\u0131 m\u00fcsterek avarya say\u0131lmaz ama geminin batmamas\u0131 i\u00e7in ayn\u0131<\/strong><\/span>
\nmal\u0131n denize at\u0131lmas\u0131 m\u00fcsterek avarya say\u0131l\u0131r.amarbardan denize at\u0131lmak \u00fczere y\u00fck \u00e7\u0131kart\u0131l\u0131rken<\/strong><\/span>
\nambara su girmesi sonucu \u0131slanan y\u00fckte m\u00fcsterek avaryaya girer.<\/strong><\/span>
\nEger general avarage ilan etmek gerekirse asag\u0131daki format\u0131 kullanabilirsiniz<\/strong><\/span>
\nEGER GENERAL AVARAGE(GA) ILAN ETMEK GEREKIRSE ORNEK<\/strong><\/span>
\n(M\u00dcSTEREK AVARYA \u0131lan etmek gerk\u0131rse kullanabilirsiniz.)<\/strong><\/span>
\n” I GIVE NOTICE THAT THE MV ___________________ ( COLLIDED<\/strong><\/span>
\nWITH\/GROUNDED IN POSITION————)\/CAUGHT FIRE IN POSITION ——–<\/strong><\/span>
\n——–)ON<\/strong><\/span>
\n—————– (DATE)_____ WHEN PROCEEDING FROM —————————–<\/strong><\/span>
\nTO——————— FOR DISCHARGE \/LOADING STOP I HEREBY DECLARE GENERAL<\/strong><\/span>
\nAVERAGE<\/strong><\/span>
\nSTOP THE VESSEL OWNERS WILL CALL UPON THE CARGO AND FREIGHT INTEREST IN<\/strong><\/span>
\nDUE COURSE TO CONTRIBUTE TOWARDS A GENERAL AVERAGE EXPENDITURE WHICH<\/strong><\/span>
\nMAY BE INCURRED IN SALVAGING THE VESSEL AND CARGO OR OTHERWISE INCURRED<\/strong><\/span>
\nIN PRESERVING THE SAFETY OF THE MARITIME VENTURE”<\/strong><\/span>
\n2-SALVAGE ASS\u0001STANCE(Kurtarma yard\u0131m)<\/strong><\/span>
\nLloyd standart form of Salvage Agreement<\/strong><\/span>
\nEger kurtarma operasyonu gerekirse mutlaka loydun Lloyd\u2019s Standart Form of Salvage<\/strong><\/span>
\nAgreement-No Cure No Pay (LOF) yap\u0131lmal\u0131.<\/strong><\/span>
\nBu anlasman\u0131n bir kopyas\u0131 ve ICS\/OCIMF kitap\u00e7\u0131lar\u0131ndan Peril at Sea and salvage \u2013A Guide for Masters<\/strong><\/span>
\ngemide bulunmal\u0131d\u0131r.<\/strong><\/span>
\nHerhangi bir form imzalamadan \u00f6nce kaptan sirketi aramal\u0131d\u0131r belki sirket alternative bir anlasma<\/strong><\/span>
\nyapabilir.Eger hayat\u0131 ,\u00e7evreyi,y\u00fck\u00fc ve gemiyi tehdit eden bir tehlike varsa gemi kaptan\u0131 herhangi bir<\/strong><\/span>
\ngecikmeye mahal vermeden kendi karar\u0131 ile t\u00fcm tedbirleri almak zorundad\u0131r.<\/strong><\/span>
\nGenelde Lloyd\u2019s open form kaptan taraf\u0131ndan taraf\u0131ndan yard\u0131m eden tartfla imzalan\u0131r.<\/strong><\/span>
\nVe kabul edilisi g\u00fcverte ve radio jurnaline islenir.<\/strong><\/span>
\nAUTHORITY OF MASTER(Kaptan\u0131n Yetkisi)<\/strong><\/span>
\nTHE MASTER HAS COMPLETE AUTHORITY AT ANYTIME TO ENTER INTO ANY<\/strong><\/span>
\nSALVAGE CONTRACT WHERE HE CONSIDERS THIS NECESSARY FOR THE SAFETY OF<\/strong><\/span>
\nLIFE,THE SHIP,HER CARGO OR THE ENVIRONMENT.<\/strong><\/span>
\n12-INSURANCES<\/strong><\/span>
\n1-INSURANCE COVER (SIGORTA KAPSAMI)<\/strong><\/span>
\n1.1 GEMI ICIN DUZENLEME<\/strong><\/span>
\nGemiler bir\u00e7ok riske kars\u0131 sigorta edilirler ve gemi sahibi degisik sigorta poli\u00e7eleri elde eder.<\/strong><\/span>
\nGenelde elde edilen riskler asag\u0131da belirtilmistir.Bu konuyla ilgili detaylar\u0131 sigorta poli\u00e7lerinde<\/strong><\/span>
\ng\u00f6rebilirsiniz.<\/strong><\/span>
\n1.2 DEDUCTIBLE(\u0002ndirimler)<\/strong><\/span>
\nGemi sigortalan\u0131rken (Hull and Machinery) gemi sahibi daha \u00f6nce olusacak hasar\u0131n ne kadar\u0131n\u0131 kend\u0131s\u0131<\/strong><\/span>
\ntaraf\u0131ndan odeneceg\u0131n\u0131 ger\u0131 kalan\u0131n ise sigortac\u0131 taraf\u0131ndan kars\u0131lacag\u0131 konusunda sigortac\u0131lar ile<\/strong><\/span>
\nanlas\u0131r.Gemi sahibinin \u00f6deyecegi bu k\u0131sma deductible denir.<\/strong><\/span>
\nDikkat edilecek husus Hasarlar ve zararlar al\u0131nacak \u00f6nlemler, dogru m\u00fcdahalelerle minimuma<\/strong><\/span>
\nindirilebilecegidir.<\/strong><\/span>
\n1.3 SEAWORTHINESS(Denize Elverislilk)<\/strong><\/span>
\nHer zaman bir gemi denize elverisli kabul edilir ve kars\u0131las\u0131lacak tehlikelere kars\u0131 sigortalan\u0131r.<\/strong><\/span>
\nEger bir gemi denize denize elverisli olmadan g\u00f6nderilirse olusacak olan hasar ve aky\u0131plardan asla<\/strong><\/span>
\nsigortalayan sorumlu tutulamaz.Basitce denize elverisli olmayan gemi sigortal\u0131 degildir.<\/strong><\/span>
\nEger bir gemi kaptan\u0131 gemisinin denize elverisli olmad\u0131g\u0131ne inan\u0131yrsa durumu sirkete bildirmelidir.<\/strong><\/span>
\n1.4 INSTITUTE CARGO CLAUSES (C)<\/strong><\/span>
\nYukar\u0131da da belirtildigi gibi bu klozun ad\u0131 evvelce F.P.A. “yani hususi avaryalar hari\u00e7” teminat<\/strong><\/span>
\nolarak \u00e7ok dar oldugundan ancak baz\u0131 emtea \u00e7esitleri konu oldugunda kullan\u0131lmaktad\u0131r.<\/strong><\/span>
\nKlozun teminat maddeleri su sekilde tayin edilmistir.<\/strong><\/span>
\n1. Sigorta belirtilen istisnalara tabi olarak sigortal\u0131 emtean\u0131n;<\/strong><\/span>
\n\u2022 Yang\u0131n, infilak<\/strong><\/span>
\n\u2022 Tas\u0131yan geminin veya tas\u0131t vas\u0131tas\u0131n\u0131n oturmas\u0131, batmas\u0131 veya<\/strong><\/span>
\nalabora olmas\u0131.<\/strong><\/span>
\n\u2022 Kara sevk vas\u0131tas\u0131n\u0131n devrilmesi.<\/strong><\/span>
\n\u2022 Geminin veya tas\u0131ma vas\u0131tas\u0131n\u0131n sudan hari\u00e7 harici bir seyle temas\u0131,<\/strong><\/span>
\n\u00e7arp\u0131smas\u0131.<\/strong><\/span>
\n\u2022 S\u0131g\u0131nma liman\u0131nda bosaltma.<\/strong><\/span>
\n\u2022 M\u00fcsterek avarya fedakarl\u0131g\u0131 sonunda emteanm ugrad\u0131g\u0131 zarar ile<\/strong><\/span>
\ndenize at\u0131lma.<\/strong><\/span>
\nHallerinin sonunda ugrayacag\u0131 zararlar\u0131 temin eder.<\/strong><\/span>
\n2. M\u00fcsterek avarya istirak paylar\u0131<\/strong><\/span>
\n3. Tas\u0131ma mukavelesinin “Her ikisi de kusurlu” klozu geregince<\/strong><\/span>
\ntas\u0131y\u0131c\u0131n\u0131n sorumlulugu neticesinde kars\u0131 tarafa yapacag\u0131 talebin mas<\/strong><\/span>
\nraf\u0131ndan enteaya d\u00fcsecek paylar da \u00f6denir.<\/strong><\/span>
\nKloz bu teminat maddesine \u00e7esitli istisnalar getirmistir. S\u00f6yle ki;<\/strong><\/span>
\n4. Sigorta asag\u0131da say\u0131lan hususlar\u0131 katiyen temin etmez:<\/strong><\/span>
\n\u2022 Sigortal\u0131n\u0131n k\u00f6t\u00fc niyetine aff olunacak hasarlar<\/strong><\/span>
\n\u2022 Mal\u0131n mutaden ugrad\u0131g\u0131 akma, ag\u0131rl\u0131k kayb\u0131 veya hacim kayb\u0131,<\/strong><\/span>
\nas\u0131nma, y\u0131pranma<\/strong><\/span>
\n\u2022 Mal\u0131n yanl\u0131s veya kifayetsiz ambalajlanmas\u0131ndan dogan hasarlar.<\/strong><\/span>
\n\u2022 Emtean\u0131n kendi kusur ve b\u00fcnyesinden dogan hasarlar.<\/strong><\/span>
\n\u2022 Gecikme temin edilen bir hadiseden dogsa bile gecikmeden dogan<\/strong><\/span>
\nhasarlar.<\/strong><\/span>
\n\u2022 Mal sahibinin, donatan\u0131n, gemi acentesinin, kirac\u0131n\u0131n mali zorluk<\/strong><\/span>
\ni\u00e7inde olmas\u0131ndan husule gelen zararlar.<\/strong><\/span>
\n\u2022 Kisi veya kisilerin mal\u0131 kasten hasara ugratmalar\u0131 veya yok etmeleri.<\/strong><\/span>
\n\u2022 N\u00fckleer hasarlar.<\/strong><\/span>
\n5. Tas\u0131yan geminin denize elverisli olmamas\u0131ndan veya geminin, konteyner<\/strong><\/span>
\nveya lift-van\u0131n tas\u0131maya uygun olmamas\u0131ndan dogan hasarlar.<\/strong><\/span>
\nAncak sigortal\u0131 y\u00fckleme s\u0131ras\u0131nda bu uygunluk hakk\u0131nda bilgi sahibi<\/strong><\/span>
\ndegilse bu istisna ge\u00e7erli degildir.<\/strong><\/span>
\n6. Her t\u00fcrl\u00fc harp hali sonucu olan hasarlar.<\/strong><\/span>
\n7. Grev halk hareketleri sonucu olan hasarlar.<\/strong><\/span>
\nYukar\u0131daki yedi madde poli\u00e7e teminat\u0131n\u0131 ve istisnalar\u0131n\u0131 tayin etmekte ve bu yedi maddenin her<\/strong><\/span>
\nklozda ilk besi degisik bir durum g\u00f6stermektedir. Bundan sonra gelen 12 madde A, B ve C klozlarmda<\/strong><\/span>
\naynen yer almaktad\u0131r.<\/strong><\/span>
\nBu maddeler de asag\u0131daki gibidir:<\/strong><\/span>
\n8. Teminat\u0131n devam s\u00fcresi:<\/strong><\/span>
\nSigorta mal\u0131n poli\u00e7ede yaz\u0131l\u0131 depoyu terk ettigi veya tas\u0131ma i\u00e7in seferin baslang\u0131c\u0131 olarak<\/strong><\/span>
\ng\u00f6sterilen yerdeki depoya teslimi ile baslar ve seferin normal m\u00fcddeti i\u00e7inde devam eder ve asag\u0131daki<\/strong><\/span>
\nsekillerin herhangi birinin olusumu ile sona erer:<\/strong><\/span>
\n\u2022 Poli\u00e7ede yaz\u0131l\u0131 yerdeki al\u0131c\u0131ya veya nihai depoya teslimi veya<\/strong><\/span>
\n\u2022 Seferin gerektirdigi ara bir depolama hari\u00e7 bir limanda depolanmak<\/strong><\/span>
\n\u00fczere teslim edildiginde veya b\u00f6yle bir yerde dag\u0131t\u0131lmak i\u00e7in veya<\/strong><\/span>
\n\u2022 Nihai limanda tas\u0131yan gemiden bosaltmadan sonra 60 g\u00fcn\u00fcn sonunda.<\/strong><\/span>
\nYukar\u0131da say\u0131lan \u00fc\u00e7 halden hangisi daha evvel husule gelirse sigorta o zaman sona erer.<\/strong><\/span>
\nYukar\u0131da say\u0131lan hallere ilaveten eger mal al\u0131c\u0131n\u0131n bekledigi yere gelir ve elinde \u00e7ekme evrak\u0131<\/strong><\/span>
\noldugu halde dahi mallar\u0131 bitis yerinden almazsa 60 g\u00fcn bitmese dahi sigorta mallar\u0131n \u00e7ekilmesi i\u00e7in<\/strong><\/span>
\ngerekli evrak\u0131n al\u0131c\u0131ya teslimi ile sona erecegi tatbikatta g\u00f6r\u00fclmektedir.<\/strong><\/span>
\nMal\u0131n \u00e7ekilmesi i\u00e7in gerekli evrak sat\u0131c\u0131 taraf\u0131ndan tanzim edilmis fatura, sat\u0131s mukavelesi tipine<\/strong><\/span>
\ng\u00f6re sat\u0131n al\u0131nm\u0131s sigorta poli\u00e7esi ve Konismentodan ibarettir. Ticaret d\u00fcnyas\u0131nda bu \u00fc\u00e7 belge mal\u0131n<\/strong><\/span>
\nkimlik belgesi olarak bilinir ve \u00fc\u00e7l\u00fc evrak genelde bir isme degil, “hamiline” tanzim edilir. Kimin elinde<\/strong><\/span>
\nise m\u00fclkiyetin ona ait oldugunu ifade eder. Bu \u00fc\u00e7 evrak sefer esnas\u0131nda mal yeniden bir baskas\u0131na<\/strong><\/span>
\nsat\u0131l\u0131rsa ciro edilerek yeni al\u0131c\u0131ya verilir ve bilhassa ham petrol sevk\u0131yatlar\u0131nda bu olay bir seferde<\/strong><\/span>
\nbirka\u00e7 kez g\u00f6r\u00fclebilir.<\/strong><\/span>
\n\u00dc\u00e7l\u00fc evrakta “M\u00fclkiyet Evrak\u0131” veya ingilizce tabiri ile “Documents of Title” sigorta poli\u00e7esi ve<\/strong><\/span>
\nfatura daha iyi tan\u0131nan evrakt\u0131r. Konismentoya gelince ingilizcesi; “Bili of Lading” k\u0131saca “B\/L” olan<\/strong><\/span>
\nevrak tas\u0131y\u0131c\u0131 gemi taraf\u0131ndan mal\u0131n teslim al\u0131nd\u0131g\u0131n\u0131n bir makbuzu olup ayr\u0131ca tas\u0131ma sartlar\u0131n\u0131, baz\u0131<\/strong><\/span>
\nhallerde tas\u0131ma \u00fccretini de g\u00f6sterir. Tas\u0131ma sartlan bilhassa \u00f6nemlidir. Zira emtea kloz-lar\u0131ndan da<\/strong><\/span>
\nanlas\u0131lacag\u0131 gibi donatan mal tas\u0131mas\u0131 s\u0131ras\u0131nda olduk\u00e7a genis yetkilere sahiptir ve ayr\u0131ca<\/strong><\/span>
\nsorumluluklar\u0131n\u0131 pek \u00e7ok sekilde s\u0131n\u0131rlar. Bu sebeple mal sahibi mal\u0131n\u0131 tas\u0131tmadan \u00f6nce ne tip bir B\/L<\/strong><\/span>
\nald\u0131g\u0131n\u0131 bilmesinde yarar vard\u0131r.<\/strong><\/span>
\nMal\u0131n g\u00fcmr\u00fckten al\u0131nmas\u0131 i\u00e7in gerekli bu \u00fc\u00e7 evrak mal bir banka kredisi kullan\u0131larak getirtilmesi<\/strong><\/span>
\nhalinde banka elinde tutulur ve mal bedeli bankaya \u00f6denerek evrak al\u0131n\u0131r ve mallar \u00e7ekilebilir. Bu da<\/strong><\/span>
\ng\u00f6stermektedir ki bu \u00fc\u00e7l\u00fc evrak hakiki bir m\u00fclkiyet evrak\u0131d\u0131r.<\/strong><\/span>
\nKlozun devam eden maddeleri tetkik edilirse:<\/strong><\/span>
\n9. Baz\u0131 hallerde donatan seferi beklenen yerden daha evvel bitirebilir. Bu imkan konismento ile<\/strong><\/span>
\ndonatana verilen bir hakt\u0131r. Bu halde durumdan haber al\u0131n\u0131r al\u0131nmaz sigortac\u0131lara haber<\/strong><\/span>
\nverilirse:<\/strong><\/span>
\nMallar bu limanda sat\u0131l\u0131r veya al\u0131c\u0131ya bu limanda teslim edilene veya bu limanda 60 g\u00fcn\u00fcn<\/strong><\/span>
\nsonuna kadar sigorta devam eder.<\/strong><\/span>
\n10. Poli\u00e7ede belirtilen sefer poli\u00e7enin baslamas\u0131ndan sonra mal sahibinin talebi ile baska bir<\/strong><\/span>
\nsefere degistirilirse, haber al\u0131n\u0131r al\u0131nmaz sigor tac\u0131lara haber verilir ve gereginde ek prim<\/strong><\/span>
\n\u00f6denirse, sigorta yeni sefer i\u00e7in de ge\u00e7erli olabilir.<\/strong><\/span>
\nBu degisiklik imkan\u0131 bilhassa petrol ve benzeri mallar\u0131n sefer s\u0131ras\u0131nda sat\u0131lmas\u0131 ve m\u00fclkiyetinin<\/strong><\/span>
\ndegistirilmesi i\u00e7in gereklidir.<\/strong><\/span>
\n11. Hasarlar: Emtea hasarlar\u0131nda, sigortal\u0131n\u0131n hasar an\u0131nda sigortalana bilen bir menfaat<\/strong><\/span>
\nalakas\u0131n\u0131n olmas\u0131 aran\u0131r. Diger sigorta \u00e7esitlerinin aksine emtea sigortas\u0131 yapt\u0131ran kimsenin<\/strong><\/span>
\nsigorta yap\u0131l\u0131rken menfaat alakas\u0131 olmas\u0131na gerek yoktur.<\/strong><\/span>
\nG\u00f6r\u00fclecegi gibi emtea sigortalar\u0131 hasar bak\u0131m\u0131ndan da \u00f6zellik arz eder. Diger sigorta nevilerinin<\/strong><\/span>
\naksine sigortal\u0131 sahibi olmad\u0131g\u0131 bir mal \u00fczerine de sigorta yapt\u0131rabilir, yani sigorta sat\u0131n al\u0131rken<\/strong><\/span>
\nmal \u00fczerinde bir menfaat alakas\u0131 olmas\u0131 aranmaz. Halbuki diger b\u00fct\u00fcn sigorta branslar\u0131nda<\/strong><\/span>
\nmenfaat alakas\u0131 sigorta yapt\u0131rmak i\u00e7in sartt\u0131r. Menfaat alakas\u0131n\u0131n arand\u0131g\u0131 zaman hasar tahsil zaman\u0131d\u0131r.<\/strong><\/span>
\nYani hasar vukuunda sigortal\u0131n\u0131n menfaat alakas\u0131 varsa hasar\u0131 tahsil hakk\u0131 vard\u0131r. Bir<\/strong><\/span>
\nhasar\u0131n olusumundan habersiz bir kimse daha sonra sigorta sat\u0131n alm\u0131ssa bu poli\u00e7e ge\u00e7erli olur<\/strong><\/span>
\nve hasar tahsil edilebilir.<\/strong><\/span>
\n12. Mal sahibinin iradesi d\u0131s\u0131nda ve sigorta ile temin edilen hallerin birinin vukuu halinde<\/strong><\/span>
\ndonatan sefer bir baska yerde bitirir ise, sigortal\u0131n\u0131n mallan o yerde depolama veya esas<\/strong><\/span>
\nyerine varma i\u00e7in yapacag\u0131 makul masraflar\u0131 da sigortac\u0131 \u00f6der.<\/strong><\/span>
\n13. H\u00fckmi Tam Ziya: Bir emtea hakk\u0131nda h\u00fckmi tam ziya talebinde bulunabilmek i\u00e7in:<\/strong><\/span>
\nYa hakiki tam ziyan\u0131n ka\u00e7\u0131n\u0131lmaz olmas\u0131 sebebiyle mallar\u0131n terk edilmesi (Abandonment) veya<\/strong><\/span>
\nemtean\u0131n elden ge\u00e7irilmesi, eski haline getirilmesi ve esas varma yollama masraflar\u0131 varma<\/strong><\/span>
\nliman\u0131ndaki degerini asarsa kabul edilir.<\/strong><\/span>
\n14. Emtea sigortalar\u0131nda mal bedeli d\u0131s\u0131nda ilave bir sigorta yap\u0131ld\u0131g\u0131nda bu ilave meblag b\u00fct\u00fcn<\/strong><\/span>
\nsay\u0131l\u0131 hallerde ge\u00e7erli oldugu i\u00e7in, sigortal\u0131 gereginde bu fazla sigorta yap\u0131lma sebebini<\/strong><\/span>
\nsigortac\u0131ya bildirmeye mecburdur.<\/strong><\/span>
\nEmtea Sigortalar\u0131nda mal bedeli, fatura bedeli, art\u0131 navlun ve sigorta masraflar\u0131ndan olusur. Ancak<\/strong><\/span>
\nher halde beklenen bir k\u00e2r ve gene beklenmeyen masraflar vard\u0131r. Sigortal\u0131 bu sebeple mal bedeline bir<\/strong><\/span>
\nilave koyarak sigorta sat\u0131n al\u0131r. T.T.K’nda bu art\u0131s\u0131n %10 olabilecegini bildirilmistir. Sigortal\u0131 daha fazla<\/strong><\/span>
\nbir y\u00fczde eklemek isterse bunun sigortac\u0131n\u0131n bilgisi ile yap\u0131lmas\u0131 ve poli\u00e7ede \u00f6zellikle belirtilmesi<\/strong><\/span>
\ngerekir.<\/strong><\/span>
\n15. Emtea sigortas\u0131 tas\u0131y\u0131c\u0131 veya baska bir yeddieminin menfaatine<\/strong><\/span>
\nolarak kullan\u0131lamaz.<\/strong><\/span>
\n16. Hasar halinde sigortal\u0131n\u0131n yapmas\u0131 gereken hususlar:<\/strong><\/span>
\n*Her hasarda sigortal\u0131 hasar\u0131 azaltmak i\u00e7in gerekli her t\u00fcrl\u00fc tedbiri almaya mecburdur.<\/strong><\/span>
\n*Tas\u0131y\u0131c\u0131ya veya baska kimselere kars\u0131 olabilecek r\u00fccu haklar\u0131n\u0131 muhafaza etmek i\u00e7in gerekeni<\/strong><\/span>
\nyapacakt\u0131r.<\/strong><\/span>
\n*Sigortac\u0131 bu yolda yap\u0131lacak masraflar\u0131 da \u00f6der.<\/strong><\/span>
\n17. Mal\u0131n muhafazas\u0131, korunmas\u0131 veya r\u00fccu haklar\u0131n\u0131n sigortal\u0131 veya sigortac\u0131 taraf\u0131ndan<\/strong><\/span>
\nkullan\u0131lmas\u0131 hi\u00e7bir halde terk veya terkin kabul\u00fc manas\u0131nda al\u0131namaz ve bu islemler<\/strong><\/span>
\ntaraflar\u0131n sakl\u0131 olan haklar\u0131m ihlal etmez.<\/strong><\/span>
\n18. Sigortal\u0131 m\u00fcmk\u00fcn olan her halde gerekli ihtimam\u0131 g\u00f6stermeye<\/strong><\/span>
\nmecburdur.<\/strong><\/span>
\n19. Bu sigorta \u0002ngiliz Kanunlar\u0131na tabidir.<\/strong><\/span>
\nBu son madde hakk\u0131nda genel sartlarda verilen bilginin hemen ele al\u0131nmas\u0131 faydal\u0131 olacakt\u0131r.<\/strong><\/span>
\nKlozun tetkikinin tamamlanmas\u0131ndan evvel 16’\u0131nc\u0131 maddedeki “r\u00fccu” kelimesi \u00fczerinde durulmas\u0131<\/strong><\/span>
\ngerekir. Sigortal\u0131 gemiden veya tas\u0131ma vas\u0131tas\u0131ndan veya onun m\u00fcmessilinden (\u00e7ok defa mallar gemi<\/strong><\/span>
\nacentesine teslim edilir ve gene acenteden teslim al\u0131n\u0131r.) mal teslim al\u0131n\u0131rken hasar\u0131n olup olmad\u0131g\u0131m<\/strong><\/span>
\ntespit etmeli ve mutlaka hasar varsa tas\u0131ma vas\u0131tas\u0131na ve acentesine bes g\u00fcn zarf\u0131nda kusurun tas\u0131y\u0131c\u0131da<\/strong><\/span>
\noldugunu belirterek kendisine hasar\u0131n tahsili i\u00e7in r\u00fccu edilecegini bildirmesi laz\u0131md\u0131r. Bu teblig \u00e7ok<\/strong><\/span>
\n\u00f6nemlidir ve sigortal\u0131n\u0131n bu ihbar\u0131 yapmam\u0131s olmas\u0131 halinde hasar red edilebilir. Teblig bes g\u00fcn i\u00e7inde<\/strong><\/span>
\nyap\u0131lmaz ise; bir sene i\u00e7inde de (baz\u0131 hallerde) yap\u0131labilir. Sigortal\u0131 hasar\u0131 tahsil edebilmek i\u00e7in bu ihbar<\/strong><\/span>
\nmektubunun bir kopyas\u0131n\u0131 da sigortac\u0131ya vermelidir. Hasar \u00e7ok \u00f6nemli ise sigortac\u0131 derhal haberdar<\/strong><\/span>
\nedilmeli ve gerekirse sigortac\u0131 tas\u0131ma vas\u0131tas\u0131n\u0131 durdurabilir ve ancak gerekli teminat mektubunu<\/strong><\/span>
\nald\u0131ktan sonra gemiyi veya kara vas\u0131tas\u0131n\u0131 serbest b\u0131rakabilir. Ancak haks\u0131z yere nakil vas\u0131tas\u0131<\/strong><\/span>
\ndurdurulur ise bu da sigortal\u0131 ve sigortac\u0131n\u0131n b\u00fcy\u00fck tazminatlar \u00f6demesine sebep olabilir. Bu sebeple<\/strong><\/span>
\nsigortal\u0131 nakil vas\u0131tas\u0131n\u0131 tek bas\u0131na durdurmamal\u0131 ve bu konuda mutlaka sigortac\u0131s\u0131 ile \u00f6nceden mutab\u0131k<\/strong><\/span>
\nkal\u0131nmal\u0131d\u0131r.<\/strong><\/span>
\nBu konuda \u00f6nemli bir husus da B\/L durumudur. Mal\u0131n y\u00fckleme esnas\u0131nda bir hasar\u0131 varsa gemi<\/strong><\/span>
\n“Claused Bill of Lading” (kirli konismento) denilen konismentoyu verir. Bu tip konismentolu mallar\u0131n<\/strong><\/span>
\nsefer esnas\u0131nda sat\u0131lmas\u0131 m\u00fcmk\u00fcn olmad\u0131g\u0131 gibi sigortac\u0131 da bu hasarlar\u0131 \u00f6demez. Hasar\u0131 sat\u0131c\u0131n\u0131n tazmin<\/strong><\/span>
\netmesi gerekir. Ancak gemilerin bu sekilde B\/L vermesi tatbikatta bir \u00e7ok zorluk \u00e7\u0131kard\u0131g\u0131 i\u00e7in gemi<\/strong><\/span>
\nalacag\u0131 bir \u00f6zel mektup kars\u0131l\u0131g\u0131nda Clean (Temiz) B\/L verir. Ancak bu tatbikat genel hukuk bak\u0131m\u0131ndan<\/strong><\/span>
\ngerekse kul\u00fcpler bak\u0131m\u0131ndan kabul edilmezse de tatbikatta g\u00f6r\u00fcl\u00fcr. Bu sebeple hasar bak\u0131m\u0131ndan her<\/strong><\/span>
\nhadisenin yak\u0131ndan izlenmesi gerekir.<\/strong><\/span>
\n“C” klozundan sonra diger klozlar\u0131n tetkikini s\u0131ras\u0131yla yapabiliriz.<\/strong><\/span>
\nINSTITUTE CARGO CLAUSES “B” (W.A)<\/strong><\/span>
\nYukar\u0131da da belirtildigi gibi bu klozun evvelki ad\u0131 “Hususi Avaryalar Dahil” klozu idi. Klozun<\/strong><\/span>
\nteminat maddesi asag\u0131daki gibi olup bir evvelki “C” teminat\u0131ndan farkl\u0131 olan hususlara yeri geldik\u00e7e<\/strong><\/span>
\ndeginilecektir.<\/strong><\/span>
\n1. Temin edilen rizikolar:<\/strong><\/span>
\n\u2022 Yang\u0131n, infilak<\/strong><\/span>
\n\u2022 Tas\u0131ma gemisinin veya vas\u0131tas\u0131n\u0131n oturmas\u0131, batmas\u0131 veya alabora<\/strong><\/span>
\nolmas\u0131.<\/strong><\/span>
\n\u2022 Kara vas\u0131tas\u0131n\u0131n devrilmesi<\/strong><\/span>
\n\u2022 Su hari\u00e7 geminin, tas\u0131ma vas\u0131tas\u0131n\u0131n harici bir sey ile \u00e7arp\u0131smas\u0131 veya<\/strong><\/span>
\ntemas etmesi<\/strong><\/span>
\n\u2022 S\u0131g\u0131nma liman\u0131nda mal\u0131n bosalt\u0131lmas\u0131<\/strong><\/span>
\n\u2022 Zelzele, volkanik, y\u0131ld\u0131r\u0131mlar (ilave)<\/strong><\/span>
\n\u2022 M\u00fcsterek avarya fedakarl\u0131g\u0131,<\/strong><\/span>
\n\u2022 Denize at\u0131lma veya denize s\u00fcr\u00fcklenme (ikinci k\u0131s\u0131m ilave)<\/strong><\/span>
\n\u2022 Deniz veya nehir sular\u0131n\u0131n gemi veya tas\u0131ma vas\u0131tas\u0131 veya konteyner<\/strong><\/span>
\nveya depolama yerinin i\u00e7ine girmesi, (ilave)<\/strong><\/span>
\n\u2022 Gemiden veya tas\u0131ma vas\u0131tas\u0131ndan y\u00fckleme veya bosaltma s\u0131ras\u0131nda<\/strong><\/span>
\nbir kolinin kaybolmas\u0131 veya tamamen zayii, (ilave)<\/strong><\/span>
\nBu son paragraftaki “tamamen zayii” ilavesine dikkat etmek gerekir. Mesela d\u00fcsen koli k\u0131smen<\/strong><\/span>
\nhasarlan\u0131rsa bu hasar teminata girmez.<\/strong><\/span>
\n2. “C” klozu ile esit.<\/strong><\/span>
\n3. “C” klozu ile esit.<\/strong><\/span>
\n4. 5- 6- 7 “C” klozu ile esit.<\/strong><\/span>
\nG\u00f6r\u00fclecegi gibi “C” ve “B” klozlar\u0131 aras\u0131ndaki fark metnin 1.2.2 1.2.3. ve 1.3 sat\u0131rlarmdad\u0131r yani<\/strong><\/span>
\njettison (denize atma) yan\u0131nda:<\/strong><\/span>
\n– G\u00fcvertedeki bir mal\u0131n denize s\u00fcr\u00fcklenmesi<\/strong><\/span>
\n– Deniz veya nehir sular\u0131n\u0131n ambarlara girerek mal\u0131 \u0131slatmas\u0131<\/strong><\/span>
\n– Y\u00fckleme veya bosaltma esnas\u0131nda bir par\u00e7an\u0131n tamamen zayiinden ibarettir.<\/strong><\/span>
\nY\u00fckleme veya bosaltma s\u0131ras\u0131nda d\u00fcsen par\u00e7a k\u0131smen hasarlan\u0131rsa bu hasar \u00f6denmez.<\/strong><\/span>
\nINSTITUTE CARGO CLAUSES “A” (ALL R\u0002SK)<\/strong><\/span>
\nG\u00fcn\u00fcm\u00fczde en \u00e7ok kullan\u0131lan teminat sekli olan bu klozun gelismesi anlas\u0131ld\u0131g\u0131nda neleri temin<\/strong><\/span>
\nettigi daha iyi g\u00f6r\u00fclecektir. Yukar\u0131da tatbik edilen C ve B klozlar\u0131 esasta sadece deniz tehlikelerinin<\/strong><\/span>
\nneticesinde olusan hasarlar\u0131 temin eder. Ancak deniz tesebb\u00fcs\u00fc esnas\u0131nda deniz rizikosu olmayan ve<\/strong><\/span>
\n“Ticari Riskler” denilen pek \u00e7ok baska risklerin dogurdugu hasarlar olusur. Basit olarak \u00e7al\u0131nma veya<\/strong><\/span>
\nk\u0131r\u0131lma gibi. 1950 y\u0131llar\u0131nda ticari mukaveleler, ki nakliyat sigortas\u0131n\u0131n esas dayanag\u0131d\u0131r, WA’ya ilaveten<\/strong><\/span>
\nistenilen ve mal\u0131n cinsine g\u00f6re en \u00e7ok olabilecek risk tiplerinin ilaveten temin edilmesini sart<\/strong><\/span>
\nkosmaktayd\u0131. \u00d6rnegin; “WA art\u0131 \u00e7al\u0131nma” gibi. Sigortac\u0131lar her poli\u00e7ede durumun icap ettirdigi bu tip<\/strong><\/span>
\nriskleri poli\u00e7eye yazmaktayd\u0131lar. Ancak poli\u00e7e adedinin artmas\u0131 ticaretin gelismesi ve daha m\u00fchimi<\/strong><\/span>
\nunutulan rizikonun b\u00fcy\u00fck ihtilaflara sebebi olabilmesi kars\u0131s\u0131nda sigortac\u0131lar ticari riziko dedigimiz b\u00fct\u00fcn<\/strong><\/span>
\nbu riskleri kapsamak \u00fczere<\/strong><\/span>
\n“All Risk” teminat\u0131n\u0131 y\u00fcr\u00fcrl\u00fcge koymustur. Bu yolun se\u00e7ilmesinde baska ve \u00f6nemli bir sebep de “yak\u0131n<\/strong><\/span>
\nsebep” konusunun nakliyat sigortalar\u0131ndaki yeridir. \u00d6rnegin WA teminat\u0131 tatl\u0131 su rizikosunu i\u00e7ermez.<\/strong><\/span>
\nAncak gemi \u00e7arp\u0131s\u0131r ve emtea gemiden al\u0131narak baska bir gemiye aktar\u0131l\u0131rken yagmur suyu ile \u0131slan\u0131rsa<\/strong><\/span>
\nbu \u0131slanman\u0131n yak\u0131n sebebi (Causa Proxima) \u00e7arp\u0131sma oldugundan tatl\u0131 su esas teminata dahil olmasa<\/strong><\/span>
\nbile bu sebepten dolay\u0131 \u00f6denir. Dolay\u0131s\u0131yla sigortac\u0131lar primini alarak ticari riskleri de sigorta etmeyi<\/strong><\/span>
\ntercih etmislerdir.<\/strong><\/span>
\nKlozun metnine gelince:<\/strong><\/span>
\n1. Temin edilen rizikolar Ali Risk’dir. Metin sadece istisnalara isaret<\/strong><\/span>
\netmektedir ki bunlar asag\u0131da 4, 5, 6 ve 7 no’lu maddelerde g\u00f6r\u00fclmekte<\/strong><\/span>
\ndir ve<\/strong><\/span>
\n2. 2. ve 3 diger klozlardan farkl\u0131 degildir.<\/strong><\/span>
\n4. \u0002stisnalar:<\/strong><\/span>
\n\u0002stisnalar da “C” klozundaki istisnalara esittir. Sadece “kisi veya kisilerin mal\u0131 kasten hasara<\/strong><\/span>
\nugratmalar\u0131 veya yok etmeleri” bu kere istisnadan \u00e7\u0131kar\u0131larak teminata dahil edilmistir.<\/strong><\/span>
\n“A” klozunun diger maddeleri de gerek (C) gerekse (B) ile ayn\u0131 h\u00fck\u00fcmleri i\u00e7ermektedir.<\/strong><\/span>
\nHer \u00fc\u00e7 emtea klozunda bahsedilen “Abandonment” veya “terk” konusu \u00fczerinde durmak gerekir.<\/strong><\/span>
\nBu tabir ve konu tekne sigortas\u0131n\u0131n da konusu olacakt\u0131r.<\/strong><\/span>
\nSigortal\u0131 bir mal \u00e7ok ag\u0131r sekilde hasarlan\u0131r ve herhangi bir ekonomik degeri kalmazsa<\/strong><\/span>
\nsigortal\u0131n\u0131n bu mal\u0131 teslim almas\u0131 sadece daha fazla masraf yapmas\u0131n\u0131 ve bu masraflar\u0131 da sigortac\u0131dan<\/strong><\/span>
\nalamayacag\u0131 i\u00e7in daha fazla zarara ugramas\u0131n\u0131 yarat\u0131r. Zira sigortac\u0131 hi\u00e7bir zaman poli\u00e7e Bedelinden<\/strong><\/span>
\nfazla tazminat \u00f6deyemez. Durum bu olunca sigortal\u0131 mal\u0131 almas\u0131 gereken yerde sigortac\u0131ya terk eder, ki<\/strong><\/span>
\nbuna “Abandonment” yani “terk” diyoruz.<\/strong><\/span>
\nTerk edilen mal\u0131n m\u00fclkiyetini sigortac\u0131 al\u0131rsa o da ilave zarara ugrayacag\u0131 i\u00e7in sigortac\u0131 da mal\u0131n<\/strong><\/span>
\nterkini yani m\u00fclkiyetini almaz. Bu sekilde mal sahipsiz mal olur ve tekne ile ilgili T.T.K’nun 874’\u00fcnc\u00fc<\/strong><\/span>
\nmaddesine k\u0131yasen mal Devletin m\u00fclkiyetine ge\u00e7er. Tatbikatta g\u00fcmr\u00fcklerde bu sekilde birikmis mallar<\/strong><\/span>
\ndevlet eliyle sat\u0131l\u0131r ve degerlendirilir.<\/strong><\/span>
\nTekne de bu hal daha \u00e7ok karaya oturan veya s\u0131g s\u0131gda batm\u0131s gemilerde g\u00f6r\u00fcl\u00fcr. Bu vaziyette<\/strong><\/span>
\nbilhassa enkaz\u0131n kald\u0131r\u0131lmas\u0131 gereken hallerde kul\u00fcpler m\u00fclkiyeti devir almadan enkaz\u0131n kald\u0131r\u0131lmas\u0131na<\/strong><\/span>
\nyard\u0131mc\u0131 olurlar.<\/strong><\/span>
\nTatbikatta g\u00f6r\u00fclen bu \u00fc\u00e7 emtea klozu yan\u0131nda daha \u00e7ok sadece yurt i\u00e7i nakliyatlarda kullan\u0131lan<\/strong><\/span>
\n“Dar” ve “Genis” kamyon klozlar\u0131 ile demir yolu kloz-lar\u0131 da vard\u0131r. Bu klozlar \u00f6zel bir tetkiki<\/strong><\/span>
\ngerektirmeyip sadece dikkatle okunarak bilgi edinebilmek yeterlidir.<\/strong><\/span>
\nEmtea sigortalar\u0131 konusunda bir de kara nakliyecilerinin tas\u0131d\u0131klar\u0131 mallarla ilgili olarak<\/strong><\/span>
\nyapt\u0131rd\u0131klar\u0131 bir sigorta vard\u0131r ki \u00e7ok yanl\u0131s bir anlay\u0131sa sebep olmaktad\u0131r. S\u00f6yle ki tas\u0131y\u0131c\u0131 mal sahibine<\/strong><\/span>
\n“mallar\u0131n\u0131z sevk esnas\u0131nda sigortal\u0131d\u0131r” demektedir ve mal sahibi de mal\u0131n\u0131 ayr\u0131ca sigorta<\/strong><\/span>
\nettirmemektedir. Halbuki nakliyecinin ald\u0131g\u0131 bir sorumluluk sigortas\u0131 olup sadece nakliye esnas\u0131nda<\/strong><\/span>
\nnakliyecinin kusuru ile bir hasar husule gelince tazminat \u00f6deyecek bir poli\u00e7e olup ayr\u0131ca genelde d\u00fcs\u00fck<\/strong><\/span>
\nteminat meblagh bir poli\u00e7edir. Kusuru ispat yan\u0131nda tazminat meblag\u0131n\u0131n yetersiz olmas\u0131 ihtimali<\/strong><\/span>
\nsebebiyle mal sahibinin mal\u0131n\u0131n mutlaka normal emtea poli\u00e7esinin sat\u0131n almas\u0131 ve hasar varsa sigortac\u0131n\u0131n<\/strong><\/span>
\nnakliyeciye r\u00fccu etmesini temini gerekir.<\/strong><\/span>
\n1-HULL AND MACHINERY<\/strong><\/span>
\nAma\u00e7 geminin makine ve g\u00f6vdesinde olusan hasarlar\u0131n ve kay\u0131plar\u0131n \u00f6denmesidir ve 1 y\u0131l ge\u00e7erlidir.<\/strong><\/span>
\n1.1-Institute Time clause<\/strong><\/span>
\nBu clause standart clause olarakta isimlendirilir.H&M sigortas\u0131 asag\u0131daki kay\u0131plar\u0131 kars\u0131lar,<\/strong><\/span>
\n-Peril at sea,rivers,lakes or other navigable waters,<\/strong><\/span>
\n-Fire and\/or explosion<\/strong><\/span>
\n-Piracy\/violent theft from persons outside vessel<\/strong><\/span>
\n-General avarage(e.g jettison of cargo)<\/strong><\/span>
\n-Contact with jetty, pier or other shore installation<\/strong><\/span>
\n-Earthquakes,volkanic erruption or lightining<\/strong><\/span>
\n-Defects of machinery<\/strong><\/span>
\n-Negligence of Master and\/or Crew<\/strong><\/span>
\n-Barratry by master \/or crew<\/strong><\/span>
\n-Collision(usually 3 \/ 4 ts liability)<\/strong><\/span>
\n-Stranding<\/strong><\/span>
\n-Heavy weather<\/strong><\/span>
\n1.2-Institute Warranty L\u0131m\u0131t(seyr\u00fcsefer)<\/strong><\/span>
\nBu madde hangi hallerde teminat alt\u0131nda oldugunu anlat\u0131r.gemi sigorta m\u00fcddeti i\u00e7inde pilotlu veya pilotsuz<\/strong><\/span>
\nsefer yapt\u0131g\u0131nda,\u00e7ekildiginde baska bir gemiyi \u00e7ektiginde(mutad olan hallerde) y\u00fck al\u0131p verdiginde,y\u00fck<\/strong><\/span>
\nbosalt\u0131g\u0131nda,tamir i\u00e7in tersaneye girdiginde teminat alt\u0131ndad\u0131r.<\/strong><\/span>
\nBaz\u0131 poli\u00e7elerde limbo \u00f6nceden haber vermek sart\u0131yla ve ship to ship transfer guide \u00f6rnek al\u0131narak<\/strong><\/span>
\nteminat alt\u0131na al\u0131n\u0131r.<\/strong><\/span>
\nKloz geminin gidebilecegi denizler hakk\u0131nda tam bir serbestlik verir g\u00f6z\u00fck\u00fcyorsada tatbikatta ilave bir<\/strong><\/span>
\nklozla seyr\u00fcsefer sahalar\u0131 olduk\u00e7a daralt\u0131labilir bu klozun ismi Institute Warranties olup degisik b\u00f6lgeleri<\/strong><\/span>
\nMevsimine g\u00f6re teminat d\u0131s\u0131 b\u0131rak\u0131r.<\/strong><\/span>
\nINSTITUTE WARRANTIES<\/strong><\/span>
\n1. Warranted no:-<\/strong><\/span>
\na) Atlantic Coast of North America, its rivers or adjacent islands,<\/strong><\/span>
\n(i) north of 52 10′ N. Lat. and west of 50 W. Long.<\/strong><\/span>
\n(ii) south of 52 10′ N. Lat. in the area bounded by lines drawn between Battle<\/strong><\/span>
\nHarbour\/Pistolet Bay; Cap Ray\/Cape North; Port Hawkesbury\/Port Mulgrave and Baie<\/strong><\/span>
\nComeau\/Matane, between 21st December and 30th April (both days inclusive).<\/strong><\/span>
\n(iii) west of Baie Comeau\/Matane (but not west of Montreal) between 1st December<\/strong><\/span>
\nand 30th April (both days inclusive).<\/strong><\/span>
\nb)Great Lakes or St. Lawrence Seaway west of Montreal.<\/strong><\/span>
\nc)Greenland Waters.<\/strong><\/span>
\nd)Pacific Coast of North America, its rivers or adjacent islands north of 54 30′ N. Lat, or<\/strong><\/span>
\nwest of 130 50′ W. Long.<\/strong><\/span>
\n2. Warranted no Baltic Sea or adjacent waters east of 15 E. Long.<\/strong><\/span>
\na)North of a line between Mo (63 24′ N. Lat.) and Vasa (63 06′ N. Lat.) between 10th<\/strong><\/span>
\nDecember and 25th May b.d.i.<\/strong><\/span>
\nb)East of a line between Viipuri (Vyborg) (28 47′ E. Loing.) and Narva (28 12′ E. Long.)<\/strong><\/span>
\nbetween 15th December and 15th May b.d.i.<\/strong><\/span>
\nc)North of a line between Stockholm (59 20′ N. Lat.) and Tallinn (59 24′ N. Lat.) between<\/strong><\/span>
\n8th January and 5th May b.d.i.<\/strong><\/span>
\nd)East of 22 E. Long, and south of 59 N. Lat. between 28th December and 5th May b.d.i.<\/strong><\/span>
\n3. Warranted not North of 70 N. Lat. other than voyages direct to or from any port or place<\/strong><\/span>
\nin Norway or Kola Bay.<\/strong><\/span>
\n4. Warranted to the Bering Sea, no East Asian waters north of 46 N. Lat. and not to enter<\/strong><\/span>
\nor sail from any port or place in Siberia except Nakhodka and\/or Vladivostock.<\/strong><\/span>
\n5. Warranted not to proceed to Kerguelen and\/or Croset Islands or south of 50 S. Lat.,<\/strong><\/span>
\nexcept to ports and\/or places in Patagonia and\/or Chile and\/or Falkland Islands, but liberty is<\/strong><\/span>
\ngiven to enter waters south of 50 S. Lat., if en route to or from ports and\/or places not<\/strong><\/span>
\nexcluded by this warranty.<\/strong><\/span>
\nEger gemi bu b\u00f6lgelere girerse garanti kapsam\u0131ndan \u00e7\u0131kabilir.Gemi kaptan\u0131 bu b\u00f6lgelerin limitlerine<\/strong><\/span>
\ngeldiginde veye gelme olas\u0131l\u0131g\u0131 varsa zamn\u0131n\u0131 ve pozisyonu mutlaka sirkete bildirmelidir.<\/strong><\/span>
\n1.3-WAR RISK (Savas Riski)<\/strong><\/span>
\nBaska k\u0131s\u0131tlama seklide savas riski klozudur.<\/strong><\/span>
\nBu sigorta hi\u00e7bir halde<\/strong><\/span>
\n*Savas ,i\u00e7 savas ihtilal ,ayaklanma,isyan veya savasan bir g\u00fc\u00e7 taraf\u0131ndan veya bu g\u00fcce kars\u0131 yap\u0131lan<\/strong><\/span>
\nherhangi bir d\u00fcsmanca hareketin<\/strong><\/span>
\n*Zorla tutma(zapt),el koyma,tutuklama,engelleme veya al\u0131koyma,(baratarya ve korsanl\u0131k hari\u00e7)ve<\/strong><\/span>
\nbunlar\u0131n sonu\u00e7lar\u0131 veya bunlara tesebb\u00fcs\u00fcn<\/strong><\/span>
\n*Terk edilmis may\u0131nlar\u0131n ,torpiller,bombalar veya diger terk edilmis savas silahlar\u0131n\u0131n neden oldugu<\/strong><\/span>
\nziya,hasar,sorumluluk veya masraf\u0131 kapsamaz<\/strong><\/span>
\nGemi kaptan\u0131 bu sahalara girerken sirket talimat\u0131n\u0131 beklemelidir.<\/strong><\/span>
\nCurrent Exclusion basl\u0131g\u0131 alt\u0131nda bunlar\u0131 bulabiliriz<\/strong><\/span>
\n-Persian or arabian gulf<\/strong><\/span>
\n-Israel<\/strong><\/span>
\n-Lebanon<\/strong><\/span>
\n-Libya inc.gulf of sidre<\/strong><\/span>
\n-Eritre<\/strong><\/span>
\n-Somali<\/strong><\/span>
\n-Kongo<\/strong><\/span>
\n-Liberia<\/strong><\/span>
\n-Sri lanka<\/strong><\/span>
\n-Sierra Leone<\/strong><\/span>
\n-Gulf aqaba<\/strong><\/span>
\n-Yemen<\/strong><\/span>
\n-Pakistan<\/strong><\/span>
\n-Oman<\/strong><\/span>
\n-Suriye<\/strong><\/span>
\n-Cezayir<\/strong><\/span>
\n-M\u0131s\u0131r(suez ge\u00e7isleri bildirmeye gerek yok)<\/strong><\/span>
\n-Endonezya<\/strong><\/span>
\n-Ivory coast<\/strong><\/span>
\n-Nijerya<\/strong><\/span>
\n1.3 LOSS OF HIRE<\/strong><\/span>
\nEger gemimiz kirac\u0131 taraf\u0131ndan makine ar\u0131zas\u0131 veya diger H&M poli\u00e7esinin kapsad\u0131g\u0131 klozlardan dolay\u0131<\/strong><\/span>
\nOff Hire olursa sigorta daha \u00f6nce poli\u00e7ede olan anlas\u0131lm\u0131s deger \u00fczerinden genelde 15 g\u00fcnden baslayan ve<\/strong><\/span>
\n60\/90\/120 g\u00fcn\u00fc kapsayan aral\u0131ktaki navlun kay\u0131plar\u0131n\u0131 \u00f6der.<\/strong><\/span>
\nThe LOSS OF HIRE total loss da \u00f6denmez\/dikkate al\u0131nmaz.<\/strong><\/span>
\n2-PROTECTION AND INDEMNITY (P & I)<\/strong><\/span>
\nKul\u00fcp teminat\u0131 pek \u00e7ok k\u0131smdan olusur.Daima g\u00f6z \u00f6n\u00fcnde tutulacak sey bu teminat\u0131n sadece ve sadece<\/strong><\/span>
\nsorumluluk teminat\u0131 oldugunu ve gemi sahibinin kanunen veya mahalli gerek\u00e7elerle \u00f6demeye mecbur<\/strong><\/span>
\nkalacag\u0131 tazminat\u0131n \u00f6denmesi oldugudur.<\/strong><\/span>
\nYine hasar durumunda hi\u00e7bir sorumlulugu gemi sahibinin onay\u0131 olmadan kabul etmez.<\/strong><\/span>
\nAsag\u0131dakileri kapsar,<\/strong><\/span>
\n*\u00d6l\u00fcm ,Yaralama ve hastal\u0131k teminat\u0131<\/strong><\/span>
\n*Geminin batmas\u0131 halinde issiz kalan tayfa teminat\u0131<\/strong><\/span>
\n*Tayfan\u0131n yurda iadesi<\/strong><\/span>
\n*Tayfan\u0131n ikame masraflar\u0131<\/strong><\/span>
\n*M\u00fcrettabat\u0131n zati esyas\u0131n\u0131n kay\u0131b\u0131<\/strong><\/span>
\n*Gemiden ka\u00e7an m\u00fcrettabat ve gemiye ka\u00e7ak girenler<\/strong><\/span>
\n*Liman ve sapma masraflar\u0131<\/strong><\/span>
\n*Can kurtarma<\/strong><\/span>
\n*Yolcular<\/strong><\/span>
\n*\u00c7arp\u0131sma sorumlulugu(H&M dahil degilse)<\/strong><\/span>
\n*Deniz kirlenmesi<\/strong><\/span>
\n*Sabit veya y\u00fczer cisimlere \u00e7arpma<\/strong><\/span>
\n*\u00c7ekme<\/strong><\/span>
\n*Enkaz kald\u0131rma<\/strong><\/span>
\n*Karantina masraflar\u0131<\/strong><\/span>
\n*Tas\u0131nan mala zarar masraflar\u0131<\/strong><\/span>
\n*M\u00fcsterek avaryada istirak pay\u0131<\/strong><\/span>
\n*Cezalar<\/strong><\/span>
\n*Gemiye el koyma<\/strong><\/span>
\n*Mahkeme masraflar\u0131<\/strong><\/span>
\nGenelde kl\u00fcp asag\u0131dakileri kapsamaz<\/strong><\/span>
\n1-Y\u00fck\u00fcn orijinal B\/L olmadan teslimi<\/strong><\/span>
\n2-Y\u00fck\u00fcn tas\u0131ma s\u00f6zlesmesi d\u0131s\u0131nda bir limana tahliyesini<\/strong><\/span>
\n3-\u00d6nce veya sonra tarihli B\/L<\/strong><\/span>
\n4-Tutuklama ve Al\u0131konulma<\/strong><\/span>
\n5-B\/L de G\u00fcverte alt\u0131 olarak g\u00f6sterilip g\u00fcverte \u00fcst\u00fcnde tas\u0131nan y\u00fckleri<\/strong><\/span>
\n6-Gemi kaptan\u0131n\u0131n kurallar\u0131 ihlal etmesi sonucu olusan cezalar\u0131<\/strong><\/span>
\nBir seyi bilmelisinizki kars\u0131last\u0131g\u0131n\u0131z problemlerle ilgili olarak en yak\u0131n kl\u00fcb temsilcisinden profesyonelce<\/strong><\/span>
\nyard\u0131m alabilirsiniz.<\/strong><\/span>
\nBu yard\u0131mlar gemi sahibinin \u00f6deyecegi primlerin minimum olmas\u0131n\u0131 saglar.<\/strong><\/span>
\nBaz\u0131 Riskler ve yapman\u0131z gerekenler asag\u0131da s\u0131ralanm\u0131st\u0131r.<\/strong><\/span>
\nAsag\u0131dakiler \u0001\u00c7\u0001N THE MARINER\u2019S ROLE IN COLLECTIVE EVIDENCE ten yararlanabilirsiniz.<\/strong><\/span>
\nA-PERSONEL YARALANMASI(L\u0001AB\u0001L\u0001TY FOR PERSONAL \u0001NJURY)<\/strong><\/span>
\nHerhangi bir ziyaret\u00e7i ,dock is\u00e7isi,pilot,yolcu v.b biri geminizde yaraland\u0131g\u0131nda (baz\u0131 hallerde bilerek<\/strong><\/span>
\ngeminizi emniyetsiz oldugunu san\u0131lmas\u0131 i\u00e7in)yaralanan kisi gemi sahibine dava a\u00e7abilir ve b\u00fcy\u00fck paralar<\/strong><\/span>
\nisteyebilir.<\/strong><\/span>
\nNas\u0131l Yard\u0131m Edeceksiniz<\/strong><\/span>
\n\u00d6ncelikle yaralanan kisiye t\u0131bbi yard\u0131m yap\u0131lacak.<\/strong><\/span>
\nVe b\u00fct\u00fcn kaza size dogru olarak aktar\u0131l\u0131p aktar\u0131lmad\u0131g\u0131n\u0131 inceleyeceksiniz.<\/strong><\/span>
\nKazan\u0131n t\u00fcm detaylar\u0131n\u0131n kay\u0131tland\u0131g\u0131ndan\/gemi jurnaline islendiginden emin olacaks\u0131n\u0131z.<\/strong><\/span>
\nNe oldugunu bulacaks\u0131n\u0131z.<\/strong><\/span>
\nFotograf \u00e7ekeceksiniz.Eger m\u00fcmk\u00fcnse tan\u0131klar\u0131n ifadelerini al\u0131p imzalatacaks\u0131n\u0131z.<\/strong><\/span>
\nGerekirse isim\/adres\/telefonlar\u0131n\u0131 alacaks\u0131n\u0131z<\/strong><\/span>
\nKl\u00fcp \u00e7agr\u0131lmas\u0131 i\u00e7inDurum hakk\u0131nda gemi sahibine ve acentaya heber verilecek<\/strong><\/span>
\nAsla delilleri saklam\u0131yacaks\u0131n\u0131z.<\/strong><\/span>
\nSunu bilmeliyiz ki gangway,dolasma yerleri,personelin bulundugu alanlar,stevedorun \u00e7al\u0131st\u0131g\u0131 alanlar<\/strong><\/span>
\nYolcular\u0131n bulundugu yerlerde asla ge\u00e7isleri engelleyecek manialar olm\u0131yacak halat,zincir,kablolar v.b.<\/strong><\/span>
\nHer yer yagdan ar\u0131nd\u0131r\u0131m\u0131s ve kaymaz olacak.<\/strong><\/span>
\nB-M\u00dcLKE ZARAR(L\u0001AB\u0001L\u0001TY FOR DAMAGE TO PROPERTY)<\/strong><\/span>
\nGenis bir sekilde a\u00e7\u0131klamak gerekirse Eger geminize ve gemiye ait bir esyaya zarar gelirse bu H&M<\/strong><\/span>
\nsigortas\u0131na girer<\/strong><\/span>
\nEger sizin geminiz veya geminizin operasyonun sonucu baskas\u0131na zarar verirseniz bu P&I sigortas\u0131na<\/strong><\/span>
\ngirer.<\/strong><\/span>
\nMesela iskeleye,samand\u0131raya,bir sahil kreynine veya depoya verilen hasarlar.<\/strong><\/span>
\nNas\u0131l Yard\u0131m Edeceksiniz<\/strong><\/span>
\nHemen en yak\u0131n kl\u00fcp temsilcisine haber verin zarar\u0131n fotograflar\u0131n\u0131 \u00e7ekin ve jurnale isleyin<\/strong><\/span>
\nC-Y\u00dcKTE OLUSAN HASARLAR(L\u0001AB\u0001L\u0001TY FOR DAMAGE TO CARGO)<\/strong><\/span>
\nBildiginiz gibi B\/L bir tas\u0131ma antlasmas\u0131d\u0131r vr kaptan\u0131n bu antlasmay\u0131 uygun sekilde imzalamamas\u0131<\/strong><\/span>
\nVeya y\u00fck\u00fcn hasar g\u00f6rmesi Gemi sahibini olduk\u00e7a zor duruma sokar.Eger y\u00fck zarar g\u00f6rd\u00fcyse hemen en<\/strong><\/span>
\nyak\u0131ndaki Kl\u00fcp temsilcinizi \u00e7ag\u0131r\u0131n.oda bir survey\u00f6r atayarak y\u00fcke neden hasar geldigni arast\u0131rt\u0131r.<\/strong><\/span>
\nBirlikte \u00e7al\u0131sma her zaman en iyi sonu\u00e7lar\u0131 veririr.Eger m\u00fcmk\u00fcnse Kaptan kendi arast\u0131r\u0131r veya 2.kpt bu<\/strong><\/span>
\ng\u00f6revi yapar.<\/strong><\/span>
\nSurveyor atanmadan \u00f6nce Kl\u00fcp temsilcisiyle konusulur olas\u0131l\u0131klar g\u00f6zden ge\u00e7irilir.<\/strong><\/span>
\nHasarlanm\u0131s y\u00fck diger y\u00fcklerden ayr\u0131l\u0131r mesela \u0131slak g\u00fcbre gibi Bu t\u00fcr d\u00fczenlemeler ortaya \u00e7\u0131kacak<\/strong><\/span>
\nMasraflar\u0131 d\u00fcs\u00fcr\u00fcr.<\/strong><\/span>
\nNas\u0131l yard\u0131m Edeceksiniz<\/strong><\/span>
\nEger sefer s\u0131ras\u0131nda herhangi bir hasardan s\u00fcpheleniyorsan\u0131z sirkete haber ver ve P&I kl\u00fcp temsilcisine<\/strong><\/span>
\nhaber verilmesini saglay\u0131n.Gemi jurnaline durumu ve hasar\u0131n olusma nedenini ag\u0131r hava sartlar\u0131 v.s(eger<\/strong><\/span>
\nh\u0131z d\u00fcs\u00fcrd\u00fcyseniz\/ rota degistirdiyseniz) kay\u0131t edin. y\u00fck\u00fcn havaland\u0131r\u0131lmas\u0131,rutubet durumu<\/strong><\/span>
\nlar\u0131n\u0131 s\u00fcrekli takip edin ve kay\u0131t alt\u0131na almay\u0131 unutmay\u0131n.<\/strong><\/span>
\nEger ag\u0131r hava sartlar\u0131 konusunda tecr\u00fcbeliyseniz ve y\u00fck hasar\u0131ndan s\u00fcpheleniyorsan\u0131z alacag\u0131n\u0131z her<\/strong><\/span>
\ntedbir y\u00fcke meydana gelecek hasar\u0131 azalt\u0131r.Bu durmda \u0002lk var\u0131s liman\u0131n\u0131nzdan Sea protest alman\u0131z.<\/strong><\/span>
\nUnutmay\u0131n ki B\/L al\u0131nan y\u00fck\u00fcn bir tarifidir ve sizin g\u00f6reviniz y\u00fck\u00fc hasars\u0131z olarak al\u0131c\u0131ya teslim etmektir.<\/strong><\/span>
\nBu nedenle eger hasarl\u0131 y\u00fck ald\u0131ysan\u0131z bu y\u00fck\u00fcn mate receiptlerde B\/L e yaz\u0131lmak \u00fczere yaz\u0131l\u0131 olduguna<\/strong><\/span>
\ndikkat edin.Eger herhangi bir s\u00fcpheye d\u00fcsersen kl\u00fcp temsilcisini \u00e7ag\u0131rmakta teredd\u00fct etme.<\/strong><\/span>
\nAsla temiz konsimento (clean B\/L) imzalanmas\u0131 i\u00e7in yetki verme ve bu konuyla ilgili ve olusacak olan<\/strong><\/span>
\nmasraflardan gemi sahibinin sorumlu tutulam\u0131yacag\u0131na dair protesto mektubu ver.<\/strong><\/span>
\nSak\u0131n unutmay\u0131n hileli imzalanan B\/L ler kl\u00fcp kapsam\u0131na girmez.<\/strong><\/span>
\nY\u00fck B\/L elinde bulunduran kisilere veya onun acentas\u0131na teslim edilir.Bu \u00f6nemli bir formalitedir ve<\/strong><\/span>
\ngenelde acentalar taraf\u0131ndan yerine getirilir.Eger kendinizi bir zorluk i\u00e7inde veya rahats\u0131z his edyorsan\u0131z<\/strong><\/span>
\nKl\u00fcp temsilcinizi \u00e7ag\u0131rmaktan ka\u00e7\u0131nmay\u0131n\u0131z.<\/strong><\/span>
\nSak\u0131n unutmay\u0131n yararl\u0131 bir prosed\u00fcr her zaman gemi sahibinin yarar\u0131na olacakt\u0131r.<\/strong><\/span>
\nMesela Kl\u00fcp temsilcisi taraf\u0131ndan y\u00fckleme liman\u0131nda amabralar\u0131n ve girislerinin m\u00fch\u00fcrlenmesi ve var\u0131s<\/strong><\/span>
\nliman\u0131nda g\u00fcmr\u00fck\u00e7\u00fclerin \u00f6n\u00fcnde a\u00e7\u0131lmas\u0131 Shortage(y\u00fck\u00fcn az \u00e7\u0131kmas\u0131) idias\u0131 i\u00e7in yararl\u0131 olacakt\u0131r.<\/strong><\/span>
\nD-KACAK YOLCU(LiabilityFor Stow away)<\/strong><\/span>
\nEger ka\u00e7ak yolcu bulursan\u0131z kl\u00fcbe ve sirkete haber vermeden gemiden \u00e7\u0131karmaya \u00e7al\u0131smay\u0131n.<\/strong><\/span>
\nNas\u0131l yard\u0131m Edeceksiniz<\/strong><\/span>
\nGemide buldugunuz ka\u00e7ak yolcunun kimlik bilgilerini ve adresini elde etmeye \u00e7al\u0131s\u0131n,<\/strong><\/span>
\nAkrabalar\u0131n\u0131 bulmaya \u00e7al\u0131s\u0131n ve hemen kl\u00fcp temsilcisine ve sirkete haber verin,<\/strong><\/span>
\nUlusunu,kimlik bilgilerini kay\u0131t edin,<\/strong><\/span>
\nB\u00fct\u00fcn dok\u00fcmanlar\u0131n\u0131 al\u0131n ve ondan uzak tutun gemide uygun bir yerde saklay\u0131n.<\/strong><\/span>
\nGeminin limandan kalkmadan \u00f6nce aranams\u0131 bu t\u00fcr olaylar\u0131n \u00e7\u00f6z\u00fcm\u00fc i\u00e7in b\u00fcy\u00fck bir kolayl\u0131k<\/strong><\/span>
\nSagl\u0131yacakt\u0131r,gemide ka\u00e7ak yolcu saklanabilecek her yeri aramal\u0131y\u0131z.<\/strong><\/span>
\nKa\u00e7ak yolcu buldugunuzda asla telasa kap\u0131lmay\u0131n bag\u0131rmay\u0131n ve yiyecek i\u00e7ecek verin,<\/strong><\/span>
\nUyuyacak yer saglay\u0131n,personelle fazla iyi ge\u00e7inmemeleri gerekir.<\/strong><\/span>
\n\u00c7\u00fcnk\u00fc gemide kars\u0131last\u0131g\u0131 durumu bildigi i\u00e7in bir daha ka\u00e7maya tesebb\u00fcs etmesini engeller.<\/strong><\/span>
\nE-DEFANS(Defence)<\/strong><\/span>
\nGeminiz freight, demmurage ve defans sigorta kapsam\u0131nda olup bu sigorta kapsam\u0131 off hire, demmurage,<\/strong><\/span>
\nTutuklanma,\u00f6l\u00fc navlun, performans ve digre kirac\u0131 ile ilgili claimleri kapsar,<\/strong><\/span>
\nNas\u0131l Yard\u0131m Edeceksiniz<\/strong><\/span>
\nBir\u00e7ok claim sonunda ofise geri d\u00f6necek olup \u00f6nemli sey ger\u00e7ek kay\u0131tlar\u0131n tutulmus olmas\u0131d\u0131r.<\/strong><\/span>
\nGelen d\u00f6k\u00fcmanlar\u0131 veya sizin yazd\u0131klar\u0131n\u0131z\u0131 dikkatlice kontrol etmeniz mutlaka imzalaman\u0131z<\/strong><\/span>
\nGerekirse without prejudice veya for receipt only gibi notlar koyman\u0131z.<\/strong><\/span>
\nGemide bulunan d\u00f6k\u00fcmanlar\u0131n dogr\u0131u oldugundan emin ol ve hepsinden bir kopya elde et.<\/strong><\/span>
\nBaz\u0131 claimler olduk\u00e7a b\u00fcy\u00fckt\u00fcr mesela geminin tutklanma s\u00fcresi ile ilgili olabilir.<\/strong><\/span>
\nBu durumlarda hemen Kl\u00fcb\u00fcn\u00fcze haber verin.<\/strong><\/span>
\nF-DEN\u0001Z K\u0001RL\u0001L\u0001G\u0001<\/strong><\/span>
\nEger geminizden herhangi bir yag yak\u0131t ka\u00e7ag\u0131 olur ve liman\u0131 kirletiyorsa hemen temizlemeye ve<\/strong><\/span>
\ntemizletmeye \u00e7al\u0131smal\u0131y\u0131z.Temizlik masraflar\u0131 bir \u00e7ok yerde gemiye r\u00fcc\u00fc edilebilir ve Kaptan ile<\/strong><\/span>
\nB.M\u00fchendise ceza yaz\u0131labilir ve hatta tutuklanabilirler, gemi tutklanabilir.Baz\u0131 otoriteler security<\/strong><\/span>
\n\u0002steyebilirler bunu Kl\u00fcp saglar.<\/strong><\/span>
\nNas\u0131l Yard\u0131m Edeceksiniz<\/strong><\/span>
\n*Eger geminizden deniz kirliligi olusuyorsa hemen kirlilik olusturan ka\u00e7ag\u0131 stop edin,<\/strong><\/span>
\n*Port otoriteye haber verin.Ger\u00e7ekleri saklamay\u0131n<\/strong><\/span>
\n*Eger ka\u00e7ak sizden degilse yine port otoriteye haber verin ve y\u00fczen yag\/yak\u0131ttan<\/strong><\/span>
\nsample(numune )al\u0131n<\/strong><\/span>
\n*Acil olarak kl\u00fcp temsilcinize haber verin<\/strong><\/span>
\n*B\u00fct\u00fcn detaylar\u0131 jurnale kay\u0131t edin<\/strong><\/span>
\n*Eger tankerseniz CLC sertifikan\u0131z\u0131n gemide olduguna dikkat edin<\/strong><\/span>
\n*USA da iseniz COFR sertifikan\u0131z\u0131n gemide olduguna dikkat edin<\/strong><\/span>
\nKonu- REPATRIATION OF CREW\/YURTDISINDA PERSONEL DEG\u0002S\u0002M\u0002<\/strong><\/span>
\nYurtd\u0131s\u0131nda personel degisimi ile ilgili t\u00fcm \u00e7al\u0131smalar \u0002nsan Kaynaklan Departman\u0131 taraf\u0131ndan<\/strong><\/span>
\nyap\u0131l\u0131r, degisecek personel ve ulas\u0131m detaylar\u0131 gemiye bildirilir. Gemi kaptan\u0131 asag\u0131daki haz\u0131rlanm\u0131s<\/strong><\/span>
\nformu doldurarak ilgili acentaya verir ve bir n\u00fcshas\u0131n\u0131 acentanm imzas\u0131n\u0131 alarak gemi dosyas\u0131na<\/strong><\/span>
\nkoyar.<\/strong><\/span>
\nM\/V ________________ Date:<\/strong><\/span>
\nTo: _______________ (Agents) Port:<\/strong><\/span>
\nREPATRIATION OF CREW<\/strong><\/span>
\nThe below listed crew members will be repatriated from ______ port, and you are kindly<\/strong><\/span>
\nrequested to arrange the necessary formalities for their repatriation. in addition, your<\/strong><\/span>
\nassistance to the crevv after disembarking from the vessel until getting on their scheduled<\/strong><\/span>
\nflight will be appreciated.<\/strong><\/span>
\nAli expenses for the repatriation are subject to owners’ approval which should be<\/strong><\/span>
\nobtained prior to disembarkation of crew. Crew members are aware that they shall deal<\/strong><\/span>
\nwith the excess luggage fee on their own account, therefore do not charge any to owners.<\/strong><\/span>
\nCash advance to the crew is not to be dealt via your agency unless instructed by owners.<\/strong><\/span>
\nPlease inform owners about ali consequences and delays on time.<\/strong><\/span>
\nNAME RANK DESTINATION<\/strong><\/span>
\nBest Regards,<\/strong><\/span>
\nMasterofM\/V ______________<\/strong><\/span>
\n-DRAFT SURVEY REPORT \/ DRAFT SURVEY RAPORU<\/strong><\/span>
\nDRAFT SURVEY REPORT<\/strong><\/span>
\nVESSEL…………………………………….PORT…………………… DATE …………….<\/strong><\/span>
\nLight Survey Loaded Survey<\/strong><\/span>
\n1. ForeDraft Stern Correction<\/strong><\/span>
\n2. AftDraft Stern Correction<\/strong><\/span>
\n3. MeanDraft( 1+2)<\/strong><\/span>
\n2<\/strong><\/span>
\n4. MidshipDraft<\/strong><\/span>
\n5. Mean of Means ( 3 + 4 )<\/strong><\/span>
\n2<\/strong><\/span>
\n6. Correction for Hull deflect\u0131on (4+5)<\/strong><\/span>
\n2<\/strong><\/span>
\n7. Displacement<\/strong><\/span>
\n8. Trim Correction<\/strong><\/span>
\n9. Water Density Correction<\/strong><\/span>
\n10. Deadweight Analysis<\/strong><\/span>
\nFuelOil<\/strong><\/span>
\nDiesel Oil<\/strong><\/span>
\nLubOil Fresh Water Boiler Water<\/strong><\/span>
\nBallast<\/strong><\/span>
\nStores<\/strong><\/span>
\nNET DISPLACEMENT<\/strong><\/span>
\nCARGO WEIGHT<\/strong><\/span>
\nMaster ………………………………… Chief Mate.<\/strong><\/span>
\nKonu- STEVEDORE DAMAGE \/ STEVEDORE HASARI<\/strong><\/span>
\nY\u00fckleme\/Bosaltma operasyonu s\u0131ras\u0131nda stevedore taraf\u0131ndan gemiye ve\/veya gemi<\/strong><\/span>
\nekipmanlar\u0131na hasar olusursa gemi kaptan\u0131 C\/P’de belirtildigi sekilde stevedore hasar\u0131 ile ilgili<\/strong><\/span>
\ngerekleri yerine getirecektir. Stevedore firmalar\u0131 \u00e7ogunlukla kirac\u0131, y\u00fckleyici veya al\u0131c\u0131 taraf\u0131ndan<\/strong><\/span>
\ntayin edilmektedir. Buna kars\u0131n C\/P’ler genellikle kirac\u0131n\u0131n stevedore hasarlar\u0131ndan sorumlu<\/strong><\/span>
\nolmad\u0131g\u0131n\u0131 belirten maddeler i\u00e7erir. \u0002lgili C\/P maddesi yaklas\u0131k olarak s\u00f6yledir;<\/strong><\/span>
\n“Charterers, Shippers, or Receivers shall not be responsible for act and default of the Stevedore at<\/strong><\/span>
\nLoading\/Discharging Ports. All claims for alleged damage caused by Stevedores to be settled directly<\/strong><\/span>
\nbetween Owners and Stevedores at Loading\/Discharging Ports. Master to notify Stevedores about<\/strong><\/span>
\ndamage in writing within 24 hours, otherwise Stevedore shall not be held responsible.”<\/strong><\/span>
\nArmat\u00f6r ile stevedore aras\u0131nda y\u00fckleme\/bosaltma sartlan hakk\u0131nda \u00f6zel bir anlasma olmad\u0131k\u00e7a<\/strong><\/span>
\nyukarda belirtilen C\/P maddesine ragmen kirac\u0131 her zaman sorumluluktan ka\u00e7amaz.<\/strong><\/span>
\nBir baska \u00f6nemli konu ise hasar\u0131n olustugu andan itibaren en k\u0131sa sure i\u00e7inde gerekli<\/strong><\/span>
\nd\u00f6k\u00fcmanlann ve evraklann tamamlanarak ilgililere iletilmesidir, bunun yerine getirilmemesi<\/strong><\/span>
\ndurumunda olusan zararlar\u0131n telafisi imkans\u0131zd\u0131r.<\/strong><\/span>
\nGemi kaptan\u0131 eger gemi Time Charter’da ise tamir edilmeyen Stevedore hasarlar\u0131 Off-Hire s\u00f6rveyde<\/strong><\/span>
\nmuhakkak belirtilmeli ve s\u00f6rvey raporlanna hasar(lar)\u0131n tamirinin ancak Dry Dock’ta m\u00fcmk\u00fcn<\/strong><\/span>
\nolabilecegi yaz\u0131lmal\u0131d\u0131r.<\/strong><\/span>
\nBir Y\u00fcklemeye\/Tahliyeye baslamadan<\/strong><\/span>
\n*Stevedor sirketinin ad\u0131,adresi ve tlx numaras\u0131n\u0131<\/strong><\/span>
\n*Stevedorun kiralad\u0131g\u0131 adamlar taraf\u0131ndanr herhengi bir tamir yap\u0131ld\u0131ysa uygun sekilde<\/strong><\/span>
\nyap\u0131l\u0131p yap\u0131lmad\u0131g\u0131n\u0131n,<\/strong><\/span>
\nveya<\/strong><\/span>
\n*Y\u00fckleme \/Tahliye sonras\u0131 yap\u0131lacaksa geminin herhangi bir sekilde ge\u00e7 kalmamas\u0131 i\u00e7in gerekli<\/strong><\/span>
\ngirisimlerin yap\u0131lmas\u0131( bu konuyla ilgili herhangi bir yaz\u0131 yazarken \u00e7ok dikkatli haz\u0131rlamal\u0131 ve<\/strong><\/span>
\nstevedor sirketine imzalatmal\u0131 m\u00fch\u00fcrletmelidir)<\/strong><\/span>
\nEger stevedor damge ile ilgili bir yaz\u0131 haz\u0131rlarsan\u0131z<\/strong><\/span>
\n*1 orjinal stevedor sirketine<\/strong><\/span>
\n*1 orijinal management sirketine<\/strong><\/span>
\n*1 orijinal gemide saklanmal\u0131<\/strong><\/span>
\n*1 orijinal kirac\u0131ya \/acentas\u0131na<\/strong><\/span>
\nTO: (stevedonng company)<\/strong><\/span>
\nCC: (shipping agent)<\/strong><\/span>
\nCC: (charterers)<\/strong><\/span>
\nCC: (owners) .<\/strong><\/span>
\nFM:M\/V<\/strong><\/span>
\nDate:<\/strong><\/span>
\nSTEVEDORE DAMAGE REPORT<\/strong><\/span>
\nThis is to place you on notice that following damage(s) have been caused to my ship, which<\/strong><\/span>
\nyou are kept fully responsible for the consequences.<\/strong><\/span>
\nTypeofDamage : _________(hasar\u0131n tipi)<\/strong><\/span>
\nCause of Damage :__________ (hasar\u0131n nedeni)<\/strong><\/span>
\nDate and time of Incident: (olay\u0131n tarih ve saati)<\/strong><\/span>
\nCaused by : _______ (hasara sebebiyet veren)<\/strong><\/span>
\nWitnessedby : (sahitler)<\/strong><\/span>
\nYou are hereby requested to arrange necessary repairs prior vessel’s departure, time until the<\/strong><\/span>
\ncompletion of the repirs is to count as laytime.<\/strong><\/span>
\nin case failing t o p erform\/complete the repairs prior to vessel’s departure, you will remain<\/strong><\/span>
\nresponsible for the actual cost or expenses for the damage(s) and time lost.<\/strong><\/span>
\nBest Regards,<\/strong><\/span>
\nCpt__________<\/strong><\/span>
\nMaster of M\/V<\/strong><\/span>
\nVeya<\/strong><\/span>
\nNOTICE OF DAMAGE BY STEVEDORES TO SHIP GEAR OR EQUIPMENT<\/strong><\/span>
\nM\/V _________________________________ Date: ____________________________________<\/strong><\/span>
\nVoy. OUTWARD At Port<\/strong><\/span>
\nNo. ____________________ of ————————————————<\/strong><\/span>
\n–<\/strong><\/span>
\nHOMEWARD<\/strong><\/span>
\nTo: Stevedores at above<\/strong><\/span>
\n———————-Port.<\/strong><\/span>
\nI beg to advise that on the above date you damaged my ship and\/or equipment as specified<\/strong><\/span>
\nbelow and I hereby notify you that you are responsible therefore and that cost of replacement and\/or<\/strong><\/span>
\nrepair will be billed against you.<\/strong><\/span>
\nDate Master:<\/strong><\/span>
\nITEM No. DAMAGE CONSISTS OF CAUSE<\/strong><\/span>
\nThis notice received, read and checked against damage<\/strong><\/span>
\nKonu-UNSAFE PORTS(Emniyetsiz Limanlar)<\/strong><\/span>
\nLimanlarda hakim olan degisen ve risk durumlar\u0131dan dolay\u0131 y\u00fcke ve gemiye zarar gelen limanlar<\/strong><\/span>
\nolarak k\u0131saca a\u00e7\u0131klayabiliriz.<\/strong><\/span>
\nMesela,<\/strong><\/span>
\n*Herhangi bir Hava raporu olmamas\u0131na ragmen Hava ve Deniz sartlar\u0131ndan dolay\u0131 gemiye zarar<\/strong><\/span>
\ngelen limanlar<\/strong><\/span>
\n*Geminizin tipi ve boyutunun uygun olmamas\u0131na ragmen manevralar\u0131n\u0131z\u0131n yap\u0131ld\u0131g\u0131<\/strong><\/span>
\nromork\u00f6rs\u00fcz,pilotsuz veya yeterli romork\u00f6r olmayan limanlar<\/strong><\/span>
\n*Mevcut hava sartlar\u0131n\u0131n girsini tehlikeli hale getirdigi limanlar<\/strong><\/span>
\n*Denizde k\u00fct\u00fck gibi gemi menevras\u0131n\u0131 engelleyecek veya pervanelere zarar verecek y\u00fczer<\/strong><\/span>
\ncisimlerin bulundugu seyri engelleyici limanlar<\/strong><\/span>
\n*Politik nedenlerden dolay\u0131 gemilerin ayr\u0131lmas\u0131na m\u00fcsade edilmeyen limanlar,<\/strong><\/span>
\nGeminiz eger time charterer da ise bu konularla y\u00fcz y\u00fcze gelebilirsiniz.<\/strong><\/span>
\nKars\u0131las\u0131lan problemler basitce asag\u0131daki gibidir.<\/strong><\/span>
\na)-Kirac\u0131 sadece geminin safe port\/safe berth\/safe place\/ gittigini s\u00f6yler ,Fakat Gemi Kaptan\u0131<\/strong><\/span>
\ndikkat edecegi ve karar verecegi sey ger\u00e7ekten bu liman\/nehir\/yer\/giris gemisi i\u00e7in emniyetlimi<\/strong><\/span>
\nemniyetsiz mi oldugudur.<\/strong><\/span>
\nb)-Kaptan gemisini,personelini ve y\u00fck\u00fcn\u00fc tehlikeye asla sokmaz.Eger kirac\u0131n\u0131n g\u00f6sterdigi liman<\/strong><\/span>
\nemniyetsiz ise kaptan\u0131n bunu red etme hakk\u0131 vard\u0131r.<\/strong><\/span>
\nc)-Bu konuda bir muafiyet olarak,Kirac\u0131 t\u00fcm olacak olan hasarlar\u0131 \u00f6deyecegine dair garanti<\/strong><\/span>
\nverirse ve sirket bunu kabul ederse gemi kaptan\u0131 bu t\u00fcr limanlara girebilir<\/strong><\/span>
\n2 \u00c7esit senaryo vard\u0131r.<\/strong><\/span>
\n1-Size Kirac\u0131 taraf\u0131ndan bilmediginiz bir limana gidis talimat\u0131 verilmistir<\/strong><\/span>
\nBu durumda sefere o liman\u0131n emniyetli bir liman oldugunu kabul eder sefere devam edersiniz<\/strong><\/span>
\nDaha sonra stop eder liman\u0131n\/yerin emniyetli olup olmad\u0131g\u0131n\u0131 arast\u0131r\u0131s\u0131n\u0131z.Durumu Sirkete<\/strong><\/span>
\nbildirirsiniz.Eger emniyetli ise devam edersiniz ,<\/strong><\/span>
\nDegilse,<\/strong><\/span>
\n*Kirac\u0131ya Yaz\u0131l\u0131 bir mektup ge\u00e7er(tlx,fax\/cable\/telegram)gidilecek olan liman\u0131n unsafe port<\/strong><\/span>
\noldugunu bildirir bu muamman\u0131n \u00e7\u00f6z\u00fclebilmesi i\u00e7in ya geri departure limana d\u00f6nersiniz,<\/strong><\/span>
\nVeya kirac\u0131dan t\u00fcm kars\u0131las\u0131lacak tehlikelerden olusacak zararlar\u0131n \u00f6denecegine dair teminat<\/strong><\/span>
\nal\u0131rs\u0131n\u0131z.Bu durum sirkete mutlaka bildrilmelidir.<\/strong><\/span>
\n*Sirketten Yaz\u0131l\u0131 bir talimat almadan asla devam etmeyin<\/strong><\/span>
\n*Eger kirac\u0131 yaz\u0131l\u0131 bir garanti vermeyi red ederse mutlaka protesto mektubu vermelisiniz ve<\/strong><\/span>
\nsirketle temasa ge\u00e7melisiniz.<\/strong><\/span>
\n2-Eger limandan ayr\u0131l\u0131rken ugryacag\u0131n\u0131z liman\u0131n unsafe oldugunu biliyorsan\u0131z asag\u0131daki gibi bir<\/strong><\/span>
\nMektup yazarak kirac\u0131ya g\u00f6nderebilirsiniz.<\/strong><\/span>
\nUNDER NO CIRCUMSTANCES CAN YOU TAKE A RISK FOR THE BENEFIT OF THE TIME<\/strong><\/span>
\nCHARTERERS UNLESS THEY STATE IN WRITING THAT THEY WILL INDEMNIFY THE<\/strong><\/span>
\nOWNERS AGAINST ANY DAMAGE OR CONSEQUENTIAL LOSSES,<\/strong><\/span>
\nKirac\u0131 bu durumda belki gemiyi off hire etmekle tehdit edebilir veya belki bir ka\u00e7 gemi daha<\/strong><\/span>
\n\u00f6nce bu seferi yapm\u0131s olabilir.Bu tart\u0131smalardan asla etkilenmeyin.\u00c7\u00fcnk\u00fc baz\u0131 olaylar size kars\u0131<\/strong><\/span>
\nmahkeme olarak geri d\u00f6nebilir.<\/strong><\/span>
\nKonu-LIGHTERING\/TRANS- SHIPMENTS<\/strong><\/span>
\nEger geminiz herhangi bir lightering veya trans-shipment operasyonuna kat\u0131lacaksa en \u00f6nemli<\/strong><\/span>
\nsey usturma\u00e7alard\u0131r.\u0002ki geminin direk bir birine s\u00fcrtmesinden dolay\u0131 olusan bas\u0131n\u00e7 geminize zarar<\/strong><\/span>
\nverebilir.<\/strong><\/span>
\nGemi kaptan\u0131 asag\u0131daki unsurlara dikkat etmelidir.<\/strong><\/span>
\n*Personel<\/strong><\/span>
\n*Gemi<\/strong><\/span>
\n*Y\u00fck<\/strong><\/span>
\nGemi her zaman g\u00fcnd\u00fcz isaret k\u00fcrelerini asmal\u0131 gecede \u0131s\u0131k isarelerini yakmal\u0131,Mutlaka hava<\/strong><\/span>
\nsartlar\u0131n\u0131 g\u00f6z \u00f6n\u00fcne almal\u0131y\u0131z ve asla kirac\u0131 nedeniyle gemiyi,y\u00fck\u00fc ve personeli hi\u00e7bir riske<\/strong><\/span>
\natmaml\u0131y\u0131z.<\/strong><\/span>
\nGemi kaptan\u0131 ilgili B\/L le ilgili olarak sorumlulugu y\u00fckleme \u00f6ncesi ve sonras\u0131 y\u00fck\u00fcn hasar\u0131 ve<\/strong><\/span>
\nshortage(y\u00fck\u00fcn miktar\u0131n\u0131n az \u00e7\u0131kmas\u0131) le s\u0131n\u0131rl\u0131d\u0131r.<\/strong><\/span>
\nMate reciptlere ve benzeri olarak B\/L \u201ae y\u00fck\u00fcn hasar\u0131yla ilgili bir kay\u0131t koymal\u0131d\u0131r.<\/strong><\/span>
\nKaptan y\u00fck hasarlar\u0131 nedeniyele B\/L ve Mate Receipte atacag\u0131 imzalarla sorumlu hale gelir,<\/strong><\/span>
\nhasarl\u0131 y\u00fck gemide olmasa bile.Gemi kaptan\u0131 B\/L ve mate receiptlere imza atmadan \u00f6nce<\/strong><\/span>
\nMutlaka durumu etkili bir mektupla Kirac\u0131ya\/al\u0131c\u0131ya ve g\u00f6nderene bildirmelidir..<\/strong><\/span>
\nSirket her Trans-Shipment ve lightering operasyonundan \u00f6nce poli\u00e7edeki kloza bagl\u0131 olarak<\/strong><\/span>
\nH&M sigortac\u0131s\u0131n\u0131 haberdar etmelidir.<\/strong><\/span>
\nShip to ship transfer kloz:<\/strong><\/span>
\nGemi ship to ship cargo operasyonlar\u0131nda sigorta kapsam\u0131ndad\u0131r.r\u0131ht\u0131mda,demirde,denizde<\/strong><\/span>
\nLiman hudutlar\u0131 i\u00e7inde \/ d\u0131s\u0131nda,sadece kendi boyutlar\u0131nda , t\u0131p\u0131ndek\u0131 gem\u0131lerle ve sigortal\u0131<\/strong><\/span>
\ngemilerle bu islemi ger\u00e7eklestirebilirBunun i\u00e7in asag\u0131dakileri dikkat etmelidir<\/strong><\/span>
\n*Ortam\u0131n emniyetsiz oldugunu his eden kaptan her zaman operasyona son verme,gemiyi terk<\/strong><\/span>
\nemrini verme haklar\u0131n\u0131 elinde sakl\u0131 tutmal\u0131d\u0131r.<\/strong><\/span>
\n*Transfer islemi hava durumu,yer, usturma\u00e7a ve cargo hortumlar bagl\u0131 olarak her zaman<\/strong><\/span>
\nemniyteli kabul edilecek.<\/strong><\/span>
\n*B\u00fct\u00fcn emniyet kurallar\u0131 ve sartlar\u0131 ICS Ship to Ship Transfer Guide veya OCIMF ship to ship<\/strong><\/span>
\ntransfer guide (Oil Tankers) i\u00e7indekiler g\u00f6z \u00f6n\u00fcne g\u00f6re yap\u0131lacak.<\/strong><\/span>
\nveya t\u00fcm \u00f6nlemler al\u0131narak en g\u00fcvenli sekilde bu islem tamamlanacak.<\/strong><\/span>
\nKonu-CONTRABAND MEASURES(Ka\u00e7ak\u00e7ilik)<\/strong><\/span>
\nGemi kaptan\u0131 ka\u00e7akc\u0131l\u0131ga g\u00f6z yummayacak.<\/strong><\/span>
\nKa\u00e7ak\u00e7\u0131l\u0131k asla tesvik edilmeyecek ve asag\u0131daki \u00f6nlemler al\u0131naca<\/strong><\/span>
\n*Gemi kaptan\u0131, personle ka\u00e7ak\u00e7\u0131l\u0131k yapan personele m\u00fcsama etmiyecegini anlatmal\u0131<\/strong><\/span>
\n*Gemi Kaptan\u0131,ka\u00e7ak\u00e7\u0131l\u0131k yapan personelden dolay\u0131 ortaya \u00e7\u0131kan ceza ve geminin ge\u00e7 kalmas\u0131<\/strong><\/span>
\nmasraflar\u0131n\u0131 kisinin kendine r\u00fcc\u00fc edilecegini bildirmeli,<\/strong><\/span>
\n*Gemi Kaptan\u0131 ka\u00e7ak\u00e7\u0131l\u0131k yapan personeli bayrak devleti kurallar\u0131 ve uluslar aras\u0131 kurallar\u0131na<\/strong><\/span>
\ng\u00f6re gemiden t\u00fcm masraflar\u0131 kisiye ait olmak \u00fczere atmak hakk\u0131n\u0131 elinde sakl\u0131 tuttugunu anlat\u0131r.<\/strong><\/span>
\nDRUG WARNING NOTICE,<\/strong><\/span>
\nSMUGGLING,USING OR POSSESING OR TRAFFICKING ILLEGAL DRUGS ABOARD<\/strong><\/span>
\nTHE VESSEL CONSIDER BY PUBLIC AUTHORITIES VERY SERIOUS OFFENCE AND<\/strong><\/span>
\nATTRACT HEAVY PENALTIES AND IMPRISONMENT<\/strong><\/span>
\nALCHOL AND DRUGS ARE NOT ALLOWED ON BOARD THIS SHIP<\/strong><\/span>
\nANY OFFICER OR CREW FOUND TO BE IN POSSESSION OF OR TO HAVE CONSUMED<\/strong><\/span>
\nALCHOL OR UN AUTHORISED DRUGS WILL BE DISMISSED<\/strong><\/span>
\nVISITORS ARE REQUIRED NOT TO BRING ALCHOL OR UNAUTHORISED DRUGS<\/strong><\/span>
\nONBOARD<\/strong><\/span>
\nANY VISITOR WHO IS FOUND TO BE IN POSSESSION OF EITHER ALCHOL OR<\/strong><\/span>
\nUNAUTHORISED DRUGS WILL BE REQUESTED TO LEAVE THE VESSEL AND IN THE<\/strong><\/span>
\nCASE OF DRUGS WILL BE REPORTED TO THE APPROPRIATE OF DRUGS WILL BE<\/strong><\/span>
\nREPORTED TO THE APPROPRIATE AUTHORITY<\/strong><\/span>
\nKonu-CHARTER PARTIES<\/strong><\/span>
\n1-TIME CHARTER<\/strong><\/span>
\nTime Charter s\u00f6zlesmesi bir geminin belli bir s\u00fcreligine baska birine kiralanmas\u0131 anlam\u0131na gelir.<\/strong><\/span>
\nGemi sahibi gemisini korumak i\u00e7in y\u00fck ve seyir s\u0131n\u0131r\u0131 koyabilir.<\/strong><\/span>
\nKimin nelerden sorumlu oldugunu g\u00f6stermek i\u00e7in asag\u0131daki tabloyu kullanabiliriz.<\/strong><\/span>
\nGemi sahibi Kirac\u0131<\/strong><\/span>
\nPersonel Yak\u0131t<\/strong><\/span>
\nKumanya &Store Liman & Kanal \u00fccretleri<\/strong><\/span>
\nBak\u0131m Pilotaj<\/strong><\/span>
\nHaberlesme Romork\u00f6r\/Palamar<\/strong><\/span>
\nKolayl\u0131klar(Husbandry Fee) Acenta \u00dccretleri(Kolayl\u0131klar hari\u00e7)<\/strong><\/span>
\nHaberlesme(Y\u00fck ve Sefer)<\/strong><\/span>
\nR\u0131ht\u0131m \u00dccreleri(C\/P bagl\u0131 olarak)<\/strong><\/span>
\n\u0002skele \u00dccretleri(C\/P bagl\u0131 olarak)<\/strong><\/span>
\nStevedor masraflar\u0131(C\/P bagl\u0131 olarak)<\/strong><\/span>
\nWar Risk \u0002nsurance<\/strong><\/span>
\nNavlun vergileri(freight Tax)<\/strong><\/span>
\n2-VOYAGE CHARTER<\/strong><\/span>
\nGenelde iki belirli liman aras\u0131nda veya belli bir y\u00fck veya mix y\u00fck i\u00e7in yap\u0131lan ,<\/strong><\/span>
\nNavlun \u00f6demesi ise y\u00fck\u00fcn toplam\u0131 \u00fczerinden al\u0131nan ve navlunun gemi sahibine \u00f6dendigi<\/strong><\/span>
\nKiralama bi\u00e7imidir.<\/strong><\/span>
\nKimin nelerden sorumlu oldugunu g\u00f6stermek i\u00e7in asag\u0131daki tabloyu kullanabiliriz.<\/strong><\/span>
\nGemi sahibi Kirac\u0131<\/strong><\/span>
\nGemi<\/strong><\/span>
\nPersonel<\/strong><\/span>
\nStore &Kumanya<\/strong><\/span>
\nBak\u0131m<\/strong><\/span>
\nHaberlesme<\/strong><\/span>
\nSigorta<\/strong><\/span>
\nYak\u0131t<\/strong><\/span>
\nLiman &Kanal \u00dccretleri<\/strong><\/span>
\nAcenta<\/strong><\/span>
\nPilotaj<\/strong><\/span>
\nR\u0131ht\u0131m \u00dccretleri R\u0131ht\u0131m masrafalar\u0131(C\/P ye bagl\u0131 olarak)<\/strong><\/span>
\n\u0002skele \u00dccretleri \u0002skele \u00dccretleri (C\/P ye bagl\u0131 olarak)<\/strong><\/span>
\nStevedor masraflar\u0131 Stevedor masraflar\u0131(C\/P ye bagl\u0131 olarak)<\/strong><\/span>
\nNavlun Vergisi(C\/P ye bagl\u0131 olarak) Y\u00fck vergileri\/ Navlun Vergisi(C\/P ye bagl\u0131<\/strong><\/span>
\nWar Risk \u0002nsurance olarak)<\/strong><\/span>
\nGemi kaptan\u0131 gemi kaptan\u0131,kirac\u0131lar ve esas kirac\u0131 zincirine dikkat etmeli.<\/strong><\/span>
\nOwner to Head Charterer – Time charter<\/strong><\/span>
\nHead Charterer to sub charterer- Time charter<\/strong><\/span>
\nSub Charterer-Sub-Sub charterer-Time charter or voyage caharter<\/strong><\/span>
\nEger voyage charter dahil olmussa bu zincirin genelde son halkas\u0131d\u0131r.<\/strong><\/span>
\nKars\u0131las\u0131lan uyusmazl\u0131larda zorlularda C\/P klozlar\u0131 kaptanlara yol g\u00f6steririler ve mutlaka sirkete<\/strong><\/span>
\nKars\u0131las\u0131lan uyusmazl\u0131klar\u0131 bildirmelidirler.<\/strong><\/span>
\n\u00c7\u00fcnk\u00fc kaptan pilot billerini,canal \u00fccretlerini,saglanan servisleri,lashing materialleri,romork\u00f6r<\/strong><\/span>
\nservislerini , kirac\u0131 ad\u0131na imzalarlar.<\/strong><\/span>
\n3-DRY CARGO CHARTERING<\/strong><\/span>
\nA-TIME CHARTERS<\/strong><\/span>
\n\u0002ki time charter s\u00f6zlesmesi yayg\u0131n olarak kullan\u0131l\u0131r.<\/strong><\/span>
\n1-NYPE(Newyork Produce Exchange)<\/strong><\/span>
\n2-Baltic and International marine Council(BALTIME)<\/strong><\/span>
\nNYPE terms genelde kirac\u0131y\u0131, BALTIME ise gemi sahibini koruyucu gibi g\u00f6r\u00fcn\u00fcr.<\/strong><\/span>
\nHer iki sekildede genelde gemi kaptan\u0131n\u0131n inceleyecegi sartlar ve kondisyonlar asag\u0131dad\u0131r.<\/strong><\/span>
\na)-Geminin tarifi,h\u0131z, yak\u0131t harcamlar\u0131 eger yanl\u0131s yaz\u0131lma veya bir hata varsa sirkete bildirilmeli,<\/strong><\/span>
\nb)-geminin performans\u0131 kirac\u0131 taraf\u0131ndan devaml\u0131 g\u00f6zlenir.Bu nedenle fair weather klozu nu iyi<\/strong><\/span>
\nincelemeli ve fair weather klozonu asan sartlar\u0131n\u0131 jurnale mutlaka kay\u0131t etmelidir.Ortaya \u00e7\u0131kacak<\/strong><\/span>
\nolan herhangi bir anlasmazl\u0131kta kullan\u0131lmak \u00fczere Hava tahmin harita ve raporlar\u0131n\u0131 tutmal\u0131d\u0131r.<\/strong><\/span>
\nc)-Ayn\u0131 sekilde y\u00fck performans\u0131da takip edilir bu nedenle dogru bir sekilde kontrol edilmeli<\/strong><\/span>
\nt\u00fcm veriler toplanmal\u0131<\/strong><\/span>
\nd)-Yak\u0131t ve personel ile ilgli indirimler(deduction) olup olmad\u0131g\u0131na bak\u0131lmal\u0131.\u00f6zellikle NYPE<\/strong><\/span>
\nformlarda g\u00f6r\u00fcl\u00fcr mutfaktaki g\u00fcc harcamlar\u0131,A\/C ,vb gibi.Eger b\u00f6yle harcamlar varsa kaptan bu<\/strong><\/span>
\ngibi harcamlar\u0131 hesaplamal\u0131.<\/strong><\/span>
\ne)-Kiralamalarda,yak\u0131t(ve su miktar\u0131 istenirse)kiralaman\u0131n bas\u0131nda ve sonunda al\u0131nmal\u0131 kirac\u0131 ile<\/strong><\/span>
\nbu konuda mutabakata var\u0131lmal\u0131.Bu miktarlar geminin harcam\u0131 ile uygun oldugu konusunda<\/strong><\/span>
\nkirac\u0131 ile hem fakir olunmal\u0131.Yoksa bu konuda sirket aleyhine bir dava a\u00e7\u0131labilir.<\/strong><\/span>
\nAyr\u0131ca kaptan kiralama s\u00f6zlesmesine bagl\u0131 olarak kumanya ile ilgilide kira s\u00f6zlesmesine g\u00f6re<\/strong><\/span>
\nbaslama ve bitis zaman\u0131ndaki miktarlar\u0131 hesaplar.<\/strong><\/span>
\nf)-Kaptan geminin Off hire olacag\u0131 durumlar\u0131 inceler ve bu durumlar\u0131 dikkate al\u0131r.<\/strong><\/span>
\nGeminin herhangi bir ar\u0131zas\u0131ndan dolay\u0131 seferini k\u0131sada olsa keserse gemi off hire(kiradan sefer<\/strong><\/span>
\nd\u0131s\u0131 kald\u0131g\u0131 s\u00fcre d\u00fcs\u00fcl\u00fcr) olur.Bazen kirac\u0131 ile sirket aras\u0131nda yap\u0131lan anlasmalarda zaman<\/strong><\/span>
\nbelirtebilir 3 saati asan beklemelerde gemi off hire olacakt\u0131r veya 6 ay 12 ay sonras\u0131nda 48 saatlik<\/strong><\/span>
\nbak\u0131m yap\u0131labilir gibi klozlar konulabilir.<\/strong><\/span>
\ng)-Limanda ise belki k\u0131smen off hire olunabilir.Mesela ambarlar\u0131n k\u0131smen temizlik kontrol\u00fcnden<\/strong><\/span>
\nge\u00e7mesi digerlerinin ge\u00e7memesi gibi,kontratta temizlik,kreyn ar\u0131zalar\u0131da off hire olmas\u0131na sebep<\/strong><\/span>
\nverebilir.<\/strong><\/span>
\nh)-Limanlar aras\u0131ndaki direk rotadan sapmalarda off hire olma nedeni olabilir bu durumlardan<\/strong><\/span>
\nsirket haberdar edilmelidir.<\/strong><\/span>
\nB)-VOYAGE CHARTER<\/strong><\/span>
\nBir\u00e7ok formda olabilir,<\/strong><\/span>
\nGemi kaptan\u0131 genelde asag\u0131dakilere dikkat etmeli,<\/strong><\/span>
\na)-Y\u00fcklenen y\u00fck miktar\u0131,<\/strong><\/span>
\nb)- Geminin istenen y\u00fck\u00fc tam olarak y\u00fckleyip y\u00fckleyemedigine<\/strong><\/span>
\nc)-Y\u00fckleme\/Tahliye limanlar\u0131na\/r\u0131ht\u0131mlaraemniyetli giris \/\u00e7\u0131k\u0131slara<\/strong><\/span>
\nd)- NOR verilisi<\/strong><\/span>
\ne)-Laytime detaylar\u0131na<\/strong><\/span>
\nC\/P nin t\u00fcm ilgili kloz \/ kondisyonlar\u0131na ve ek klozlara.<\/strong><\/span>
\nVoyage charter da,Kirac\u0131dan gelen t\u00fcm bilgiler sirkete ge\u00e7ilmelidir.Eger herhangi bir bilgide<\/strong><\/span>
\ngelmiyorsa durum sirkete bildirilmelidir.<\/strong><\/span>
\nC-LIQUID CARGO CHARTERS<\/strong><\/span>
\nGenelde major oil sirketlerininkiler kullan\u0131l\u0131r.Shell time3,Exxonvoy,Asbatankroy,gibi.<\/strong><\/span>
\nGenel olarak s\u0131v\u0131 kargo kase ler i\u00e7inde dry kargo kiralamalar\u0131daki not lar uygulanabilir.<\/strong><\/span>
\nLikit kargolar\u0131n hesaplamalar\u0131 daha b\u00fcy\u00fck bir dikkatle yap\u0131l\u0131r ve tahliye sonunda pumpalanan\u0131n<\/strong><\/span>
\nd\u0131s\u0131nda eger geride kalan deger olabilir.<\/strong><\/span>
\nKaptan sirketle temasa ge\u00e7melidir.<\/strong><\/span>
\nGenelde kaptanlar bu t\u00fcr kira s\u00f6zlesmelerine asinad\u0131r,Denzi ve hava durmunun raporlanmas\u0131,<\/strong><\/span>
\nPompalama ve balasting istekleri,En \u00f6nemli sey kara ile olusan anlasmazl\u0131klarda protesto<\/strong><\/span>
\nmektuplar\u0131d\u0131r.<\/strong><\/span>
\nNot :Her ne kadar kaptan bu t\u00fcr kira s\u00f6zlesmelerine al\u0131s\u0131ksada ,hat\u0131rlamal\u0131d\u0131r ki baz\u0131 durumlarda<\/strong><\/span>
\nKiradan d\u00fcs\u00fclen indirimler,demurragelar i\u00e7in kirac\u0131 ile ayn\u0131 fikrde olmayabilir .Eger dogru ise<\/strong><\/span>
\nmutlaka SOF \u00fczerinde anlasmal\u0131.Eger kirac\u0131 herhangi bir off-hire veya laytime raporu<\/strong><\/span>
\nimzalatmak isterse mutlaka kaptan \u00fczerine \u2018\u2019For receipt only without acknowledgements as to<\/strong><\/span>
\nthe correctness\u2019\u2019notunu koymal\u0131.<\/strong><\/span>
\nKonu-DOKUMANLARIN IMZALANMASI<\/strong><\/span>
\nGemi kaptan\u0131,Bas m\u00fchendis,Chf Officer ve imza yetkisi olan diger bir kisi her hangi bir<\/strong><\/span>
\nKag\u0131t imzalarken her kag\u0131d\u0131 imzalamadan \u00f6nce b\u00fcy\u00fck bir itina ile incelemelidir.<\/strong><\/span>
\nBu konularda acentadan yard\u0131m istesenizde sunu asla unutmay\u0131n Sirket sahibini koruma<\/strong><\/span>
\ngemi kaptan\u0131n\u0131n sorumlulugudur bu sorumlulugu gemi kaptan\u0131 bir baskas\u0131na devredemez.<\/strong><\/span>
\nFax imza ve m\u00fch\u00fcr\u00fc asla bir d\u00f6k\u00fcman\u0131n imza ve onay\u0131 i\u00e7in kullan\u0131lamaz B\/L,Store al\u0131nd\u0131lar\u0131,<\/strong><\/span>
\nJurnal,Cash advances \u2018ler gibi,B\u00fcy\u00fck harfle isim yazarak fakat \u00f6ne b\u00fcy\u00fck harfle \u2018\u2019SIGNED\u2019\u2019<\/strong><\/span>
\nyaz\u0131lmal\u0131 bundan sonra b\u00fcy\u00fck harfle isim yaz\u0131l\u0131r, bu bir dokuman\u0131n kopya oldugunu g\u00f6sterir.<\/strong><\/span>
\nFax imza ve m\u00fch\u00fcr\u00fc kullan\u0131lmaz \/gemilerde kullan\u0131lmaz.<\/strong><\/span>
\nKonu-LAYTIME(Zaman Say\u0131m\u0131)<\/strong><\/span>
\nLaytime C\/P de belirtilen y\u00fckleme ve bosaltma i\u00e7in m\u00fcsade edilen zaman dilimidir.<\/strong><\/span>
\nKaptan C\/P sartlar\u0131n\u0131 \u00e7ok iyi bir sekilde incelemelidir.<\/strong><\/span>
\nLaytime hesaplamalar\u0131 degisik sekilde olabilir.Kaptan asag\u0131dakileri mutlaka SOF a yazmal\u0131d\u0131r.<\/strong><\/span>
\nArrival at Roads(ESP)<\/strong><\/span>
\nNOR tender<\/strong><\/span>
\nArrived and all fast at berth<\/strong><\/span>
\nPipeline connected or times taken for opening hatches<\/strong><\/span>
\nTanks\/holds inspected<\/strong><\/span>
\nCommence cargo<\/strong><\/span>
\nCompleted cargo<\/strong><\/span>
\nPipeline disconnected or hatches closed<\/strong><\/span>
\nDocuments onboard<\/strong><\/span>
\nSailed from berth<\/strong><\/span>
\nBegin sea passage<\/strong><\/span>
\nVe buna bagl\u0131 olarak t\u00fcm ge\u00e7ikmeler havaya bagl\u0131 veya diger bir nedenden dolay\u0131 olusan hersey,<\/strong><\/span>
\nBazen SOF acenta taraf\u0131ndan haz\u0131rlan\u0131r ve gemi kaptan\u0131na imzaya sunulur.Eger acenta<\/strong><\/span>
\nhaz\u0131rlamazsa Bunu gemi kaptan\u0131 yapmal\u0131d\u0131r.Mutlaka kaptan SOF imzalamadan once dikkali bir<\/strong><\/span>
\nsekilde SOF u incelemelidir.<\/strong><\/span>
\nEger uyusmazl\u0131k varsa imzalamadan once alt\u0131na not koymal\u0131d\u0131r.SOF terminal temsilcisi<\/strong><\/span>
\ntaraf\u0131ndanda imzalanmal\u0131d\u0131r.Bir kopyas\u0131 sirkete g\u00f6nderilmelidir.<\/strong><\/span>
\nKonu- SPEED AND OVERCONSUMPTION CLAIMS\/ SURAT VE FAZLA YAKIT<\/strong><\/span>
\nHARCAMINDANDOGAN TAZM\u0002N TALEB\u0002<\/strong><\/span>
\nTime Charter tas\u0131malar\u0131nda gemi genellikle y\u00fckl\u00fc, iyi havada takribi “x ” kts s\u00fcrat, “y” mts IFO ve<\/strong><\/span>
\n“z” mts MGO\/MDO harcama bilgileriyle kiraya verilir, gemi c\/p’de belirtilen bu degerler i\u00e7inde<\/strong><\/span>
\nseferi tamamlamak zorundad\u0131r.<\/strong><\/span>
\nKarac\u0131lar s\u0131kl\u0131kla armat\u00f6re geminin C\/P ‘de belirtilen s\u00fcrat ortalamas\u0131n\u0131 tutturamamas\u0131<\/strong><\/span>
\n(underperformance) ve\/veya belirtilenden daha fazla yak\u0131t harcamas\u0131 (overconsuption) nedenleriyle<\/strong><\/span>
\nclaim (tazmin talebi) yapmaktad\u0131rlar.<\/strong><\/span>
\nKirac\u0131n\u0131n bu claimlerine kars\u0131 armat\u00f6r\u00fcn kendisini savunabilmesi i\u00e7in ger\u00e7ek\u00e7i ve detayl\u0131 bilgi<\/strong><\/span>
\nkay\u0131tlar\u0131n\u0131n Kaptan ve zabitler taraf\u0131ndan tutulmas\u0131 ve gerektiginde sirkete iletilmesi<\/strong><\/span>
\ngerekmektedir.<\/strong><\/span>
\nPerformans claimlerine kars\u0131 kay\u0131t alt\u0131nda tutulmas\u0131 istenen bilgiler asag\u0131da belirtilmistir, bu bilgiler<\/strong><\/span>
\ngenellikle G\u00fcverte Jurnali’ne de kaydedilir.<\/strong><\/span>
\nC\/P’de belirtilen iyi hava sartlar\u0131n\u0131n tan\u0131m\u0131 sirket taraf\u0131ndan sefer talimat\u0131 ile gemiye<\/strong><\/span>
\nbildirilmektedir, ve genellikle 4 kuvvetinde r\u00fczgar ve deniz durumuna kadar anlas\u0131lan C\/P performans<\/strong><\/span>
\ndegerleri ge\u00e7erli olup, hava\/deniz sartlar\u0131n\u0131n 4 kuvvetinden fazla olmas\u0131yla bu performans kriteri<\/strong><\/span>
\nge\u00e7ersiz olur.<\/strong><\/span>
\nSefer boyunca kaptan\u0131n \u00f6zenli ve dikkatli bir sekilde t\u00fcm bilgileri kay\u0131t alt\u0131na almas\u0131, pratikte geminin<\/strong><\/span>
\nperformans d\u00fcs\u00fckl\u00fcg\u00fcne sebep olan rota degisikligi, hava ve deniz sartlan, yol kesme, ak\u0131nt\u0131lar ve<\/strong><\/span>
\ngelgit ak\u0131nt\u0131lar\u0131 da iyi hesap edilerek ger\u00e7ek degerlendirme i\u00e7in yaklas\u0131k olarak t\u00fcm etkenleri<\/strong><\/span>
\nbelirtmesi gerekmektedir. Buna bagl\u0131 olarak yak\u0131t harcam\u0131n\u0131n y\u00fcksek \u00e7\u0131kmas\u0131 durumunda harcam ile<\/strong><\/span>
\nilgili bilgiler Makina Jurnaline kaydedilmelidir<\/strong><\/span>
\nK\u0002RACININ TAZM\u0002N TALEB\u0002NE KARSI SAVUNMA YAPAB\u0002LMEK \u0002\u00c7\u0002N KAYDED\u0002LMES\u0002<\/strong><\/span>
\nGEREKL\u0002 BAS\u0002T VER\u0002LER:<\/strong><\/span>
\n1. Direction of wind and sea\/R\u00fczgar\u0131n y\u00f6n\u00fc ve denizin durumu<\/strong><\/span>
\n2. Beaufort wind force \/ r\u00fczgar\u0131n siddeti<\/strong><\/span>
\n3. Swell<\/strong><\/span>
\n4. Direction of predominant swell \/Bask\u0131n swellerin y\u00f6n\u00fc<\/strong><\/span>
\n5. Height and length of waves \/ Dalga uzunlugu ve y\u00fcksekligi<\/strong><\/span>
\n6. Propeller revolution per minute \/ Dakikadaki pervane devir say\u0131s\u0131<\/strong><\/span>
\n7. Noon position \/ \u00d6glen mevkii<\/strong><\/span>
\n8. Observed speed \/ G\u00f6zlenen s\u00fcrat<\/strong><\/span>
\n9. Log speed \/ S\u00fcrat \u00f6l\u00e7er<\/strong><\/span>
\n10. Air and sea temperature \/ Hava ve deniz s\u0131cakl\u0131g\u0131<\/strong><\/span>
\n11. Barmetric pressure \/ Barometre bas\u0131nc\u0131<\/strong><\/span>
\n12. Vessel’s course \/ Geminin rotas\u0131<\/strong><\/span>
\n13. Fuel consumption -flow rate meter reading \/ Fuel harcam\u0131-flowmeter \u00f6l\u00e7\u00fcm\u00fc<\/strong><\/span>
\n14. Soundings of fuel tanks in port \/ Limanda \u00f6l\u00e7\u00fclen fuel oil tanklann\u0131n iskandilleri<\/strong><\/span>
\n15.Periods when vessel proceeding at economical speed \/ Ekonomik s\u00fcrat ile seyir<\/strong><\/span>
\nperiyodu<\/strong><\/span>
\n16. Periods when vessel uses diesel oil in congested waters \/ Yogun sularda kullan\u0131lan<\/strong><\/span>
\nD\/Oil periyodu<\/strong><\/span>
\nPERFORMANSI ETK\u0002LEYEN KONULAR:<\/strong><\/span>
\n1. Alteration of course \/ Rota degisikligi<\/strong><\/span>
\n2. Heavy weather \/ Ag\u0131r hava<\/strong><\/span>
\n3. Restricted visibility \/ K\u0131s\u0131tl\u0131 g\u00f6r\u00fcs<\/strong><\/span>
\n4. Speed reductions \/ S\u00fcrat indirimi<\/strong><\/span>
\n5. Manoeuvring \/ Manevra<\/strong><\/span>
\n6. Hull or propeller damage \/ Tekne veya pervane hasan<\/strong><\/span>
\n7. Changes in trim or displacement \/ Deplasman veya trim degisikligi<\/strong><\/span>
\n8. Presence of ocean currents \/ Okyanus ak\u0131nt\u0131lar\u0131n\u0131n varl\u0131g\u0131<\/strong><\/span>
\nNOT DUZGUN HAVALARDA GEMININ UYMASI GEREKLI HIZ VE YAKIT LIMITLERINE UYMAYA<\/strong><\/span>
\nCALISIN.EGER HIZ VE YAKIT HARCAMI ABOUT ISE BU BIZE 0.5 KNOT LIK BIR AVANTAJ SAGLAR.<\/strong><\/span>
\nMAX 4 BEAUFORT HAVA SARTLARINA GORE<\/strong><\/span>
\nSOYLEKI SPEED ABT 13.0 KNOT MEANS 13 -0.5=12.5MIN YAPMALIYIZ<\/strong><\/span>
\nYAKIT ICIN ISE ABT 40 TON MEANS 40- 2=38 TON MIN 42 TON MAX HARCAMALIYIZ.<\/strong><\/span>
\nUNUTMAYALIM KI GEMININ BOYU GENISLIGI VE TRIMI GEMI HIZ VE YAKIT HARCAMINI<\/strong><\/span>
\nETKILEYEN FAKTORLERDEN BAZILARIDIR.<\/strong><\/span>
\n1-hava\/deniz durumu:mumkun oldugunca den\u0131z durumu 4 bfr alt\u0131nda olan yerlerde 4 bfr alt\u0131nda<\/strong><\/span>
\nkalmamak \u0131c\u0131n 5 bfr olarak yaz\u0131lmas\u0131.<\/strong><\/span>
\n2-bf 4 oldugu heryerde gem\u0131n\u0131n performans\u0131n\u0131 ver\u0131len h\u0131z l\u0131m\u0131tler\u0131n\u0131n tutturulmas\u0131 \u00e7in gerekli<\/strong><\/span>
\nayarlamalar\u0131n yap\u0131lmas\u0131.eger kotu hava sartlar\u0131nda h\u0131z l\u0131m\u0131tler\u0131 tutmuyorsa bunu normal hava<\/strong><\/span>
\nsartlar\u0131nda kapatmam\u0131z gerek\u0131r.Normal hava sartlar\u0131nda dusuk h\u0131z yapan kotu hava sartlar\u0131ndada<\/strong><\/span>
\ndusuk h\u0131z yapar duygu\u0131sunu s\u0131lmek \u0131c\u0131n.<\/strong><\/span>
\n3-hava sartlar\u0131 normal olsa b\u0131le mutlaka ak\u0131nt\u0131 ve swell drumlar\u0131n\u0131 tutulan abstracklara koyman\u0131z.<\/strong><\/span>
\n4-hava muhalefet\u0131 neden\u0131yle rota deg\u0131s\u0131kl\u0131g\u0131 yap\u0131ld\u0131ysa bunlar\u0131n b\u0131ld\u0131r\u0131lmes\u0131.<\/strong><\/span>
\nSpeed and Consumption Warranties in Time Charterparties<\/strong><\/span>
\nUnder a time charter contract between the Charterer and the Ship Owner, the Ship Owner \u201cwarrants\u201d that his vessel will<\/strong><\/span>
\nperform within the parameters specified under the description clause. Failure to perform as per the speed and fuel consumption<\/strong><\/span>
\nspecified may cause \u201cbreach of contract\u201d and result in a claim for damages by the Charterer. It is thus important that the<\/strong><\/span>
\nsenior shipboard personnel are<\/strong><\/span>
\nfully aware of the implications of such a breach.<\/strong><\/span>
\nA \u201ccondition\u201d is a term fundamental to the contract, which if there is a failure in its observance, causes the contract itself to be<\/strong><\/span>
\nsubstantially<\/strong><\/span>
\ndifferent to that which the parties originally contracted.<\/strong><\/span>
\nA breach of a \u201ccondition\u201d entitles the other party to refuse to perform (if he has not already performed) a contract.<\/strong><\/span>
\nDamages may be claimed.<\/strong><\/span>
\nA \u201cwarranty\u201d is a term not fundamental to the contract, but only \u201ccollateral\u201d to it. The innocent party is entitled to damages<\/strong><\/span>
\nonly for a breach of warranty, there is no right to repudiate the contract.<\/strong><\/span>
\nGenerally speaking, whether any particular term is a condition or a warranty depends on the intention, interpretation and<\/strong><\/span>
\nconstruction of each individual contract.<\/strong><\/span>
\nUnder a time charter contract, the time charter takes on the role of the Owner (and is called the \u201cdisponent owner\u201d) and<\/strong><\/span>
\nmay either use the vessel for transportation of his own goods or may sublet the vessel to a sub charterer for a time or a<\/strong><\/span>
\nvoyage charter. The speed and fuel consumption warranty would determine how the vessel is expected to perform and voyage<\/strong><\/span>
\nestimates\/profitability calculations of the disponent owner will depend on the parameters specified in the time charter party,<\/strong><\/span>
\nunder the clause termed as \u201cDescription\u201d.<\/strong><\/span>
\nThus these parameters form the basis of the calculations that influence the business decision.<\/strong><\/span>
\nTypical Speed and Consumption Warranty – An Example<\/strong><\/span>
\nTypical Speed and Consumption Warranty of a Time Charter party (Generally mentioned under the Description Clause):<\/strong><\/span>
\n\u2026Speed and consumption which Owners guarantee vessel will maintain during the whole currency of this Charter party,<\/strong><\/span>
\nunder good weather conditions:<\/strong><\/span>
\n1. Speed loaded about 14 Knots<\/strong><\/span>
\n2. Speed ballast about 14 knots<\/strong><\/span>
\n3. Type of bunkers IFO 380 cst (for Main Engine)<\/strong><\/span>
\n4. Consumption<\/strong><\/span>
\na. at Sea about 28 mt IFO + about 2 mt DO<\/strong><\/span>
\nb. in Port idle about 2 mt MDO<\/strong><\/span>
\ngear working per 24 hrs about 2.5 mt DO<\/strong><\/span>
\nGood Weather Conditions<\/strong><\/span>
\nFor clarity, it is also advisable to include clarification of term \u201cGood Weather Conditions\u201d, usually with reference to weather<\/strong><\/span>
\nAnd sea conditions (e.g. Beaufort Wind Scale and, perhaps Douglas Sea State) against which factors a vessel\u2019s performance<\/strong><\/span>
\nshould be measured.<\/strong><\/span>
\nBeaufort Scale 3 – Wind Speed 7~10; Gentle Breeze; Large wavelets, Crests begin to break, Foam of glassy appearance,<\/strong><\/span>
\nPerhaps scattered white horses; mean height of waves 3 feet.<\/strong><\/span>
\nBeaufort Scale 4 – Wind Speed 11~16; Moderate Breeze; Small waves becoming longer; Fairly frequent white horses;<\/strong><\/span>
\nmean height of waves 5 feet.<\/strong><\/span>
\nTime charterers frequently bring claims against owners for underperformance, which means that the vessel is not complying<\/strong><\/span>
\nwith the speed specifications described in the charter-party. Underperformance claims often go hand in hand with claims for<\/strong><\/span>
\n\u201cover consumption\u201d<\/strong><\/span>
\nwhich means that the vessel is using more fuel per day than specified in the charter-party. In order to defend these claims,<\/strong><\/span>
\nOwners rely heavily on accurate and comprehensive data collected by the Master and the officers.<\/strong><\/span>
\nWithin the terms of a time charter, the speed of a vessel will be related to a certain number on the Beaufort scale \u2013 usually<\/strong><\/span>
\n4 \u2013 and the object of this is that the vessel should perform at the prescribed speed with prevailing winds of scale 4 (four).<\/strong><\/span>
\nShould she not perform at this speed, then the charterer may make a speed claim against the owners for non -performance.<\/strong><\/span>
\nIn order to check whether the vessel is performing as described in the charter-party, the Master should use only information<\/strong><\/span>
\nAcquired under good weather periods as specified in the charter-party.<\/strong><\/span>
\nThe basic data that is required to be gathered daily may comprise of factors such as particular sea state, changes in course,<\/strong><\/span>
\neffect of tidal waters and currents which are normally recorded, on a watch by watch basis, in the vessel\u2019s deck log book.<\/strong><\/span>
\nData recorded by the routing company can provide expert evidence when a dispute arises about the effect of weather on<\/strong><\/span>
\na voyage.<\/strong><\/span>
\nThese routing companies collect data from multiple sources and determine the prevailing weather conditions enroute and<\/strong><\/span>
\nSuitably guide the Master to take the shortest route, as one of its services. They also study the effect of the weather on<\/strong><\/span>
\nthe vessel speed and thus as an independent party, have an important say in the vessel performance, especially<\/strong><\/span>
\nso if the contract stipulates that in the event of a dispute, the opinion of a routing company would be sought.<\/strong><\/span>
\nThe question as to whether the time charterer has the right to appoint a weather routing company, in Society of Maritime<\/strong><\/span>
\nArbitrators Inc. New York Arbitration Award No. 2125, it was held –<\/strong><\/span>
\n\u201cBecause, under a time charter agreement, the risk of delay due to weather is upon Charterer, there is no question<\/strong><\/span>
\nthat Charterer has the right to nominate a weather routing service of its choice, for its account. However,<\/strong><\/span>
\nthe Master is not under an absolute obligation to follow the advice of any routing service; he is the sole judge<\/strong><\/span>
\nwhen it comes to deciding upon the best and safest course to take from point of origin to destination, having in mind<\/strong><\/span>
\nthe best interests of both Owner and Charterer and the safety of his vessel, cargo and crew\u201d.<\/strong><\/span>
\nIn case of a dispute, it is the weather, which parties tend to see in a different light. When Time Charterers employ a performance<\/strong><\/span>
\nmonitoring company to monitor vessel’s performance, the information on which such a company bases its evaluation<\/strong><\/span>
\nmay be e.g.<\/strong><\/span>
\nstatistical material for a certain area rather than based on current, factual information at the particular place and time and,<\/strong><\/span>
\nhence, the conclusions drawn, i.e. the performance details are bound to differ from vessel’s log book entries.<\/strong><\/span>
\n\u201cAbsent any qualifying or instructive language in the Contract, it must be accepted that the parties intended to rely on<\/strong><\/span>
\nthe vessel to supply the weather data to determine when the vessel was steaming under good weather conditions.<\/strong><\/span>
\nThis does not mean that Charterers cannot produce evidence which could so impugn the accuracy of the vessel’s observations<\/strong><\/span>
\nthat any reasonable person should question the integrity of such records and, therefore, if necessary, look to other<\/strong><\/span>
\nsources of weather information to determine periods of steaming under good weather conditions.<\/strong><\/span>
\nCharterers employed the services of Oceanroutes to independently determine the wind,<\/strong><\/span>
\nsea and current conditions prevailing at or near the vessel’s position and to express an opinion as to the effect<\/strong><\/span>
\nthese conditions had upon the vessel’s ability to steam at about 13 knots on a consumption of about 33 metric tons IFO\u201d<\/strong><\/span>
\n(SMA Award No. 2005).<\/strong><\/span>
\n[Clarification: \u201cAbsent any qualifying or instructive language in the Contract\u201d means absence of a clause which prescribes<\/strong><\/span>
\nthat if there re discrepancies between vessel’s log entries and a performance monitoring company, then the information<\/strong><\/span>
\nsubmitted by the latter should be considered decisive]<\/strong><\/span>
\nIt has been seen that where the discrepancies between the weather data as per the vessel\u2019s records and that reported by<\/strong><\/span>
\nthe weather routing company are not large, most panels will accept the reports by the ship. In S.M.A. award No. 2040 the panel<\/strong><\/span>
\ncommented as follows:<\/strong><\/span>
\n“Under most circumstances, where the differences are not major, most panels will tend to accept the reports of the ship,<\/strong><\/span>
\nas the Master and Officers are deemed to be the best judges on the spot of actual conditions. A heavy burden is placed upon<\/strong><\/span>
\nCharterers to show that the ship logs are not reliable and should be disregarded\u201d.<\/strong><\/span>
\nHowever, if it is found that the disparity between the reports from the two sources is abnormal and the panel finds any unusual<\/strong><\/span>
\ntrends in the ship\u2019s records then it may scrutinize the ship\u2019s records in detail and may even find the reports from the weather routing<\/strong><\/span>
\ncompany more reliable. Referring back to the SMA Award No. 2040:<\/strong><\/span>
\n\u201cThe testimony and documentary evidence of OceanRoutes submitted by Charterer in this case is detailed and shows that<\/strong><\/span>
\nthe ship’s reports require a closer scrutiny than usual as the disparity is too great to be considered as normal.<\/strong><\/span>
\nThe Panel spent much time reviewing the figures and noted a pattern in the logs to show adverse currents and<\/strong><\/span>
\nwinds consistently almost the entire time at sea. The testimony of the weather expert in oceanography was convincing,<\/strong><\/span>
\nparticularly in describing how the ocean currents are plotted and that they are mostly regular in location and intensity.<\/strong><\/span>
\nThe Panel also was able to determine that weather patterns reported by the ship were often at direct odds in terms of wind<\/strong><\/span>
\ndirection to a degree that is most unusual. Certainly there can be subjective differences between the estimates of wind force<\/strong><\/span>
\nas seen from the bridge of a ship and those estimates of a weather analysis, based as they are upon reports from many<\/strong><\/span>
\nships and weather reporting stations in a general area surrounding the ship’s position. It is however quite different to<\/strong><\/span>
\nfind a continuous series of directional differences. In summary, the Panel was able to agree that the “fair weather”<\/strong><\/span>
\ndays reported by OceanRoutes were, in this case, more reliable\u201d.<\/strong><\/span>
\nEffect of the word \u201cabout\u201d<\/strong><\/span>
\nIt is generally accepted that the word \u201cabout\u201d will give Owners a 0.5 knot margin. If, for example, the vessel is warranted to<\/strong><\/span>
\nperform at about 14 Knots, then there will be no breach of the warranty provided the vessel attains a speed of 13.5 knots.<\/strong><\/span>
\nAlthough this \u201crule\u201d seems to be applied invariably in London arbitrations, it is not actually the Law.<\/strong><\/span>
\nThe law says that the extent of the margin \u201cmust be tailored to the ship\u2019s configuration, size, draft and trim etc.<\/strong><\/span>
\n\u201d (The Al Bida [1987] 1 LLR 124).<\/strong><\/span>
\nIn respect of bunker consumption, there is also no fixed margin according to English Law. However, it seems to have been<\/strong><\/span>
\nGenerally accepted in the Industry that a margin of 5% will be allowed for \u201cabout\u201d (London Arbitration 12\/85 – LMLN 158;<\/strong><\/span>
\nLondon Arbitration 2\/87 – LMLN 188).<\/strong><\/span>
\nHowever it was held in SMA Award No. 2040 that –<\/strong><\/span>
\n\u201cThis Panel does not believe that there is any inherent or automatic right to calculate bunkers by adding 5 per cent. To<\/strong><\/span>
\nthe figure warranted.<\/strong><\/span>
\nThere is no satisfactory precedent, which requires that the Panel give such an allowance. The principle is well established that<\/strong><\/span>
\nafter making due allowance in assessing the deficiency (if any) in speed warranty, bunkers are to be calculated on the<\/strong><\/span>
\nwarranted daily figure for the actual time at sea as compared to the consumption at what should have been the voyage duration.<\/strong><\/span>
\nAny difference is reflected in the final accounting. The word “about” in describing bunker consumption is not another<\/strong><\/span>
\n5 per cent. on top of that allowance for speed, which is intended to allow for vagaries in currents, short sea passages<\/strong><\/span>
\nand other minor effects of the unknown in navigation procedures\u201d.<\/strong><\/span>
\nThis would mean that the arbitrators declined to give the Owners a \u201cdouble benefit\u201d of 0.5 Knots and 5% consumption.<\/strong><\/span>
\nIn a London Arbitration (reported in LMLN. 233, page 4), the panel had to decide upon the effect of the word \u201cabout\u201d as<\/strong><\/span>
\nincluded in the detailed Speed\/Performance Warranty.<\/strong><\/span>
\nThe charterparty provided:<\/strong><\/span>
\n\u201c\u2026..economic speed about 11 knots on 4.7 mt IF 180 –<\/strong><\/span>
\nspeed\/consumption<\/strong><\/span>
\nabout 10.0 knots on about 3.7 MT<\/strong><\/span>
\nabout 10.5 knots on about 4.2 MT<\/strong><\/span>
\nabout 11.0 knots on about 4.7 MT<\/strong><\/span>
\nabout 11.5 knots on about 5.5 MT<\/strong><\/span>
\nabout 12.0 knots on about 6.6 MT<\/strong><\/span>
\nAlthough the charter was thus highly specific as to the vessel\u2019s performance capabilities, the arbitration considered<\/strong><\/span>
\nnevertheless that effect must be given to the word \u201cabout\u201d because the parties had expressly agreed to it. However,<\/strong><\/span>
\nthey limited the allowance to a quarter of a knot rather than the usual half a knot given by London arbitrators,<\/strong><\/span>
\nfirstly because several speeds were written into the charter party,<\/strong><\/span>
\nand secondly because the speeds was already much lower than that usually stipulated in fixtures of larger bulk carriers.<\/strong><\/span>
\nIt is interesting to note here that the Tribunal also held that the allowance for fuel consumption should be limited to and<\/strong><\/span>
\nreduced in accordance with the reduction in speed allowed by the word \u201cabout\u201d.<\/strong><\/span>
\nThus assuming that the vessel was to steam at economic speed (11 knots on about 4.7 mt of fuel oil), the allowance for<\/strong><\/span>
\n\u201cabout\u201d not only brought the warranty speed down by a quarter of a knot to 10.75 knots but also reduced the permissible fuel<\/strong><\/span>
\nconsumption to 4.45 mt, thus proportionate to the charter party figures.<\/strong><\/span>
\nHowever as a general rule the warranted fuel consumption would not be reduced simply because the speed obtained was only<\/strong><\/span>
\nCP Speed minus 0.5 Knots, but this would depend upon the actual wordings used in the Charter Party. In the normal<\/strong><\/span>
\ncase where the warranty is \u201cabout V Knots on about Q mt fuel oil per day\u201d, the plain meaning of the words is<\/strong><\/span>
\nthat the vessel will attain a speed of at least V-0.5 Knots on<\/strong><\/span>
\n\u201cabout Q mt\u201d and there is, normally, no reason to imply a proportional reduction in the bunker consumption.<\/strong><\/span>
\nEvaluation of under performance – Precedents<\/strong><\/span>
\nIn one of the decisions (The Didymi 1988.2 LLR. 108), the court had established a two-stage test for determining loss<\/strong><\/span>
\nresulting from under performance.<\/strong><\/span>
\nThis required, firstly, an assessment of under performance based on good weather conditions. Once this was established<\/strong><\/span>
\nthe second stage required an assessment of the under performance in all weather conditions, with the necessary<\/strong><\/span>
\nextrapolations calculated by an expert.<\/strong><\/span>
\nThe Court of Appeal, while endorsing above approach further clarified the position by the following three-stage approach:<\/strong><\/span>
\n\u201c\u2026. First, assess the vessel\u2019s performance in good weather conditions as defined on all sea passages from sea buoy to sea buoy,<\/strong><\/span>
\nexcluding altogether any period of slow steaming at charterers\u2019 request.<\/strong><\/span>
\nSecondly, if a variation of speed from the stipulated norm is shown, that variation should be applied with the necessary<\/strong><\/span>
\nadjustments and extrapolations to all sea passages from sea buoy to sea buoy and all weather conditions, but excluding<\/strong><\/span>
\nthe periods of slow steaming at the charterers\u2019 request.<\/strong><\/span>
\nThirdly, if there is a variation of consumption from the stipulated norm, that variation should be applied, with<\/strong><\/span>
\nthe necessary adjustments and extrapolations to all sea passages from sea buoy to sea buoy and all weather conditions,<\/strong><\/span>
\nbut excluding the periods of slow steaming at the charterers\u2019 request\u201d.<\/strong><\/span>
\nOverall then the speed\/performance clause to all weather conditions, only excluding the slow steaming where speed reduced at<\/strong><\/span>
\ncharterers\u2019 request.<\/strong><\/span>
\nSpeed Claim Calculations – An example<\/strong><\/span>
\nVessel Name: MV Example<\/strong><\/span>
\nCP Speed: about 14.0 Knots<\/strong><\/span>
\nCP Fuel Consumption: about 24 mt<\/strong><\/span>
\nVessel undertakes a voyage from Port Top to Port Bottom about 8000 Nm apart, taking 655.7 hrs to complete the voyage<\/strong><\/span>
\nwith an average speed of 12.2 Knots.<\/strong><\/span>
\nOn the days when the weather was good, it is observed that the vessel did not perform as warranted. Charterers had appointed<\/strong><\/span>
\na weather routing company and it is found that even the ship\u2019s records showed under performance on the fair weather days.<\/strong><\/span>
\nThus the deficiency in performance is to be applied for the complete passage after duly taking effect of weather into account<\/strong><\/span>
\nFor calculations of the Performance Speed.<\/strong><\/span>
\nAs per weather routing company, the calculated weather factors are as:<\/strong><\/span>
\nWeather Factor = -0.6 Knots<\/strong><\/span>
\nCurrent Factor = + 0.4 Knots<\/strong><\/span>
\n(Calculation of these factors is a subject in itself and is not being considered here in detail).<\/strong><\/span>
\nBasis above and interpreting \u201cabout\u201d as allowing 0.5 Knots to get an effective speed of 13.5 Knots (when CP speed is<\/strong><\/span>
\n14.0 Knots),<\/strong><\/span>
\nwe achieve the \u201cPerformance Speed\u201d as follows:<\/strong><\/span>
\nPerformance speed = Effective Speed + Weather Factor + Current Factor<\/strong><\/span>
\n= 13.5-0.6+0.4<\/strong><\/span>
\n= 13.3 Knots.<\/strong><\/span>
\nChartered Time (basis Performance Speed) = 8000 Nm \/ 13.3 Kn = 601.5 hrs<\/strong><\/span>
\nActual Time Taken = 655.7 hrs<\/strong><\/span>
\nComputed time lost = 54.2 hrs.=2.2583 days<\/strong><\/span>
\nSpeed Claim Amount = US $ 9,000 x 2.2583 = US $ 20,324.7<\/strong><\/span>
\nWhere US $ 9,000 is the daily Charter Hire rate.<\/strong><\/span>
\nAbove is an example how claims can arise in such cases. Higher consumption can also result in expensive claims.<\/strong><\/span>
\nAn actual case (SMA Award No. 2040) \u2013<\/strong><\/span>
\nSailed Inchon 28\/09\/80 Arrived Mizushima 01\/10\/80<\/strong><\/span>
\nSailed Mizushima 04\/10\/80 Arrived Kawasaki 09\/10\/80<\/strong><\/span>
\nSailed Kawasaki 10\/10\/80 Arrived Kaohsiung 19\/10\/80<\/strong><\/span>
\nSailed Kaohsiung 22\/10\/80 Arrived Singapore 02\/11\/80<\/strong><\/span>
\nSailed Singapore 02\/11\/80 Arrived Lagos 04\/12\/80<\/strong><\/span>
\nSailed Lagos 10\/01\/81 Arrived Cape Town 30\/01\/81<\/strong><\/span>
\nSailed Cape Town 06\/02\/81 Arrived Singapore 27\/01\/81<\/strong><\/span>
\nIn assessing the degree of non-performance, the panel adopted the method described by OceanRoutes, making allowance<\/strong><\/span>
\nfor favorable currents, adverse winds and the customary half knot to cover the word “about” in the warranted description.<\/strong><\/span>
\nThe basis to determine the warranted minimum speed for the initial C\/P has been set at 13.7 knots. The Panel found from the<\/strong><\/span>
\ndocumentary evidence that the ship<\/strong><\/span>
\nfailed to perform at that speed on “good weather” days and assessed the degree of failure as set out below.<\/strong><\/span>
\nFor the first leg of the voyage Inchon\/Japan\/Hong Kong\/ Singapore, OceanRoutes was not employed and only the<\/strong><\/span>
\nvessel’s log is in evidence.<\/strong><\/span>
\nFor this period, charterer has impliedly used the same OceanRoutes formula to this leg in asserting its claim.<\/strong><\/span>
\nOn the last leg of the voyage, Cape Town\/Singapore, OR report shows performance better than the adjusted warranty<\/strong><\/span>
\n(10.1 knots), but charterer has made no claim for speed deficiency on that leg, limiting itself to a claim for<\/strong><\/span>
\nover consumption of fuel oil.<\/strong><\/span>
\nThe Panel decided that, under the terms of this C\/P, the correct method of determining performance is to examine<\/strong><\/span>
\nall the sea passages during the period of time charter and apply any deficiency to the entire period. However, in making<\/strong><\/span>
\nits calculations, the Panel gave Owner due allowance for the minimum warranty on those passages where a deficiency<\/strong><\/span>
\noccurred, and on the last leg where the performance actually slightly exceeded the C\/P warranted figure, gave credit<\/strong><\/span>
\nfor the saving of time based on the C\/P figure rather than on the OR formula.<\/strong><\/span>
\nThis method was adopted as being equitable to both parties within the terms of the C\/P and the custom of the trade.<\/strong><\/span>
\nFor the first leg the weather conditions were taken from the ship’s log, but on all the subsequent legs OR weather reports<\/strong><\/span>
\nwere considered more reliable. In all cases only those days where the weather was Beaufort Force 4 or less were considered,<\/strong><\/span>
\nthus reflecting the intent of the<\/strong><\/span>
\nparties as expressed in the relevant clause the Charter Party.<\/strong><\/span>
\nThe results showed the following:<\/strong><\/span>
\nA. Westbound.Inchon\/Japan\/HKG\/S\u2019pore 1.57 k deficient 3.11 days lost at $7,150\/day $22,236.50<\/strong><\/span>
\nB. Lagos\/Port Harcourt\/Lagos 6.07 k deficient 5.44 days lost at $ 5,000\/day $27,200.00<\/strong><\/span>
\nC. Eastbound. Lagos\/Cape Town 2.6 k deficient 1.86 days lost at $ 5,000\/day $ 9, 300.00<\/strong><\/span>
\nD. Cape Town\/Singapore 0.35 k over 0.37 days gained at $ 5,000\/day $(1,850.00)<\/strong><\/span>
\nNet: Awarded to Charterer 10 days lost due to underperformance $ 56,886.50<\/strong><\/span>
\nAvoiding the Underperformance Claims<\/strong><\/span>
\n\u0006 Avoid clauses, which prescribe that if there are discrepancies between vessel’s log entries and a performance monitoring<\/strong><\/span>
\ncompany, then the information submitted by the latter should be considered decisive for the reasons mentioned in the above text.<\/strong><\/span>
\n\u0006 Maintain proper and correct records during the voyage.<\/strong><\/span>
\n\u0006 Substantiate the logging of \u201cAdverse Current, Head Swell, Heavy to Moderate Swell\u201d etc. by known\/accepted<\/strong><\/span>
\ndocuments\/publications.<\/strong><\/span>
\n\u0006 Immediately investigate and advise the Head Office if any indication of underperformance becomes apparent.<\/strong><\/span>
\n\u0006 During \u201cfair weather days\u201d, pay additional attention to vessel performance to ensure that vessel is performing<\/strong><\/span>
\nbetter or as per the Speed\/Fuel warranty.<\/strong><\/span>
\nCareful monitoring of the Vessel Performance by the Senior most officers on board the vessel and timely action can result<\/strong><\/span>
\nnot only in savings but also in enhancing the reputation of the Owner\/Operator and better the claims record.<\/strong><\/span>
\nReferences:<\/strong><\/span>
\n1. Institute of Chartered Shipbrokers Course Material<\/strong><\/span>
\n2. Sea Venture (The Steamship Mutual Underwriting Association (Bermuda) Limited Publication) Vol 11, Page 70,<\/strong><\/span>
\nVol. 12, Page 50\/51.<\/strong><\/span>
\n3. BIMCO Bulletin 6\/84, 3\/85, 4\/85, 2\/86<\/strong><\/span>
\nThis article is presented purely from an academic point of view only and the author is not responsible for any loss or damage<\/strong><\/span>
\nsustained by following the suggestions\/views whatsoever presented in this article.<\/strong><\/span>
\n( Mr. Jagmeet Singh Makkar, FICS is Honorary Secretary of The Institute of Chartered Shipbrokers,<\/strong><\/span>
\nHong Kong Branch and is working as General Manager of KC Maritime Limited, Hong Kong )<\/strong><\/span>
\nHIZ KARSILIGI YAKIT HARCAM HESAPLAMASI<\/strong><\/span>
\nEGER BIR GEMI 13.5 KNOT HIZ YAPARKEN 40 TON YAKIT HARCIYORSA,<\/strong><\/span>
\nC=A x V3 C=CONSUMPTION V=HIZ A=FAKTOR<\/strong><\/span>
\n40=AX13.5 A=0.01625<\/strong><\/span>
\n11 YAPARKEN YAKLASIK C=0.01625×1331=21.62MT HARCAR<\/strong><\/span>
\nKonu- BUNKER OUALITY DISPUTE \/ YAKIT KAL\u0002TES\u0002 ANLASMAZLIGI<\/strong><\/span>
\nYak\u0131t ikmali yap\u0131lmadan \u00f6nce sirket taraf\u0131ndan bildirilen yak\u0131t miktarlan ve \u00f6zellikleri gemi<\/strong><\/span>
\ntaraf\u0131ndan dikkatlice incelenmeli ve anlas\u0131lmal\u0131, bunun ard\u0131ndan yap\u0131lacak olan yak\u0131t ikmalinin<\/strong><\/span>
\nbaslamas\u0131ndan \u00f6nce kesin olarak yak\u0131t ikmalini ger\u00e7eklestirecek parti ile yak\u0131t\u0131n \u00f6zellikleri konusunda<\/strong><\/span>
\ng\u00f6r\u00fcs\u00fclmeli ve gerekli prosed\u00fcr kars\u0131l\u0131kl\u0131 olarak imzalanmal\u0131d\u0131r. Eger sirket taraf\u0131ndan bildirilen yak\u0131t<\/strong><\/span>
\n\u00f6zellikleri ile ikmal edilecegi belirtilen yak\u0131t\u0131n \u00f6zellikleri aras\u0131nda farkl\u0131l\u0131k varsa kesinlikle ikmale<\/strong><\/span>
\nbaslanmamal\u0131 ve derhal sirket ile temas kurulmal\u0131d\u0131r.<\/strong><\/span>
\nikmalden sonra al\u0131nan yak\u0131t\u0131n kalitesinin k\u00f6t\u00fc oldugu anlas\u0131l\u0131rsa kaptan ve basm\u00fchendis asag\u0131da<\/strong><\/span>
\nliste olarak verilen prosed\u00fcr\u00fc takip ederek yak\u0131t\u0131n makinaya verecegi hasarlar\u0131 minimize etmeye<\/strong><\/span>
\n\u00e7al\u0131sacak ve yak\u0131t kalitesi d\u00fcs\u00fckl\u00fcg\u00fc nedeniyle olabilecek fazla yak\u0131t harcam\u0131n\u0131 da takip edecektir.<\/strong><\/span>
\nYak\u0131t alma islemine baslama prosed\u00fcr\u00fc;<\/strong><\/span>
\n1. Basm\u00fchendis yak\u0131t al\u0131m\u0131 isleminden sorumlu olmal\u0131 ve g\u00f6revli g\u00fcverte zabiti ile<\/strong><\/span>
\nbirlikte \u00e7al\u0131smal\u0131d\u0131r.<\/strong><\/span>
\n2. Al\u0131nan yak\u0131t\u0131n gemiye uygunlugunun \u00f6l\u00e7\u00fclmesi i\u00e7in yak\u0131t\u0131n parlama noktas\u0131,<\/strong><\/span>
\nyogunlugu ve diger \u00f6zellikleri kontrol edilmelidir. Eger yak\u0131t gemi normlar\u0131na uygun<\/strong><\/span>
\ndegilse Kaptan yaz\u0131l\u0131 olarak yak\u0131t firmas\u0131na ve kirac\u0131 liman acentesine bildiri<\/strong><\/span>
\n\u00e7ekmelidir.<\/strong><\/span>
\n3. Basm\u00fchendis ve yak\u0131t barc\u0131 kaptan\u0131 barc ve gemideki hortum kelep\u00e7elerini, baglant\u0131<\/strong><\/span>
\nnoktalan\u0131n kontrol etmeli ve pompalama h\u0131z\u0131 hakk\u0131nda anlasmal\u0131d\u0131r. Deniz kirliligi<\/strong><\/span>
\ndurumuna yola\u00e7mamak i\u00e7in t\u00fcm \u00f6nlemlerin al\u0131nmas\u0131 \u00e7ok \u00f6nemlidir.<\/strong><\/span>
\n4. eger m\u00fcmk\u00fcnse gemi \u00fczerinde bulunan yak\u0131tla yeni al\u0131nan yak\u0131t birbirine<\/strong><\/span>
\nkar\u0131st\u0131nlmamal\u0131, farkl\u0131 tanklara al\u0131nmaya \u00e7al\u0131s\u0131lmal\u0131d\u0131r. Mecbur kal\u0131narak<\/strong><\/span>
\nkanst\u0131nl\u0131rsa kar\u0131s\u0131m\u0131n \u00f6rnegi al\u0131narak gemiye uygunlugu test edilmelidir.<\/strong><\/span>
\n5. Yak\u0131t al\u0131nd\u0131ktan sonra i\u00e7erdigi su y\u00fczdesi \u00f6l\u00e7\u00fclmeli ve makine imal \u00f6zelliklerine<\/strong><\/span>
\nuygunlugu kontrol edilmelidir.<\/strong><\/span>
\nStandartd\u0131s\u0131 yak\u0131t ikmali s\u00fcphesinde uygulanacak prosed\u00fcr;<\/strong><\/span>
\n1. Yak\u0131t\u0131n hangi tanklara al\u0131nd\u0131g\u0131 ve daha \u00f6nceden bu tanklarda yak\u0131t olup olmad\u0131g\u0131<\/strong><\/span>
\nkaydedilmeli.<\/strong><\/span>
\n2. S\u00fcphelenilen yak\u0131t\u0131n hangi tanklarda tutuldugunun ve bu tanklar aras\u0131ndaki t\u00fcm yak\u0131t<\/strong><\/span>
\noperasyonlar\u0131 kaydedilmeli<\/strong><\/span>
\n3. Tanklar\u0131n ullage detaylar\u0131n\u0131n listesi ve bunker al\u0131nd\u0131 kopyas\u0131 ilgiliye sunulmal\u0131.<\/strong><\/span>
\n4. T\u00fcm protesto mektubu ve makine ve g\u00fcverte jurnal kopyalan muhafaza edilmeli<\/strong><\/span>
\n5. Yak\u0131t al\u0131m\u0131 s\u0131ras\u0131nda alman m\u00fch\u00fcrl\u00fc \u00f6rnek sise armat\u00f6r\u00fcn kesin talimat\u0131 almana kadar<\/strong><\/span>
\ngemide tutulmal\u0131.<\/strong><\/span>
\n6. Asag\u0131daki notlar\u0131n tutulmas\u0131;<\/strong><\/span>
\na) Basm\u00fchendis veya yak\u0131t al\u0131m\u0131 ile g\u00f6revli kisi\/kisiler<\/strong><\/span>
\nb) Yak\u0131t numunesi al\u0131m\u0131 esnas\u0131nda g\u00f6revli bulunan kisiler<\/strong><\/span>
\nc) Standartd\u0131s\u0131 yak\u0131t ile ilgili problemi \u00e7\u00f6zmeye ugrasan gemi personeli.<\/strong><\/span>
\n7. Donatan durumdan haberdar edilmelidir.<\/strong><\/span>
\nStandartd\u0131s\u0131 yak\u0131t kullan\u0131lm\u0131s ve hasar olusmussa uygulanacak prosed\u00fcr;<\/strong><\/span>
\n1. Gemi asag\u0131dakilerin kayd\u0131n\u0131 tutar.<\/strong><\/span>
\na) Yak\u0131t ilk olarak ne zaman yak\u0131ld\u0131\/kullan\u0131ld\u0131.<\/strong><\/span>
\nb) Problemin ilk bulgular\u0131 ne zaman elde edildi.<\/strong><\/span>
\nc) Problemi azaltmak i\u00e7in yap\u0131lan isler.<\/strong><\/span>
\nd) Yap\u0131lan isler etkili oldu mu?<\/strong><\/span>
\ne) Hasar\u0131n tamirleri nerede\/ne zaman ve kimin g\u00f6zetiminde yap\u0131ld\u0131.<\/strong><\/span>
\nf) Yenilenen ya da overhaul edilen par\u00e7alar.<\/strong><\/span>
\ng) En son fuel ne zaman yak\u0131ld\u0131,<\/strong><\/span>
\nh) Kirli yak\u0131t\u0131n \u00f6zellikleri nelerdir?<\/strong><\/span>
\ni) Kirli yak\u0131t\u0131n yak\u0131lmaya baslanmas\u0131ndan sonraki makine performans\u0131<\/strong><\/span>
\n2. Eger varsa, armat\u00f6r, kirac\u0131, makine yap\u0131mc\u0131s\u0131 veya sigorta surveyoru taraf\u0131ndan<\/strong><\/span>
\ntamirlerle ilgili raporlar\u0131n saklanmas\u0131.<\/strong><\/span>
\n3. Hasarl\u0131 par\u00e7alar\u0131n m\u00fctakip survey i\u00e7in gemide tutulmas\u0131.<\/strong><\/span>
\n4. Tesbit edildigi anda hasarl\u0131 par\u00e7alar\u0131n fotograflar\u0131n\u0131n al\u0131nmas\u0131.<\/strong><\/span>
\nBunker al\u0131mlar\u0131nda dikkat edilecek en \u00f6nemli sey s\u00fclf\u00fcr oran\u0131n\u0131n 4.5% asag\u0131s\u0131nda olmal\u0131d\u0131r.ve<\/strong><\/span>
\ni\u00e7inde inorganic asid olmamal\u0131,her hangi bir substance veya chemical waste eklenmemis<\/strong><\/span>
\nolmal\u0131.Bu olay hem makinenin performans\u0131n\u0131 d\u00fcs\u00fcr\u00fcr hemde hava kirliligi yarat\u0131r.<\/strong><\/span>
\nSampling en az MEPC96(47) g\u00f6re 400ml.INTERTANKO ya g\u00f6re ise 750 ml.olmal\u0131.<\/strong><\/span>
\nEn az 12 ay yak\u0131t al\u0131m\u0131ndan itibaren saklanmal\u0131.Bunun amac\u0131 PSC yak\u0131t i\u00e7indeki s\u00fclf\u00fcr<\/strong><\/span>
\nmiktar\u0131ndan emin olmay\u0131p tekrar test isteyebilir.Bunker delivery note \u00fczerine en az<\/strong><\/span>
\nasag\u0131dakiler olmal\u0131.<\/strong><\/span>
\n-Name and IMO number of receiving ship<\/strong><\/span>
\n-Bunkering Port<\/strong><\/span>
\n-Date of commencement of bunkering<\/strong><\/span>
\n-Name,adress and telephone number of marine fuel oil supplier<\/strong><\/span>
\n-Product name<\/strong><\/span>
\n-Quantity(M\/T)<\/strong><\/span>
\n-Density at 15 C(kg\/m3)<\/strong><\/span>
\n-Sulphur content(%m\/m)<\/strong><\/span>
\nBUNKER S\u0002SELER\u0002N\u0002N \u00dcZER\u0002NDE MIN.YAZILAMASI GEREKENLER<\/strong><\/span>
\n-Location at which,and the method by which,the sample was drawn<\/strong><\/span>
\n-Bunkering date<\/strong><\/span>
\n-Name of bunker tanker\/bunker installation<\/strong><\/span>
\n-Name and IMO number of the receiving ship<\/strong><\/span>
\n-Signature and names of the supplier\u2019s representative and ship\u2019s representative<\/strong><\/span>
\n-Details of seal<\/strong><\/span>
\n-Bunker grade<\/strong><\/span>
\nUYGUNSUZ YAKIT VER\u0002LMES\u0002 DURUMUNDA KIRACI\/KIRACI<\/strong><\/span>
\nACENTES\u0002 \/YAKIT F\u0002RMASINA VER\u0002LECEK MEKTUP \u00d6RNEG\u0002 :<\/strong><\/span>
\nFROM:<\/strong><\/span>
\nCOMPANY:<\/strong><\/span>
\nTO: DATE:<\/strong><\/span>
\nTIME:<\/strong><\/span>
\nAT:<\/strong><\/span>
\nRe:MV ‘<\/strong><\/span>
\nBunkers loaded at<\/strong><\/span>
\nI hereby give you notice that an analysis carried out for this vessel of a representative sample<\/strong><\/span>
\nof the bunkers supplied by you indicates the def\u0131ciencies listed below. The fuel is therefore<\/strong><\/span>
\noutside the specification of fuel suitable to the vessel’s engines and auxilarry machinery, and<\/strong><\/span>
\nhas been submitted for further analysis.<\/strong><\/span>
\nDeficiencies were noted in:<\/strong><\/span>
\n1. Density ( )<\/strong><\/span>
\n2. Viscosity ( )<\/strong><\/span>
\n3. Flash point ( )<\/strong><\/span>
\n4. Pour Point ( )<\/strong><\/span>
\n5. Cloud point ( )<\/strong><\/span>
\n6. Sulfur ( )<\/strong><\/span>
\n7. Cetane number ( )<\/strong><\/span>
\n8. Carbon residue ( )<\/strong><\/span>
\n9. Ash ( )<\/strong><\/span>
\n10. Sediment ( )<\/strong><\/span>
\n11. Vanadium ( )<\/strong><\/span>
\n12. Aluminum ( )<\/strong><\/span>
\n13. Water content ( )<\/strong><\/span>
\n14. Saltwater ( )<\/strong><\/span>
\n15. Compatibility ( )<\/strong><\/span>
\n16. Catalytic fines ( )<\/strong><\/span>
\nOwners await charterer’s instructions, and until these are received, the vessel can not proceed.<\/strong><\/span>
\nin the meantime, the vessel’s engineering staff will use their best endeavours to protect the<\/strong><\/span>
\nvessel’s engines (including the slowing and stopping of the vessel’s machinery when<\/strong><\/span>
\nnecessary). Cnvners hold charterers fully responsible for any damage, delays, poor<\/strong><\/span>
\nperformance, over consumption or any other loss or expense a rising as a direct or indirect<\/strong><\/span>
\nconsequence of your failure to supply suitable fuel.<\/strong><\/span>
\nYours faithfully,<\/strong><\/span>
\nMaster<\/strong><\/span>
\n\u0002KMAL ED\u0002LEN YAK\u0002T\u0002N \u0002STENEN YAK\u0002T OZELL\u0002KLER\u0002N\u0002 TAS\u0002MAMAS\u0002<\/strong><\/span>
\nDURUMUNDA K\u0002RAC\u0002\/K\u0002RAC\u0002 ACENTES\u0002 \/YAK\u0002T F\u0002RMAS\u0002NA VER\u0002LECEK<\/strong><\/span>
\nMEKTUP ORNEG\u0002 :<\/strong><\/span>
\nFROM:<\/strong><\/span>
\nCOMPANY:<\/strong><\/span>
\nTO: DATE:<\/strong><\/span>
\nTIME:<\/strong><\/span>
\nAT:<\/strong><\/span>
\nRe: MV<\/strong><\/span>
\nBunkers loaded at ….<\/strong><\/span>
\nI hereby give you notice that shipboard physical analysis of a representative sample of the<\/strong><\/span>
\nbunkers supplied by you to the vessel indicates that fuel is wholly unsuitable for use in the<\/strong><\/span>
\nvessel’s machinery.<\/strong><\/span>
\nhi the circumstances, I cannot jeopardize the safety of the vessel, crew, or cargo by accepting<\/strong><\/span>
\nor using the bunkers supplied without first receiving express instructions to do so form you<\/strong><\/span>
\nand owners.<\/strong><\/span>
\nIn the meantime, owners hold charterers wholly responsible for all damages and delays and<\/strong><\/span>
\nother loss and express arising as a direct consequence from your failure to supply suitable<\/strong><\/span>
\nfuel oil.<\/strong><\/span>
\nYours faithfully,<\/strong><\/span>
\nMaster<\/strong><\/span>
\nISO 8217 STANDARD TABLE<\/strong><\/span>
\nRMA RMB RMC RMD RME RMF RMG RMH RMK<\/strong><\/span>
\nLimit DMA DMB DMC 10 10 10 15 25 25 35 35 35<\/strong><\/span>
\n1. Density 15C (max) 890,0 900,0 920,0 975,0 981,0 981,0 985,0 991,0 991,0 991,0 991,0<\/strong><\/span>
\n2. Viscosity (min) 1,50 ………….. -………………………………………………………………………………… – \u2014<\/strong><\/span>
\n(max) 6,00 11,0 14,0 10,0 10,0 10,0 15,0 25,0 25,0 35,0 35,0 35,0<\/strong><\/span>
\n3. Flash point (min) 60 60 60 60 60 60 60 60 60 60 60 60<\/strong><\/span>
\n4. Pour Point winter (max) -6 0 0 0 24 24 30 30 30 30 30 30<\/strong><\/span>
\nsummer (max) 0 6 6 6 24 24 30 30 30 30 30 30<\/strong><\/span>
\n5. Sulfur (max) 1,5 2,0 2,0 3,5 3,5 3,5 4,0 5,0 5,0 5,0 5,0 5,0<\/strong><\/span>
\n6. Cetane number (min) 40 35 0 ………………………………………………………………. \u2014<\/strong><\/span>
\n7. Carbon residue (max) 0,30 0,30 2,50 10 10 14 14 15 20 18 22 22<\/strong><\/span>
\n8. Ash (max) 0,01 0,01 0,05 0,10 0,10 0,10 0,10 0,10 0,15 0,15 0,20 0,20<\/strong><\/span>
\n9. Sediment (max)-\u2014 0,07 ……. 0,10 0,10 0,10 0,10 0,10 0,10 0,10 0,10 0,10<\/strong><\/span>
\n10. Vanadium (max) ……………… 100 150 150 300 350 200 500 300 600 600<\/strong><\/span>
\n11. Aluminum (max) \u2014- \u2014- 25 80 80 80 80 80 80 80 80 80<\/strong><\/span>
\n12. Water content (max) \u2014- 0,3 0,3 0,5 0,5 0,5 0,8 1 1 1,0 1,0 1,0<\/strong><\/span>
\nDMA = MGO<\/strong><\/span>
\nDMB = MDO<\/strong><\/span>
\nDMC = MDO<\/strong><\/span>
\nRMA 10 = IFO 30 – 60 CST<\/strong><\/span>
\nRMB 10 = IFO 30 – 60 CST<\/strong><\/span>
\nRMC 10 = IFO 30 – 60<\/strong><\/span>
\nRMD 15 = IFO 80-120 CST<\/strong><\/span>
\nRME 25 = IFO 180 CST<\/strong><\/span>
\nRMF 25 – IFO 180 CST<\/strong><\/span>
\nRMG35 = IFO 380 CST<\/strong><\/span>
\nRMH35 = IFO 380 CST<\/strong><\/span>
\nTIME CHARTER BAGLANTILI SEFERLERDE GEM\u0001 KAPTANLARI Y\u00dcKLEME,<\/strong><\/span>
\nBOSALTMA VE YAKIT \u0001KMAL\u0001 \u0001\u00c7\u0001N G\u0001TT\u0001KLER\u0001 HER L\u0001MANDA ACENTE,<\/strong><\/span>
\nSTEVEDORE, YAKIT F\u0001RMASI VE KIRACI ADINA H\u0001ZMET VEREN \u00dc\u00c7\u00dcNC\u00dc<\/strong><\/span>
\nSAHISLARA ASAGIDA YAZILI METN\u0001 MEKTUP HAL\u0001NDE VERECEKLER VE Y\u0001NE<\/strong><\/span>
\nAYNI K\u0001S\u0001LER TARAFINDAN \u0001MZALANMIS B\u0001R KOPYASINI S\u0001RKETE<\/strong><\/span>
\nG\u00d6NDERECEKLERD\u0001R.<\/strong><\/span>
\n“Dear Sirs,<\/strong><\/span>
\n(date)<\/strong><\/span>
\nWe have recently chartered our_________ (nationality) flag ________ (type) vessel named<\/strong><\/span>
\n___________ (vsl name) to Messrs. ___________ (chrtrs name) of ____________ (place) as<\/strong><\/span>
\ncharterers.<\/strong><\/span>
\nIt has come to our attention that in your capacity of___________(type of furnisher) at the<\/strong><\/span>
\nport(s) of _________ (name of port) where our said vessel may be trading, you may be called<\/strong><\/span>
\nupon by said charterers to furnish ____________(type of supplies or services) for their use in<\/strong><\/span>
\nconnection with the vessel.<\/strong><\/span>
\nWe wish to advise for your guidance that under the terms of the charter between us, as owners<\/strong><\/span>
\nof said vessel, and said charterers, said vessel, and said charterers, neither the charterers nor<\/strong><\/span>
\nthe Master nor any other person has power or authority to pledge either our or our said vessels<\/strong><\/span>
\ncredit, or to create, or permit to be created, any liens on our said vessel, and that accordingly<\/strong><\/span>
\nany such _________ ( type of supplies or services) furnished by you to our said vessel will be<\/strong><\/span>
\nso furnished solely upon the credit of Messrs. __________(name) as charteters, and not on<\/strong><\/span>
\nthe credit of the vessel or ourselves as her owners”<\/strong><\/span>
\n(signed)<\/strong><\/span>
\nRECEIVED AND ACKNOWLEDGED BY:<\/strong><\/span>
\nNAME<\/strong><\/span>
\nTITLE :<\/strong><\/span>
\nDATE :<\/strong><\/span>
\nSIGNATURE :<\/strong><\/span>
\nT\u0001ME CHARTER BAGLANTILI SEFERLERDE GEM\u0001 KAPTANLARI Y\u00dcKLEME,<\/strong><\/span>
\nBOSALTMA VE YAKIT \u0001\u00c7\u0001N G\u0001TT\u0001KLER\u0001 L\u0001MANLARDA ACENTE, STEVEDORE,<\/strong><\/span>
\nYAKIT F\u0001RMASI VE \u00dc\u00c7\u00dcNC\u00dc SAHISLAR TARAFINDAN K\u0001RACI ADINA VER\u0001LEN<\/strong><\/span>
\nHER T\u00dcRL\u00dc H\u0001ZMET VE SERV\u0001S KARSILIGI \u0001MZALANAN KAGIT VE RECEIPT\/<\/strong><\/span>
\nFATURALARA “IMPORTANT NOTICE” M\u00dcH\u00dcR\u00dcN\u00dc TATB\u0001K EDECEKLERD\u0001R.<\/strong><\/span>
\nIMPORTANT NOTICE<\/strong><\/span>
\nThe goods and\/or services hereby<\/strong><\/span>
\nacknowledged, receipted for, and\/or<\/strong><\/span>
\nordered are being accepted and\/ or<\/strong><\/span>
\nordered solely for the account of the<\/strong><\/span>
\ncharteters of the M\/V<\/strong><\/span>
\nand not for the account of said vessel or<\/strong><\/span>
\nher owners. Accordingly, no lien or<\/strong><\/span>
\nother claim against said vessel or her<\/strong><\/span>
\nOwners can arise therefore. MASTER<\/strong><\/span>
\nOF M\/V……………………….<\/strong><\/span>
\nKIRALAMALARDA VERILEN DELIVERY \/REDELIVERY<\/strong><\/span>
\nNOTICELER(ORNEK)<\/strong><\/span>
\n\u2018\u2019DELIVERY \/REDILEVERY CERTIFICATE\u2019\u2019<\/strong><\/span>
\nTHIS IS TO CERTIFY THAT THE M\/V CELINE I HAS BEEN DELIVERED\/REDELIVERIED BY<\/strong><\/span>
\nHER VOYAGE\/TIME CHARTERER\u2019\u2019MESSERS SEYANG SHIPPINH CO.LTD TO CERRAHGIL<\/strong><\/span>
\nDENIZCILIK NAKLIYAT VE TICARET A.S AT DROPPING OUTWARD PILOT AT TEAT ON<\/strong><\/span>
\n10TH.MARCH 2005 AT 08 00 LT (UTC+9)<\/strong><\/span>
\nAT THE TIME OF DELIVERY\/REDELIVERY THE QUANTITIES OF:<\/strong><\/span>
\nFO:1536 MT<\/strong><\/span>
\nDO:112 MT<\/strong><\/span>
\nASSERTAINED TO BE ONBOARD<\/strong><\/span>
\nSUBJECT TO ALL TERMS,CONDITIONS AND EXCEPTIONS OF THE TIME\/VOYAGE<\/strong><\/span>
\nCHARTER PARTY IN FORCE.<\/strong><\/span>
\nYOURS FAITHFULLY<\/strong><\/span>
\nMASTER OF<\/strong><\/span>
\nKonu- ALTERNATE Y\u00dcKLEME<\/strong><\/span>
\nD\u00f6kmeci gemiler i\u00e7in s\u00f6zkonusu olan alternate y\u00fcklemeler Class kuruluslar\u0131 taraf\u0131ndan tavsiye<\/strong><\/span>
\nedilmemektedir.Alternate y\u00fckleme durumunda geminin stress degerleri y\u00fckselmekte, hesaplamalarda<\/strong><\/span>
\nkabul edilebilen limitler i\u00e7inde olsa dahi, geminin yas\u0131 ve hava kosullan g\u00f6z\u00f6n\u00fcne al\u0131narak son tercih<\/strong><\/span>
\nolarak uygulanmas\u0131 istenmektedir.<\/strong><\/span>
\nKirac\u0131lar\u0131n dogrudan gemilerden alternate y\u00fckleme talep etmeleri durumunda kaptan bu y\u00fcklemenin<\/strong><\/span>
\nclass taraf\u0131ndan tavsiye edilmedigim bildirecek, kirac\u0131n\u0131n \u0131srar\u0131 durumunda cargo plan ile birlikte<\/strong><\/span>
\nstresslerin sea condition i\u00e7in hesaplanm\u0131s y\u00fczdelerini sirkete bildirecek ve tavsiye<\/strong><\/span>
\nisteyecektir.Operasyon b\u00f6l\u00fcm\u00fc y\u00fckleme\/bosaltma limanlan aras\u0131ndaki mesafe, stress y\u00fczdeleri ve<\/strong><\/span>
\nkirac\u0131 ile iliskiler a\u00e7\u0131s\u0131ndan degerlendirme yapacak ve uygun o lup olmad\u0131g\u0131na karar vererek ve bu<\/strong><\/span>
\nkaran gemiye bildirecektir.<\/strong><\/span>
\nBu asamada geminin hesaplan titizlikle yapmas\u0131 ve varsa diger k\u0131s\u0131tlamalan operasyon b\u00f6l\u00fcm\u00fcne<\/strong><\/span>
\nbildirmesi \u00e7ok \u00f6nemlidir. Hesaplama i\u00e7in t\u00fcm seyir periyodu dikkate al\u0131nmal\u0131 ve yak\u0131t\/su harcan\u0131lan<\/strong><\/span>
\nsonucunda olusacak en k\u00f6t\u00fc durum i\u00e7in hesap yap\u0131lmal\u0131d\u0131r. Tam y\u00fck y\u00fcklenmeyecegi durumlarda bos<\/strong><\/span>
\nambarlar hizas\u0131ndaki ballast tanklanna ballast al\u0131narak stress degerleri d\u00fcs\u00fcr\u00fclebilir<\/strong><\/span>
\nKonu-USA L\u0002MANLARINA G\u0002R\u0002S<\/strong><\/span>
\nUsa limanlar\u0131na girmeden \u00f6nce gemi kaptanlar\u0131m\u0131z\u0131n ve bas m\u00fchendislerin cfr 33 (code of<\/strong><\/span>
\nfederal regulat\u0131ons) kitaplar\u0131m (3 cilt) iyice et\u00fcd etmeleri gereklidir. En\u00e7ok s\u0131k\u0131nt\u0131s\u0131n\u0131<\/strong><\/span>
\n\u00e7ektigimiz konu; \u00f6nemli seyir cihazlar\u0131ndan \u00e7al\u0131smayanlar\u0131n uscg ofis’e yanasmadan \u00f6nce<\/strong><\/span>
\nbildirilmemis olmas\u0131d\u0131r. Radar, gyro gibi ….<\/strong><\/span>
\nBunun i\u00e7in uscg dan \u00f6zel izin almak gereklidir, eger bu t\u00fcr \u00f6nemli ar\u0131za bildirilmeden uscg<\/strong><\/span>
\ngemiye gelip tespit etmisse yada k\u00f6pr\u00fc\u00fcst\u00fcnde teknisyeni \u00e7al\u0131s\u0131rken g\u00f6r\u00fcrse, b\u00fcy\u00fck cezalar<\/strong><\/span>
\ns\u00f6zkonusu olabilmektedir.<\/strong><\/span>
\nUsa liman\u0131na var\u0131stan en az 24 saat \u00f6nce lokal uscg ofis’e istenen bilgiler ile birlikte DOC<\/strong><\/span>
\n(document of compl\u0002ance) ve SMC (safety management cert\u0002f\u0131cate) nin asag\u0131daki sekilde<\/strong><\/span>
\nBildirilmeleri gerekmektedir;<\/strong><\/span>
\nA- Verilis tarihi – Issued date<\/strong><\/span>
\nB- Bitis tarihi – Expired date<\/strong><\/span>
\nC- Veren makam – Issuing body<\/strong><\/span>
\nSTANDARD INSTRUCTIONS FOR DRY CARGO\/BULK VESSELS PRIOR ARRIVAL<\/strong><\/span>
\nUNTITED STATES<\/strong><\/span>
\nON ARRIVAL FIRST USA PORT YOUR VESSEL WILL BE INSPECTED BU THE U.S.<\/strong><\/span>
\nCOASTGUARD.<\/strong><\/span>
\nPLS REFER TO COASTGUARD CODE OF FEDERAL REGULATION CFR 33, PARAGRAPH<\/strong><\/span>
\n164.25, PAGE 439 FOR THE REQUIRED PRE-ARRIVAL CHECK\/TESTING OF NAVIGATIONAL<\/strong><\/span>
\nEQUEPMENT, STEERING GEARS\/SYSTEMS,. EMERGENCY GENERATOR, PROPULSION<\/strong><\/span>
\nMACHMERY. THESE CHECKS TO BE DONE NOT EARLIER THAT 12 HRS BEFORE ARRIVAL<\/strong><\/span>
\nAND HA VE TO BE ENTERED \u0002N THE DECK LOGBOOK.<\/strong><\/span>
\nALSO REFER TO AGS\/AGSM PERMANENT VESSEL INSTRUCTIONS,<\/strong><\/span>
\nSECTION 4 – OPERATIONS 4.1.,<\/strong><\/span>
\nSECTION 5 -OPERATIONS 5.17<\/strong><\/span>
\nUSE FOLLOWING CHECK LIST\/COMMENTS TO PREPARE THE VESSEL FOR<\/strong><\/span>
\nINSPECTION :<\/strong><\/span>
\nSFflP’S PAPERS, CERTIFICATES AND MANUALS WILL BE EXAMINED\/REVIEWED AND<\/strong><\/span>
\nCOPIES OF THE FOLLOWING SHOULD BE AVAILABLE FOR THE INSPECTOR.<\/strong><\/span>
\n\u2022 CREW LISTS,<\/strong><\/span>
\n\u2022 FOAM ANALYSIS CERTIFICATES,<\/strong><\/span>
\n\u2022 MOST RECENT CLASS SOCIETIES DRY-DOCK SIRVEY REPORTS.<\/strong><\/span>
\nFOLLOWING DOCUMENTS TO BE AVAILABLE FOR REVIEW BY THE INSPECTOR:<\/strong><\/span>
\n\u2022 CERTIFICATE OF CLASS<\/strong><\/span>
\n\u2022 CERTIFICATE OF REGISTRY<\/strong><\/span>
\n\u2022 SOLAS CARGO-SHIP CONSTRUCTION CERTIFICATE<\/strong><\/span>
\n\u2022 SOLAS CARGO-SHIP SAFETY EQLTP.CERT. AND ATTACHMENT<\/strong><\/span>
\n\u2022 SOLAS SAFETY RADIOTELEGRAPHY CERTIFICATE<\/strong><\/span>
\n\u2022 INTERNATIONAL LOADLINE CERTIFICATE<\/strong><\/span>
\n\u2022 INTERNATIONAL OIL POLLUTION CERTIFICATE<\/strong><\/span>
\n\u2022 CERTIFICATE OF FINANCIAL RESPONSIBILITY (COFR)<\/strong><\/span>
\n\u2022 OFFICERS COMPETENCY CERTIFICATES (LICENCES)<\/strong><\/span>
\n\u2022<\/strong><\/span>
\n\u2022 OIL RECORD BOOK<\/strong><\/span>
\n\u2022 BUNKERS TRANSFER PROCEDURES<\/strong><\/span>
\n\u2022 MARPOL ANNEX V WASTE-DISPOSAL LOG, RECORDS UP-TO-DATE<\/strong><\/span>
\n\u2022 CARGO MANIFEST<\/strong><\/span>
\n\u2022 CARGO INFORMATION, INTENDED LOADING\/DISCHARGING PLANS.<\/strong><\/span>
\nMAKE PREPARATIONS TO DEMONSTRATE THE PROPER OPERATION OF THE FOLLOWING<\/strong><\/span>
\nEQUIPMENT\/HAVE MANUALS AND CERTIFICATES AVAILABLE. PROPER RECORDS ARE<\/strong><\/span>
\nKEPT\/LOG ENTRIES MADE WHERE APPLICABLE . ENSURE OFFICERS AND CREW CAN<\/strong><\/span>
\nOPERATE THE EQUIPMENT:<\/strong><\/span>
\nSTEERING GEARS:<\/strong><\/span>
\n\u2022 OPERATE STEERING GEAR ON EACH PUMP.<\/strong><\/span>
\n\u2022 OPERATE THE STEERING SYSTEM IN ALL MODES (WHEEL, HAND, NON-FOLLOWUP,<\/strong><\/span>
\nLOCALLY FROM STEERING-GEAR ROOM.)<\/strong><\/span>
\nFIRE-FIGHTING EQUIPMENT:<\/strong><\/span>
\n\u2022 ADEQUATE PRESSURE EACH PUMP ALONE, INCL. EMERGENCY PUMP, WITH TWO<\/strong><\/span>
\nFIRE HOSES CONNECTED.<\/strong><\/span>
\n\u2022 SERVICING OF FIXED AND PORTABLE SYSTEMS CURRENT\/MARKED.<\/strong><\/span>
\n\u2022 ALL FIRE STATIONS, HOSE BOXES COMPLETE\/CLEAN.<\/strong><\/span>
\nLIFE-SAVING EQUIPMENT:<\/strong><\/span>
\n\u2022 LAST SERVICE OF LIFE-RAFTS, PROPERLY STOWED INCLUDING WEAK LINKS \/<\/strong><\/span>
\nHYDROSTATIC RELEASES.<\/strong><\/span>
\n\u2022 LIFEBOATS, FALLS, DAVITS AND WINCHES PROPERLY RIGGED.<\/strong><\/span>
\n\u2022 SAFETY GEAR LOCKER(S) COMPLETE – INVENTORY\/LAST SERVICING DISPLAYED,<\/strong><\/span>
\nBREATHING APPARATUS\/FIRE PROTECTION SUITS\/BOOTS\/GLOVES READY TO<\/strong><\/span>
\nWEAR AND CLEAN.<\/strong><\/span>
\n\u2022 SOLAS TRAINING MANUAL IN OFFICERS’ AND CREW MESS ROOMS.<\/strong><\/span>
\n\u2022 COMPANY’S SAFETY MANUALS AND OPERATIONAL MANUALS AVAILABLE,<\/strong><\/span>
\nSIGNED BY ALL OFFICERS.<\/strong><\/span>
\n\u2022 GAS\/OXYGEN DETECTION EQUIPMENT OPERATIONAL\/AVAILABLE.<\/strong><\/span>
\n\u2022 MEDICAL LOCKER\/HOSPITAL CLEAN AND PRESENTABLE, STRETCHERS<\/strong><\/span>
\nAVAILABLE.<\/strong><\/span>
\nRADIO STATION:<\/strong><\/span>
\n\u2022 ANTENNAE EARTHED IN PORT.<\/strong><\/span>
\n\u2022 RADIO PUBLICATIONS AVAILABLE CORRECTED UPTO LAST NOTICES<\/strong><\/span>
\nRECEIVED.<\/strong><\/span>
\n\u2022 CORRECT LOG ENTRIES MADE FOR THE WEEKLY TESTING OF<\/strong><\/span>
\nEMERGENCY<\/strong><\/span>
\nTRANSMITTER, AND EMERGENCY BATTERIES CHECKS.<\/strong><\/span>
\n\u2022 INSTRUCTIONS ON HOW TO OPERATE EMERGENCY TRANSMITTER BY<\/strong><\/span>
\nOFFICERS<\/strong><\/span>
\nCLEARLY DISPLAYED\/SWITCHES LABELLED.<\/strong><\/span>
\nNAVIGATION SYSTEMS:<\/strong><\/span>
\nPROPER OPERATION OF RADARS AND ARPA-APPROVED MANUALS AVAILABLE<\/strong><\/span>
\n\u2022 RADAR PERFORMANCE LOG KEPT<\/strong><\/span>
\n\u2022 CERTIFICATES AVAILABLE<\/strong><\/span>
\n\u2022 ECHO SOUNDERS<\/strong><\/span>
\n\u2022 SPEED LOG<\/strong><\/span>
\n\u2022 VHF AND WALKIE-TALKIES<\/strong><\/span>
\n\u2022 GYRO AND MAGNETIC COMPASS, FREQUENT ENTRIES IN<\/strong><\/span>
\n\u2022 COMPASS ERROR CHECK-BOOK<\/strong><\/span>
\n\u2022 MAGNETIC COMPASS CALIBRATION CURVES(LAST CALIBRATION WITHIN<\/strong><\/span>
\nONE<\/strong><\/span>
\nYEAR) DISPLAYED {NOTE: CAN BE DONE\/SIGNED BY MASTER)<\/strong><\/span>
\n\u2022 RADIO DIRECTION FINDER CALIBRATION CURVES<\/strong><\/span>
\n\u2022 SATNAV OR GPS OPERATIONAL<\/strong><\/span>
\n\u2022 MANEUVERING CHARACTERISTICS<\/strong><\/span>
\nDISPLAYED<\/strong><\/span>
\nCHARTS AND PUBLICATIONS\/LOGBOOKS:<\/strong><\/span>
\n\u2022 CURRENT CHARTS AND CHARTS FOR NEXT INTENDED VOYAGE<\/strong><\/span>
\n\u2022 LATEST EDITIONS, CORRECTED TO LAST NOTICE RECEIVED.<\/strong><\/span>
\n\u2022 LIGHT LISTS, RADIO LISTS, PILOT BOOKS AVAILABLE AND CORRECTED.<\/strong><\/span>
\n\u2022 TEMPORARY AN PERMANENT NOTICES FILE KEPT, UP-TO-DATE.<\/strong><\/span>
\n\u2022 USA CHARTS FOR INLAND NAVIGATION (NOT COVERED BY BRITISH<\/strong><\/span>
\nADMIRALTY<\/strong><\/span>
\nCHARTS).<\/strong><\/span>
\n\u2022 CFR 33 PART 1-199 (TWO VOLUMES)<\/strong><\/span>
\n\u2022 CFR 46 PARTS 1-40<\/strong><\/span>
\n\u2022 CURRENT U.S. TIDAL STREAM TABLES ON BOARD.<\/strong><\/span>
\n\u2022 ALL IMO\/MARPOL\/SOLAS PUBLICATIONS AVAILABLE PROPERLY KEPT.<\/strong><\/span>
\n\u2022 ALL REQUIRED FIRE AND BOAT DRILLS AS PER SOLAS, ENTERED IN DECK<\/strong><\/span>
\nLOG<\/strong><\/span>
\nBOOK.<\/strong><\/span>
\nOIL WATER SEPERATOR\/ODM:<\/strong><\/span>
\nPPM ALARM, AUTOMATIC SHUTDOWN, RECORDING DEVICE IS<\/strong><\/span>
\nFITTED. APPROVED MANUALS\/CERTIFICATES AVAILABLE.<\/strong><\/span>
\nCHECK FOLLOWING IS IN ORDER!!!<\/strong><\/span>
\nENGINE ROOM:<\/strong><\/span>
\nSEWAGE-TREATMENT PLANT OPERATIONAL, VALVES PADLOCKED SHUT IN PORT.<\/strong><\/span>
\nSOUNDING PIPES, BILGES, FUEL-OIL TANKS:<\/strong><\/span>
\nENSURE DEADWEIGHT CLOSING DEVICES ARE IN PLACE AND NOT LASHED OPEN.<\/strong><\/span>
\nBILGES CLEAN AND DRY, NO OPEN TANKS.<\/strong><\/span>
\nSTEERING GEAR COMPARTMENT FREE OF OIL, GRATINGS IN PLACE AND\/OR<\/strong><\/span>
\nANTI-SLIP PAINT APPLIED. NO STORES\/PAINT TINS\/RAGS LYING AROUND.<\/strong><\/span>
\nWORKSHOPS:<\/strong><\/span>
\nCLEAN AND TIDY, PROTECTIVE DEVICES\/GUARDS ON MACHINERY IN<\/strong><\/span>
\nPLACE, GOGGLES\/PROTECTIVE EQUIPMENT READILY AVAILABLE.<\/strong><\/span>
\nACCOMODATION:<\/strong><\/span>
\nNO PRIVATE AERIALS<\/strong><\/span>
\nKITCHEN\/GALLEY\/MESS ROOMS\/OFFICES\/FOODSTORE ROOMS AND<\/strong><\/span>
\nREFRIGERATORS CLEAN. NO OPEN GARBAGE BINS.<\/strong><\/span>
\nDECK\/GENERAL:<\/strong><\/span>
\nCREW TO WEAR CLEAN OVERALLS, HELMETS, SAFE SHOES, GIVE GOOG<\/strong><\/span>
\nIMPRESSION GANGWAY PROPERLY RIGGED WITH NET AND LIFE-BUOY WITH<\/strong><\/span>
\nLIGHT\/LINE NEARBY<\/strong><\/span>
\nPILOT LADDERS (IF IN USE ) PROPERLY RIGGED, IF NOT IN USE PROPERLY<\/strong><\/span>
\nSTOWED. ENSURE OIL-SPILL KIT (ABSORBENT MATERIALS, SHOVELS, ETC.) IS<\/strong><\/span>
\nCOMPLETE, WELL MARKED. ALL CREW TO BE AWARE WHERE THIS EQUIPMENT<\/strong><\/span>
\nIS KEPT.<\/strong><\/span>
\nSTANDING ORDERS FOR OFFICERS IN CHARGE, BOSUN, AB ON DECK WATCH<\/strong><\/span>
\nON DISPLAY.<\/strong><\/span>
\nFIRE PLANS TO BE PROPERLY STOWED IN PLACE. FIRE LINE PRESSURIZED.<\/strong><\/span>
\nVESSEL PROPERLY MOORED AND MOORINGS ATTENDED REGULARLY. NO<\/strong><\/span>
\nSLACK MOORING LINES. NO MIXED MOORING.<\/strong><\/span>
\nFIRE WIRES PROPERLY RIGGED AND CHECKED REGULARLY.<\/strong><\/span>
\nDURING BUNKER OPERATIONS, ALL SCUPPERS TO BE PLUGGED.<\/strong><\/span>
\nSAVE-ALLS AROUND BUNKER VENTS PLUGGED WITH THREADED BOLTS<\/strong><\/span>
\n(NO WOODEN PLUGS).<\/strong><\/span>
\nBUNKER MANIFOLDS NOT USED TO BE WITH FLANGES WITH ALL BOLTS IN<\/strong><\/span>
\nPLACE (NOT ONLY 2 OR 3 AS IS OFTEN THE CASE).<\/strong><\/span>
\nWASTE MANAGEMENT (GARBAGE):<\/strong><\/span>
\nWASTE MANAGEMENT MANUAL TO BE UP-TO-DATE ON RECORDS AND WASTE BINS<\/strong><\/span>
\nREGULARLY MARKED FOR THE USE OF THE VARIOUS TYPES OF GARBAGE. ENSURE<\/strong><\/span>
\nAND CHECK REGULARLY THAT THE WASTE BINS ARE KEPT COVERED. REMEMBER<\/strong><\/span>
\nTHAT FOOD WASTE IN PLASTIC BAGS MUST BE TREATED AS TOTAL PLASTIC<\/strong><\/span>
\nWASTE AND HANDLED ACCORDINGLY.<\/strong><\/span>
\nALL VENTS AROUND THE ACCOMODATION TO BE CHECKED AND CLEARLY MARKED<\/strong><\/span>
\nAS TO THE SPACE THEY SERVE. OPEN\/SHUT POSITIONS MARKED.<\/strong><\/span>
\nOXYGEN AND ACETYLENE HOSES\/BOTTLES TO BE CORRECTLY STOWED<\/strong><\/span>
\nSEPERATELY OUTSIDE THE ENGINE ROOM.<\/strong><\/span>
\nENSURE THAT YOUR OFFICERS AND CREW ARE FULLY AWARE OF THE IMPORTANCE<\/strong><\/span>
\nOF PRESENTING A WELL-RUN SHIP, BOTH FOR THEIR PERSONAL PRIDE AND THE<\/strong><\/span>
\nVESSEL’S \/ FLEET’S REPUTATION AND FURTHER EMPLOYEMENT.<\/strong><\/span>
\nPLS HAVE A QUICK PRELIMINARY CHECK NOW USING ABOVE AS GUIDELINES AND<\/strong><\/span>
\nREVERT NOW IF YOU NEED ANY SUPPLIES\/ADVISE, RE-CHECK AGAIN PRIOR TO<\/strong><\/span>
\nARRIVAL USA.<\/strong><\/span>
\nDURING ANY INSPECTIONS, HAVE A COMPETENT OFFICER GOING AROUND WITH THE<\/strong><\/span>
\nINSPECTOR, BUT THE OFFICER SHOULD LEAVE ANY DISCUSSIONS REGARDING<\/strong><\/span>
\nDEFFICIENCIES TO THE MASTER.<\/strong><\/span>
\nU.S COAST GUARD REQUIREMENTS BEFORE AND DURING CARGO HANDLING<\/strong><\/span>
\nKaptan veya kargo ile ilgili kisi asag\u0131dakilerden emin olmal\u0131d\u0131r.<\/strong><\/span>
\n*S\u0002GARA ICME ILE ILGILI ONLEMLER ASILI OLMALIDIR.<\/strong><\/span>
\n*GEMIYE EMNIYETLI GIRIS VE CIKIS ICIN TUM GEREKNELER YAPILMALIDIR.<\/strong><\/span>
\n*EMERCENCY CEKME TELI YERINDE OLMALIDIR.<\/strong><\/span>
\n*BUTUN GUVERTE DREYNLERI KAPALI OLMALIDIR.<\/strong><\/span>
\n*KULLANILMAYAN KARGO VE BUNKER PIPELINE LAR EMNIYETLI BIR SEKILDE<\/strong><\/span>
\nKORLENMELIDIR.(KOR KAPAKLARI TAKILMALIDIR)<\/strong><\/span>
\n*YANGIN VE YEG\/YAKIT KACAGI ICIN TEMIZLIK MALZEMELRI YERLERINE<\/strong><\/span>
\nKONULMALIDIR.<\/strong><\/span>
\n*EL LAMBALARI VE SEYYAR P\u0002L DOLUM EKIPMANI TIP ONAYLI OLMALDIR.<\/strong><\/span>
\n*KAPILAR,ACIKLIKLAR VE PENCERELER KAPANMALIDIR.<\/strong><\/span>
\n*A\/C SISTEM CALSIR DURUMDA OLMALIDIR<\/strong><\/span>
\n*POMPA DAIRESI ICIN TUM ONLEMLER ALINMIS OLMALIDIR.<\/strong><\/span>
\n*ANA VERICI ANTEN TOPRAKLANMALIDIR<\/strong><\/span>
\n*YETERLI PERSONEL OLMALIDIR<\/strong><\/span>
\n*HERKESIN YAPACAGI GOREV ASILMALIDIR<\/strong><\/span>
\n*YUKLEME \/BOSLATMA PLANI ASILMALIDIR<\/strong><\/span>
\n*COW PLAN ASILMALIDIR<\/strong><\/span>
\n*DENIZ VE OVERBOARD VALFLER MUHURLENMELIDIR<\/strong><\/span>
\nU.S COAST GUARD REQUIREMENTS WHILE NAVIGATING AND\/OR AT ANCHOR<\/strong><\/span>
\n*KOPRUUSTUNDE DEVAMLI ADAM OLACAKTIR<\/strong><\/span>
\n*HER PERSONEL KENDI GOREVLERINI EN IYI SEKILDE YAPACAKTIR.<\/strong><\/span>
\n*GEMI POZISYONU SUREKLI SEKILDE GEMIDE PILOT OLSA VE<\/strong><\/span>
\nNEHIRDE SEYIR YAPILIYOR OLSA BILE HARITA UZERINE HER 15<\/strong><\/span>
\nDAKIKA VEYA DAHA AZ SUREDE\/HER SAMANDIRA GECISTE<\/strong><\/span>
\nISARETLENECEKTIR.SUNU BILMELISINIZ KI GEMIDE PILOT OLMASI<\/strong><\/span>
\nKAPTANIN SORUMLULUGUNU DEVRETTIRMEZ.PILOT GEMIDE<\/strong><\/span>
\nCEVREYI TANIYAN \/BILEN SADECE BIR DANISMANDIR.<\/strong><\/span>
\n*ELEKTRONIK VE DIGER SEYIR ALETLERI YADA POSITION<\/strong><\/span>
\nBELIRLEMEDE KULLANILAN DIGER ALETLER VE COGRAFIK REFERANS<\/strong><\/span>
\nNOKTALARI VE HIDROGRAFIK KONTURLAR HARITA UZERLERINDE BELIRTILECEK.<\/strong><\/span>
\n*SAMANDIRALARPOSITION BELILEMEDE TEK BASLARINA ASLA<\/strong><\/span>
\nKULLANILMAYACAK. KUVVETLI AKINTILAR,AGIR DENIZLER,BUZ VE GEMILERIN<\/strong><\/span>
\nCARPMASI NEDENIYLE TAM OLARAK YERINDE OLMAYABILIR.<\/strong><\/span>
\n*HER GORULEN YAKINLASAN TEHLIKE VE HER YAKINLASAN RADAR KONTAGI<\/strong><\/span>
\nSORUMLU KISI TARAFINDAN DEGERLENDIRILECEKTIR.VE HAREKETLERI TAKIP<\/strong><\/span>
\nEDILECEKTIR.<\/strong><\/span>
\n*HER VERILEN DUMEN EMRI YERINE GETIRILECEK<\/strong><\/span>
\n*MAKINE HIZI VE KUMANDA EMIRLERI YERINE GETIRILECEK<\/strong><\/span>
\n*MANYETIK VARITION VE DEVIATION VE GYRO PUSULA HATALARI GEMININ<\/strong><\/span>
\nHAREKETLERINE UYGULANACAKTIR.<\/strong><\/span>
\n*DUMENI MUTLAKA DAHA ONCEDEN BELIRLENEN DUMEN KUMANDALARINDAN<\/strong><\/span>
\nALIYAN VE DUMENI EN IYI TANIYAN KISLER KULLANACAKTIR.<\/strong><\/span>
\n*PILOTA DRAFT\/MANEVRA KARAKTERISTIRIKLERI VE GEMIYLE ILGILI ANORMAL<\/strong><\/span>
\nOLAYLAR VARSA ANLATILACAKTIR.<\/strong><\/span>
\n*MEVCUT AKINTI VE YOUNU BILINMELIDIR<\/strong><\/span>
\n*GECILEN BOLGEDEKI TIDE DURUMU BILINMELIDIR<\/strong><\/span>
\n*GEMI DEMIRLERI HER AN FUNDAYA HAZIR OLMALIDIR<\/strong><\/span>
\nDEMIRDE<\/strong><\/span>
\nHER GEMI KAPTANI DEMIRLEDIKTEN SONRA ASAGIDAKILERDEN EMIN OLMALIDIR<\/strong><\/span>
\n*UYGUN DEMIR VARDIYASI TUTULDUGUNDAN<\/strong><\/span>
\n*DEMIR TARADIGINDA NELER YAPILACAGINA DAIR TAKIP EDILECEK PROSEDUR NE<\/strong><\/span>
\nOLACAK<\/strong><\/span>
\n*HAVA\/AKINTI DURUMUNDAN DOLAYI DEMIR TARARSA ALINACAK ONLEMLER<\/strong><\/span>
\nGEMI BUNYESNE VE DIGER GEMILERE ZARAR VERMIYECEGINDEN EMIN OLMALI.<\/strong><\/span>
\nMESELA VEER CHAIN(ZINCIRI BIRAKMA),IKINCI DEMIRI ATMA VEYA GEMI<\/strong><\/span>
\nMAKINESINI CALISTIRMA GIBI.<\/strong><\/span>
\nASSISTANCE TO COMPLY WITH<\/strong><\/span>
\nU.S. COASTGUARD REGULATIONS<\/strong><\/span>
\nEnsure that all required equipment is on board and operational.<\/strong><\/span>
\nNotify the Coastguard of any restricted or non-entrant nationally crewmen on board.<\/strong><\/span>
\nConduct and record, in teh ship’s log, an emergency steering drill 48 hours prior to<\/strong><\/span>
\narrival at the sea buoy.<\/strong><\/span>
\nConduct and record, in the ship’s log, tests of vessel’s manoeuvring equipment 12<\/strong><\/span>
\nhours prior to arrival at the sea buoy.<\/strong><\/span>
\nEnsure that required navigational charts and publications are on board and currently<\/strong><\/span>
\ncorrected.<\/strong><\/span>
\nNotify the Coastguard of any non-operating navigational equipment.<\/strong><\/span>
\nENSURE THAT ALL REQUIRED EQUIPMENT<\/strong><\/span>
\nIS ON BOARD AND OPERATIONAL<\/strong><\/span>
\nALL VESSELS ARE REQUIRED TO HAVE THE FOLLOWING NAVIGATIONAL<\/strong><\/span>
\nEQUIPMENT:<\/strong><\/span>
\nA marine radar<\/strong><\/span>
\nAn illuminated magnetic steering compass<\/strong><\/span>
\nA magnetic compass deviation table and deviation curve:<\/strong><\/span>
\n– This table and curve can be done and signed\/dated by the Master but must not be older than<\/strong><\/span>
\none year.<\/strong><\/span>
\nAn illuminated rudder-angle indicator<\/strong><\/span>
\nManoeuvring fact sheet containing the following:<\/strong><\/span>
\n\u2022 90 Degree Turning-Circle Diagram<\/strong><\/span>
\n\u2022 Time and Distance to stop from Full and Half Speed<\/strong><\/span>
\n\u2022 Table of Shaft Revolutions (if fixed propeller) or Table of Control Settlings<\/strong><\/span>
\n(if variable pitch propeller)<\/strong><\/span>
\n\u2022 If equipped with bow thruster, Table of Effective Speeds<\/strong><\/span>
\n\u2022 At the bottom of the fact sheet, the following statement.<\/strong><\/span>
\nWARNING:<\/strong><\/span>
\nTHE RESPONSE OF THIS VESSEL MAY BE DIFFERENT FROM<\/strong><\/span>
\nTHAT LISTED ABOVE IF ANY OF THE FOLLOWING CONDITIONS<\/strong><\/span>
\nUPON WHICH THE MANOEUVRING INFORMATION IS BASED ARE<\/strong><\/span>
\nVARIED:<\/strong><\/span>
\n1) Calm weather \u2014 wind 10 knots or less \u2014 calm sea<\/strong><\/span>
\n2) No current<\/strong><\/span>
\n3) Water depth twice the vessel’s draft or greater<\/strong><\/span>
\n4) Clean hull<\/strong><\/span>
\n5) Intermediate drafts or usual trim<\/strong><\/span>
\n60-E<\/strong><\/span>
\nKonu- USA L\u0002MANLARINA G\u0002R\u0002S<\/strong><\/span>
\nUSA limanlar\u0131na girmeden \u00f6nce gemi kaptanlan ve bas m\u00fchendisleri cfr 33 (Code of Federal<\/strong><\/span>
\nRegulations) kitaplar\u0131n\u0131 dikkatle incelemeli, gerekli t\u00fcm kay\u0131tlar\u0131n tutuldugunu, t\u00fcm testlerin<\/strong><\/span>
\nyap\u0131ld\u0131g\u0131n\u0131, reg\u00fclasyonlara\/kurallara uyuldugunu ve zabitamn\/personelin bu kurallar\u0131n<\/strong><\/span>
\nbilincinde ve sorumluluklar\u0131n\u0131n fark\u0131nda olduklar\u0131n\u0131 kontrol edecek ve emin olacaklard\u0131r.<\/strong><\/span>
\nS\u0131kl\u0131kla sorun yasanan bir konu ar\u0131zal\u0131 olan seyir cihazlar\u0131n\u0131n vanstan \u00f6nce rapor edilmemis<\/strong><\/span>
\nolmas\u0131d\u0131r, bu durum direk olarak ceza gerektiren bir eksikliktir. Ar\u0131za raporlamas\u0131 sirket ile<\/strong><\/span>
\ng\u00f6r\u00fcs\u00fclerek mutlaka vanstan \u00f6nce yap\u0131lmal\u0131, anzal\u0131 ekipman gyro,radar gibi \u00f6ncelikli<\/strong><\/span>
\nekipmansa acenta arac\u0131l\u0131g\u0131yla giris izni istenmeli ve uscg kontrol\u00fcnde anzanm bildirildigi ve<\/strong><\/span>
\nservisin ayarland\u0131g\u0131 belirtilmelidir.<\/strong><\/span>
\nUsa liman\u0131na vanstan en az 24 saat \u00f6nce uscg’ye istenen bilgiler ile birlikte doc (document of<\/strong><\/span>
\ncompliance) ve smc (safety management certif\u0131cate) asag\u0131daki sekilde bildirilmeleri<\/strong><\/span>
\ngerekmektedir; a-Verilis tarihi\/issue date, b-Bitis tarihi\/expiry date, c-Veren makam\/issued by<\/strong><\/span>
\nNOTICE OF ARRIVAL (33 CFR 160)G\u00d6Z \u00d6N\u00dcNE ALINACAK<\/strong><\/span>
\nKonu- GEM\u0001LER\u0001M\u0001Z\u0001N IFO VE MDO\/MGO TALEPLER\u0001<\/strong><\/span>
\nGerek isletmemiz hesab\u0131na ve gerekse kiradaki gemilerimize yak\u0131t talebi yap\u0131l\u0131rken;<\/strong><\/span>
\n1- IFO i\u00e7in k\u0131y\u0131 seyirlerinde en az 3 g\u00fcn, okyanus ge\u00e7islerinde ise 5 g\u00fcnl\u00fck emniyet pay\u0131<\/strong><\/span>
\neklenerek talep yap\u0131lacakt\u0131r.<\/strong><\/span>
\n2- MDO\/MGO i\u00e7in ise yukar\u0131da verilen emniyet paylar\u0131na ilaveten 1 g\u00fcnl\u00fck ana<\/strong><\/span>
\nmakine ihtiyac\u0131 da hesaplara ilave edilecektir.<\/strong><\/span>
\n3- \u00d6zellikle kiradaki gemilerde kirac\u0131 yak\u0131t\u0131n pahal\u0131 olmas\u0131 durumunda baz\u0131 limanlardan<\/strong><\/span>
\nminimum yak\u0131t \u0131smarlama\/alma girisimi yapabilir, gemi kaptan\u0131 bu konuya zaman\u0131nda<\/strong><\/span>
\nm\u00fcdahale ederek kabul etmeyecek ve sirketi de durumdan haberdar edecektir.<\/strong><\/span>
\n4- T\u00fcm bunlara ek olarak \u00e7ektirilemeyen yak\u0131t miktarlan da hesaba dahil edilecektir.<\/strong><\/span>
\n5- Emniyet pay\u0131 y\u00fczde olarak hesaplanmayacakt\u0131r.<\/strong><\/span>
\nNot 1-T\u00fcm yak\u0131t al\u0131mlar\u0131nda gemi bas m\u00fchendisi taraf\u0131ndan sirk\u00fcler ile a\u00e7\u0131kland\u0131g\u0131 sekilde<\/strong><\/span>
\n(damlatma metodu ile) 2 kap yak\u0131t numunesi alacak, numuneler barge taraf\u0131ndan m\u00fch\u00fcrlenip<\/strong><\/span>
\nimzalanacak ve gemide muhafaza edilecektir. Sirket talimat\u0131 dogrultusunda gerektiginde<\/strong><\/span>
\nal\u0131nan numunelerden biri analiz i\u00e7in bildirilen adrese g\u00f6nderilecektir.<\/strong><\/span>
\nNot 2 – Yak\u0131t ikmalinin tamamlanmas\u0131ndan sonra eksiklik tespit edilmesi durumunda zaman<\/strong><\/span>
\nkaybedilmeden sirkete haber verilmeli, bu s\u0131rada t\u00fcm gemi ve yak\u0131t barge iskandilleri tekrar<\/strong><\/span>
\nkontrol edilmelidir. Gemi iskandillerine g\u00f6re eksiklikten kesin olarak emin olunmas\u0131<\/strong><\/span>
\ndurumunda kesin olarak hi\u00e7bir evrak imzalanmamal\u0131 ve sirket talimat\u0131na g\u00f6re hareket<\/strong><\/span>
\nedilmelidir. B\u00fcy\u00fck farkl\u0131l\u0131klar durumunda sirket taraf\u0131ndan, her iki taraf i\u00e7in de baglay\u0131c\u0131 bir<\/strong><\/span>
\ntespit yapmas\u0131 amac\u0131yla bag\u0131ms\u0131z survey \u00e7ag\u0131nlacakt\u0131r.<\/strong><\/span>
\nKonu- OR\u0001J\u0001NAL BS\/L OLMADAN Y\u00dcK\u00dcN TAHL\u0001YES\u0001NE M\u00dcSADE<\/strong><\/span>
\nED\u0001LMES\u0001, BS\/L BEL\u0001RT\u0001LEN TAHL\u0001YE L\u0001MANININ DEG\u0001SMES\u0001<\/strong><\/span>
\nDURUMLARINDA ALJNACAK LETTER OF INDEMNITY (LOI) FORMLARI<\/strong><\/span>
\nA- Tahliye liman\u0131nda gemi kaptamna al\u0131c\u0131 taraf\u0131ndan ciro edilmis orijinal B\/Lteslim<\/strong><\/span>
\nedilmeden y\u00fck\u00fcn tahliyesine izin verilmez. \u00c7esitli nedenlerden dolay\u0131 B\/L tahliye liman\u0131na<\/strong><\/span>
\nulasmam\u0131s olmas\u0131 durumunda sirket onay\u0131 ile y\u00fck\u00fcn al\u0131c\u0131s\u0131ndan P&I taraf\u0131ndan kabul edilmis<\/strong><\/span>
\nolan formata uygun olarak haz\u0131rlanacak ve kirac\u0131\/al\u0131c\u0131 taraf\u0131ndan m\u00fch\u00fcrlenip imzalanacak<\/strong><\/span>
\nLOI, yine sirket taraf\u0131ndan uygun bulunmas\u0131 durumunda gemi kaptamna tahliyeye m\u00fcsade<\/strong><\/span>
\nedebilir.<\/strong><\/span>
\nBunun i\u00e7in kirac\u0131dan P&I kul\u00fcp taraf\u0131ndan kabul etilen ve Form-20-a \u00f6rnegi verilen<\/strong><\/span>
\n“standard form letter of indemnity to be given in return for delivering cargo without<\/strong><\/span>
\nproduction of the original bili of lading” format\u0131n kullan\u0131lmas\u0131 sartt\u0131r.<\/strong><\/span>
\nHer kosulda gemi kaptan\u0131 tahliye limam vans\u0131ndan en az 3 g\u00fcn \u00f6nce tahliye limam acentasma<\/strong><\/span>
\norg B\/L var\u0131sta gemiye teslim edilip edilmeyecegini soracakt\u0131r. Acenta taraf\u0131ndan olumsuz<\/strong><\/span>
\ncevap verilmesi veya cevap verilmemesi durumunda konu hakk\u0131nda sirkete bilgi verilecektir.<\/strong><\/span>
\nSirket taraf\u0131ndan kirac\u0131 ile yap\u0131lacak g\u00f6r\u00fcsmeler sonucunda LOI al\u0131n\u0131p al\u0131nmad\u0131g\u0131 ve tahliye izni<\/strong><\/span>
\nverilip verilmeyecegi gemiye bildirilecektir. Kaptan tahliye limamnda, acentaya ulasmas\u0131<\/strong><\/span>
\nhalinde org B\/Lveya LOI orijinalini almaya \u00e7al\u0131sacakt\u0131r.<\/strong><\/span>
\nOrijinal B\/Ly\u00fckleme limamnda gemiye teslim edildigi durumlarda tahliye limam var\u0131s\u0131nda<\/strong><\/span>
\nkaptan org B\/L imza kars\u0131l\u0131g\u0131nda acentaya teslim ederek al\u0131c\u0131 taraf\u0131ndan ciro edilerek tahliye<\/strong><\/span>
\nbaslamadan veya enge\u00e7 tahliyenin ortalar\u0131nda kendisine geri getirilmesini isteyecektir.<\/strong><\/span>
\nB \u2013 B\/L de belirtilen tahliye liman\u0131n degismesi durumunda sirket kirac\u0131dan LOI alacak ve<\/strong><\/span>
\nkonu hakk\u0131nda gemiyi bilgilendirecektir. Form de \u00f6rnegi verilen P&I kl\u00fcp taraf\u0131ndan<\/strong><\/span>
\nonaylanm\u0131s LOI kirac\u0131dan istenecek ve al\u0131nd\u0131g\u0131nda gemiye bildirilecektir, “standard form of<\/strong><\/span>
\nindemnity to be given in return for delivering cargo at a port other than stated in the bili<\/strong><\/span>
\nof lading”.<\/strong><\/span>
\n1)-<\/strong><\/span>
\nSTANDARD FORM LETTER OF INDEMNITY TO BE GIVEN IN RETURN FOR<\/strong><\/span>
\nDELIVERING CARGO WITHOUT PRODUCTION OF THE ORIGINAL BILL OF LADING<\/strong><\/span>
\nTo: [insert name of Owners] [insert date]<\/strong><\/span>
\nThe Owners of the [insert name of ship] [insert<\/strong><\/span>
\naddress]<\/strong><\/span>
\nDear Sirs<\/strong><\/span>
\nShip: [insert name of ship]<\/strong><\/span>
\nVoyage: [insert load and discharge ports as stated in the bill of lading]<\/strong><\/span>
\nCa rg o: [ insert description of cargo]<\/strong><\/span>
\nBill of lading: [insert identification numbers, date and place of issue]<\/strong><\/span>
\nThe above cargo was shipped on the above ship by [insert name of shipper] and consigned to [insert name<\/strong><\/span>
\nof consignee or party to whose order the bill of lading is made out, as appropriate] for delivery at the port<\/strong><\/span>
\nof [insert name of discharge port stated in the bill of lading] but the bill of lading has not arrived and we,<\/strong><\/span>
\n[insert name of party requesting delivery], hereby request you to deliver the said cargo to [insert name of<\/strong><\/span>
\nparty to whom delivery is to be made] at [insert place where delivery is to be made] without production<\/strong><\/span>
\nof the original bill of lading.<\/strong><\/span>
\nIn consideration of your complying with our above request, we hereby agree as follows :-<\/strong><\/span>
\n1. To indemnify you, your servants and agents and to hold all of you harmless in respect of any<\/strong><\/span>
\nliability, loss, damage or expense of whatsoever nature which you may sustain by reason of<\/strong><\/span>
\ndelivering the cargo in accordance with our request.<\/strong><\/span>
\n2. In the event of any proceedings being commenced against you or any of your servants or<\/strong><\/span>
\nagents in connection with the delivery of the cargo as aforesaid, to provide you or them on<\/strong><\/span>
\ndemand with sufficient funds to defend the same.<\/strong><\/span>
\n3. If, in connection with the delivery of the cargo as aforesaid, the ship, or any other ship or<\/strong><\/span>
\nproperty in the same or associated ownership, management or control, should be arrested or<\/strong><\/span>
\ndetained or should the arrest or detention thereof be threatened, or should there be any<\/strong><\/span>
\ninterference in the use or trading of the vessel (whether by virtue of a caveat being entered on<\/strong><\/span>
\nthe ship’s registry or otherwise howsoever), to provide on demand such bail or other security<\/strong><\/span>
\nas may be required to prevent such arrest or detention or to secure the release of such ship or<\/strong><\/span>
\nproperty or to remove such interference and to indemnify you in respect of any liability, loss,<\/strong><\/span>
\ndamage or expense caused by such arrest or detention or threatened arrest or detention<\/strong><\/span>
\nor<\/strong><\/span>
\nsuch interference, whether or not such arrest or detention or threatened arrest or detention or<\/strong><\/span>
\nsuch interference may be justified.<\/strong><\/span>
\n4. If the place at which we have asked you to make delivery is a bulk liquid or gas terminal or<\/strong><\/span>
\nfacility, or another ship, lighter or barge, then delivery to such terminal, facility, ship, lighter or<\/strong><\/span>
\nbarge shall be deemed to be delivery to the party to whom we have requested you to make<\/strong><\/span>
\nsuch delivery.<\/strong><\/span>
\n5. As soon as all original bills of lading for the above cargo shall have come into our possession,<\/strong><\/span>
\nto deliver the same to you, or otherwise to cause all original bills of lading to be delivered to<\/strong><\/span>
\nyou, whereupon our liability hereunder shall cease.<\/strong><\/span>
\n6. The liability of each and every person under this indemnity shall be joint and several and shall<\/strong><\/span>
\nnot be conditional upon your proceeding first against any person, whether or not such person<\/strong><\/span>
\nis party to or liable under this indemnity.<\/strong><\/span>
\n7. This indemnity shall be governed by and construed in accordance with English law and each<\/strong><\/span>
\nand every person liable under this indemnity shall at your request submit to the jurisdiction of<\/strong><\/span>
\nthe High Court of Justice of England.<\/strong><\/span>
\nYours faithfully For and on<\/strong><\/span>
\nbehalf of [insert name of<\/strong><\/span>
\nRequestor] The Requestor<\/strong><\/span>
\nSignature<\/strong><\/span>
\n2)-<\/strong><\/span>
\nSTANDARD FORM LETTER OF INDEMNITY TO BE GIVEN IN RETURN FOR DELIVERING CARGO AT<\/strong><\/span>
\nA PORT OTHER THAN THAT STATED IN THE BILL OF LADING<\/strong><\/span>
\nTo: [insert name of Owners] [insert date]<\/strong><\/span>
\nThe Owners of the [insert name of ship] [insert<\/strong><\/span>
\naddress]<\/strong><\/span>
\nDear Sirs<\/strong><\/span>
\nShip: [insert name of ship]<\/strong><\/span>
\nVoyage: [insert load and discharge ports as stated in the bill of lading]<\/strong><\/span>
\nCargo: [insert description of cargo]<\/strong><\/span>
\nBill of lading: [insert identification number, date and place of issue]<\/strong><\/span>
\nThe above cargo was shipped on the above ship by [insert name of shipper] and consigned to [insert name<\/strong><\/span>
\nof consignee or party to whose order the bill of lading is made out, as appropriate] for delivery at the port<\/strong><\/span>
\nof [insert name of discharge port stated in the bill of lading] but we, [insert name of party requesting<\/strong><\/span>
\nsubstituted delivery], hereby request you to order the ship to proceed to and deliver the said cargo at [insert<\/strong><\/span>
\nname of substitute port or place of delivery] against production of at least one original bill of lading.<\/strong><\/span>
\nIn consideration of your complying with our above request, we hereby agree as follows :-<\/strong><\/span>
\n1. To indemnify you, your servants and agents and to hold all of you harmless in respect of any<\/strong><\/span>
\nliability, loss, damage or expense of whatsoever nature which you may sustain by reason of<\/strong><\/span>
\nthe ship proceeding and giving delivery of the cargo against production of at least one original<\/strong><\/span>
\nbill of lading in accordance with our request.<\/strong><\/span>
\n2. In the event of any proceedings being commenced against you or any of your servants or<\/strong><\/span>
\nagents in connection with the ship proceeding and giving delivery of the cargo as aforesaid, to<\/strong><\/span>
\nprovide you or them on demand with sufficient funds to defend the same.<\/strong><\/span>
\n3. If, in connection with the delivery of the cargo as aforesaid, the ship, or any other ship or<\/strong><\/span>
\nproperty in the same or associated ownership, management or control, should be arrested or<\/strong><\/span>
\ndetained or should the arrest or detention thereof be threatened, or should there be any<\/strong><\/span>
\ninterference in the use or trading of the vessel (whether by virtue of a caveat being entered on<\/strong><\/span>
\nthe ship’s registry or otherwise howsoever), to provide on demand such bail or other security<\/strong><\/span>
\nas may be required to prevent such arrest or detention or to secure the release of such ship or<\/strong><\/span>
\nproperty or to remove such interference and to indemnify you in respect of any liability, loss,<\/strong><\/span>
\ndamage or expense caused by such arrest or detention or threatened arrest or detention or<\/strong><\/span>
\nsuch interference, whether or not such arrest or detention or threatened arrest or detention or such<\/strong><\/span>
\ninterference may be justified.<\/strong><\/span>
\n4. The liability of each and every person under this indemnity shall be joint and several and shall<\/strong><\/span>
\nnot be conditional upon your proceeding first against any person, whether or not such person<\/strong><\/span>
\nis party to or liable under this indemnity.<\/strong><\/span>
\n5. This indemnity shall be governed by and construed in accordance with English law and each<\/strong><\/span>
\nand every person liable under this indemnity shall at your request submit to the jurisdiction of<\/strong><\/span>
\nthe High Court of Justice of England.<\/strong><\/span>
\nYours faithfully For and on<\/strong><\/span>
\nbehalf of [insert name of<\/strong><\/span>
\nRequestor] The Requestor<\/strong><\/span>
\nSignature<\/strong><\/span>
\n3)<\/strong><\/span>
\nSTANDARD FORM LETTER OF INDEMNITY TO BE GIVEN IN RETURN FOR<\/strong><\/span>
\nDELIVERING CARGO AT A PORT OTHER THAN THAT STATED IN THE BILL OF LADING<\/strong><\/span>
\nAND WITHOUT PRODUCTION OF THE ORIGINAL BILL OF LADING<\/strong><\/span>
\nTo: [insert name of Owners] [insert date]<\/strong><\/span>
\nThe Owners of the [insert name of ship]<\/strong><\/span>
\n[insert address]<\/strong><\/span>
\nDear Sirs<\/strong><\/span>
\nShip: [insert name of ship]<\/strong><\/span>
\nVoyage: [insert load and discharge ports as stated in the bill of lading]<\/strong><\/span>
\nCargo: [insert description of cargo]<\/strong><\/span>
\nBill of lading: [insert identification number, date and place of issue]<\/strong><\/span>
\nThe above cargo was shipped on the above vessel by [insert name of shipper] and consigned to [insert name<\/strong><\/span>
\nof consignee or party to whose order the bills of lading are made out, as appropriate] for delivery at<\/strong><\/span>
\nthe port of [insert name of discharge port stated in the bills of lading] but we, [insert name of party<\/strong><\/span>
\nrequesting substituted delivery], hereby request you to order the vessel to proceed to and deliver the said<\/strong><\/span>
\ncargo at [insert name of substitute port or place of delivery] to [insert name of party to whom delivery<\/strong><\/span>
\nis to be made] without production of the original bill of lading.<\/strong><\/span>
\nIn consideration of your complying with our above request, we hereby agree as follows :-<\/strong><\/span>
\n1. To indemnify you, your servants and agents and to hold all of you harmless in respect of<\/strong><\/span>
\nany liability, loss, damage or expense of whatsoever nature which you may sustain by<\/strong><\/span>
\nreason of the ship proceeding and giving delivery of the cargo in accordance with our<\/strong><\/span>
\nrequest.<\/strong><\/span>
\n2. In the event of any proceedings being commenced against you or any of your servants or<\/strong><\/span>
\nagents in connection with the ship proceeding and giving delivery of the cargo as<\/strong><\/span>
\naforesaid, to provide you or them on demand with sufficient funds to defend the same.<\/strong><\/span>
\n3. If, in connection with the delivery of the cargo as aforesaid, the ship, or any other ship or<\/strong><\/span>
\nproperty in the same or associated ownership, management or control, should be arrested<\/strong><\/span>
\nor detained or should the arrest or detention thereof be threatened, or should there be any<\/strong><\/span>
\ninterference in the use or trading of the vessel (whether by virtue of a caveat being<\/strong><\/span>
\nentered on the ship’s registry or otherwise howsoever), to provide on demand such bail or<\/strong><\/span>
\nother security as may be required to prevent such arrest or detention or to secure the<\/strong><\/span>
\nrelease of such ship or property or to remove such interference and to indemnify you in<\/strong><\/span>
\nrespect of any liability, loss, damage or expense caused by such arrest or detention or<\/strong><\/span>
\nthreatened arrest or detention or such interference, whether or not such arrest or<\/strong><\/span>
\ndetention or threatened arrest or detention or such interference may be justified.<\/strong><\/span>
\n4. If the place at which we have asked you to make delivery is a bulk liquid or gas terminal or<\/strong><\/span>
\nfacility, or another ship, lighter or barge, then delivery to such terminal, facility, ship,<\/strong><\/span>
\nlighter or barge shall be deemed to be delivery to the party to whom we have requested<\/strong><\/span>
\nyou to make such delivery.<\/strong><\/span>
\n5. As soon as all original bills of lading for the above cargo shall have come into our<\/strong><\/span>
\npossession, to deliver the same to you, or otherwise to cause all original bills of lading to<\/strong><\/span>
\nbe delivered to you.<\/strong><\/span>
\n6. The liability of each and every person under this indemnity shall be joint and several and<\/strong><\/span>
\nshall not be conditional upon your proceeding first against any person, whether or not such<\/strong><\/span>
\nperson is party to or liable under this indemnity.<\/strong><\/span>
\n7. This indemnity shall be governed by and construed in accordance with English law and<\/strong><\/span>
\neach and every person liable under this indemnity shall at your request submit to the<\/strong><\/span>
\njurisdiction of the High Court of Justice of England.<\/strong><\/span>
\nYours faithfully For and on<\/strong><\/span>
\nbehalf of [insert name of<\/strong><\/span>
\nRequestor] The Requestor<\/strong><\/span>
\nSignature<\/strong><\/span>
\nYUKUN ICINDE SU VARSA VER\u0001LECEK PROTESTO MEKTUBU(DRY CARGO)<\/strong><\/span>
\nDear Sirs,<\/strong><\/span>
\nLETTER OF PROTEST FOR WATER IN CARGO<\/strong><\/span>
\nKindly be advised that the cargo already loaded on board the vessel and on ashore<\/strong><\/span>
\nis in a wet condition. As my cargo holds were completely cleaned\/ dry prior<\/strong><\/span>
\ncommencement of loading, any water which may\/will be detected in ships cargo<\/strong><\/span>
\nholds will be originated from the cargo itself. Since sufficient time will be elapsed<\/strong><\/span>
\nfrom the completion of loading untill arrival to discharge port it is likely that water<\/strong><\/span>
\nquantity will be considerably increased and I reserve the right to carry out water<\/strong><\/span>
\ndetection to determine the precise water quantity in cargo.<\/strong><\/span>
\nTherefore on behalf of my Owners\/Charterers and Receivers I lodge this protest with<\/strong><\/span>
\nyou and I hold you fully responsible for all consequences resulting from the existence<\/strong><\/span>
\nof water in cargo and possible loss of cargo.<\/strong><\/span>
\nPlease acknowledge receipt by signing this letter, I Remain.<\/strong><\/span>
\nYours faithfully,<\/strong><\/span>
\nRAIN LATTER (Yagmur mektubu)<\/strong><\/span>
\nDear Captain,<\/strong><\/span>
\nOn behalf of charterers we herewith kindly request you to keep the working hatches<\/strong><\/span>
\nopen also during rain periods, unless shippers are stopping loading of their cargo,<\/strong><\/span>
\nin which case please close the hatches immediately.<\/strong><\/span>
\nThe charterers relive you, respectively your owners from responsibility to the cargo<\/strong><\/span>
\nif damaged as a result of Loading rain at Ponta Da Madeira.<\/strong><\/span>
\nThe agent<\/strong><\/span>
\nKonu- STEEL Y\u00dcKLEMELER\u0002NDE D\u0002KKAT ED\u0002LECEK<\/strong><\/span>
\nHUSUSLAR STEEL PRE-LOADING SURVEYS\/Y\u00dcKLEME \u00d6NCES\u0002<\/strong><\/span>
\nSURVEYLER<\/strong><\/span>
\nSteel products more highly susceptible to damage to resulting in claims than most other products<\/strong><\/span>
\ncarried in sea borne trades. In many instances loading operations commence immediately upon the<\/strong><\/span>
\nvessel’s arrival, so that there is not time for the ship’s personnel to inspect the cargo prior to it being<\/strong><\/span>
\nloaded. It is also not unusual that the complement of a vessel has never previously had to follow the<\/strong><\/span>
\nloading of a steel cargo, thus putting it at a considerable disadvantage with regard to the<\/strong><\/span>
\nformulation of adequate damage and\/or rust clauses when discussing such defects with shippers<\/strong><\/span>
\nspecializing in such cargoes. Further to this ship’s officers probably will not be familiar with the<\/strong><\/span>
\nsystems of marking and identifying the various parcels of cargo which are involved because such<\/strong><\/span>
\nsystems vary from port to port. In consequence of the foregoing it has become customary for ship<\/strong><\/span>
\nowners, managers and\/ or charterers to appoint a competent local surveyor, experienced in pre-shipment<\/strong><\/span>
\nsurvey work, to inspect steel cargoes prior to their shipment and during loading.<\/strong><\/span>
\n\u00c7elik tas\u0131malar\u0131nda diger y\u00fcklere oranla tas\u0131ma asamas\u0131nda daha \u00e7ok hasar ve tazminat<\/strong><\/span>
\ntalebiyle kars\u0131las\u0131lmaktad\u0131r. Geminin limana var\u0131s\u0131nda y\u00fcklemenin zaman kaybetmeden<\/strong><\/span>
\nbaslamas\u0131 ve gemi personelinin y\u00fckleme \u00f6ncesi survey yapabilecek bilgiye sahip<\/strong><\/span>
\nolmamas\u0131ndan dolay\u0131 konu hakk\u0131nda uzmanlasm\u0131s partiler taraf\u0131ndan y\u00fckleme \u00f6ncesi<\/strong><\/span>
\nsurveyleri yapt\u0131r\u0131lmaktad\u0131r.<\/strong><\/span>
\nSirketimiz taraf\u0131ndan P&I kul\u00fcp kurallar\u0131 geregi tam mamul (finished product) kabul edilen<\/strong><\/span>
\nt\u00fcm \u00e7elik tas\u0131malar\u0131nda y\u00fckleme \u00f6ncesi pre-loading survey yapt\u0131r\u0131lmaktad\u0131r.<\/strong><\/span>
\nCARGO PROBLEMS\/ Y\u00dcK PROBLEMLER\u0002<\/strong><\/span>
\nHot rolled sheeting (coils): Steel of this nature is in its most basic state, and will usually undergo<\/strong><\/span>
\nfurther processing if cold rolling is planned, the coils will be unrolled after discharge using a declining<\/strong><\/span>
\nmachine and passed through an acid bath (pickling) to remove light surface corrosion is more extensive<\/strong><\/span>
\nand has resulted in pitting. It may be possible to overcome the imperfections by further pickling.<\/strong><\/span>
\nHowever, although hot rolled coils may be slightly more forgiving than other grades of steel,<\/strong><\/span>
\nreconditioning in some cases may not be practicable as to do so would significantly alter their<\/strong><\/span>
\nfundamental specification giving rise to claims.<\/strong><\/span>
\nS\u0131cak \u00e7ekme rulo sac: S\u0131cak \u00e7ekme olarak \u00fcretilmis sac tas\u0131ma sonras\u0131 genellikle rulosu<\/strong><\/span>
\na\u00e7\u0131larak y\u00fczey pas\u0131n\u0131n al\u0131nmas\u0131 amac\u0131yla asit y\u0131kamas\u0131 yap\u0131larak islemlerden ge\u00e7irilir. Diger<\/strong><\/span>
\nmamullere oranla daha toleransl\u0131 bir \u00fcr\u00fcn olsa da tas\u0131ma s\u0131ras\u0131nda olusabilen hasarlar<\/strong><\/span>
\ntazminat taleplerine yol a\u00e7abilir.<\/strong><\/span>
\nSimilarly, the edges of the plating are usually rolled to remove any minor bending damage as part of<\/strong><\/span>
\nthe decoiling process, but slits, tears, heavy scoring or more serious bending may exceed the<\/strong><\/span>
\npermitted edge tolerance limits.<\/strong><\/span>
\nRulo saclar\u0131n kenarlar\u0131n rulonun a\u00e7\u0131lmas\u0131 isleminde hasarlanmamas\u0131 i\u00e7in genellikle k\u0131vr\u0131l\u0131r,<\/strong><\/span>
\nancak bunun \u00f6tesinde olusan \u00e7atlak, yank veya ag\u0131r izler tolerans limitlerini asm\u0131ssa claim<\/strong><\/span>
\nyap\u0131labilir.<\/strong><\/span>
\nIt is not uncommon for unwrapped hot rolled coils to be transported and stored ashore in the open,<\/strong><\/span>
\nhence surface rust noted during a pre-loading examination may not necessarily be detrimental.<\/strong><\/span>
\nConversely, all hot rolled products which are wrapped should be treated as through they were cold<\/strong><\/span>
\nrolled.<\/strong><\/span>
\nAmbalajlanmam\u0131s s\u0131cak \u00e7ekme rulo saclar\u0131n a\u00e7\u0131kta tas\u0131nmas\u0131 ve sahilde depolanmas\u0131 s\u0131k s\u0131k<\/strong><\/span>
\nbasvurulan bir uygulamad\u0131r b\u00f6ylelikle y\u00fckleme \u00f6ncesi yap\u0131lan pre-loading surveyde de<\/strong><\/span>
\ntespit edilen pas zararl\u0131 olarak kebul edilmez. Ambalajlanm\u0131s s\u0131cak \u00e7ekme rulo saclar da<\/strong><\/span>
\nsoguk \u00e7ekme gibi ele al\u0131nmal\u0131d\u0131r.<\/strong><\/span>
\nHot rolled sheeting (Bundles): To fulfill the demands of the customer, hot rolled sheeting is<\/strong><\/span>
\nsometimes cut into lengths, stacked into bundles and secured with metal bands. The bundles are<\/strong><\/span>
\nusually shipped unwrapped, and surface rust may be present. The general observations regarding hot<\/strong><\/span>
\nrolled coils also apply to bundles.<\/strong><\/span>
\nS\u0131cak \u00e7ekme saclar: al\u0131c\u0131lar\u0131n istegi dogrultusunda s\u0131cak \u00e7ekme saclar belli boylarda<\/strong><\/span>
\nkesilerek bag halinde metal kusaklarla baglan\u0131r. Genellikle ambalajs\u0131z olarak tas\u0131n\u0131r ve<\/strong><\/span>
\ny\u00fczey pas\u0131 bulunur. S\u0131cak \u00e7ekme rulo sac i\u00e7in ge\u00e7erli olan genel maddeler bu baglar i\u00e7in<\/strong><\/span>
\nde ge\u00e7erlidir.<\/strong><\/span>
\nCold rolled sheeting (coils): As already noted, this valuable product has been processed for direct use<\/strong><\/span>
\nby the end-user and even minor damage is likely to produce a claim. The surface of cold rolled sheeting<\/strong><\/span>
\nhas a lustrous, unblemished appearance and the plating is sometimes oiled to inhibit the onset of rust<\/strong><\/span>
\nbefore being coiled<\/strong><\/span>
\nSoguk \u00e7ekme rulo sac: Bu \u00fcr\u00fcn direk olarak al\u0131c\u0131 taraf\u0131ndan kullan\u0131lmaya haz\u0131r bir \u00fcr\u00fcn olup<\/strong><\/span>
\nherhangi bir islemden ge\u00e7irilmeyecektir, bu nedenle \u00e7ok degerli ve hassas olup en k\u00fc\u00e7\u00fck<\/strong><\/span>
\nhasarlar dahi claimlere yol a\u00e7abilir. \u00dcr\u00fcn\u00fcn y\u00fczeyi parlak ve lekesiz olup paslanman\u0131n<\/strong><\/span>
\n\u00f6nlenmesi amac\u0131yla bazen yaglanmaktad\u0131r.<\/strong><\/span>
\nThe steel is then enveloped in moisture-resistance paper and a metal wrapper is added. In general,<\/strong><\/span>
\ncold rolled steel affected by rust cannot be reconditioned; therefore its presence, no matter how minor,<\/strong><\/span>
\nwill inevitably lead to claims. It is imperative that the steel is kept totally dry at all times, and under<\/strong><\/span>
\nno circumstances should cold rolled steel be loaded or discharged during rain. Clearly, sweat of sea<\/strong><\/span>
\nwater will cause significant damage.<\/strong><\/span>
\nBu \u00e7elik \u00fcr\u00fcn daha sonra rutubete dayan\u0131kl\u0131 kag\u0131da sar\u0131l\u0131r ve bir metal sarg\u0131 ile<\/strong><\/span>
\nambalajlan\u0131r. Paslanan soguk \u00e7ekme sacm eski haline getirilmesi imkans\u0131z oldugu i\u00e7in en<\/strong><\/span>
\nufak paslanma dahi claimle sonu\u00e7lanmaktad\u0131r. Bu nedenle kesinlikle tamamen kuru<\/strong><\/span>
\ntutulmal\u0131 ve hi\u00e7 bir zaman yagmur alt\u0131nda y\u00fcklenmemeli ve bosalt\u0131lmamahd\u0131r. Terleme ve<\/strong><\/span>
\ndeniz suyu ile temas ise \u00f6nemli \u00f6l\u00e7\u00fcde zarara yol a\u00e7ar.<\/strong><\/span>
\nJudging the pre-shipment condition of cold rolled steel is not easy. It is not unusual for waste sheets to<\/strong><\/span>
\nbe used to wrap the product, and these may already have been affected by surface rust at the time<\/strong><\/span>
\nof packaging, hi such cases the appearance of the wrappers may not<\/strong><\/span>
\nnecessarily reflect the condition of the contents, and assessing the extent of the rast is best left to the<\/strong><\/span>
\nattending surveyor.<\/strong><\/span>
\nSoguk \u00e7ekme rulo sac i\u00e7in pre-loading survey ile tespit ve degerlendirme yap\u0131lmas\u0131 kolay<\/strong><\/span>
\ndegildir. Genellikle ambalaj i\u00e7in kullan\u0131lan saclar eski hasarl\u0131 saclar olup ambalaj\u0131n<\/strong><\/span>
\ni\u00e7indeki \u00fcr\u00fcn\u00fcn ger\u00e7ek kondisyonunu yans\u0131tmaz. Bu nedenle \u00fcr\u00fcn\u00fcn durum tespiti atanan<\/strong><\/span>
\nsurveyore b\u0131rak\u0131l\u0131r.<\/strong><\/span>
\nCold rolled sheeting (packs): Sheets o f cold rolled s teel are often c ut to size, covered in moistureresistant<\/strong><\/span>
\npaper and parceled in a metal, wrapper. Bearers are usually strapped to the base of the packs<\/strong><\/span>
\nfor ease of handling, and the same precautions for cold rolled sheeting in coils should be exercised.<\/strong><\/span>
\nSoguk \u00e7ekme sac: Soguk \u00e7ekme sac genellikle belli boyutlarda kesilir, rutubete dayan\u0131kl\u0131<\/strong><\/span>
\nkag\u0131t ile kaplan\u0131r ve bir metal sarg\u0131 ile ambalajlan\u0131r. Elle\u00e7lemede kolayl\u0131k saglamak i\u00e7in<\/strong><\/span>
\nsabit sapanlar konulabilir, soguk \u00e7ekme rulo saclarda uygulanan \u00f6nlemler al\u0131nmal\u0131d\u0131r.<\/strong><\/span>
\nWire rods: This product is customarily wound into coils and shipped unwrapped. Since wire rods are<\/strong><\/span>
\nusually hot drawn, surface rast is not uncommon. However, because storage in the \u00f6pen i s lesswire<\/strong><\/span>
\nspread wire rod should always be kept dry. \u00c7are must be taken to avoid kinking or scoring the wire<\/strong><\/span>
\nas the gauge will often be reduced at the final destination, and such defects will cause the wire to<\/strong><\/span>
\nbreak during the elongation process. A good stow and a favorable out turn can only be achieved if the<\/strong><\/span>
\nbundles are rigid. If bundles are seen to be slack at the time of loading, the shipping documents must be<\/strong><\/span>
\nclaused appropriately. Dropping coils of wire rods during cargo work or improper stowage can result<\/strong><\/span>
\nin breakage of the strapping bands or distortion, increasing the likelihood of serious damage. Since<\/strong><\/span>
\ncrushed, heavily twisted or scored wire cannot be successfully reconditioned , the only remaining<\/strong><\/span>
\noption may be to sell the damaged cargo for scrap.<\/strong><\/span>
\nTel \u00e7ubuk: Bu \u00fcr\u00fcn genel olarak kangallan\u0131r ve ambalajs\u0131z olarak sevk edilir. Tel \u00e7ubuklar<\/strong><\/span>
\ngenellikle s\u0131cak \u00e7ekme olarak \u00fcretildigi i\u00e7in y\u00fczey pas\u0131 olusur. Ancak a\u00e7\u0131kta depolama tercih<\/strong><\/span>
\nedilmedigi i\u00e7in tel \u00e7ubuk her zaman kuru tutulmal\u0131d\u0131r. \u00d6l\u00e7\u00fcmler son var\u0131s yerinde yap\u0131lacag\u0131<\/strong><\/span>
\ni\u00e7in telin b\u00fck\u00fclmesi ve as\u0131nmas\u0131n\u0131 \u00f6nlemek i\u00e7in gerekli \u00f6zen g\u00f6sterilmelidir. Bu t\u00fcr kusurlar<\/strong><\/span>
\nkangallar\u0131n a\u00e7\u0131larak telin d\u00fczeltilmesi s\u0131ras\u0131nda k\u0131r\u0131lmaya neden olur. Kangallar\u0131n sar\u0131m<\/strong><\/span>
\nbaglan kuvvetli olmal\u0131d\u0131r, eger y\u00fckleme s\u0131ras\u0131nda baglar\u0131n gevsek oldugu g\u00f6r\u00fcl\u00fcrse y\u00fckleme<\/strong><\/span>
\nevraklar\u0131na bu konuda gerekli remarklar d\u00fcs\u00fclmelidir. Y\u00fckleme s\u0131ras\u0131nda kangallar\u0131n\u0131n<\/strong><\/span>
\ny\u00fcksekten b\u0131rak\u0131lmas\u0131 veya uygun olmayan bir istifleme baglar\u0131n kopmas\u0131na veya<\/strong><\/span>
\nyamulmalanna neden olabilir ve ciddi hasar ve zarar\u0131n ortaya \u00e7\u0131kma olas\u0131l\u0131g\u0131na artt\u0131r\u0131r.<\/strong><\/span>
\nEzilmis, b\u00fcy\u00fck \u00f6l\u00e7\u00fcde yamulmus veya b\u00fck\u00fclm\u00fcs \u00fcr\u00fcn\u00fc d\u00fczeltme olas\u0131l\u0131g\u0131 olmad\u0131g\u0131 i\u00e7in<\/strong><\/span>
\nkalan tek opsiyon hasar g\u00f6ren y\u00fck\u00fc hurda olarak satmakt\u0131r.<\/strong><\/span>
\nStructural steel: Structural steel ineludes steel seetions (channels, angles and beams), steel bars, wire<\/strong><\/span>
\nrods, flat produets, (strip, plate and wire flats) seamless and welded, square and reetangular hollow<\/strong><\/span>
\nseetions, forgings and semi-finished produets. Long lengths are common, therefore handling and<\/strong><\/span>
\nstowage must be undertaken with great \u00e7are to avoid bending warping<\/strong><\/span>
\nor crashing damage. Similarly small angles are less resilient than large angles. In general, the<\/strong><\/span>
\nprecautions for hot rolled steel will apply.<\/strong><\/span>
\n\u0002nsaat \u00e7eligi: \u0002nsaat \u00e7eligi \u00e7elik profilleri (kanallar, k\u00f6sebentler, kirisler), \u00e7elik \u00e7ubuklar,<\/strong><\/span>
\ntel \u00e7ubuklar, d\u00fcz \u00fcr\u00fcnler (serit levhave d\u00fcz teller) dikissiz ve kaynakl\u0131, yuvarlak ve<\/strong><\/span>
\ndikd\u00f6rtgen delikli profiller, d\u00f6vme demirler ve yar\u0131 islenmis \u00fcr\u00fcnleri kapsar. \u00c7ok uzun<\/strong><\/span>
\nolduklar\u0131 i\u00e7in b\u00fck\u00fclme, egrilme veya ezilmeyi \u00f6nlemek i\u00e7in gerekli dikkat ve \u00f6zen<\/strong><\/span>
\ng\u00f6sterilmelidir. Benzer sekilde, k\u00fc\u00e7\u00fck k\u00f6sebentler b\u00fcy\u00fck k\u00f6sebentlere g\u00f6re daha az elastiktir.<\/strong><\/span>
\nGenel olarak s\u0131cak haddeli \u00e7elik ile ilgili \u00f6nlemler bunlar i\u00e7in de ge\u00e7erlidir.<\/strong><\/span>
\nGalvanized steel: This commodity is extremely valuable. The galvanizing process coats the surface of<\/strong><\/span>
\nthe steel with a protective layer of zinc, inhibiting the development rast. Galvanized sheeting may be<\/strong><\/span>
\nrolled into coils or cut to size and packaged, and the galvanizing of structural steel is also widespread.<\/strong><\/span>
\nAfter processing, the zinc coating is bright in appearance but becomes increasingly dull after a<\/strong><\/span>
\nperiod f time. Small areas of white oxidation marks may be evident on the wrappers of galvanized<\/strong><\/span>
\nsteel signifying exposure to moist air, but unless extensive are probably no cause for alarm.<\/strong><\/span>
\nGalvanizli \u00e7elik: Bu \u00e7ok degerli bir \u00fcr\u00fcnd\u00fcr. Galvanizleme islemi ile \u00e7eligin y\u00fczeyi<\/strong><\/span>
\nkoruyucu \u00e7inko katman\u0131 ile kaplan\u0131r ve pas olusumu b\u00f6ylelikle \u00f6nlenmis olur. Galvanizli<\/strong><\/span>
\nsac haddelenerek kangallara d\u00f6n\u00fcst\u00fcr\u00fclebilir veya belli boyutlarda kesilerek<\/strong><\/span>
\nambalajlanabilir ve insaat \u00e7eliginin galvanizlenmesi \u00e7ok yayg\u0131n bir uygulamad\u0131r. Bu<\/strong><\/span>
\nislemden sonra \u00e7inko kaplama g\u00f6r\u00fcn\u00fcs itibar\u0131yla parlakt\u0131r ama belli bir s\u00fcre sonra giderek<\/strong><\/span>
\nmatlas\u0131r. Nemli havaya maraz kalma nedeniyle galvanizli \u00e7elik ambalajlar\u0131n \u00fczerinde k\u00fc\u00e7\u00fck<\/strong><\/span>
\nbeyaz oksitlenme izleri ortaya \u00e7\u0131kabilir ama b\u00fcy\u00fck \u00f6l\u00e7\u00fclere ulasmad\u0131g\u0131 s\u00fcrece bu<\/strong><\/span>
\noksitlenme alanlar\u0131 endise vericibir durum teskil etmez.<\/strong><\/span>
\nHowever contact with salt water will produce “white rast” in large quantities, breaking down the<\/strong><\/span>
\nprotective coating and rendering the galvanized layer useless.<\/strong><\/span>
\nAncak, tuzlu su ile temas b\u00fcy\u00fck miktarda “beyaz pas” a neden olur ve bu olusumda<\/strong><\/span>
\nkoruyucu kaplamay\u0131 yok eder ve galvanizli katmam ise yaramaz hale getirir.<\/strong><\/span>
\nTin plate: This expensive product is made using the cold rolled process to produce very thin steel<\/strong><\/span>
\nplate which, after acid cleaning, is then coated with a layer of tin. This is achieved either by passing<\/strong><\/span>
\nthe plating through a both of molten tin or by electrolysis. Dry conditions and careful handling are<\/strong><\/span>
\nessential. Tin plate is customarily shipped in metal boxes fitted with bearers, or in coils stowed and<\/strong><\/span>
\nstrapped vertically to pallets. Even minor damage to tin plate can result in its rejection, and it is vital<\/strong><\/span>
\nthat this product receivers exemplary handling and stowage.<\/strong><\/span>
\nTeneke levha: Bu pahal\u0131 \u00fcr\u00fcn \u00e7ok k\u00fc\u00e7\u00fck \u00e7elik levha imal etmeye y\u00f6nelik soguk haddeleme<\/strong><\/span>
\nislemi kullan\u0131larak yap\u0131l\u0131r ve bu levha bir asit temizliginden sonra k\u00fc\u00e7\u00fck bir teneke<\/strong><\/span>
\nkatman ile kaplan\u0131r. Bu islem kaplaman\u0131n bir eritme isleminden ge\u00e7irilmesi veya elektroliz<\/strong><\/span>
\nile ger\u00e7eklestirilir. Kuru kosullar ve dikkatli elle\u00e7leme saglanmal\u0131d\u0131r. Teneke levhalar,<\/strong><\/span>
\ngenelde konsol monteli metal kolilerde veya paletlere dikey olarak istiflenmis ve baglanm\u0131s<\/strong><\/span>
\nkangallar halinde sevk edilir. Herhangi bir k\u00fc\u00e7\u00fck hasar bile teneke levhan\u0131n reddedilmesine<\/strong><\/span>
\nyol a\u00e7abilir dolay\u0131s\u0131yla bu \u00fcr\u00fcn\u00fcn uygun sekilde elle\u00e7leme ve istiflemesi yap\u0131larak<\/strong><\/span>
\nnakledilmesi \u00f6nemlidir.<\/strong><\/span>
\nCLAUSING BILLS OF LADING \/ KONS\u0002MENTOYA SERH D\u00dcS\u00dcLMES\u0002<\/strong><\/span>
\nFailing to identify pre-shipment damage and neglecting to make appropriate notations on mate’s<\/strong><\/span>
\nreceipts and bills of lading will deprive the carrier of his rights limitations and immunities under<\/strong><\/span>
\nthe contract of carriage and may prejudice club cover. Assertions are sometimes made by cargo<\/strong><\/span>
\ninterests that rust on a particular shipment is normal and will not affect its market value. Such<\/strong><\/span>
\ncomments should be disregarded.<\/strong><\/span>
\nY\u00fckleme \u00f6ncesi maldaki hasarlar\u0131n tespiti yap\u0131larak mate’s receipt ve B\/L gerekli<\/strong><\/span>
\nremarklann d\u00fcs\u00fclmemesi durumu armat\u00f6r\u00fcn tas\u0131ma s\u00f6zlesmesi haklar\u0131nda yoksun b\u0131rakabilir<\/strong><\/span>
\nve pandi sigorta kapsam\u0131nda olmas\u0131n\u0131 da riske atabilir. Y\u00fck\u00fcn \u00fczerindek, bir miktar pas\u0131n<\/strong><\/span>
\nnormal oldugu ve degerini etkilemeyecegi iddalar\u0131 dikkate al\u0131nmamal\u0131d\u0131r.<\/strong><\/span>
\nhi all cases where a steel cargo is found to be rusty, it is imperative that remarks are made on the bills<\/strong><\/span>
\nof lading irrespective of the apparent severity of the rust.<\/strong><\/span>
\nBir \u00e7elik y\u00fck\u00fcnde hasar\u0131n tespit edildigi t\u00fcm durumlarda pas\u0131n g\u00f6r\u00fcnen siddeti ne olursa<\/strong><\/span>
\nolsun konsimento \u00fczerinde gerekli kayd\u0131n d\u00fcs\u00fclmesi zorunludur.<\/strong><\/span>
\nThe bills of lading should also be claused to reflect any physical pre-shipment damage to the steel<\/strong><\/span>
\nand\/or wrappers (bends, tears, crimps, dents, deformation, crushing)<\/strong><\/span>
\nKonsimento ayr\u0131ca sevkiyat \u00f6ncesinde \u00e7elik ve\/veya ambalajlarda meydana gelen hasan<\/strong><\/span>
\nifade eden bir kay\u0131t i\u00e7ermelidir, (b\u00fck\u00fclmeler, \u00e7izik ve y\u0131rt\u0131klar, \u00e7entikler, deformasyonlar,<\/strong><\/span>
\nezilmeler)<\/strong><\/span>
\nSelecting the most appropriate clauses to describe pre-shipment damage is not always easy, and the<\/strong><\/span>
\nattending surveyor should be consulted for advice. Care must be taken to confine the remarks only to<\/strong><\/span>
\nthe apparent condition of the steel. Comments such as ” damaged by stevedores “and ” loaded<\/strong><\/span>
\nduring rain” have no value. Similarly , word such as “slight” “superficial” “partial” and<\/strong><\/span>
\n“atmospheric” may be open to misinterpretation and should never be used. Wherever possible the<\/strong><\/span>
\nremarks should be specific.<\/strong><\/span>
\nSevkiyat \u00f6ncesi ortaya \u00e7\u0131kan hasarlarla ilgili en uygun a\u00e7\u0131klaman\u0131n se\u00e7ilmesi herzaman<\/strong><\/span>
\nkolay degildir. Bilgialmak i\u00e7in ilgili ekspere dan\u0131s\u0131lmal\u0131d\u0131r. Yaz\u0131lacak kay\u0131t ve serhlerin<\/strong><\/span>
\n\u00e7eligin g\u00f6r\u00fcn\u00fcsteki durumu ile s\u0131n\u0131rland\u0131r\u0131lmas\u0131na dikkat edilmelidir. “Stevedorlar<\/strong><\/span>
\ntaraf\u0131ndan hasar verilmistir” ve “yagmur yagarken y\u00fckleme yap\u0131lm\u0131st\u0131r gibi yorumlar\u0131n hi\u00e7<\/strong><\/span>
\nbir degeri yoktur. Benzer sekilde ” hafif “y\u00fczeysel” k\u0131smi” ve atmosferik” gibi ifadeler yanl\u0131s<\/strong><\/span>
\nyorumlar yap\u0131lmas\u0131na a\u00e7\u0131kt\u0131r ve bu nedenle asla kullan\u0131lmamal\u0131d\u0131r. M\u00fcmk\u00fcn oldugunca<\/strong><\/span>
\ngenel olmayan kesin ifadeler kullan\u0131lmal\u0131d\u0131r.<\/strong><\/span>
\nRECOMMENDED WORDINGS FOR DESCRIBING SURFACE CONDITION<\/strong><\/span>
\nY\u00dcZEY DURUMUNU TAR\u0002F EDEN TAVS\u0002YE ED\u0002LM\u0002S \u0002FADELER<\/strong><\/span>
\n1. Covered with snow Surface covered with snow or ice or both<\/strong><\/span>
\n1. Karla kapl\u0131 y\u00fczey karla veya buzla ya da her ikisi ile kapl\u0131<\/strong><\/span>
\n2. Galvanising affected by white oxidation marks Zinc coating losing luster and etched with<\/strong><\/span>
\nwhite-colored oxidation marks<\/strong><\/span>
\n2. Beyaz oksitlenme izlerinin etkiledigi galvanizleme parlakl\u0131g\u0131n\u0131 kaybetmis ve beyaz<\/strong><\/span>
\nrenkli oksidasyon izleri nedeniyle as\u0131nm\u0131s \u00e7inko kaplama<\/strong><\/span>
\n3. Galvanising affected by white rust Zinc coating heavily oxidated and covered in<\/strong><\/span>
\nvoluminous white colored rust.<\/strong><\/span>
\n3. Beyaz pas\u0131n etkiledigi galvaniz As\u0131n derecede oksitlenmis ve b\u00fcy\u00fck miktarda beyaz<\/strong><\/span>
\nrenkli pasla kapl\u0131 \u00e7inko kaplama<\/strong><\/span>
\n4. Galvanising dull Zinc coating losing luster as a result ofearly oxidation.<\/strong><\/span>
\n4. Matlasm\u0131s galvaniz erken oksitlenmeden dolay\u0131 parlakl\u0131g\u0131n\u0131 kaybetmis \u00e7inko kaplama<\/strong><\/span>
\n5. Grease spots and oil patches apparent on nun\u0131ber units Surface stained with drops of<\/strong><\/span>
\ngrease and oilfrom mechanical handling equipment or other sources.<\/strong><\/span>
\n5. Gres lekeleri ve bir \u00e7ok \u00fcnitede yag tabakalar\u0131 mekanik elle\u00e7leme donan\u0131m\u0131 veya<\/strong><\/span>
\ndiger kaynaklar\u0131n neden oldugu gres ve yag damlalar\u0131n\u0131n lekeledigi y\u00fczey.<\/strong><\/span>
\n6. Parly rust stained Finepowdery rust covering less than 75pct ofthe surface. Light tan to<\/strong><\/span>
\nlight brown in color and easily removed by rubbing, scraping or wire brushing to reveal a<\/strong><\/span>
\nsmooth steel surface. The remainder ofthe surface may stili have mili scale attached.<\/strong><\/span>
\n6. K\u0131smen lekeli pas y\u00fczeyin %75inden az bir b\u00f6l\u00fcm\u00fcn\u00fc kaplayan toz pas. Renk<\/strong><\/span>
\nolarak a\u00e7\u0131k kahverengi ve s\u00fcrtme, kaz\u0131ma veya tel f\u0131r\u00e7a ile kolayca temizlenebilir ve<\/strong><\/span>
\nb\u00f6ylelikle p\u00fcr\u00fczs\u00fcz temiz bir \u00e7elik y\u00fczeyi ortaya \u00e7\u0131kar\u0131l\u0131r. Y\u00fczeyin geri kalan\u0131nda hala hadde<\/strong><\/span>
\npullar\u0131 yap\u0131s\u0131k olarak bulunabilir.<\/strong><\/span>
\n7. Partly rusty Brown to heavy deep brown rust covering less than 75 percent ofthe surface.<\/strong><\/span>
\nSlightly uneven and dull steel surface revealed when removed by wire brushing. Remainder<\/strong><\/span>
\nofthe surface may be “rust stained” or “partly rust stained”<\/strong><\/span>
\n7-K\u0131smen pasl\u0131 y\u00fczeyin %75 inden az bir b\u00f6l\u00fcm\u00fcn\u00fc kaplayan kahverengiden koyu<\/strong><\/span>
\nkahverengi aras\u0131nda degisen pas. Tel f\u0131r\u00e7a ile temizlendiginde hafif p\u00fcr\u00fczl\u00fc ve mat renkli<\/strong><\/span>
\n\u00e7elik y\u00fczey ortaya \u00e7\u0131kar.Y\u00fczeyin geri kalan\u0131 “pas lekeli” veya ‘k\u0131smen pas lekeli” olabilir.<\/strong><\/span>
\n8. Rust on edges Brown to heavy deep brown rust confined to edges. When removed by wire<\/strong><\/span>
\nbrushing, a slightly uneven and dull steel surface revealed. Remainder ofthe surface may<\/strong><\/span>
\nbe “rust stained” or “partly rust stained”<\/strong><\/span>
\n8. Kenarlarda pas sadece kenarlarda bulunan kahverengiden koyu kahverengiye<\/strong><\/span>
\ndogru degisen pas. Tel f\u0131r\u00e7a ile temizlendiginde ortaya hafif p\u00fcr\u00fczl\u00fc ve mat renkli \u00e7eliky\u00fczey<\/strong><\/span>
\n\u00e7\u0131kar. Y\u00fczeyin gerikalan\u0131 “pas lekeli” veya ” k\u0131smen pas lekeli” olabilir.<\/strong><\/span>
\n9. Rust spots apparent Localized very slight penetration of rust through mili scale, not<\/strong><\/span>
\nbulbous and reveals smooth steel surface when removed by wire brushing. Parts ofsurface<\/strong><\/span>
\nyvithout mili scale may be “rust stained”.<\/strong><\/span>
\n9. \u00c7\u0131plak g\u00f6zle g\u00f6r\u00fclebilen pas lekeleri Hadde pullar\u0131 aras\u0131na yer yer hafif sekilde<\/strong><\/span>
\ns\u0131zm\u0131s paslar k\u00f6kl\u00fc degil ve tel f\u0131r\u00e7a ile temizlendiginde ortaya \u00e7elik y\u00fczey \u00e7\u0131kar.Hadde<\/strong><\/span>
\npullan i\u00e7ermeyen y\u00fczey k\u0131s\u0131mlar\u0131 “pas lekeli” olabilir.<\/strong><\/span>
\n10. Rust spotting Localized penetration of rust through mili scale, bulbous and reveals a<\/strong><\/span>
\nuneven steel surface when removed by wire brushing. Parts of surface yvithout mili scale<\/strong><\/span>
\nmay by “rust stained”<\/strong><\/span>
\n10. Pas olusumlar\u0131 hadde pullar\u0131 aras\u0131na yer yer hafif sekilde s\u0131zm\u0131s paslar k\u00f6kl\u00fc<\/strong><\/span>
\ndegil ve tel f\u0131r\u00e7a ile temizlendiginde ortaya p\u00fcr\u00fczl\u00fc \u00e7elik y\u00fczey \u00e7\u0131kar. Hadde pullar\u0131<\/strong><\/span>
\ni\u00e7ermeyen y\u00fczey k\u0131s\u0131mlan “pas lekeli ” olabilir.<\/strong><\/span>
\n11. Rust stained Fine powdery rust \u00f6ver the whole surface, light tan to light brown in color<\/strong><\/span>
\nand easily removed by rubbing, scraping or wire brushing to reveal a smooth steel surface.<\/strong><\/span>
\n11. Pas lekeleri Y\u00fczeyin t\u00fcm\u00fcn\u00fc kaplayan toz pas .Renk olarak a\u00e7\u0131k kahverengi ve<\/strong><\/span>
\ns\u00fcrtme, kaz\u0131ma veya tel f\u0131r\u00e7a ile kolayca temizlenebilir ve b\u00f6ylelikle p\u00fcr\u00fczs\u00fcz temiz bir \u00e7elik<\/strong><\/span>
\ny\u00fczeyi ortaya \u00e7\u0131kanl\u0131r.<\/strong><\/span>
\n12. Rust with pitting Brown to heavy deep brown rust which, when removed by wire<\/strong><\/span>
\nbrushing, reveals pitting of the steel surface.<\/strong><\/span>
\n12. \u00c7ukurlu pas olusumu Kahverengiden koyu kahverengiye degisen ve tel f\u0131r\u00e7a ile<\/strong><\/span>
\ntemizlendiginde \u00e7elik y\u00fczeyindeki \u00e7ukurlan a\u00e7\u0131ga \u00e7\u0131karan pas.<\/strong><\/span>
\n13. Rusty Brown to heavy deep brown rust which. When removed by wire brushing, reveals<\/strong><\/span>
\nan uneven and dull steel surface.<\/strong><\/span>
\n13. Pasl\u0131 Kahverengiden koyu kahverengiye degisen ve tel f\u0131r\u00e7a ile temizlendiginde<\/strong><\/span>
\n\u00e7elik y\u00fczeyini a\u00e7\u0131ga \u00e7\u0131karan pas.<\/strong><\/span>
\n14. Stained extent by an unidentifiable color powder Surface coated to the extent indicated<\/strong><\/span>
\nwith an unidentifiable porvder of the color indicated yvhich could contain aggressive<\/strong><\/span>
\nchemicals or be capable of holding moisture.<\/strong><\/span>
\n14. Tan\u0131mlanamayan bir renkli toz nedeniyle leke olusumu Belirtilen renge sahip<\/strong><\/span>
\nagresif kimyevi maddeler i\u00e7erebilen veya nem tutabilen belirtilen renge sahip<\/strong><\/span>
\ntan\u0131mlanamayanbir toz ile kapl\u0131 y\u00fczey.<\/strong><\/span>
\n15. Streaky rust indicates previous contact with water Surface has rust streaks indicating<\/strong><\/span>
\nthat rvater haspreviously dripped down it.<\/strong><\/span>
\n15.\u00e7elik sarg\u0131 baglar yeterli degil ve numaral\u0131 \u00e7elik bandlar (gevsek\/k\u0131nlm\u0131s\/mevcut<\/strong><\/span>
\ndegil) S\u0131cak haddeli \u00e7elik sac kangal\u0131 veya bir levha, \u00e7ubuk, boru bag\u0131 veya diger k\u00fc\u00e7\u00fck<\/strong><\/span>
\npar\u00e7alar bir \u00e7ok say\u0131da gevsek, k\u0131nlm\u0131s veya a\u00e7\u0131k\u00e7a mevcut olmayan \u00e7elik baglama bandlar\u0131<\/strong><\/span>
\nnedeniyle yetersiz sekilde baglanm\u0131s.<\/strong><\/span>
\n16. Windings at location telescoped up to number mm. The windings of a hot-rolled steel<\/strong><\/span>
\nsheeting coil have moved in the direction of the coil axis up to a certain number of<\/strong><\/span>
\nmilimetres.<\/strong><\/span>
\n16. Belli bir yerde sarg\u0131lar belli bir milimetreye kadar yerinden oynam\u0131s Bir s\u0131cak<\/strong><\/span>
\nhaddeli sac kangal\u0131n sarg\u0131lan belli bir milimetreye kadar kangal aks\u0131n\u0131n y\u00f6n\u00fcnde hareket<\/strong><\/span>
\nederek yerinden oynam\u0131s.<\/strong><\/span>
\nKonu: GEM\u0002YE Z\u0002YARET\u00c7\u0002 KATILMASI\/KALMASI DURUMLARINDA<\/strong><\/span>
\nALINACAK LETTER OF INDEMN\u0002TY (LOU) FORMU<\/strong><\/span>
\nPersonel harici kisilerin her nesekilde olursa olsun s\u00f6rvey, ziyaret veya baska ama\u00e7lar i \u00e7in<\/strong><\/span>
\ngemiye girmesi, g emide s urvey amac\u0131yla bulunmas\u0131 ve gemide kalmas\u0131 durumlar\u0131nda gemi<\/strong><\/span>
\nkaptan\u0131 asag\u0131da \u00f6rnegi verilen lou’yu ilgili kisilere imzalat\u0131r.<\/strong><\/span>
\nSurveyor ve diger kisilerin gemi ile seyretmesi ayr\u0131ca isletme kararma tabidir.<\/strong><\/span>
\nIRREVOCABLE LETTER OF UNDERTAKING<\/strong><\/span>
\nThe persons whose names shown as hereby, who will board M\/V_______________________<\/strong><\/span>
\nfor inspection purposes or for any other purpose irrevocably will waive all their rights because<\/strong><\/span>
\nof claims arising from any accident resulting in all kinds of injury or death during their<\/strong><\/span>
\npresence on the above mentioned vessel (boarding and leaving the vessel included), the<\/strong><\/span>
\ninspectors also irrevocably declare that they will commence no action (including but not<\/strong><\/span>
\nlimited of arresting vessels) based on any domestic or iinternational regulation & convention<\/strong><\/span>
\nagainst above mentioned vessel, her owners, her disponent owners, her managers, her master<\/strong><\/span>
\n& crew and also against any other vessel under same ownership and\/or management and also<\/strong><\/span>
\nagainst assests of the owners, disponent owners and managers in any jurisdiction including but<\/strong><\/span>
\nnot limited to Turkish Jurisdiction .<\/strong><\/span>
\nName(s) of the person(s) boarding the vessel M\/V<\/strong><\/span>
\n(signature) date \/ \/200<\/strong><\/span>
\n(signature) date \/ \/200<\/strong><\/span>
\n(signature) date \/ \/200<\/strong><\/span>
\n1.<\/strong><\/span>
\n2.<\/strong><\/span>
\n3.<\/strong><\/span>
\nVEYA<\/strong><\/span>
\nTo the Owners and Managers of the vessel: MV \/ MT<\/strong><\/span>
\nLETTER OF INDEMNITY<\/strong><\/span>
\nA. In consideration of your allowing me to make a voyage in, or stay on board<\/strong><\/span>
\nthe above vessel, I hereby undertake to make no claim of any nature<\/strong><\/span>
\nwhatsoever and howsoever arising against you, your Servants, agents or<\/strong><\/span>
\nindependent contractors. For the purpose of this agreement, the above<\/strong><\/span>
\nowners shall be deemed to contract on behalf of, and for benefit of, all<\/strong><\/span>
\npersons who are, or may be their servants, agents or independent contractors<\/strong><\/span>
\nfrom time to time, and all such persons shall to this extent be, or be deemed to<\/strong><\/span>
\nbe, parties to this agreement.<\/strong><\/span>
\nB. Additionally in the case of of officers family Accompanying officer onboard<\/strong><\/span>
\n(delete if not applicable)<\/strong><\/span>
\nWe further undertake to abide to and follow the Company’s rules<\/strong><\/span>
\ngoverning the carriage of officers’ wives and children which we have<\/strong><\/span>
\nread, understood and accepted in full and have, therefore signed this<\/strong><\/span>
\nindemnity letter.<\/strong><\/span>
\nDetails of visitor \/ wife and child(ren):<\/strong><\/span>
\nName<\/strong><\/span>
\nof visitor \/ wife<\/strong><\/span>
\nDate<\/strong><\/span>
\nof<\/strong><\/span>
\nNationality<\/strong><\/span>
\nDate and Port of joining the vessel:<\/strong><\/span>
\nSignature of visitor \/ officer’s wife*<\/strong><\/span>
\nKonu:\u00c7\u0002MENTO VE KL\u0002NGER Y\u00dcKLEME \/ TAHL\u0002YELER\u0002<\/strong><\/span>
\n\u00e7imento ve klinger tas\u0131malar\u0131 sonras\u0131 ambar temizligi konusu diger y\u00fcklere oranla \u00e7ok daha fazla<\/strong><\/span>
\n\u00f6zen gerektiren bir konudur ve uygulanacak temizlik y\u00f6ntemi asag\u0131da a\u00e7\u0131klanm\u0131st\u0131r.<\/strong><\/span>
\n1. \u00c7imento y\u00fck\u00fc SF k\u0131s\u0131tlamas\u0131 getirmemesi nedeniyle ve tahliye s\u0131ras\u0131nda olusacak<\/strong><\/span>
\nmasraflar\u0131n minimumda tutulmak istenmesinden dolay\u0131 genellikle alternatif ve minimum<\/strong><\/span>
\nambara y\u00fcklenmektedir. Y\u00fckleme \u00f6ncesi stress degerleri \u00e7ok iyi kontrol edilmelidir.<\/strong><\/span>
\n2. Y\u00fckleme amac\u0131yla ve c\/p geregi ambar kapaklar\u0131na “filling holes” ve “ventilation holes”<\/strong><\/span>
\na\u00e7\u0131lmas\u0131 durumunda hem bu delikler a\u00e7\u0131l\u0131rken hem de tekrar kapat\u0131l\u0131rken class surveyi veya<\/strong><\/span>
\nsirket talimat\u0131 dogrultusunda kaptan onay\u0131na g\u00f6re yap\u0131lmal\u0131d\u0131r. “Ventilation holes” y\u00fckleme<\/strong><\/span>
\ns\u0131ras\u0131nda neta edilmis ambar i\u00e7inde bas\u0131n\u00e7 olusmamas\u0131 i\u00e7in mutlaka a\u00e7\u0131lmal\u0131d\u0131r.<\/strong><\/span>
\n3. AMBARLARIN TEM\u0002ZL\u0002G\u0002: Kapal\u0131 sistemde y\u00fcklenilen \u00e7imento y\u00fck\u00fcn\u00fcn temizligi en<\/strong><\/span>
\nzor olan temizliktir, genellikle tahliye sonras\u0131 ambarlar\u0131n tamam\u0131 kal\u0131n bir \u00e7imento katman\u0131 ile<\/strong><\/span>
\ns\u0131vanm\u0131s olarak kal\u0131r. Temizlikte kullan\u0131lmak \u00fczere \u00f6nceden hava nozullan haz\u0131rlanmal\u0131 ve<\/strong><\/span>
\ntemizlige bu nozullar kullan\u0131larak hava ile baslanmal\u0131d\u0131r. Hava ile temizlik s\u0131ras\u0131nda traka<\/strong><\/span>
\nas\u0131larak yukardan asag\u0131ya t\u00fcm ambar alabandalar\u0131n\u0131n her noktas\u0131 gezilmeli ve tamamen<\/strong><\/span>
\n\u00e7imentodan ar\u0131nd\u0131r\u0131lmal\u0131d\u0131r. Kalacak olan ince toz halinde \u00e7imentodur. Bunun ard\u0131ndan \u00f6nce<\/strong><\/span>
\nambar tabanlar\u0131 y\u0131kanmal\u0131, eger varsa haval\u0131 y\u0131kama nozulu kullan\u0131larak ambar<\/strong><\/span>
\nalabandalar\u0131n\u0131n y\u00fcksek bas\u0131n\u00e7l\u0131 y\u0131kamas\u0131na baslanmal\u0131d\u0131r. Her bir ambar i\u00e7in y\u0131kama<\/strong><\/span>
\noperasyonu tek bir seferde yap\u0131lmal\u0131, kesinlikle y\u0131kama yar\u0131m b\u0131rak\u0131lmamal\u0131d\u0131r. Alabandalann<\/strong><\/span>
\ny\u0131kanmas\u0131n\u0131n ard\u0131ndan son olarak ambar inis merdivenleri, iniste ve ambar taban\u0131ndan<\/strong><\/span>
\nsurveyin uzanabilecegi noktalar ve ambar taban\u0131na f\u0131r\u00e7a ile hydrocloric acid (descaling liquid)<\/strong><\/span>
\nuygulanmal\u0131 ve tekrar deniz suyu ile y\u0131kanmal\u0131d\u0131r. \u0002nis merdiveni ve uzan\u0131labilecek yerler<\/strong><\/span>
\ntekrar r\u00f6tus ama\u00e7l\u0131 incelenmeli ve temizlenmelidir. Ambar temizligi yap\u0131l\u0131rken en \u00f6nemli<\/strong><\/span>
\nkonu survey mant\u0131g\u0131yla d\u00fcs\u00fcnebilmek ve survey g\u00f6z\u00fcyle bakabilmektir. Genel olarak bir<\/strong><\/span>
\nsurveyin dikkat edecegi konular:<\/strong><\/span>
\na.kal\u0131n ve d\u00f6k\u00fclebilir pas olmamas\u0131<\/strong><\/span>
\nb.ambarlann tamamen kuru ve kokudan ar\u0131nm\u0131s olmas\u0131<\/strong><\/span>
\nc.eski y\u00fck art\u0131g\u0131 olmamas\u0131d\u0131r.<\/strong><\/span>
\n\u00d6rnegin USDA survey\u00f6r\u00fc ambara beyaz eldivenle inip \u00e7\u0131karken eldivenlerinin yine beyaz kalmas\u0131n\u0131<\/strong><\/span>
\nistemekte ve bunun saglanmas\u0131 durumunda ambar ge\u00e7mis say\u0131lmaktad\u0131r.<\/strong><\/span>
\nTemizligi en zor olan ise s\u0131cak y\u00fcklenen \u00e7imentodur ve alabandalara yap\u0131sabilir. Yine hava<\/strong><\/span>
\nkullan\u0131lmal\u0131d\u0131r, unutulmamal\u0131d\u0131r ki \u00e7imento temizliginin en \u00f6nemli asamas\u0131 hava ile temizliktir<\/strong><\/span>
\nve yanl\u0131s operasyon sonras\u0131nda kimyasal uygulamas\u0131 dahi \u00e7\u00f6z\u00fcm saglamamaktad\u0131r.<\/strong><\/span>
\nY\u0131kama s\u0131ras\u0131nda sintine kuyular\u0131n\u0131n, \u00e7alparalann, devrelerin ve pompalann korunmas\u0131 amac\u0131yla<\/strong><\/span>
\ny\u0131kama ve sintinenein bas\u0131lmas\u0131 operasyon tamamen bitmeden durdurulmamah ve finalde ise her<\/strong><\/span>
\nsintine kuyusuna en az 30 dakika boyunca su tutulmal\u0131d\u0131r.<\/strong><\/span>
\nKonu: UKRAYNA L\u0002MANLARINDAK\u0002 MESA\u0002\/OVERTIME ORANLARI ,<\/strong><\/span>
\nACENTELER HAKKINDAK\u0002 KAPTAN G\u00d6R\u00dcSLER\u0002 VE AZAK DEN\u0002Z\u0002<\/strong><\/span>
\nREG\u00dcLASYONU<\/strong><\/span>
\nA) Baz\u0131 karadeniz limanlannda uygunlanan mesai saatleri ve oranlan asag\u0131da belirtilmektedir:<\/strong><\/span>
\n“surcharge of dues”<\/strong><\/span>
\nCharge for towage, pilotage, mooring and unmooring will surcharge<\/strong><\/span>
\n– on weekdays : 2200-2400 and 0000-0600 – 25 percent –<\/strong><\/span>
\n– on Saturday, sunday and holidays 0600-2200 – 50 percent –<\/strong><\/span>
\n2200-2400 and 0000-0600 -100 percent-<\/strong><\/span>
\nLimanlara giris ve \u00e7\u0131k\u0131slann\u0131zm, basta r\u00f6mork\u00f6r olmak \u00fczere pilot ve palamar saatlerinin en uygun<\/strong><\/span>
\nzamana denk getirilmesi gemi kaptan\u0131 taraf\u0131ndan ayarlanabilir, gemi kaptan\u0131n\u0131n belirtilen overtime<\/strong><\/span>
\nsaatlerine g\u00f6re manavray\u0131 ayarlamas\u0131 m\u00fcmk\u00fcn olmad\u0131g\u0131 takdirde, pilotlara ufak-tefek bahsisler<\/strong><\/span>
\nvererek r\u00f6mork\u00f6r, pilot ve mooringman billerine konacak saatlerde ayaralama yap\u0131labilir.<\/strong><\/span>
\nB) Bilindigi gibi acentalann tamam\u0131na yak\u0131m kirac\u0131 taraf\u0131ndan nomine edilmekte ve armat\u00f6r<\/strong><\/span>
\ntaraf\u0131ndan mecburen tayin edilmektedirler. Armat\u00f6r\u00fcn aleyhine tutum sergilemeleri heran i\u00e7in<\/strong><\/span>
\nbeklenebilir. Gemi kaptanlanm\u0131zm kirac\u0131\/y\u00fckleyici ad\u0131na haz\u0131rlanm\u0131s ve hepsi birer ticari<\/strong><\/span>
\nentrika\/tuzak ile \u00e7evrilmis olan bu acentelerin, armat\u00f6r aleyhine olabilecek tutum ve<\/strong><\/span>
\ndavran\u0131slann \u00f6nce iyi alg\u0131lan\u0131p giderilmesi, daha sonra ise acenta\/operasyon b\u00f6l\u00fcmleri i\u00e7in<\/strong><\/span>
\nraporlanarak bogaz ge\u00e7islerinde isletmeye g\u00f6nderilmesi rica olunur.<\/strong><\/span>
\nC) Azov Sea regulations\/Azak denizi reg\u00fclasyonu<\/strong><\/span>
\nFollowing are the sanitary regulations in the Sea of Azov ports:<\/strong><\/span>
\nAzov denizi limanlar\u0131ndaki sagl\u0131k reg\u00fclasyonlar\u0131 asag\u0131dad\u0131r.<\/strong><\/span>
\n1 .All the vsls are to be equipped with a closed sewage system which can be either a sewage<\/strong><\/span>
\ntank or a sewage treatment plant.<\/strong><\/span>
\nT\u00fcm gemiler kirli su tank\u0131 yada kirli su ar\u0131tma cihaz\u0131 olacak sekilde bir kapal\u0131 tuvalet<\/strong><\/span>
\nsistemi ile donat\u0131lm\u0131s olmal\u0131d\u0131r.<\/strong><\/span>
\nThe sewage tank must be fitted with international standard connections and a pump for<\/strong><\/span>
\ndelivering sewage to port barge.<\/strong><\/span>
\nKirli su tank\u0131 uluslararas\u0131 standartlarda sahil baglant\u0131s\u0131 ve liman barc\u0131na aktarma<\/strong><\/span>
\nama\u00e7l\u0131 bir pompa ile donat\u0131lm\u0131s olmal\u0131d\u0131r.<\/strong><\/span>
\nThe sewage treatment plant is to be provided with an appropriate renewed certificate. Besides<\/strong><\/span>
\nthe annual laboratory test report is to be attached to the certificate.<\/strong><\/span>
\nKirli su ar\u0131tma cihaz\u0131 uygun sekilde y\u0131ll\u0131k labaratuar test raporlar\u0131 ile desteklenen bir<\/strong><\/span>
\nsertifikaya haiz olmal\u0131d\u0131r.<\/strong><\/span>
\n2. The ship’s ballast water is to be changed minimum three times at Black Sea, record of<\/strong><\/span>
\nwhich is to be made m log book. Ballast water may not be discharged in the port unless<\/strong><\/span>
\nallowed by the local ecological inspector.<\/strong><\/span>
\nGeminin balast\u0131 karadenizde minimum \u00fc\u00e7 kez degistirilmeli ve uygun kay\u0131tlar jurnale<\/strong><\/span>
\nd\u00fcs\u00fclmelidir. Yerel ekoloji m\u00fcfettisi taraf\u0131ndan izin verilmedik\u00e7e liman i\u00e7inde<\/strong><\/span>
\nb as\u0131lmamal\u0131d\u0131r.<\/strong><\/span>
\n3.12 nm before Kerch strait:<\/strong><\/span>
\nKerch kanal’dan 12 mil \u00f6nce<\/strong><\/span>
\n– The ship must c l o s e and s e a l the sewage tank outlet valves and record the date and time<\/strong><\/span>
\nin the log book.<\/strong><\/span>
\nGemi kirli su tank valfleri kapat\u0131lmal\u0131 ve m\u00fch\u00fcrlenmeli, tarih ve saat jurnale<\/strong><\/span>
\nislenmelidir.<\/strong><\/span>
\n– The ship must close the laundry and record the date and time in log book.<\/strong><\/span>
\nGemi \u00e7amas\u0131rhaneyi kapatmal\u0131 ve kapan\u0131s tarih, saatini jurnale kaydetmelidir.<\/strong><\/span>
\n4. It is necessary to have on board of the vsl the ship’s medicine chest and certificate of first<\/strong><\/span>
\naid assistance.<\/strong><\/span>
\nGemi \u00fczerinde revir, ila\u00e7lar ve ilk yard\u0131mla ilgili medical sertifika bulunmas\u0131<\/strong><\/span>
\ngereklidir.<\/strong><\/span>
\nInform the agent abt last port of call and if any illness on board.<\/strong><\/span>
\nAcenteye son ugrak liman\u0131 ve gemide hasta personel olup olmad\u0131g\u0131 hakk\u0131nda bilgi<\/strong><\/span>
\nverilmelidir.<\/strong><\/span>
\nKonu: D\u0002ZAYNLARI BAKIMINDAN D\u00d6KME Y\u00dcKLER\u0002N Y\u00dcKLENMES\u0002<\/strong><\/span>
\nSIRASINDA Y\u00dcKSEK Y\u0002T\u0002K HAC\u0002M KALAN GEM\u0002LER\u0002M\u0002Z.<\/strong><\/span>
\nBilindigi gibi iki ambarl\u0131 gemilerimiz basta olmak \u00fczere, ambar ag\u0131zlar\u0131n\u0131n bas-k\u0131\u00e7 perdelere olan<\/strong><\/span>
\nmesafeleri fazla olan gemilerimizde d\u00f6kme y\u00fcklerken; \u00f6zellikle bu alanlarda y\u00fcksek oranda yitik<\/strong><\/span>
\nhacim kalmaktad\u0131r. Y\u00fcksek oranda broken stowage (yitik hacim) \u00e7\u0131kmas\u0131, hem geminin az y\u00fcklemesi,<\/strong><\/span>
\nhem de c\/party’e g\u00f6re garanti edilen y\u00fck\u00fc \u00e7ogunlukla alamamas\u0131 neticesini dogurmaktad\u0131r. Bu<\/strong><\/span>
\nkonuda kirac\u0131larla \u00e7ok yogun yasad\u0131g\u0131m\u0131z bir konu ise; ambarlar\u0131n full dolmas\u0131na ragmen stw.<\/strong><\/span>
\nFactor y\u00fcksek \u00e7\u0131kt\u0131 hesab\u0131yla verilen “deadfre\u0131ght claim ” kars\u0131l\u0131g\u0131 paran\u0131n tahsil edilmesidir.<\/strong><\/span>
\nBunlara engel olabilmek i\u00e7in gemi kaptanlar\u0131m\u0131z:<\/strong><\/span>
\n1- Gemi hangi y\u00f6ntemle y\u00fcklenirse y\u00fcklensin, ambarlar\u0131n \u00f6zellikle bas-k\u0131\u00e7 k\u0131s\u0131mlar\u0131nda<\/strong><\/span>
\nyitik hacimi minimuma indirmek ve max y\u00fck\u00fc alabilmek i\u00e7in gerekli t\u00fcm \u00f6nlemleri<\/strong><\/span>
\nal\u0131r. C\/party’de grab\/spout trimming veya her ne yaz\u0131yor ise bu y\u00f6ntemi en iyi sekilde<\/strong><\/span>
\nkullanmak maksimum y\u00fck\u00fcn al\u0131nmas\u0131n\u0131 saglamak gerekmektedir.<\/strong><\/span>
\n2- Yine de gemi istenilen\/beklenen y\u00fck\u00fc alamad\u0131gmda gemi kaptan\u0131 c\/party’de yaz\u0131lan sf<\/strong><\/span>
\noran\u0131na ve yan\u0131ndaki ibareye dikkat ederek “deadfreight letter” vermelidir.<\/strong><\/span>
\nSf \u00fcn yan\u0131ndaki ibarelerin herbirinde gemi kaptan\u0131 farkl\u0131 davranmak zorundad\u0131r. Genellikle<\/strong><\/span>
\nwog (without guarantee), max (maximum) yada abt (about) olarak verilir.<\/strong><\/span>
\nWog’ da kirac\u0131 hi\u00e7bir garanti vermediginden, verilen sf sadece bir bilgi niteligindedir ve<\/strong><\/span>
\nkaptan hi\u00e7bir suretde dfre\u0131ght claim veremez.<\/strong><\/span>
\nMax. Olarak verilirse verilen degerin \u00fcst\u00fcnde deadfreight letter verilir.<\/strong><\/span>
\nAbt. Olarak sf verilirse uygulamada verilen degerin %5’inin as\u0131lmas\u0131 durumunda d\/freight<\/strong><\/span>
\nletter verilir, claim edilen miktar; verilen sf m net degeri \u00fczerinden hesap edilir.<\/strong><\/span>
\nKonu: \u0001SRA\u0001L L\u0001MANLARINA G\u0001D\u0001STE VER\u0001LECEK \u0001HBARLAR<\/strong><\/span>
\n\u0002srail limanlar\u0131na gidecek olan gemiler i\u00e7in verilmesi gereken \u0131mot mesaj\u0131 devaml\u0131 talimat<\/strong><\/span>
\nniteligindedir.<\/strong><\/span>
\nYou shall send a position report to the imot via coast station haifa radio (4×0) before or upon<\/strong><\/span>
\narrival to a position which is 100 nautical miles from the coast of Israel the report shall<\/strong><\/span>
\ncontain the following data:<\/strong><\/span>
\nImot’a (israil ulast\u0131rma bakanhg\u0131’na) pozisyon raporunu haifa sahil radyo \u00fczerinden<\/strong><\/span>
\nisrail sahiline 100 mil kala g\u00f6ndermek zonundasm\u0131z. Bu rapor asag\u0131daki datalan i\u00e7erir:<\/strong><\/span>
\nI -name of ship and previous name I gemi ad\u0131 ve eski ad\u0131<\/strong><\/span>
\n2-flag and port of registry \/ bayrag\u0131 ve baglama liman\u0131<\/strong><\/span>
\n3-number of crew and passengers I personel ve yolcu say\u0131s\u0131<\/strong><\/span>
\n4-name and address of ship’s agent in \u0131srael\/acentas\u0131n\u0131n ad\u0131 ve adresi<\/strong><\/span>
\n5-date,local time and position when report was made\/raporun haz\u0131rland\u0131g\u0131 lokal zaman ve<\/strong><\/span>
\nmevkii<\/strong><\/span>
\n6-course and speed \/ rota ve s\u00fcrat<\/strong><\/span>
\n7-last and previous ports of departure \/ var\u0131stan \u00f6nceki son ve \u00f6nceki limanlar<\/strong><\/span>
\n8-port of destination m \u0131srael \/ israil’deki var\u0131s liman\u0131<\/strong><\/span>
\n9-e.t.a\/ tahmini var\u0131s zaman\u0131<\/strong><\/span>
\n10-\u0131mo number \/ geminin \u0131mo no ‘su<\/strong><\/span>
\nI1 -mms\u0131 \/ geminin mms\u0131 no ‘su<\/strong><\/span>
\n12-years of bu\u0131lt \/ insa y\u0131l\u0131<\/strong><\/span>
\n13-deadweight [yaz dedweyti<\/strong><\/span>
\n14-sh\u0131ps type and cargo on board \/ tas\u0131nan y\u00fck\u00fcn cinsi ve miktar\u0131<\/strong><\/span>
\nIf you don’t report to imot according to procedure, you will not be Permitted to entry any Israeli<\/strong><\/span>
\nport. Furthermore items 10 (\u0131mo number) and item 11 (mmsi) are obligatory and must be<\/strong><\/span>
\nincluded In the report<\/strong><\/span>
\nEger \u0131mot’a belirtilen prosed\u00fcre g\u00f6re rapor verilmez ise herhangi bir israil liman\u0131na<\/strong><\/span>
\ngirisinize m\u00fcsade edilmeyecektir. Bundan baska 10 ve 11 inci maddeler mecburi olup raporda<\/strong><\/span>
\nbelirtilmesi zorunludur.<\/strong><\/span>
\n25 nm off Israeli coast<\/strong><\/span>
\n1-name, call sign I gemi ad\u0131 \u00e7agr\u0131 isareti<\/strong><\/span>
\n2-present position, course, speed \/ o anki mevkii,rotas\u0131 ve s\u00fcrati<\/strong><\/span>
\n3-eta \/ tahminin var\u0131s saati<\/strong><\/span>
\nHaifa radio assumes gmdss watch-keeping responsibility by an Automatic Digital selective<\/strong><\/span>
\ncall 24 hrs a day on vhf channel 70 and 2189.5 khz.<\/strong><\/span>
\nThe Israeli Navy tlx no is:342195 Israeli. In addition you shall establish radio contact with the<\/strong><\/span>
\nIsraeli Navy on vhf channel 11 and 16 and report your position at a distance Of 22 nautical<\/strong><\/span>
\nmiles from the coast of Israel .In case if no reply from Haifa radio pis contact on vhf channel<\/strong><\/span>
\nand through this channel you inform Israeli navy.<\/strong><\/span>
\nHayfa radyo gmdss vardiyas\u0131 sorumlulugunda 24 saat dsc, kanal 70 \u00fczerinden isail deniz<\/strong><\/span>
\nkuvvetleri (tlx: 342195 \u0131shay il) ile olan haberlesmeyi yerine getirir.<\/strong><\/span>
\n\u0002lave olarak israil deniz kuvvetleri ile telsiz temas\u0131n\u0131 sahile 22 mil kala Vhf kanal 11 ve 16 ‘<\/strong><\/span>
\ndan saglayabilirsiniz. Eger hayfa radyodan cevap alamazsan\u0131z, l\u00fctfen vhf ile bu kanal<\/strong><\/span>
\n\u00fczerinden dogrudan israil deniz kuvvetleri ile temas kurunuz<\/strong><\/span>
\nOBLIGATORY INFORMATION REQUIRED BY THE ISRAELI MARINE NAVY (PAGE 1 OF 3)<\/strong><\/span>
\n1 NAME OF THE VESSEL:<\/strong><\/span>
\nPRIOR NAME (IF ANY):<\/strong><\/span>
\n2 INTERNATIONAL CALL SIGN:<\/strong><\/span>
\n3 VESSEL\u2019S FLAG:<\/strong><\/span>
\nPORT OF REGISTRY:<\/strong><\/span>
\n4 IMO – INTERNATIONAL MARITIME ORG.<\/strong><\/span>
\nNUMBER:<\/strong><\/span>
\n5 INMARSAT TELEPHONE:<\/strong><\/span>
\nMOBILE (CELLULAR) PHONE:<\/strong><\/span>
\nFAX No.<\/strong><\/span>
\nTELEX No.<\/strong><\/span>
\nMMSI:<\/strong><\/span>
\n6 E-MAIL:<\/strong><\/span>
\n7 YEAR OF BUILT:<\/strong><\/span>
\n8 DEADWEIGHT:<\/strong><\/span>
\n9 TYPE OF VESSEL:<\/strong><\/span>
\nCARGO ON BOARD:<\/strong><\/span>
\n10 NUMBER OF CREW:<\/strong><\/span>
\nPASSENGERS:<\/strong><\/span>
\n11 AGENTS IN ISRAEL:<\/strong><\/span>
\nTELEPHONE:<\/strong><\/span>
\nFAX:<\/strong><\/span>
\nPERSON IN CHARGE:<\/strong><\/span>
\n12 LAST PORT VISITED:<\/strong><\/span>
\nDATE OF DEPARTURE:<\/strong><\/span>
\n13 ONE BEFORE LAST PORT VISITED:<\/strong><\/span>
\nDATE OF DEPARTURE:<\/strong><\/span>
\n14 NEXT PORT AFTER ISRAEL<\/strong><\/span>
\n15 PORT OF DESTINATION<\/strong><\/span>
\n16 VESSEL\u2019S POSITION (INCLUDING IN PORT):<\/strong><\/span>
\nLATITUDE AND LONGTITUDE<\/strong><\/span>
\nCOURSE AND SPEED<\/strong><\/span>
\nDATE AND HOUR OF REPORT<\/strong><\/span>
\n17 E.T.A. (SATE AND HOUR):<\/strong><\/span>
\n18 CREW LIST: SEE ATTACHED<\/strong><\/span>
\nOBLIGATORY INFORMATION REQUIRED BY THE ISRAELI MARINE NAVY (PAGE 2 OF 3)<\/strong><\/span>
\n19 PURPOSE OF CALL:<\/strong><\/span>
\n20 INDICATION OF SHIP\u2019S CALL: 1ST OR<\/strong><\/span>
\nREGULAR<\/strong><\/span>
\n21 MASTER\u2019S NAME:<\/strong><\/span>
\nIMPORTANT NOTICE:<\/strong><\/span>
\nA – THE ABOVE INFORMATION ARE MANDATORY AND SHOULD BE SENT TO THE ISRAELI MARINE<\/strong><\/span>
\nNAVY<\/strong><\/span>
\nFAX 972 3 606 45 67 100 NAUTIC MILES BEFORE THE VESSEL APPROACHES<\/strong><\/span>
\nISRAELI TERRITORIAL WATERS \u2013 IN CASE OF LACK OF INFORMATION OR<\/strong><\/span>
\nINCORRECT INFORMATION THE VESSEL WILL BE DETAINED AND COULD BE ARRESTED.<\/strong><\/span>
\nB \u2013 THIS INFORMATION SHOULD ALSOBE SENT TO: OSHFIR LTD \u2013 FAX: +972 4 866 46 88.<\/strong><\/span>
\nTHIS INFORMATION SHOULD FULLY CORRESPOND TO THE MASTER\u2019S REPORT TO ISRAELI<\/strong><\/span>
\nNAVY<\/strong><\/span>
\nPORT INFORMATION DIRECTORY<\/strong><\/span>
\nTOO ALL MASTER Copies of this information directory,completely filled in,should be<\/strong><\/span>
\nposted at the following places onboard your vessel on calling at any port,US or foreign.<\/strong><\/span>
\nAt the Gangway,protected from the weather,<\/strong><\/span>
\nIn the chartroom for the officer on duty,<\/strong><\/span>
\nIn the chief officer\u2019s room,<\/strong><\/span>
\nIn the Officer\u2019s mess room,<\/strong><\/span>
\nAgent fill in all spaces,\u0002f not apllicable write \u2018\u2019NONE\u2019\u2019<\/strong><\/span>
\name of Vessel_____________________________________ Voy No._____________<\/strong><\/span>
\nPort_________________________________________Name of your doc is__________<\/strong><\/span>
\nLocation of Dock_________________________________________________________<\/strong><\/span>
\nYour agent\u2019office adress is_________________________________________________<\/strong><\/span>
\nTelephone number is______________________________________________________<\/strong><\/span>
\nHis home adress is________________________________________________________<\/strong><\/span>
\nHis home telephone is_____________________________________________________<\/strong><\/span>
\nINCASE OF FIRE<\/strong><\/span>
\nPort signal to be made by vessel in case<\/strong><\/span>
\nOf fire onboard___________________________________________________________<\/strong><\/span>
\nThe nearst Fire Alarm signal on the<\/strong><\/span>
\nDock is located at__________________________________________________________<\/strong><\/span>
\nINFORM YOUR AGENT AS SOON AS POSSIBLE IF YOU HAVE A FIRE!<\/strong><\/span>
\nPOLICE<\/strong><\/span>
\nPort signal,whistle or flag,if<\/strong><\/span>
\nPolice are required__________________________________________________________<\/strong><\/span>
\nTelephone number to be used to call police_______________________________________<\/strong><\/span>
\nDOCTOR<\/strong><\/span>
\nIf you require a doctor advise agent unless other arrangements have been made,<\/strong><\/span>
\nAdsvise him of the trouble so he can inform the doctor.<\/strong><\/span>
\nAMBULANCE<\/strong><\/span>
\nAdvise Agent but if an emergency call this number__________________________________<\/strong><\/span>
\n(don\u2019t forget to give the name and location of the vessel)<\/strong><\/span>
\nHOSPITAL<\/strong><\/span>
\nIf in a USA port and time permits send the injured or ill seaman to a Marine Hospital \u0002f one<\/strong><\/span>
\nis in the port.<\/strong><\/span>
\nU.S MARINE HOSPITAL<\/strong><\/span>
\nAdress:________________________________ Telephone_______________________<\/strong><\/span>
\n(Don\u2019t forgetto give the seaman a hospital slip)<\/strong><\/span>
\nIN FOREIGN PORTS<\/strong><\/span>
\nNearst hospital:Adress _________________________Telephone_______________________<\/strong><\/span>
\n(Advise agent as soon as possible if hospitalization is required)<\/strong><\/span>
\nBe sure you inform whoever you can call in emergency the name and location of your vessel.<\/strong><\/span>
\nROBLIGATORY INFORMATION REQUIRED BY THE ISRAELI MARINE NAVY \u2013 CREW LIST ( PAGE 3 OF 3)<\/strong><\/span>
\nCAMPS<\/strong><\/span>
\n1 2 3 4 5 6 7 8 9<\/strong><\/span>
\nNo FULL NAME RANK NATIONALITY RESIDENCE AGE<\/strong><\/span>
\nPASSPORT OR<\/strong><\/span>
\nSEAMAN\u2019S BOOK<\/strong><\/span>
\nNUMBER<\/strong><\/span>
\nSENIORITY IN THE<\/strong><\/span>
\nCOMPANY<\/strong><\/span>
\nDATE OF SIGN ON<\/strong><\/span>
\nBOARD<\/strong><\/span>
\n(SEA TIME<\/strong><\/span>
\n1<\/strong><\/span>
\n2<\/strong><\/span>
\n3<\/strong><\/span>
\n4<\/strong><\/span>
\n5<\/strong><\/span>
\n6<\/strong><\/span>
\n7<\/strong><\/span>
\n8<\/strong><\/span>
\n9<\/strong><\/span>
\nEXPLANATION:<\/strong><\/span>
\nCAMP 1 \u2013 NUMBER: SELF EXPLANATORY ;<\/strong><\/span>
\nCAMP 2 \u2013 FULL NAME: FULL NAME OF THE CREW MEMBER \u2013 NO ABREVIATIONS;<\/strong><\/span>
\nCAMP 3 \u2013 RANK ON BOARD: EXAMPLE: MASTER \/ 2ND ENGINEER \/ AB \/ COOK \/ ETC;<\/strong><\/span>
\nCAMP 4 \u2013 NATIONALITY: EXAMPLE : RUSSIAN \/ TURKISK \/ ARMENIAN \/ ETC;<\/strong><\/span>
\nCAMP 5 \u2013 RESIDENCE: HOME ADDRESS INCLUDING CITY \/ COUNTRY;<\/strong><\/span>
\nCAMP 6 \u2013 AGE: EXAMPLE: 21 ;<\/strong><\/span>
\nCAMP 7 \u2013 PASSPORT OR SEMAN\u2019S BOOK NUMBER: SELEXPLANATORY;<\/strong><\/span>
\nCAMP 8 \u2013 SENIORITY ON THE COMPANY: DATE OF EMPLOYMENT OF THE CREW MEMBER IN THE COMPANY;<\/strong><\/span>
\nCAMP 9 \u2013 DATE OF SIGN ON BOARD: DATE THAT THE CREW MEMBER STARTED TO WORK ON THE VESSEL;<\/strong><\/span>
\nTHIS INFORMATION SHOULD BE SENT TO: OSHFIR LTD \u2013 FAX: +972 4 866 46 88 \u2013 ATTACHED TO THE PAGE 1. IN CASE OF DOUBT CALL: +972 4 867 22 70.<\/strong><\/span>
\nKonu : GEM\u0002LER\u0002M\u0002ZDEK\u0002 ESK\u0002 PAYROTEKN\u0002K, NESR\u0002YAT VE SERT\u0002F\u0002KALAR<\/strong><\/span>
\nGemilerimize temin edilen yeni payroteknikler, derhal eskileri ile yer degistirilecek ve eskileri<\/strong><\/span>
\nen k\u0131sa zamanda imha edilecek veya imha edilmek \u00fczere sahile verilecektir. Eski payroteknik<\/strong><\/span>
\nmalzemenin gemide bulundurulmas\u0131 tehlikelidir.<\/strong><\/span>
\nYeni alman nesriyatlar k\u00f6pr\u00fc\u00fcst\u00fcndeki raflarda yerlerini al\u0131rken, eskileri muhakkak bu raflardan<\/strong><\/span>
\nayr\u0131 bir yere; loker veya dolaba kald\u0131r\u0131lmal\u0131d\u0131r.<\/strong><\/span>
\nGemiye yeni sertifika verildiginde; eski sertifikalar dosyas\u0131ndan al\u0131n\u0131p ayr\u0131 bir dosyada<\/strong><\/span>
\nsaklanmal\u0131d\u0131r, bunun i\u00e7in gemi kaptanlanm\u0131za eski sertifika dosyas\u0131 a\u00e7malan tavsiye edilir.<\/strong><\/span>
\n\u00d6zellikle port state kontrollannda gemilerimizde yenileri gemide varken; eski payroteknik<\/strong><\/span>
\nmalzeme, kitap \/ nesriyat ile sertifikalann g\u00f6sterildiklerini s\u0131kl\u0131kla m\u00fcsahade etmekteyiz.<\/strong><\/span>
\nBunun \u00f6n\u00fcne ge\u00e7ebilmek i\u00e7in yukandaki hususlara dikkat edilmesi gemi kaptanlar\u0131m\u0131z\u0131n<\/strong><\/span>
\nsorumlulugundad\u0131r.Eski Payro teknik malzemeler bir \u00e7ok limanda ISPS geregi deklere<\/strong><\/span>
\nedilmelidir.<\/strong><\/span>
\nSEYIRLE ILGILI NESRIYATLARDAN YENI CIKANLAR GEMIYE GELDIGINDE<\/strong><\/span>
\nEGER HENUZ HAFTA OLARAK VEYA YIL OLARAK YURURLUGE GIRMEMIS \u0001SE<\/strong><\/span>
\nTIDE TABLE VS.GEMI KAPTANI BU TUR NESRIYATLARI YANLIS KULLANIMLARI<\/strong><\/span>
\nONLEMEK ICIN KAMARASINDA SAKLAR VE ZAMANI GELINCE ESKI NESRIYATLARI<\/strong><\/span>
\nKALDIRTARAK YENI NESRIYATLARIN KULLANIMINI SAGLAR.<\/strong><\/span>
\nBUNUN NEDENI 2007 YILINDA 2008 YILININ KITAPLARININ KULLANIMI ONLEMEK VE<\/strong><\/span>
\nYANLIS HESAPLAR YAPILARAK GEMININ RISKE GIRMESINI ONLEMEK ICINDIR.<\/strong><\/span>
\nKonu: UNITOR T\u00dcPLER\u0002N\u0002N DOLDURULMASI<\/strong><\/span>
\nGemilerimizde bulunan unitor t\u00fcplerinin (oksijen, asetilen, freon vs) doldurulmas\u0131 i\u00e7in<\/strong><\/span>
\ng\u00f6nderilmesi veya dolular\u0131yle degistirilmesi (exchange) esnas\u0131nda, gemiye verilen t\u00fcplerin<\/strong><\/span>
\nmarkalar\u0131na dikkat edilmedigi; markas\u0131z ve\/veya baska bir marka t\u00fcplerin gemiye<\/strong><\/span>
\nverilmesiyle bu t\u00fcplerin dolumlar\u0131n\u0131n sonraki limanlarda s\u0131k\u0131nt\u0131 yaratt\u0131g\u0131, \u00e7ogu firmalar\u0131n unitor<\/strong><\/span>
\nt\u00fcp harici t\u00fcplerin \u00f6nce bas\u0131n\u00e7 testlerini, daha sonra dolumlarm\u0131 yapabilecekleri ve bu sebeple<\/strong><\/span>
\nm\u00fcmk\u00fcn oldugu takdirde dolumlar\u0131n\u0131n takribi 3 misli fazla fiyata geldigi ger\u00e7egiyle; unitor<\/strong><\/span>
\nt\u00fcp dolduracak gemilerde:<\/strong><\/span>
\n1- Gemiden dolum i\u00e7in \u00e7\u0131kan t\u00fcplerin marka ve seri no’lann\u0131n sorumlu firma<\/strong><\/span>
\nyetkilileriyle zab\u0131t alt\u0131na al\u0131nmas\u0131 ve ayn\u0131 t\u00fcplerin gemiye iade edilmesi<\/strong><\/span>
\nkosulunun bu zab\u0131t’a eklenmesi,<\/strong><\/span>
\n2- Exchange yap\u0131lan durumlarda da keza gelen t\u00fcplerin unitor olduklar\u0131ndan emin<\/strong><\/span>
\nolunmas\u0131, aksi takdirde t\u00fcplerin kabul edilmemesi gerekmektedir.<\/strong><\/span>
\n3- Bas\u0131n\u00e7 testi son 5 y\u0131lda yap\u0131lmam\u0131s t\u00fcpleri asla kabul etmeyin.<\/strong><\/span>
\n4- Tupler her \u0131k\u0131 y\u0131lda b\u0131r kontrolden gec\u0131r\u0131leml\u0131d\u0131r.<\/strong><\/span>
\nBunun i\u00e7in bas m\u00fchendislerimizden konuya hassasiyet g\u00f6stermeleri rica olunur.<\/strong><\/span>
\nKonu : PERSONELE GENEL HATIRLATMALAR<\/strong><\/span>
\n\u2022 Gemiye kat\u0131l\u0131r kat\u0131lmaz gemiyi terk, yang\u0131n ve diger acil role yerlerini \u00e7ok iyi<\/strong><\/span>
\n\u00f6grenin.<\/strong><\/span>
\n\u2022 R\u00f6lede sorumlu oldugunuz g\u00f6revi tam ve zaman\u0131nda yerine getirebileceginizden<\/strong><\/span>
\nemin olun.<\/strong><\/span>
\n\u2022 Yukardakilere ilave olarak t\u00fcm personelin role g\u00f6revleri hakk\u0131nda kesinlikle<\/strong><\/span>
\nbilgi sahibi olun ve g\u00f6revlerin amac\u0131mn bilincine var\u0131n.<\/strong><\/span>
\n\u2022 Gemide yap\u0131lan t\u00fcm role talimlerine ve egitimlerine kat\u0131l\u0131n.<\/strong><\/span>
\n\u2022 \u00c7al\u0131s\u0131lan mahal ve yap\u0131lan isin gerektirdigi t\u00fcm kisisel emniyet ekipman\u0131<\/strong><\/span>
\nkesinlikle ihmal edilmeden kullan\u0131lmal\u0131d\u0131r.<\/strong><\/span>
\n\u2022 Tehlike yaratan ve kazaya neden olabilecek durum ve ortamlar\u0131 en k\u0131sa zamanda<\/strong><\/span>
\namirlerinize bildirin.<\/strong><\/span>
\n\u2022 Kapal\u0131 mahallere girmeden ve kaynak yapmadan amirlerinizden izin al\u0131n ve<\/strong><\/span>
\ngerekli kontrollerin yap\u0131ld\u0131g\u0131ndan, \u00f6nlemlerin al\u0131nd\u0131g\u0131ndan emin olun.<\/strong><\/span>
\n\u2022 Vardiyan\u0131z\u0131 ve verilen g\u00f6revleri tam olarak yerine getirin.<\/strong><\/span>
\n\u2022 Vardiyan\u0131z s\u0131ras\u0131nda kesinlikle g\u00f6rev yerini terk etmeyin.<\/strong><\/span>
\n\u2022 Liman vardiyalar\u0131nda \u00f6zellikle geceleri \u00e7ok dikkatli olun.<\/strong><\/span>
\n\u2022 Gemiye yabanc\u0131 getirmeyin, yabanc\u0131lar\u0131n girmesine izin vermeyin.<\/strong><\/span>
\n\u2022 H\u0131rs\u0131zl\u0131k ve korsanl\u0131k olaylar\u0131 i\u00e7in dikkatli olun.<\/strong><\/span>
\n\u2022 Gemiye \u00e7\u0131kmak isteyen kisilerin kiminle g\u00f6r\u00fcseceklerini \u00f6grenerek<\/strong><\/span>
\ng\u00f6r\u00fcsecekleri kisiye kadar refakat edin.<\/strong><\/span>
\n\u2022 Deniz kirliligi olusmas\u0131na kesinlikle izin vermeyin, denize hi\u00e7birsey atmay\u0131n,<\/strong><\/span>
\ngemideki \u00e7\u00f6p\/at\u0131k imha plan\u0131m \u00f6grenerek uygulay\u0131n.<\/strong><\/span>
\n\u2022 Yak\u0131t ikmali s\u0131ras\u0131nda t\u00fcm \u00f6nlemlerin al\u0131nd\u0131g\u0131ndan ve g\u00f6revli t\u00fcm personelin<\/strong><\/span>
\nisbas\u0131nda oldugundan emin olun.<\/strong><\/span>
\n\u2022 Kamaralarda amirlerin izni olmadan \u0131s\u0131t\u0131c\u0131 v.b. elktrikli alet kullanmay\u0131n.<\/strong><\/span>
\n\u2022 Ortak kullan\u0131m yerlerinde amirlerin uyar\u0131lar\u0131n\u0131 dikkate alarak kullan\u0131n.<\/strong><\/span>
\n\u2022 Gemi i\u00e7i davran\u0131s ve giyiminizde deniz \u00f6rf ve adetlerine uygun hareket edin.<\/strong><\/span>
\n\u2022 Yang\u0131n konusuna s\u00fcrekli dikkat g\u00f6sterin, yatakta sigara i\u00e7meyin, yang\u0131n<\/strong><\/span>
\ntehlikesi olusturabilecek durumlar\u0131 derhal bildirin.<\/strong><\/span>
\nY\u00fck ve ballast operasyonlar\u0131 s\u0131ras\u0131nda verilen g\u00f6revi tam olarak yap\u0131n ve<\/strong><\/span>
\naksakl\u0131klar\u0131 zaman kaybetmeden amirlerinize bildirin.<\/strong><\/span>
\nGeminin ve \u00e7al\u0131san personelin hem armat\u00f6r\u00fc hem de bayrak devletini temsil ettigini<\/strong><\/span>
\nakl\u0131n\u0131zdan \u00e7\u0131karmay\u0131n ve \u00f6zellikle limanlarda \u00e7ok dikkatli davran\u0131n.<\/strong><\/span>
\nGemide bulunan herkesin ilk \u00f6nceligi t\u00fcm konularda emniyet olmal\u0131d\u0131r. Bu t\u00fcm gemi<\/strong><\/span>
\npersonelinin ortak \u00e7al\u0131smas\u0131 ve bilinci sonucu saglanabilir.<\/strong><\/span>
\nGemilerde \u00e7al\u0131san t\u00fcm personel uluslararas\u0131 kurallara ve y\u00f6netmeliklere uygun t\u00fcm<\/strong><\/span>
\nsertifikalar\u0131 bulundurmak ve g\u00fcncelligini saglamakla y\u00fck\u00fcml\u00fcd\u00fcr.<\/strong><\/span>
\nKonu: GEM\u0002LER\u0002N FOTOGRAFLARININ D\u00dcZENL\u0002 OLARAK \u0002SLETMEYE<\/strong><\/span>
\nG\u00d6NDER\u0002LMES\u0002<\/strong><\/span>
\nGemilerimizin genel kondisyonunu ve boya durumunu g\u00f6sterebilecek yerlerden,<\/strong><\/span>
\noianaklarlar \u00f6l\u00e7\u00fcs\u00fcnde al\u0131nm\u0131s ve ger\u00e7ek durumu yans\u0131tab\u00fcen (makina dairesi dahil) 5-6<\/strong><\/span>
\nkare fotograf\u0131n m\u00fcmk\u00fcn oldugunca d\u00fczenli olarak \u00e7ekilerek ayl\u0131k raporlar ile isletmeye<\/strong><\/span>
\ng\u00f6nderilmesi gerekmektedir.<\/strong><\/span>
\nBu konuyla ilgili olarak ISM manual incelemeniz<\/strong><\/span>
\nKonu : KAPTAN DEV\u0002R TESL\u0002M TUTANAGI<\/strong><\/span>
\n1- Gemi kasas\u0131n\u0131n devri<\/strong><\/span>
\n2- Gemi Slop Chest’inin devri<\/strong><\/span>
\n3- Kumanya Paras\u0131 ve Mevcut Kumanyan\u0131n devri<\/strong><\/span>
\n4- Bunker’ in devri<\/strong><\/span>
\n5- T\u00fcrk Bayrakl\u0131 Gemilerde KAPTAN TAL\u0002MAT\u2019\u0131n\u0131n devri<\/strong><\/span>
\n6- Gemi Kirada ise Kirac\u0131\/Sefer Talimat\u0131n\u0131n devri<\/strong><\/span>
\n7- Sefer Devam ediyorsa, C\/Party yada Recap ile diger sefer evraklar\u0131n\u0131n devri<\/strong><\/span>
\n8- Master anahtar\u0131n Devri<\/strong><\/span>
\n9- S\u00dcREKL\u0002 TAM\u0002M DOSYASI’n\u0131n Devri<\/strong><\/span>
\n10- Gemi Sertifikalar\u0131n\u0131n ve M\u00fch\u00fcr(ler)in devri<\/strong><\/span>
\n11- Kamara Demirbaslar\u0131n\u0131n devri<\/strong><\/span>
\n12- Gemi Kaptan\u0131’run uygun g\u00f6recegi diger hususlar\u0131n devri<\/strong><\/span>
\nNOT : EK. 1,2,3,4 ve eger varsa Ek.5,6 \u00f6zel bir forma tabi olmay\u0131p gemi kaptan\u0131<\/strong><\/span>
\ntaraf\u0131ndan haz\u0131rlan\u0131r.<\/strong><\/span>
\nUYARI: Gemi devir-teslim protokol\u00fcn\u00fc talimata uygun olarak yapmayan Gemi<\/strong><\/span>
\nKaptan\u0131’nm \u0002sletme ile hesab\u0131 kesilmez.<\/strong><\/span>
\nKonu: PERSONEL\u0002N YURTDISINDA DOKTORA G\u00d6NDER\u0002LMES\u0002<\/strong><\/span>
\nGemi Personelinin yurtd\u0131s\u0131nda doktora g\u00f6nderilmesi gereken sebeplerin d\u0131s\u0131nda<\/strong><\/span>
\ns\u0131kl\u0131kla rastlan\u0131lan hadiseler; gemi adamlar\u0131n\u0131n gemi zabitleri ve kaptan\u0131ndan daha<\/strong><\/span>
\n\u00f6nce hi\u00e7bir yard\u0131m veya tedavi talep etmeden rahats\u0131zl\u0131g\u0131m son dakika bildirilmesi,<\/strong><\/span>
\ngemi adaman\u0131n \u00e7\u0131kacak masraflar\u0131 kestiremeden -biraz da isten ka\u00e7arak – bunu bir d\u0131s<\/strong><\/span>
\nziyaret olarak ger\u00e7eklestirmek istemesi, gemi kaptan\u0131n\u0131n personeli incitmeyeyim –<\/strong><\/span>
\nnas\u0131l olsa ben de doktor degilim – d\u00fcs\u00fcncesiyle hareket etmesi, ya da hastal\u0131g\u0131n\u0131 beyan<\/strong><\/span>
\neden – kisinin i\u00e7ini ben bilemem ki- deyip kestirip atmas\u0131 vs. g\u00f6sterilebilir.<\/strong><\/span>
\nGemi kaptan\u0131n\u0131n hastal\u0131g\u0131n\u0131 beyan eden personelle ilgilenmesi, bizzat \u00e7are aramas\u0131 ile<\/strong><\/span>
\npersonelin ufak tefek rahats\u0131zl\u0131g\u0131klar\u0131n\u0131n d\u00fczeldigi, gene gemi kaptan\u0131 taraf\u0131ndan<\/strong><\/span>
\ng\u00f6r\u00fcn\u00fcrde bir sebep olmamas\u0131na ragmen doktora gitmek i\u00e7in \u0131srar eden personele bu isin<\/strong><\/span>
\nmali k\u00fclfetinin yeterince anlat\u0131lmad\u0131g\u0131, anlat\u0131ld\u0131g\u0131nda ise genellikle bu personelin doktora<\/strong><\/span>
\ngitmekten vazge\u00e7tigi g\u00f6r\u00fclm\u00fcst\u00fcr.<\/strong><\/span>
\nYukar\u0131da anlat\u0131lanlarla personelimizin hastal\u0131klar\u0131n\u0131n \u00f6nemsenmedigi anlam\u0131<\/strong><\/span>
\n\u00e7\u0131kar\u0131lmamal\u0131d\u0131r, \u00e7ogu limanlarda s\u0131rf gemi personeli ile ilgilenen bir pratisyen hekimle<\/strong><\/span>
\npersonelin rahats\u0131zl\u0131klar\u0131n\u0131n giderilmesinin m\u00fcmk\u00fcn olmad\u0131g\u0131, bazen g\u00f6z ve mide<\/strong><\/span>
\nrahats\u0131zl\u0131klar\u0131na ayn\u0131 doktorun ilgilendikleri tecr\u00fcbemizle sabittir.<\/strong><\/span>
\n\u00d6zellikle time charter \u00e7al\u0131san veya liman masraf\u0131 armat\u00f6re ait olmayan limanlarda,<\/strong><\/span>
\nnormalde acenta masraflar\u0131yle gemi armat\u00f6r\u00fcn\u00fcn hi\u00e7bir ilgisi olmamas\u0131na ragmen,<\/strong><\/span>
\nbir kisinin doktora g\u00f6nderilmesiyle, acentan\u0131n doktor\/ila\u00e7\/transportation masraflar\u0131na<\/strong><\/span>
\nilave olarak 1000-2000 amerikan dolar\u0131 civar\u0131nda acentelik \u00fccreti (agency fee) talep<\/strong><\/span>
\nettikleri gemi kaptanlar\u0131m\u0131zca bilinmelidir. Personelin doktora g\u00f6nderilmesinden<\/strong><\/span>
\ndolay\u0131 acentenin as\u0131r\u0131 talepleri ile ilgili elimizde \u00e7ok say\u0131da \u00f6rnek mevcuttur.<\/strong><\/span>
\nGemide rahats\u0131zlanan personel i\u00e7in gemi b\u00fcnyesi i\u00e7erisinde gerekli tedaviye zaman\u0131nda<\/strong><\/span>
\nbaslanmal\u0131, gerekirse isletmeden yard\u0131m istenmelidir. Doktora kendi istegiyle gitmek<\/strong><\/span>
\nisteyen personelin b\u00fcy\u00fck bir k\u0131sm\u0131 gemi i\u00e7erisinde kendisiyle hi\u00e7 ilgilenilmediginden<\/strong><\/span>
\nsikayet etmektedir.<\/strong><\/span>
\nYukar\u0131da bahsettigimiz genel durumlar \u0131s\u0131g\u0131nda, gemide tedavi edilemeyen, tedaviden<\/strong><\/span>
\nnetice al\u0131namayan hastalar\u0131n – asag\u0131da belirtilen sartlar d\u0131s\u0131nda – doktora g\u00f6nderilmeleri;<\/strong><\/span>
\ngemi kaptan\u0131 taraf\u0131ndan isletmenin onay\u0131 al\u0131narak saglan\u0131r. Asag\u0131da belirtilen<\/strong><\/span>
\ndurumlarda ise personel kendi hastal\u0131klar\u0131 ve tedavileri ile ilgili masraflar\u0131 bizzat kars\u0131lar.<\/strong><\/span>
\nKars\u0131layamad\u0131g\u0131 takdirde yap\u0131lan t\u00fcm masraflar ilgili personelden tahsil edilir<\/strong><\/span>
\n1- dis hastal\u0131klar\u0131 (dis \u00e7ekimi hari\u00e7),<\/strong><\/span>
\n2- g\u00f6zl\u00fck cam\u0131 yada \u00e7er\u00e7evesi degisimi ve lens ile ilgili sorunlar (gemide bilfiil \u00e7al\u0131s\u0131rken<\/strong><\/span>
\nkazaen k\u0131r\u0131lmam\u0131ssa)<\/strong><\/span>
\n3- z\u00fchrevi hastal\u0131klar\u0131n tamam\u0131,<\/strong><\/span>
\n4- aciliyeti olmayan diger hastal\u0131klar,<\/strong><\/span>
\ndeparture report ile dokora g\u00f6nderilen personelin ismi, hastal\u0131g\u0131 ve biliniyorsa yap\u0131lan masraf<\/strong><\/span>
\n“miktar\u0131m isletmeye bildirilir.<\/strong><\/span>
\nNot: Raspa yada taslama yaparken g\u00f6zl\u00fck tak\u0131lmamas\u0131, g\u00fcvertede baret giyilmemesi, manevra ve<\/strong><\/span>
\ndiger gerekli islerde eldiven veya \u00e7al\u0131s\u0131rken is ayakkab\u0131s\u0131 giyilmemesinden kaynaklanan is<\/strong><\/span>
\nkazalar\u0131nda ilgili personel, olusan masraflardan dogrudan sorumludur.<\/strong><\/span>
\nSSK’na tabi gemiadam\u0131mn Yurti\u00e7inde hastalanmas\u0131 halinde, Gemi Kaptan\u0131’na m\u00fcracaat\u0131yla Personel<\/strong><\/span>
\nM\u00fcd\u00fcrl\u00fcg\u00fcnden “Vizite kag\u0131d\u0131” almas\u0131 ve doktora vizite kag\u0131d\u0131yla \u00e7\u0131kmas\u0131 gerekir.<\/strong><\/span>
\nGemi Kaptanlanm\u0131z\u0131n \u00f6zellikle T\u00fcrk Konsoloslugu olan Limanlarda, yap\u0131lan masraflar ile ilgili<\/strong><\/span>
\ndok\u00fcmanlar\u0131n Konsolosluga imzalat\u0131lmas\u0131 ve ilgili prosed\u00fcr\u00fc takip etmesi gerekmektedir.<\/strong><\/span>
\nYurtd\u0131smda doktora g\u00f6nderilen her personel i\u00e7in Gemi Kaptan\u0131 ilisikte sunulan Form’da ilgili yerleri<\/strong><\/span>
\ndoldurur ve kalan k\u0131s\u0131mlar\u0131n Doktor taraf\u0131ndan doldurulmas\u0131n\u0131 temin eder.<\/strong><\/span>
\n2. Office Copy<\/strong><\/span>
\nMedical Report \u2014 Confidential<\/strong><\/span>
\nA. Ship’s Name: 2. Port of Call: 3. Date:<\/strong><\/span>
\n4. Surname of Patient: Forename : 5. Date of Birth:<\/strong><\/span>
\n6. Nationality: 7. His job: 8. Disch \/ I.D Book No:<\/strong><\/span>
\n9. Date Illness \/ Injury Occurred: 10. Date Work Eased on Board: ll. Date Work Resume on Board:<\/strong><\/span>
\n12. Details about the Illness \/ Injury and Treatment On board:<\/strong><\/span>
\n( Enclose Detailed Description or Log Book Entry if Necessary )<\/strong><\/span>
\n13. Ship’s Agent Address:<\/strong><\/span>
\n14. Master’s Signature & stamp: Telephone Number:<\/strong><\/span>
\nTo the Doctor :<\/strong><\/span>
\nPlease see this patient and then fill in the form, retaining the last copy for your<\/strong><\/span>
\nrecords and Returning the top two (2) copies to the Master or ship’s Agent<\/strong><\/span>
\n15. Diagnosis:<\/strong><\/span>
\n16. Treatment: Please specify exactly all medicines to be taken, the generic name of the medicine the<\/strong><\/span>
\ndosage, the frequency of the dose, the way it is to be taken, and any other treatments required<\/strong><\/span>
\n17. Yes No<\/strong><\/span>
\nShould he see another Doctor When ?<\/strong><\/span>
\nContagious \/ Infectious Disease Are there any precautions necessary for the other Crew members ?<\/strong><\/span>
\nEstimated duration of illness ( in days )<\/strong><\/span>
\nFit for normal work from<\/strong><\/span>
\nWhat restrictions ?<\/strong><\/span>
\nFor how many days ?<\/strong><\/span>
\nDate :<\/strong><\/span>
\n18. Fit for normal work<\/strong><\/span>
\nFit for restricted work<\/strong><\/span>
\nUnfit for work<\/strong><\/span>
\nBed rest necessary<\/strong><\/span>
\nRecommend to sign off<\/strong><\/span>
\n– And be repatriated Is air transport permitted<\/strong><\/span>
\nYes \/ No<\/strong><\/span>
\n– And admit to Hospital<\/strong><\/span>
\n19. The patient was seen 20. Charges<\/strong><\/span>
\n21. Doctor’s Name<\/strong><\/span>
\n( In block capitals<\/strong><\/span>
\nplease )<\/strong><\/span>
\n– In the Doctor’s office Payment Received Yes No Doctor’s Signature & stamp<\/strong><\/span>
\n– On board<\/strong><\/span>
\n– Elsewhere<\/strong><\/span>
\nAgent Invoiced Yes No<\/strong><\/span>
\n22. Port Of Discharge: 23. Date: 24. Domicile:<\/strong><\/span>
\n25. Name and Address of next of Kin ( or friend ) and relationship to the patient:<\/strong><\/span>
\n26. Name of Hospital or place where crew member is to be staying:<\/strong><\/span>
\n27. Disposition of crew member’s personal effects: Form No: 26<\/strong><\/span>
\nKonu : \u0002STANBUL L\u0002MANI DEM\u0002R YER\u0002 SAHALARININ KULLANIM ESASLARI<\/strong><\/span>
\nl)Gemiler \u0002stanbul liman\u0131na var\u0131slar\u0131ndan \u00f6nce T\u00fcrk Bogazlan Deniz Trafik D\u00fczeni T\u00fcz\u00fcg\u00fc<\/strong><\/span>
\ngeregince 2 saat \/ 20 Deniz Mili (nm) \u00f6nce SP-2 raporlamas\u0131n\u0131 yaparlar.<\/strong><\/span>
\nAh\u0131rkap\u0131\/Kumkap\u0131\/Yesilk\u00f6y demir mevkilerinde transit olarak yak\u0131t \/su\/tayfa vs. bekleme i\u00e7in<\/strong><\/span>
\ndemirleyecek gemiler i\u00e7in enaz 4 saat \u00f6nceden Armat\u00f6r\/Acentalar, Liman Baskanl\u0131g\u0131’ndan<\/strong><\/span>
\nDEM\u0002RLEME ORD\u0002NOSU alacaklard\u0131r.<\/strong><\/span>
\n2)Gerekli izni almaks\u0131z\u0131n demirleyen gemiler ile tahsisli demir yeri d\u0131s\u0131ndaki bir yere<\/strong><\/span>
\ndemirleyen gemiler, Liman Baskanl\u0131g\u0131nca saglanacak Klavuz Kaptan ve r\u00f6mork\u00f6rlerle<\/strong><\/span>
\nkald\u0131rt\u0131lacak ve bu is i\u00e7in yap\u0131lan giderler ilgili geminin donatan\u0131, isleteni yada acentasmdan<\/strong><\/span>
\ntahsil edilecektir.<\/strong><\/span>
\n3)Acentalar veya Armat\u00f6r ofisleri Liman Baskanl\u0131g\u0131’ndan alacaklar\u0131 Demirleme<\/strong><\/span>
\nOrdinosunu Trafik Kontrol \u0002stasyonlar\u0131na faxlayacaklardir.<\/strong><\/span>
\n4)Gemilerimiz demirlemeden \u00f6nce Trafik Kontrol \u0002stasyonu’nuyla VHF ile temas ederek,<\/strong><\/span>
\nDemirleme Ordinosu’nda yazan ve gemiye tahsis edilen Demir Mevkiini \u00f6grenecek ve buraya<\/strong><\/span>
\ndemirleyecektir.<\/strong><\/span>
\nAcentam\u0131zdan den gelismeler i\u00e7in anl\u0131k bilgi al\u0131nabilir. \u00c7ok acil demirleme gerektiginde<\/strong><\/span>
\nAcenta’n\u0131n Liman Baskanl\u0131g\u0131’ndan ordino al\u0131nmas\u0131 saglanmal\u0131d\u0131r.<\/strong><\/span>
\n6)Tahsisli demir yerinde bulunan gemiler, yak\u0131nlar\u0131nda bulunan diger bir gemi yerine<\/strong><\/span>
\ndemirleyecek\/demirleyen gemiye istendiginde kendi demir mevkiini ve demir kerterizini<\/strong><\/span>
\nvereceklerdir.<\/strong><\/span>
\n7)Tahsisli demir yerinde demirli bulunan gemiler Deniz Trafik Kontrol<\/strong><\/span>
\nMerkezi\/\u0002stasyonunun ve Liman Baskanl\u0131g\u0131n\u0131n izni olmadan demir yerini<\/strong><\/span>
\ndegistiremezler. Ancak f\u0131rt\u0131na, yang\u0131n ve beklenmedik bu gibi durumlar\u0131n ortaya \u00e7\u0131kmas\u0131<\/strong><\/span>
\nhalinde yukar\u0131da belirtilen makamlara bilgi vermek suretiyle yer degistiren gemiler, eski<\/strong><\/span>
\nmevkiilerine d\u00f6nebilirler.<\/strong><\/span>
\n8)Gemiler demirlerini vira etmeye baslamadan \u00f6nce, Deniz Trafik Kontrol<\/strong><\/span>
\nMerkezi\/\u0002stasyonu ile temas kurup, b\u00f6lgedeki deniz trafiginin durumunu \u00f6grenecek, ve\/varsa<\/strong><\/span>
\ngerekli talimat\/tavsiyeleri al\u0131p seyirlerine baslayacaklard\u0131r.<\/strong><\/span>
\n9)Demir yerinde bulunan gemilerle, g\u00fcverte ve makina personelinde en az birer vardiya zorunlu<\/strong><\/span>
\nolarak bulunduracaklard\u0131r.<\/strong><\/span>
\n10)Demir yerlerinde bulunan gemiler, 24 saat s\u00fcresince, Deniz Trafik Kontrol<\/strong><\/span>
\nMerkezi\/\u0002stasyonlar\u0131n\u0131n gerektiginde kendileri ile muhabere temas\u0131 kurulabilmesi i\u00e7in,<\/strong><\/span>
\nb\u00f6lgedeki ilgili VHF kanallar\u0131n\u0131 24 saat s\u00fcre ile dinleyeceklerdir.<\/strong><\/span>
\nll)Demir yerlerinde bulunan gemiler, limanda kal\u0131s s\u00fcrelerine bak\u0131lmaks\u0131z\u0131n seyir ve<\/strong><\/span>
\nmanevralar\u0131na engel olabilecek bak\u0131m\/onar\u0131m faaliyetlerinde bulunamazlar.<\/strong><\/span>
\n12)Demir yerlerinde bulunan gemiler, her an hareket edebilecek durumda<\/strong><\/span>
\nbulunacaklard\u0131r.<\/strong><\/span>
\n13)Demir yerlerinde bulunan gemiler, demirde bulunduklar\u0131 s\u00fcrece liman jenerat\u00f6rlerini s\u00fcrekli<\/strong><\/span>
\n\u00e7al\u0131s\u0131r halde bulunduracaklard\u0131r. Ayr\u0131ca, demirde bulunan gemiler Denizde \u00c7at\u0131smay\u0131 \u00d6nleme<\/strong><\/span>
\nT\u00fcz\u00fcg\u00fcn\u00fcn (COLREG) 30. Kural\u0131nda belirtilen demirleme ile ilgili fenerler ve isaretleri<\/strong><\/span>
\ng\u00f6sterecek ve gece s\u00fcresince demir fenerlerine ilave olarak m\u00fcmk\u00fcn oldugunca g\u00fcverte<\/strong><\/span>
\nayd\u0131nlatmas\u0131 yapacaklard\u0131r.<\/strong><\/span>
\n14)Demir sahas\u0131nda bulunan yak\u0131t\/kumanya su vb. Gibi ikmallerde bulunacak gemiler idareyi<\/strong><\/span>
\nbilgilendirmek zorundad\u0131r.<\/strong><\/span>
\n15)Yak\u0131t ikmali, sadece idarece yugun g\u00f6r\u00fclen demir yerlerinde yap\u0131labilir, ikmal s\u00fcresince<\/strong><\/span>
\ng\u00fcnd\u00fcz Burak (Bravo) – B – sancag\u0131, gece ise ufkun her taraf\u0131ndan g\u00f6r\u00fclebilecek k\u0131rm\u0131z\u0131<\/strong><\/span>
\nbir fener g\u00f6stereceklerdir. Yak\u0131t ikmali s\u0131ras\u0131nda, yang\u0131n ve \u00e7evre g\u00fcvenligne y\u00f6nelik ilgili<\/strong><\/span>
\nmevzuat\u0131n gerektirdigi her t\u00fcrl\u00fc tedbir al\u0131nacakt\u0131r. Ayr\u0131ca, yak\u0131t ilmaline y\u00f6nelik emniyet<\/strong><\/span>
\nhususlar\u0131m i\u00e7eren protokol, yak\u0131t alan gemi\/barge aras\u0131nda yap\u0131lacakt\u0131r.<\/strong><\/span>
\n16)Demir yerlerinde bulunan gemilere yak\u0131t ikmali saglayan akaryak\u0131t tankerleri ve vas\u0131talar\u0131<\/strong><\/span>
\n(Bunker barge) ikmal s\u0131ras\u0131nda, al\u0131m yapan gemiye bak\u0131lmaks\u0131z\u0131n kendileri de her t\u00fcrl\u00fc yang\u0131n<\/strong><\/span>
\nemniyetini alacak, denize d\u00f6k\u00fclebilecek s\u0131z\u0131nt\u0131 ve tasmalara kars\u0131 \u00e7evreye yay\u0131lmay\u0131<\/strong><\/span>
\n\u00f6nleyecek sistem ve malzemeyi her an kullan\u0131ma haz\u0131r bulunduracaklard\u0131r.<\/strong><\/span>
\n17)Demir yerlerinde bulunan gemiler, denize moloz, safra, \u00e7\u00f6p, sintine suyu, balast, yemek<\/strong><\/span>
\nat\u0131klara ile ekolojik dengeyi ve \u00e7evre sagl\u0131g\u0131m bozacak maddeler, at\u0131k yag ve benzeri kirletici<\/strong><\/span>
\nmaddeleri bosaltmayacak ve hava kirliligi yaratmayacaklard\u0131r.<\/strong><\/span>
\n18)Demir yerlerinde bulunan gemiler, gerekmedik\u00e7e sessizligi bozucu nitelikte faaliyetlerde<\/strong><\/span>
\nbulunmayacaklard\u0131r.<\/strong><\/span>
\n19)Demir yerlerinde bulunan gemiler, uluslararas\u0131 s\u00f6zlesmeler ve ulusal mevzuatlarda belirtilen<\/strong><\/span>
\ncan, mal ve \u00e7evre g\u00fcvenligine y\u00f6nelik tedbirleri al\u0131p, \u0002dare ve yetkili makamlar\u0131n yapacag\u0131<\/strong><\/span>
\nuyar\u0131 ve denetimlere uymak zorundad\u0131r. Bu maksatla \u0002dare, haberli\/habersiz denetimler<\/strong><\/span>
\nyapabilir.<\/strong><\/span>
\n20)Gemilerin demir yerlerinde kal\u0131s s\u00fcreleri ve \u00fccreti \u0002darece belirlenir. Bu \u00fccret gemi<\/strong><\/span>
\ndonatan\u0131\/acentelerince \u0002darenin D\u00f6ner Sermaye \u0002sletmesi hesab\u0131na yat\u0131r\u0131lacak ve<\/strong><\/span>
\nmakbuz\/dekontlar\u0131 Liman Baskanl\u0131g\u0131na ibraz edilecektir.<\/strong><\/span>
\n21)Demir yerlerinda kal\u0131s s\u00fcrelerini asan gemilerin Kaptan, Donatan veya Acenteleri,<\/strong><\/span>
\nbelirlenen s\u00fcrenin as\u0131lma nedenlerini Liman Baskanl\u0131g\u0131na yaz\u0131l\u0131 bir raporla bildirecektir. Liman<\/strong><\/span>
\nBaskanl\u0131g\u0131ndan izin almak kosulu ile bu s\u00fcreler uzat\u0131labilirler.<\/strong><\/span>
\n22)Akaryak\u0131t ikmali amac\u0131yla, liman hudutlar\u0131 i\u00e7inde g\u00f6rev yapan, yak\u0131t ikmal<\/strong><\/span>
\ngemiler\/ara\u00e7lar\u0131ndan, 500 GRT’un \u00fczerinde olanlar, tehlikeli madde demir sahas\u0131 i\u00e7inde,<\/strong><\/span>
\nLiman Baskanl\u0131g\u0131nca belirlenen demir yerlerinde bulunacaklard\u0131r.<\/strong><\/span>
\n23)Atat\u00fcrk Hava Liman’n\u0131n (000-180) ve (060-240) pistlerinin 180 ve 240 y\u00f6nlerindeki<\/strong><\/span>
\nbaslang\u0131\u00e7 noktalar\u0131ndan itibaren +\/- 3 derecelik pist bas\u0131 elektronik sistemlerinin (ILS ve<\/strong><\/span>
\nVOR) yay\u0131n sekt\u00f6rleri i\u00e7erisinde demirleme yap\u0131lmayacak\/yapt\u0131r\u0131lmayacakt\u0131r. (Tehkikeli<\/strong><\/span>
\nMadde Demir Sahas\u0131 Bat\u0131 s\u0131n\u0131r\u0131 ile Karantina Demir Sahas\u0131 i\u00e7inden ge\u00e7en sekt\u00f6r) Ayr\u0131ca<\/strong><\/span>
\nbu sekt\u00f6re yak\u0131n demir mevkilerine direk bas\u0131 y\u00fcksekligi 50 metre ve daha b\u00fcy\u00fck gemiler<\/strong><\/span>
\ni\u00e7in demir yeri tahsisi yap\u0131lmayacakt\u0131r.<\/strong><\/span>
\n24)Gemiler demir yerlerine var\u0131stan \u00f6nce ve demir yerlerinden kalk\u0131stan sonra, Denizde<\/strong><\/span>
\n\u00c7at\u0131smay\u0131 \u00f6nleme T\u00fcz\u00fcg\u00fcn\u00fcn (COLREG) ilgili h\u00fck\u00fcmleri uyar\u0131nca gerekli \u00f6nlemleri alacaklar<\/strong><\/span>
\nve Trafik Ay\u0131r\u0131m D\u00fczeni i\u00e7inde seyir yapmakta olduklar\u0131n\u0131 g\u00f6z\u00f6n\u00fcnde bulunduracaklard\u0131r.<\/strong><\/span>
\n25)Demir yerlerinde T\u00fcrkiye Denizcilik \u0002sletmeleri Genel M\u00fcd\u00fcrl\u00fcg\u00fcnce uygulanmakta olan<\/strong><\/span>
\nhizmet tarifesi esas al\u0131nacak olup, yabanc\u0131 bayrakl\u0131 gemilere bahse konu tarife \u00fczerinden %50<\/strong><\/span>
\nindirim, T\u00fcrk bayrakl\u0131 gemilere ise yabanc\u0131 bayrakl\u0131 gemilere uygulanacak %50 indirime<\/strong><\/span>
\nilaveten %25 daha indirim uygulanacakt\u0131r.<\/strong><\/span>
\n26)T\u00fcz\u00fcg\u00fcn 3. maddesi asag\u0131daki sekilde degistirilmistir:<\/strong><\/span>
\n“\u0002stanbul Liman\u0131: Kuzeyde;41 16,00 N, 028 55,00 E mevkii ile 41 14,00 N, 029 16,00 E<\/strong><\/span>
\nmevkiinden genel kuzey istikametine \u00e7izilen hatlar ve ona bitisik T\u00fcrk karasular\u0131 ile s\u0131n\u0131rlanan<\/strong><\/span>
\ndeniz ve k\u0131y\u0131 alam ile g\u00fcneyde Kefaldalyan burnundan (40 58,30N 02843,40E) 3,8 mil<\/strong><\/span>
\ng\u00fcney kerterizindeki (40 54,50N 028 43,40E) mevkii ile, 40 48,40N 029 09,00E ve 40 52,30N<\/strong><\/span>
\n02.9 13,80E mevkiisini birlestiren \u00e7izgiler aras\u0131nda kalan deniz ve k\u0131y\u0131 alan\u0131d\u0131r.”<\/strong><\/span>
\n27)Asag\u0131daki demiryerleri t\u00fcz\u00fcg\u00fcn gerekli maddelerine eklenerek kullan\u0131ma a\u00e7\u0131lm\u0131st\u0131r:<\/strong><\/span>
\n“K\u00fc\u00e7\u00fck\u00e7ekmece demir yeri;<\/strong><\/span>
\n40 58,32N-028 43,50E 40 56,90N-028 43,50E<\/strong><\/span>
\n40 56,40N-028 47,40E 40 58,23N-028 47,40E<\/strong><\/span>
\nKartal demir yeri;<\/strong><\/span>
\n40 53,20N-029 11.10E 40 52,55N-029 09,55E<\/strong><\/span>
\n40 51.00N-029 10,30E 40 51.40N-029 12,00E<\/strong><\/span>
\n40 52,60N-029 13,40E koordinatlar\u0131 ile belirlenen<\/strong><\/span>
\ndeniz sahas\u0131d\u0131r.”<\/strong><\/span>
\n“Liman kuzey giris demir yerleri:<\/strong><\/span>
\n1-Tehlikeli y\u00fck tas\u0131yan gemilerin demir yeri;<\/strong><\/span>
\n41 15,40N-028 57,45E 41 17,50N-028 57,45E<\/strong><\/span>
\n41 17,50N-029 00,00E 41 14,90N-029 00,00E<\/strong><\/span>
\n2-Yolcu ve kuru y\u00fck gemileri demir yeri:<\/strong><\/span>
\n41 14,90N-029 00,00E 41 17,50N-029 00,00E<\/strong><\/span>
\n41 17,50N-029 02,37E 41 15,90N-029 05,00E<\/strong><\/span>
\n41 15,00N-029 05,00E koordinatlar\u0131 ile belirlenen<\/strong><\/span>
\ndeniz sahalar\u0131d\u0131r.”<\/strong><\/span>
\n“Liman g\u00fcney girisi 1 no’lu demir yeri hari\u00e7, (c) ve (d) bentlerinde belirtilen diger demir<\/strong><\/span>
\nyerlerine demirleyen ve demirden kalkan gemilere y\u00f6nelik k\u0131lavuzluk uygulamalar\u0131 ile<\/strong><\/span>
\nt\u00fcm demir yerlerinin kullan\u0131m esaslar\u0131 idarece belirlenir.”<\/strong><\/span>
\n28)T\u00fcz\u00fcg\u00fcn 44. maddesi 1. f\u0131kra son c\u00fcmlesi asag\u0131daki sekilde degistirilmistir:<\/strong><\/span>
\n“Gemilerin gelis g\u00fcn ve saatelerindeki degisiklikler ile demir yerlerinde,<\/strong><\/span>
\nsamand\u0131ralarda, r\u0131ht\u0131m ve iskelelerde kalma s\u00fcreleri, teknik durumu, y\u00fck cinsi ve miktar\u0131 ve<\/strong><\/span>
\ny\u00fckleme-bosaltma ile ilgili bildirimler ve bunlarla ilgili degisiklikler Liman Baskanl\u0131g\u0131na<\/strong><\/span>
\nderhal yaz\u0131l\u0131 olarak bildirilir.”<\/strong><\/span>
\nKonu: GEM\u0002LER\u0002N MALZEME ALIMI<\/strong><\/span>
\nGemi malzeme taleplerinin daha sagl\u0131kl\u0131 ve hatas\u0131z kars\u0131lanmas\u0131 ile, gereksiz malzemenin<\/strong><\/span>
\nal\u0131nmamas\u0131 ve israf\u0131n \u00f6n\u00fcne ge\u00e7ilmesi amac\u0131yla;<\/strong><\/span>
\n1. \u0002stenecek malzemenin tan\u0131m\u0131, teredd\u00fcte mahal b\u0131rakmayacak sekilde eksiksiz yap\u0131lacak ve<\/strong><\/span>
\nistekler gemi b\u00f6l\u00fcmlerine g\u00f6re (k\u00f6pr\u00fc \u00fcst\u00fc,seyir,safety, makina, g\u00fcverte, elektrik, kamara,<\/strong><\/span>
\nrevir ) ayr\u0131 ayr\u0131 grupland\u0131nlarak yaz\u0131lacak ve talepler Kaptan ve Bas M\u00fchendis taraf\u0131ndan<\/strong><\/span>
\nimzalanacakt\u0131r.<\/strong><\/span>
\n2. Talep edilen malzemelerde \u00f6zellik arz eden t\u00fcrlerin t\u00fcm \u00f6l\u00e7\u00fc, detay ve \u00f6zellikleri,<\/strong><\/span>
\nkullan\u0131lacag\u0131 yeri, yenilenmesi gereken malzeme ise mevcudunun durumu ve gerekirse<\/strong><\/span>
\nistenen markalar belirtilecektir.<\/strong><\/span>
\n3. Malzeme talep formlar\u0131nda, ilgili malzemelerin cinsi ve \u00f6zelligi ile beraber \u0002MPA kod<\/strong><\/span>
\nno’su yaz\u0131lacakt\u0131r.<\/strong><\/span>
\n4. \u0002stenecek malzemenin, malzeme talep formu \u00fczerinde eldeki stok miktar\u0131 mutlaka<\/strong><\/span>
\nyaz\u0131lacakt\u0131r.<\/strong><\/span>
\n5. Malzeme talepleri, m\u00fcmk\u00fcn oldugu \u00f6l\u00e7\u00fcde toplu halde ve var\u0131s liman\u0131ndan en az bir hafta<\/strong><\/span>
\n\u00f6nceden bildirilmis olacakt\u0131r.<\/strong><\/span>
\n6. \u0002stenecek yedek par\u00e7a ve numuneli malzemenin, numune kart\u0131 eklenerek, gemi ad\u0131,<\/strong><\/span>
\nnumunenin ad\u0131, tamir ya da yeni olarak istek miktar\u0131 ile numunelerin ayr\u0131ca bir listesinin<\/strong><\/span>
\nyap\u0131larak liste s\u0131ra numaras\u0131 ” numune kart\u0131” \u00fczerinde belirtilecektir.<\/strong><\/span>
\n7. Yurt d\u0131s\u0131 limanlardan kars\u0131lanacak t\u00fcm malzeme istekleri \u0002ngilizce, yurt i\u00e7i limanlardan<\/strong><\/span>
\nkars\u0131lanacak olanlar ise T\u00fcrk\u00e7e olarak belirtilecektir.<\/strong><\/span>
\n8. Teslim alman malzemelerin say\u0131mlar\u0131n\u0131n ve kalite kontrollerinin yap\u0131lmas\u0131, eksik, yanl\u0131s<\/strong><\/span>
\nve kalitesiz malzemeler, irsaliyeler ve teslim listeleri \u00fczerinde belirtilecek, malzemeyi<\/strong><\/span>
\nteslim alamn isim ve g\u00f6revi yaz\u0131larak imzalananacak,ve gemi kasesi vurularak iade edilecektir.<\/strong><\/span>
\nAksi halde bu niteliklere haiz olmayan malzemelerin kars\u0131lanamad\u0131g\u0131 durumlarda dogacak<\/strong><\/span>
\naksakl\u0131klar\u0131n sorumlulugu, talebi yapan kisiye ait olacakt\u0131r.<\/strong><\/span>
\nKonu: SUEZ CANAL GE\u00c7\u0002SLER\u0002<\/strong><\/span>
\nSuez Canal ge\u00e7isi yapacak olan gemilerimiz asag\u0131daki konulara dikkat etmeleri ve kanal ge\u00e7is s\u0131ras\u0131nda<\/strong><\/span>
\nolusabilecek masraflar\u0131 minimize etmeye \u00f6zen ve dikkat g\u00f6stermeleri \u00f6nemlidir.<\/strong><\/span>
\n\u2022 Kanal giris s\u0131ras\u0131nda doldurulacak olan “Tank Declaration Form” dikkatle incelenerek<\/strong><\/span>
\ndoldurulacak, y\u00fckl\u00fc t\u00fcm ge\u00e7islerde t\u00fcm ballast tanklar\u0131 bos olarak ge\u00e7is yap\u0131lacak<\/strong><\/span>
\nveya trim ayarlamas\u0131 i\u00e7in ballast al\u0131nm\u0131ssa dahi kesinlikle ballastlar bos olarak<\/strong><\/span>
\ng\u00f6sterilerek deklere edilecektir. Ballastl\u0131 ge\u00e7islerde ise ballast tanklar\u0131 NIL olarak<\/strong><\/span>
\ndeklere edilecektir. Y\u00fckl\u00fc ge\u00e7islerde DBT’lerde mevcut oldugu bildirilen ballast ve<\/strong><\/span>
\nyak\u0131t miktarlar\u0131 orant\u0131l\u0131 olarak ge\u00e7is \u00fccretine ilave olarak yans\u0131maktad\u0131r. Bildirimlerde<\/strong><\/span>
\n\u00e7ektirilemeyen veya tank\u0131n dibinde bulunan 1 0 – 2 0 cm kesinlikle s\u0131f\u0131r olarak<\/strong><\/span>
\nbelirtilecektir. Unutulmamal\u0131d\u0131r ki 6 inch iskandil degerinin alt\u0131 bos \u00fczeri ise full<\/strong><\/span>
\nkabul edilmektedir.<\/strong><\/span>
\n\u2022 Yak\u0131t tanklarmdaki yak\u0131t m\u00fcmk\u00fcn oldugunca az say\u0131da tanka transfer edilerek<\/strong><\/span>
\ntoplanacak ve diger tanklar bos olarak deklere edilecektir. \u00d6rnegin m\u00fcmk\u00fcn<\/strong><\/span>
\noldugunca t\u00fcm IFO tek bir tankta, t\u00fcm MGO\/MDO tek bir tankta toplanmal\u0131 ve<\/strong><\/span>
\ng\u00f6sterilmelidir. Mevcut miktarlar bu isleme olanak vermiyor olsa dahi (mevcut yak\u0131t<\/strong><\/span>
\nmiktar\u0131 tek tank\u0131n kapasitesini as\u0131yorsa) yak\u0131tlar en fazla iki tankta full olarak<\/strong><\/span>
\ng\u00f6sterilecektir.<\/strong><\/span>
\n\u2022 Suez’de bir\u00e7ok sahte firma olup bunlar kendilerini yetkili\/g\u00f6revli olarak tan\u0131tmakta,<\/strong><\/span>
\ns\u00f6zde birtak\u0131m kontroller yapmakta ve sonucunda kaptandan ellerinde evrak\u0131<\/strong><\/span>
\nimzalay\u0131p m\u00fch\u00fcrlemesini istemekte ve\/veya ikram talep etmektedirler. Bu kisilerin<\/strong><\/span>
\nger\u00e7ekten resmi g\u00f6revliler oldugundan emin olunmada hi\u00e7bir evrak imzalanmamal\u0131d\u0131r.<\/strong><\/span>
\n\u2022 Kanal ge\u00e7isi i\u00e7in var\u0131stan \u00f6nce kesinlikle gyro,miyar,her iki d\u00fcmen donan\u0131m\u0131,<\/strong><\/span>
\nemg.d\u00fcmen donan\u0131m\u0131, t\u00fcm d\u00fcmen ve rpm g\u00f6stergelerinin islerligi ve hatas\u0131z oldugu,<\/strong><\/span>
\ngemi i\u00e7 haberlesmesinin sagl\u0131kl\u0131 olarak \u00e7al\u0131st\u0131g\u0131, kanal ge\u00e7is i\u00e7in gerekli t\u00fcm<\/strong><\/span>
\ng\u00fcnd\u00fcz\/gece sinyallerinin bulundugu ve \u00e7al\u0131st\u0131g\u0131, \u00fclke bayrag\u0131 ve isaret flamalar\u0131n\u0131n<\/strong><\/span>
\nmevcut ve iyi durumda oldugu, kanal ge\u00e7is s\u0131ras\u0131nda p\u00fcot-elektrik\u00e7ilerin kullanmak<\/strong><\/span>
\nisteyecegi kamara ve wc’lerin temiz ve eksiksiz oldugu, pilot \u00e7arm\u0131h\u0131, borda iskeleleri<\/strong><\/span>
\nkontrol edilecek ve diger gerekli g\u00f6r\u00fclen t\u00fcm kontroller yap\u0131larak kaydedilecektir.<\/strong><\/span>
\n\u2022 Gemide “Suez Canal Search Light” olmas\u0131 durumunda ve \u00e7al\u0131st\u0131g\u0131 kontrol edilerek<\/strong><\/span>
\nonayland\u0131ktan sonra, kanal var\u0131s\u0131ndan \u00f6nce yap\u0131lan raporlamada kesin olarak bu<\/strong><\/span>
\nmadde belirtilecek ve sadece elektrik\u00e7i istenecektir.<\/strong><\/span>
\n\u2022 Kanal ge\u00e7is s\u0131ras\u0131nda, giriste veya transit s\u0131ras\u0131ndaki demirlemelerde s\u0131k\u00e7a h\u0131rs\u0131zl\u0131k<\/strong><\/span>
\nolaylar\u0131yla kars\u0131las\u0131lmaktad\u0131r. Bu nedenle t\u00fcm store’lar ve portu\u00e7lar kilit alt\u0131na<\/strong><\/span>
\nal\u0131nacak, yasam mahalli girisi kontroll\u00fc olarak m\u00fcmk\u00fcnse tek bir kap\u0131dan yap\u0131lacak,<\/strong><\/span>
\nas\u00e7\u0131hane, b\u00fcfeler, salonlar, revir ve benzeri ortak kullan\u0131m alanlar\u0131 kullan\u0131lmad\u0131klar\u0131<\/strong><\/span>
\nzamanlarda kilitlenecek ve t\u00fcm gemi kontrol alt\u0131nda tutularak s\u00fcpheli kisilere an\u0131nda<\/strong><\/span>
\nm\u00fcdahale edilecektir. Bu ama\u00e7la \u00f6zellikle geceleri en az iki vardiyac\u0131 bulundurulacak<\/strong><\/span>
\nve s\u00fcrekli olarak gemiyi gezmekle g\u00f6revlendirilecektir.<\/strong><\/span>
\nYukarda belirtilen t\u00fcm konular\u0131n dikkatle ve eksiksiz uygulanmas\u0131 gemi kaptan\u0131<\/strong><\/span>
\nsorumlulugunda ve organizasyonundad\u0131r.<\/strong><\/span>
\n\u0131 \\ ‘<\/strong><\/span>
\nKonu: PERSONEL GEM\u0002 ADAMI C\u00dcZDANLARI VE PASAPORTLARI<\/strong><\/span>
\nGemilerimizde \u00e7al\u0131smakta olan personelin yurtd\u0131s\u0131 limanlarda gemiden izinsiz olarak ayr\u0131lmalar\u0131 \/<\/strong><\/span>
\nka\u00e7malar\u0131 konulan sirketimize ciddi boyutlarda maddi yapt\u0131r\u0131mlar olarak yans\u0131makta ve filo<\/strong><\/span>
\ngemilerimize \u00f6nlem ad\u0131 alt\u0131nda limanlarda mecburi guard koyulmakta ve \u00e7ok y\u00fcksek olan guard<\/strong><\/span>
\n\u00fccretleri Armat\u00f6rden tahsil edilmektedir. Bu nedenle en basit \u00f6nlem olarak, \u00f6zellikle USA, Kanada,<\/strong><\/span>
\nAvustralya ve \u0002ngiltere limanlar\u0131na gidecek olan gemilerimizde limana var\u0131stan \u00f6nce t\u00fcm gemi<\/strong><\/span>
\npersonelinin gemi adam\u0131 c\u00fczdanlar\u0131 ve pasaportlan gemi kaptan\u0131 taraf\u0131ndan toplanmal\u0131 ve liman<\/strong><\/span>
\nkalk\u0131sma kadar kaptan kasas\u0131nda kilit alt\u0131nda tutulmal\u0131d\u0131r. Hi\u00e7bir personele hi\u00e7bir nedenle (vize<\/strong><\/span>
\nuzatma, askerlik yoklamas\u0131 yapt\u0131rma v.b.) pasaportlan ve gemi adam\u0131 c\u00fczdanlan belirtilen \u00fclkelere<\/strong><\/span>
\nait limanlarda verilmeyecektir. Kaptanlanm\u0131zm konuyu titizlikle uygulamas\u0131 ve gemilerinde<\/strong><\/span>
\ngerekli g\u00f6rd\u00fckleri ilave \u00f6nlemler i\u00e7in liman vansmdan \u00f6nce isletmeye bildirimde bulunmalan<\/strong><\/span>
\ngerekmektedir.<\/strong><\/span>
\nKonu: YAKIT TRANSFER\u0002 \u0002\u00c7\u0002N TANKLARIN ISITILMASI<\/strong><\/span>
\nSon zamanlarda gemilerimizde yak\u0131t tanklar\u0131n\u0131n gereginden fazla \u0131s\u0131t\u0131lmas\u0131 sonucu bitisik<\/strong><\/span>
\nambarlardaki y\u00fck\u00fcn \u0131s\u0131nmas\u0131 ve hasarlanmas\u0131 nedeniyle cargo claim’lerde art\u0131s<\/strong><\/span>
\ng\u00f6zlenmektedir. IFO tanklanndaki yak\u0131t\u0131n transfer \u00f6ncesi \u0131s\u0131t\u0131lmas\u0131 konusunda asag\u0131daki a\u00e7\u0131klamalara<\/strong><\/span>
\nkesin olarak uyulmas\u0131 ve y\u00fckl\u00fc seyirlerin tamam\u0131nda konunun \u00e7ok dikkatle takip edilerek gerekli<\/strong><\/span>
\ntakibin yap\u0131lmas\u0131 ve \u00f6nlemlerin al\u0131nmas\u0131.<\/strong><\/span>
\nYak\u0131t tanklanndaki stim devreleri valilerinin devaml\u0131 a\u00e7\u0131k b\u0131rak\u0131lmas\u0131 sonucunda tanktaki yak\u0131t as\u0131n<\/strong><\/span>
\n\u0131s\u0131nmakta, tanktop sac\u0131n\u0131n as\u0131n \u0131s\u0131nmas\u0131na neden olmakta ve tanktop sac\u0131na temas eden y\u00fcke hasar<\/strong><\/span>
\nvermektedir. Genel kural olarak yak\u0131t transferi i\u00e7in yak\u0131t\u0131n 40 deg C olmas\u0131 yeterlidir. Yak\u0131t bulunan<\/strong><\/span>
\ntanklarda transfer yap\u0131lmas\u0131 i\u00e7in stimin s\u00fcrekli a\u00e7\u0131k olmas\u0131na gerek yoktur, yak\u0131t transferi yap\u0131lmadan<\/strong><\/span>
\niki saat \u00f6nce stim valfi a\u00e7\u0131lmal\u0131 ve yak\u0131t\/tank \u0131s\u0131t\u0131lmal\u0131d\u0131r. Unutulmamal\u0131d\u0131r ki, stim coillerinin tank<\/strong><\/span>
\ntaban\u0131na komple d\u00f6senmis olmas\u0131n\u0131n yan\u0131s\u0131ra tank al\u0131c\u0131s\u0131n\u0131n agz\u0131nda serpantin seklinde al\u0131c\u0131 agz\u0131n\u0131n<\/strong><\/span>
\noldugu b\u00f6lmeyi komple \u0131s\u0131tacak stim devreleri mevcut olup, bu s\u00fcre yak\u0131t\u0131n transfer i\u00e7in yeterli<\/strong><\/span>
\ns\u0131cakl\u0131ga ulasmas\u0131na yetecektir.<\/strong><\/span>
\n\u00d6zellikle hassas y\u00fcklerde yak\u0131t tanklanna stimin s\u00fcrekli olarak a\u00e7\u0131k b\u0131rak\u0131lmamas\u0131 Yak\u0131t<\/strong><\/span>
\ntransferlerinin sefer boyunca \u00f6nceden planlanmas\u0131 Yak\u0131t transferlerinin kesinlikle sorumlu<\/strong><\/span>
\nzabit kontrol\u00fcnde ger\u00e7eklestirilmesi Transferin tamamlanmas\u0131n\u0131n ard\u0131ndan stim valflerinin<\/strong><\/span>
\nkapat\u0131ld\u0131g\u0131n\u0131n kontrol edilmesi ve emin olunmas\u0131<\/strong><\/span>
\nBelirtilen hususlar gemide s\u00fcrekli uygulanacak olup sorumlu ve ilgili kisilere gerekli a\u00e7\u0131klama ve<\/strong><\/span>
\ntalimatlar Kaptan ve Basm\u00fchendislerce verilmelidir. Y\u00fcke hasar gelmemesi i\u00e7in Kaptan ve<\/strong><\/span>
\nBasm\u00fchendisler yap\u0131lan uygulamalardan sorumlu olup operasyonun gerektigi sekilde yap\u0131lmas\u0131n\u0131<\/strong><\/span>
\nsaglamakla ve kontrol etmekle y\u00fck\u00fcml\u00fcd\u00fcrler.<\/strong><\/span>
\nKonu: SAGLIK KONUSUNDA ALINMASI GEREKL\u0002 \u00d6NLEMLER<\/strong><\/span>
\nRiskli b\u00f6lgelere sefer yapan gemilerimizde \u00e7al\u0131san personelin sagl\u0131k konusunda asag\u0131da belirtilen<\/strong><\/span>
\nmaddelere kesin olarak uymas\u0131 sirket politikas\u0131 geregi benimsenmis olup zorunludur.<\/strong><\/span>
\nGemilerimizde yap\u0131lacak olan uygulamalardan gemi kaptanlar\u0131 sorumlu olup gerekli \u00f6nlemlerin<\/strong><\/span>
\nal\u0131nmas\u0131 ve kay\u0131tlar\u0131n\u0131n tutulmas\u0131 kaptan nezaretinde sorumlu zabitan taraf\u0131ndan y\u00fcr\u00fct\u00fclecektir.<\/strong><\/span>
\n-Personel sirketimiz gemilerinde \u00e7al\u0131smaya baslamadan \u00f6nce zorunlu sertifikalar\u0131n\u0131n yams\u0131ra<\/strong><\/span>
\nsagl\u0131k kart\u0131, sagl\u0131k kontrol\u00fc ve gerekli as\u0131lar\u0131 yapt\u0131rmak konular\u0131nda kendisi sorumludur ve<\/strong><\/span>
\nbelirtilenlerin yapt\u0131r\u0131lmas\u0131 sirket gemilerinde \u00e7al\u0131sabilmek i\u00e7in zorunlu bir sartt\u0131r.<\/strong><\/span>
\n-Sagl\u0131k kart\u0131nda belirtilen as\u0131lar ger\u00e7ek anlamda yapt\u0131r\u0131lm\u0131s olacakt\u0131r, burada \u00f6nemli olan<\/strong><\/span>
\nkonu as\u0131mn g\u00f6stermelik olarak islenmesi degil, islevsel olarak personeli hastal\u0131klardan<\/strong><\/span>
\nkorumas\u0131d\u0131r.<\/strong><\/span>
\n-Sagl\u0131k kartlar\u0131ndaki tarihler gemi kaptanlar\u0131 denetiminde sorumlu zabitlerce periyodik olarak<\/strong><\/span>
\nkontrol edilecek ve sefer b\u00f6lgesine g\u00f6re eksik olan as\u0131lar, tarihi ge\u00e7en as\u0131lar liste olarak<\/strong><\/span>
\nsirkete bildirilecektir.<\/strong><\/span>
\n-Sefer belli oldugu anda gemi kaptan\u0131 gidilecek olan b\u00f6lge hakk\u0131ndaki sagl\u0131k risklerini<\/strong><\/span>
\narast\u0131racak, gerektiginde bu konuda hem acentadan hem de sirketten bilgi talep edecek ve<\/strong><\/span>
\ngerekli \u00f6nlemler i\u00e7in sirketten talepte bulunacakt\u0131r.<\/strong><\/span>
\n-Belirlenen \u00f6nlemler i\u00e7inde personel taraf\u0131ndan b\u00f6legede kalman s\u00fcre boyunca kullan\u0131lmas\u0131<\/strong><\/span>
\ngereken ila\u00e7 v.b. varsa gemi kaptan\u0131 ilac\u0131n t\u00fcm personele prospekt\u00fcs geregi dag\u0131t\u0131ld\u0131g\u0131ndan,<\/strong><\/span>
\nilac\u0131n kullan\u0131m\u0131n\u0131n personele a\u00e7\u0131kland\u0131g\u0131ndan ve personelin ilac\u0131 kullanmas\u0131 i\u00e7in gerekli<\/strong><\/span>
\nbilin\u00e7lendirmenin ve egitimin verildiginden emin olacak ve yap\u0131lan t\u00fcm islemleri kay\u0131t alt\u0131nda<\/strong><\/span>
\ntutacak, dag\u0131t\u0131lan ila\u00e7lar i\u00e7in liste haz\u0131rlayarak imza kars\u0131l\u0131g\u0131 personele verilmesini<\/strong><\/span>
\nsaglayacakt\u0131r.<\/strong><\/span>
\n-Riskli b\u00f6lgelerde personelin al\u0131nacak ila\u00e7lar\u0131n ve as\u0131lar\u0131n yan\u0131s\u0131ra kendini korumas\u0131 da \u00e7ok<\/strong><\/span>
\n\u00f6nemli olup mutlaka var\u0131stan \u00f6nce personele tehlikeler, hastal\u0131klar ve korunmak i\u00e7in<\/strong><\/span>
\nyap\u0131lmas\u0131 gerekenler konular\u0131nda bilin\u00e7lendirilmelidir.<\/strong><\/span>
\n-Sefer b\u00f6lgesine g\u00f6re gemide bulunmas\u0131 zorunlu olan ila\u00e7lar ve t\u0131bbi malzeme sorumlu zabit<\/strong><\/span>
\ntaraf\u0131ndan periyodik olarak kontrol edilmeli ve tam olarak muhafaza edilmesi saglanmal\u0131d\u0131r.<\/strong><\/span>
\nLokal risklerden korunmak amac\u0131yla bulundurulmas\u0131 gereken ila\u00e7 ve yapt\u0131r\u0131lmas\u0131 gereken<\/strong><\/span>
\nas\u0131lar kaptan taraf\u0131ndan m\u00fcmk\u00fcn oldugunca erken sirkete bildirilecek ve \u00f6nceki limanlarda<\/strong><\/span>
\nteminine \u00e7al\u0131s\u0131lacakt\u0131<\/strong><\/span>
\nKonu: GEM\u0002LERE YURT DISINDA ALINAN DEM\u0002RBAS EK\u0002PMAN \u0002\u00c7\u0002N UYGULANACAK<\/strong><\/span>
\nPROSED\u00dcR<\/strong><\/span>
\n\u00c7esitli ihtiya\u00e7lar kars\u0131s\u0131nda gemilerimize yurtd\u0131s\u0131nda demirbas say\u0131lacak ekipmanlar, seyir cihazlar\u0131, GMDSS<\/strong><\/span>
\ncihazlar\u0131 al\u0131nmaktad\u0131r. Bu al\u0131mlar s\u0131ras\u0131nda ve sonras\u0131nda yap\u0131lmas\u0131 gerekenler asag\u0131da listelenmis olup<\/strong><\/span>
\n\u00f6zellikle T\u00fcrk Bayrakl\u0131 gemiler i\u00e7in bu uygulama \u00e7ok \u00f6nemlidir ve kesinlikle titizlikle gerekleri yerine<\/strong><\/span>
\ngetirilmelidir.<\/strong><\/span>
\n– T\u00fcrk Bayrakl\u0131 gemilere alman t\u00fcm cihazlar\u0131n g\u00fcmr\u00fck mevzuat\u0131 geregi ithalat\u0131n\u0131n<\/strong><\/span>
\nyap\u0131labilmesi i\u00e7in sirket taraf\u0131ndan gerekli izin basvurusu yap\u0131lmal\u0131, bunun i\u00e7in de alman<\/strong><\/span>
\ncihaz\u0131n uygunluk belgesi (96\/98 EC veya benzeri) bulunmal\u0131d\u0131r. Cihaz\u0131n teslimi s\u0131ras\u0131nda<\/strong><\/span>
\ngemi kaptan\u0131 bu belgeyi istemeli ve derhal sirkete faxlamah, daha sonra ise orijinal fatura<\/strong><\/span>
\n(eger verilmisse) ile birlikte sirkete g\u00f6nderilmelidir.<\/strong><\/span>
\n– T\u00fcrk Bayrakl\u0131 gemilerde cihaz al\u0131m\u0131n\u0131 m\u00fcteakip ilk T\u00fcrk liman\u0131 var\u0131slar\u0131nda alman cihaz<\/strong><\/span>
\ngiris sorgusunda beyan edilmeli, demirbas defterine islettirilmeli ve millilestirilmesi<\/strong><\/span>
\nyap\u0131lmal\u0131d\u0131r.<\/strong><\/span>
\n– Hem T\u00fcrk hem de yabanc\u0131 bayrakl\u0131 gemilerde \u00f6zellikle GMDSS ekipman\u0131, VHF, seyir<\/strong><\/span>
\ncihaz\u0131, EPIRB, SART v.b. cihazlar\u0131n al\u0131m\u0131nda konu \u00e7ok \u00f6nemli olup bu cihazlar\u0131n aym<\/strong><\/span>
\nzamanda telsiz ruhsat\u0131na da islettirilmesi gerekmektedir.<\/strong><\/span>
\nYukarda belirtilenlerin yap\u0131lmamas\u0131 T\u00fcrk Bayrakl\u0131 gemilerde g\u00fcmr\u00fck mevzuat\u0131na g\u00f6re ka\u00e7ak\u00e7\u0131l\u0131k say\u0131lmakta,<\/strong><\/span>
\nayr\u0131ca hem T\u00fcrk hem de yabanc\u0131 bayrakl\u0131 gemilerde telsiz surveyi s\u0131ras\u0131nda ciddi sorunlara yol a\u00e7abilmektedir.<\/strong><\/span>
\nKonunun gemide takibi gemi kaptan\u0131 sorumlulugunda olup ofis ile koordineli \u00e7al\u0131sarak gerekenler yerine<\/strong><\/span>
\ngetirilmelidir.<\/strong><\/span>
\nPROTESTO MEKTUPLARI ORNEKLER<\/strong><\/span>
\nALCHOL SCREENING TEST REPORT<\/strong><\/span>
\nThe undersigned__________________Master of M\/T _____________certificates that Officer\/crewmember<\/strong><\/span>
\nNAME__________________________RANK__________________ SEMAN\u2019S BOOK NO___________<\/strong><\/span>
\nAGE______________serving onboard M\/T ________________ as of __________________<\/strong><\/span>
\nTESTED Date___________________ for possible alchol abuse according to OCIMF Guidelines,and his breath<\/strong><\/span>
\nalchol contents found to be ______________________________________________________ or<\/strong><\/span>
\nHis alcohol test is endorsed on_________________________________________<\/strong><\/span>
\nThe Master<\/strong><\/span>
\nOf M\/T _______________________<\/strong><\/span>
\nLETTER OF PROTEST FOR WATER IN CARGO<\/strong><\/span>
\nDear Sirs,<\/strong><\/span>
\nKindly be advised that upon completion of loading,I the Master of M\/V_____________,carried out<\/strong><\/span>
\nWater detuction isn ship\u2019s cargo tanks and found a quantity ________________ of water to have<\/strong><\/span>
\nSettled in tanks bottom.<\/strong><\/span>
\nAs my cargo tanks were completly cleaned \/dry prior loading this water quantity found above has been<\/strong><\/span>
\nOrginated from shore tanks.As sufficient time of completion of loading is likely water quantity<\/strong><\/span>
\nTo be considerably increased and I reserve the right to carry out water detection again at sea when sufficient<\/strong><\/span>
\ntime shall has elapsed in order to determine the precise water quantity in cargo.<\/strong><\/span>
\nTherefore on behalf of my owner\/charterers and receivers I lodge this protest with you and I hold you<\/strong><\/span>
\nFully responsible for all consequences resulting from the existance of water in cargo and possible loss<\/strong><\/span>
\nof cargo.<\/strong><\/span>
\nPlease acknowladge receipt by signing this letter,I remain.<\/strong><\/span>
\nReceived :<\/strong><\/span>
\nMASTER OF M\/T______<\/strong><\/span>
\nLETTER OF PROTEST FOR WATER IN CARGO<\/strong><\/span>
\nVessel:………………………………. LOAD PORT………………………………….<\/strong><\/span>
\nC\/P ………………………………… TERMINAL\/DOCK NO…………………..<\/strong><\/span>
\nTo:SUPLIERS<\/strong><\/span>
\nMESSRS:………………………….<\/strong><\/span>
\nGentlemen,<\/strong><\/span>
\nOn cempletion of loading at your terminal,the following quantities of water were found in the<\/strong><\/span>
\nShip\u2019s cargo tanks,<\/strong><\/span>
\nQuantity of water found in tanks…………………………………<\/strong><\/span>
\nAs the cargo tanks and pipelines were empty and dry prior to loading,the above quantity of water<\/strong><\/span>
\nmust have orginated from your shore tanks and pipelines.<\/strong><\/span>
\nIn the course of the forthcoming voyage it is likely that further quantities will settle out and I therefore<\/strong><\/span>
\nReserve the right to carry out further detection procedures in order to establish the total quantity of water in the<\/strong><\/span>
\ncargo.<\/strong><\/span>
\nOn be half of my Owner\/Charterers and receiver,I note protest with you and hold you fully responsible for all<\/strong><\/span>
\nthe consequences resulting from the existances of the water loaded with and in the cargo.<\/strong><\/span>
\nPlease acknowledge receipt of this protets by signing in the space provided below.<\/strong><\/span>
\nYours faithfully,<\/strong><\/span>
\nAcknowledge by<\/strong><\/span>
\nShore represantative<\/strong><\/span>
\nMaster of M\/V……………………… (Name in Block Letters)<\/strong><\/span>
\n(SAHIL STOPLARINDA VERILECEK DEAD FREIGHT CLAIM MEKTUBU )<\/strong><\/span>
\nPORT OF:………………………….<\/strong><\/span>
\nDEADFREIGHT PROTEST<\/strong><\/span>
\nDear Sirs,<\/strong><\/span>
\nThis is to inform you that on completion of loading(Shore Stop) of……………………………….. onboard<\/strong><\/span>
\nVessel today………………………………………..at……………………………………………………………………………….<\/strong><\/span>
\nPort,a deadfreight incured as following:according to my owners instructions permissible cargo,<\/strong><\/span>
\nFor loading………………………………………………………..<\/strong><\/span>
\nCargo Loaded as per B\/L……………………………………..<\/strong><\/span>
\nDead freight protested…………………………………………….<\/strong><\/span>
\nI am protesting for the above deadfreight of……………………………………………………………………<\/strong><\/span>
\nOnbehalf of my owners and charterers.<\/strong><\/span>
\nAcknowledged for Receipt<\/strong><\/span>
\nYours faitfully Name:………………………..<\/strong><\/span>
\nMaster of M\/V ………………………….<\/strong><\/span>
\nGENEL PROTESTO MEKTUBU DOLDURULMUS ORNEK<\/strong><\/span>
\nVESSEL..(M\/V PSARA)……….. LOAD\/DISCHARGE:QUA IBOE TERMINAL)<\/strong><\/span>
\nVOYAGE NO : 21 TERMINAL \/DOCK NO : SBM NO 1<\/strong><\/span>
\nC\/P DATE : 02\/10\/1998 DATE: 23.10.1998<\/strong><\/span>
\nTO:……………………………….<\/strong><\/span>
\nMessrs:NIGERIAN NATIONAL PETROLIUM CORP.<\/strong><\/span>
\nGentlemen,<\/strong><\/span>
\nLETTER OF PROTEST<\/strong><\/span>
\nI herby do lodge in respect of (DELAY FOR CARGO DOCUMENTSCARGO<\/strong><\/span>
\nHOSES DISCONNECTED ON 22.10 1998 AT 20 18 AND CARGO DOCUMENTS RECEIVED<\/strong><\/span>
\nONBOARD ON 23.10 1998 AT 08 00)<\/strong><\/span>
\nI must therefore onbehalf of my owners and or any other party concerned hold you fully responsible for<\/strong><\/span>
\nany delays,losses,claims,contamination,expenses ,damage and or any cost incurred thereby,<\/strong><\/span>
\nFurther on behalf of my owners and or any other party concerned,Ireserve their rights to refer to<\/strong><\/span>
\n6his matter at a future date.<\/strong><\/span>
\nAcknowledged by:<\/strong><\/span>
\nShore represenative<\/strong><\/span>
\n__________________<\/strong><\/span>
\nMaster of M\/V_________________<\/strong><\/span>
\nNote parantez \u0131c\u0131ndewk\u0131 bolum s\u0131z\u0131n protestonuza gore deg\u0131seb\u0131l\u0131r.<\/strong><\/span>
\nHESAPLAMALARDA KULLANILAN TERIMLERIN ACIKLANMASI<\/strong><\/span>
\n1-TRUE WEIGHT: Ullage noktas\u0131ndan strike plate kadar olan mesafe bu mesafe kalibration cetvellerden elde<\/strong><\/span>
\nedilir.<\/strong><\/span>
\n2-REF:HEIGHT : Ger\u00e7ek y\u00fckseklik ullage noktas\u0131ndan strike plate kadar olan mesafe<\/strong><\/span>
\n3-OBSERVED ULLAGE.Her tank i\u00e7in al\u0131nan ullage degeri<\/strong><\/span>
\n4-TRIM\/LIST CORRECTED DIP\/ULLAGE:Her tank i\u00e7in trim ve egim d\u00fczeltmesi yap\u0131ld\u0131ktan sonraki ullage<\/strong><\/span>
\ndegeri<\/strong><\/span>
\n5-TOTAL OBSERVED VOLUME.Her tanktaki kalibrasyon cetvellerinden elde edilen y\u00fck miktar\u0131<\/strong><\/span>
\nbu miktara OBQ ve su dahildir.<\/strong><\/span>
\n6-FREE WATER-DIP AND VOLUME:Her tank\u0131n alt\u0131nda \u00f6l\u00e7\u00fclen su miktar\u0131.Eger su olupta okunam\u0131yorsa<\/strong><\/span>
\nTRACE yaz\u0131l\u0131r.<\/strong><\/span>
\n7-GROSS OBSERVED VOLUME: Her tanktaki su miktar\u0131 d\u00fcs\u00fcld\u00fckten sonraki y\u00fck miktar\u0131<\/strong><\/span>
\n8-TEMERATURE: Y\u00fck\u00fcn her tanktan al\u0131nan s\u0131cakl\u0131g\u0131<\/strong><\/span>
\n9-V:C FAKTORU:Her tank i\u00e7in hacim d\u00fczeltim fakt\u00f6r\u00fc<\/strong><\/span>
\n10-GROSS STANDARD VOLUME:60F veya 15 C de y\u00fck\u00fcn hacmi bu miktara OBQ dahil tanktaki su miktar\u0131<\/strong><\/span>
\ndahil degildir.<\/strong><\/span>
\n11-FACTOR USED TO CONVERT:Barrel\/Cubic Feet \u2013Metric ton\/Long Ton \u00e7evirme fakt\u00f6r\u00fc<\/strong><\/span>
\n12-SLOPS ONBOARD PRIOR LOADING.60F veya 15 C deki gemide bulunan slop miktar\u0131<\/strong><\/span>
\n13-OBQ PRIOR LOADING: Y\u00fcklemeden \u00f6nceki OBQ(onboard quantity) miktar\u0131<\/strong><\/span>
\n14-NET STANDART VOLUME:Y\u00fcklenen y\u00fck\u00fcn hacmi.OBQ ve SLOP hacimleri Gross Standart<\/strong><\/span>
\nVol\u00fcmden d\u00fcs\u00fclm\u00fcst\u00fcr.<\/strong><\/span>
\n15-B\/IL GROSS FIGURES: Gross B\/L fig\u00fcr\u00fc<\/strong><\/span>
\n16-B\/L NET FIGURES: Net B\/L fig\u00fcr\u00fc. BS+W d\u00fcs\u00fcld\u00fckten sonraki Net B\/L fig\u00fcr\u00fc.<\/strong><\/span>
\n17-SHIP\/SHORE OVER:Net Standart Volume ile geminin Gross B\/L fig\u00fcr\u00fc aras\u0131ndaki fark<\/strong><\/span>
\n18-ROB:Remain Onboard.Tahliye tamamland\u0131ktan sonra tanklarda kalan miktar.<\/strong><\/span>
\nKonu-R.O.B.CLAIMS \u2013R.O.B INSPECTION(AFTER DISCHARGE EMPTY CERTIFICATE)<\/strong><\/span>
\nGENEL<\/strong><\/span>
\nBu claimler normalde oldukca s\u0131cak olaylard\u0131r, fazla miktarda ROB olmas\u0131 al\u0131c\u0131n\u0131n geminin<\/strong><\/span>
\nEkipmanlar\u0131n\u0131n yetersiz oldugunu bu nedenle mal\u0131 basamad\u0131g\u0131na veya Geminin uncargo worthy oldugunu idda<\/strong><\/span>
\netmesine neden olabilir<\/strong><\/span>
\nROB claimlerinden korunmak i\u00e7in gemi ve sahil \u00e7al\u0131sanlar\u0131n\u0131n ,her iki yan\u0131nda konuyu iyi bir sekilde bilmesi<\/strong><\/span>
\ngerekir.<\/strong><\/span>
\nROB claimlerini iki b\u00f6l\u00fcmde toplayabiliriz.<\/strong><\/span>
\n*Tahliye yap\u0131lacak yerdeki hava kosular\u0131n\u0131n etkisi, Ist\u0131man\u0131n olmamas\u0131 veya yetersiz \u0131s\u0131tmadan dolay\u0131<\/strong><\/span>
\nclaim olabilir.<\/strong><\/span>
\n*Yak\u0131t\u0131n pompalar\u0131n basma kapasiteleriniden dolay\u0131 veya pompalar\u0131n gaz emmesinden dolay\u0131<\/strong><\/span>
\nbasamamas\u0131ndan dogabilir<\/strong><\/span>
\nROB OLCUM TEKNIKLERI<\/strong><\/span>
\n*Her tanktan birka\u00e7 kez sounding alarak ROB tayin edilebilir.<\/strong><\/span>
\n*Sounding al\u0131rken cubugu h\u0131zla yere \u00e7arpt\u0131rmay\u0131n\u0131z,bu s\u0131v\u0131n\u0131n s\u0131\u00e7ramas\u0131na ve \u00e7ubuga bulasmas\u0131na neden<\/strong><\/span>
\nolur.B\u00f6ylece yanl\u0131s okumalara neden olur.<\/strong><\/span>
\n*Inert gaz bas\u0131nc\u0131n\u0131 minimumda tutun.bas\u0131n\u00e7 nedeniyle \u00e7ubuga daha fazla s\u0131v\u0131 bulasabilir.<\/strong><\/span>
\nFAZLA M\u0002KTARDA ROB KALMASI VE REMARKLAR<\/strong><\/span>
\n2.Kpt taraf\u0131ndan ROB rapor edildiginde,Eger miktar \u00fczerinde anlasmazl\u0131k saglanamazsa \u2018\u2019Without<\/strong><\/span>
\nPrejudice\u2019\u2019yazarak ve ROB un neden bas\u0131lamad\u0131g\u0131n\u0131, unpumpable oldugunu, mevcut s\u0131cakl\u0131k durumunu,\u0131s\u0131tma<\/strong><\/span>
\nkangallar\u0131n\u0131n alt\u0131nda kalmas\u0131,eger RVP(Reid Vapour Pressure) den dolay\u0131 ,y\u00fcksek sediment ve suyun olmas\u0131<\/strong><\/span>
\npompan\u0131n emisini azalt\u0131r ROB miktar\u0131n\u0131n fazla olmas\u0131na neden olacag\u0131n\u0131 belirterek imzalaman\u0131z.<\/strong><\/span>
\nAl\u0131c\u0131n\u0131n imkanlar\u0131ndan dolay\u0131 k\u0131\u00e7a trimin fazla olmamas\u0131 COW yap\u0131lmas\u0131na m\u00fcsaade edilmemesi<\/strong><\/span>
\nKaptan\u0131n protesto mektubunu imzalarken not olarak yazmas\u0131 \u00f6nemlidir.<\/strong><\/span>
\nAsla ROB survey tamamlanana kadar Kargo kollar\u0131n\u0131 s\u00f6kt\u00fcrmeyin.Eger surveyor ROB var,<\/strong><\/span>
\nS\u0131v\u0131 oldugunu veya bas\u0131labilir oldugunu belirtirse gemi personeli tanklar\u0131 tekrar s\u00fczd\u00fcr\u00fcr ve empty sertifikas\u0131n\u0131n<\/strong><\/span>
\n\u00fczerine not olarak yazar.<\/strong><\/span>
\nBir \u00e7ok yerde kargo surveyoru y\u00fck\u00fcn UNPUMPABLE yerine LIQUID\/NONLIQUID ibarelerini yazmay\u0131 tercih<\/strong><\/span>
\nederler bu tatmin edici bir not degildir ve sak\u0131ncal\u0131d\u0131r.<\/strong><\/span>
\nHer halukarda fazla miktarda ROB olmas\u0131 durumunda Kaptan sirketle temasa ge\u00e7melidir.<\/strong><\/span>
\nEger kontak kurulam\u0131yorsa Kaptan ROB surveyi i\u00e7in bir espekt\u00f6r \u00e7ag\u0131rabilir ve yeniden kirac\u0131 sorveyoru \u0131le<\/strong><\/span>
\nbirlikte ROB surveyi yap\u0131lmas\u0131n\u0131 saglar.<\/strong><\/span>
\nAsl\u0131nda her zaman k\u0131stas olarak al\u0131nacak sey y\u00fck\u00fcn fiyat\u0131 ile geminin zaman\u0131d\u0131r.<\/strong><\/span>
\nWEDGE FORMULA<\/strong><\/span>
\nTANKTA KALAN YAKIT MIKTARININ HESAPLANMASI<\/strong><\/span>
\n2<\/strong><\/span>
\nY X T<\/strong><\/span>
\n+D x B X L<\/strong><\/span>
\nL<\/strong><\/span>
\nWEDGE FORMULA:<\/strong><\/span>
\n2T<\/strong><\/span>
\nL: LBP<\/strong><\/span>
\nD:DIP(INNAGE)<\/strong><\/span>
\nY:DISTANCE FROM DIP TO AFT BULKHEAD (AFT + TRIM)<\/strong><\/span>
\nDISTANCE FROM DIP TO FWD BULKHEAD(FWD + TRIM)<\/strong><\/span>
\nT:TRIM<\/strong><\/span>
\nB:TANKIN GENISLIGI<\/strong><\/span>
\nA:TANKIN BOYU<\/strong><\/span>
\nNOT: BUTUN ALINAN OLCULER METREDIR.<\/strong><\/span>
\nVEYA<\/strong><\/span>
\n[(U-(D x F)] X F )+ S = A<\/strong><\/span>
\n(A x A x W X3.1449) \/ F =US Barrel<\/strong><\/span>
\nLBP: LENGHT OF PERPENDICULARS OF……………..(M)<\/strong><\/span>
\nL : TANKIN BOYU<\/strong><\/span>
\nU : ULLAGE POINTTEN AFT BULKHEAD MESAFE<\/strong><\/span>
\nD : TOTAL GUAGE YUKSEKLIGI<\/strong><\/span>
\nF : TRIM FAKTORU<\/strong><\/span>
\nS : SOUNDING(INNAGE)<\/strong><\/span>
\nA : ADJUSTED INNAGE AT AFT BULKHEAD<\/strong><\/span>
\nW : TANKIN GENISLIGI<\/strong><\/span>
\nT : TRIM<\/strong><\/span>
\nF = T \/ LBP<\/strong><\/span>
\nLETTER OF PROTEST FOR RATE IMPOSED BY TERMINAL<\/strong><\/span>
\n( RATE DUSUKLUGU NEDENIYLE VERILEN PROPTESTO MEKTUBU)<\/strong><\/span>
\nVESSEL ———————— LOAD\/DISPORT——————-<\/strong><\/span>
\nVOY NO————————- TERMINAL\/DOCK NO———–<\/strong><\/span>
\nC\/P DATE———————— DATE———————————-<\/strong><\/span>
\nDEAR SIRS,<\/strong><\/span>
\nTHIS IS TO CONFIRM THAT,ACCORDING TO INSTRUCTIONS RECEIVED FROM YOUR<\/strong><\/span>
\nTERMINAL,VESSEL WAS ORDERED TO DISCHARGE AS FOLLOWS:<\/strong><\/span>
\n1-AT A BACKPRESSURE OF——————— PSI OR—————————-<\/strong><\/span>
\nBAR\u2019S ————————————————–KGS,OR ————————–<\/strong><\/span>
\n2-AT A RATE OF ———————-TONS PER HOUR<\/strong><\/span>
\nKINDLY NOTE THAT MY VESSEL DISPOSES—————————-CARGO PUMPS AND<\/strong><\/span>
\nEACH PUMP IS CAPABLE TO DISCHARGE——————————–TONS PER HOUR IN<\/strong><\/span>
\nAN AVARAGE BACKPRESSURE OF—————————-<\/strong><\/span>
\nFOR THE ABOVE REASONS,I NOTE PROTEST AND ADVISE YOU THAT YOU WILL HELD<\/strong><\/span>
\nRESPONSIBLE FOR ANY CONSEQUENCES RESULTING FROM THE ABOVE AND LIABLE<\/strong><\/span>
\nTO ANY CLAIMS WHICH COULD ARISE IN THE FUTURE. I RESERVE THE RIGHTS OF MY<\/strong><\/span>
\nOWNERS AND CHARTERERS TO EXTEND THIS PROTEST IN THE FUTURE.<\/strong><\/span>
\nKINDLY ACKNOWLEDGE RECEIPT OF THIS LETTER BY SIGNING IN THE SPACE<\/strong><\/span>
\nPROVIDED BELOWS.<\/strong><\/span>
\nYOURS FAITHFULLY,<\/strong><\/span>
\nMASTER OF M\/T——————— ACKNOWLEDGED<\/strong><\/span>
\nSHORE REPRESENTATIVE<\/strong><\/span>
\nLETTER OF ACKNOWLEDGEMENT OF CARGO PUMPING SUFFICIENCY<\/strong><\/span>
\nPOMPA KAPASITELERININ YETERLI OLDUGUNA DAIR MEKTUP<\/strong><\/span>
\nNOTE: BU MEKTUP HER TAHLIYE L\u0002MANINDA TAHLIYEDEN SONRA VERILIR<\/strong><\/span>
\nVESSEL :——————————————- DISPORT:——————————————<\/strong><\/span>
\nVOY NO:——————————————- TERMINAL\/DOCK NO:————————-<\/strong><\/span>
\nC\/P DATE:—————————————— DATE:———————————————–<\/strong><\/span>
\nTO CARGO RECIVERS<\/strong><\/span>
\nMESSERS:———————————–<\/strong><\/span>
\nGENTLEMEN,<\/strong><\/span>
\nACKNOWLEDGEMENT OF CARGO PUMPING SUFFICIENCY<\/strong><\/span>
\nPLEASE BE INFORMED THAT THROUGHOUT THE CARGO DISCHARGE OPERATION<\/strong><\/span>
\nAT THE ——————————-TERMINAL MY VESSEL HAS MAINTAINED A PUMP PRESSURE AT<\/strong><\/span>
\nTHE SHIP\u2019S MANIFOLD OF NOT LESS THAN THE AVARAGE OF 100 PSI INCLUDING\/EXCLUDING<\/strong><\/span>
\nDRAINAGE OF CARGO.<\/strong><\/span>
\nIN ACCORDANCE HEREWITH NEITHER THE VESSEL,NOR HER OWNERS OR MANAGERS SHALL<\/strong><\/span>
\nBE HELD RESPONSIBLE FOR ANY CLAIM WHATSOEVER RESULTING FROM<\/strong><\/span>
\nA SLOW DISCHARGING RATE AND THE SUBSEQUENT EXCESSIVE LAYTIME UNDER THE<\/strong><\/span>
\nTERMS OF THE CHARTER PARTY.<\/strong><\/span>
\nYOURS TRULY,<\/strong><\/span>
\nACKNOWLEDGED BY<\/strong><\/span>
\nMASTER OF M\/V————————- SHORE REPRESENTATIVE<\/strong><\/span>
\nSPECIMEN OF LETTER OF AUTHORISATION FOR AGENT TO SIGN BILL OF LADING ON<\/strong><\/span>
\nMASTER\u2019S BE HALF<\/strong><\/span>
\n(TANKERLERDE YETKI MEKTUBU)<\/strong><\/span>
\nVESSEL :——————————————- DISPORT:——————————————<\/strong><\/span>
\nVOY NO:——————————————- TERMINAL\/DOCK NO:————————-<\/strong><\/span>
\nC\/P DATE:—————————————— DATE:———————————————–<\/strong><\/span>
\nTO: AGENTS<\/strong><\/span>
\nMESSERS.———————-<\/strong><\/span>
\nGENTLEMEN,<\/strong><\/span>
\nI,——————————————-MASTER OF M\/T ———————————————-<\/strong><\/span>
\nHEREBY AUTHORISE MR———————————————-OF MESSERS —————<\/strong><\/span>
\nOWNERS AGENT,TO SIGN FOR AND ON MY BE HALF, BILLS OF LADING COVERING<\/strong><\/span>
\nTHE SHIPMENT OF(TYPE OF CARGO)————————-CRUDE OIL FROM THE PORT OF<\/strong><\/span>
\n———————————-BY——————————-(NAME OF SHIPPER)FOR ACCOUNT OF<\/strong><\/span>
\n————————————–(CHARTERERS OR RECEIVERS NAME),AS PER CHARTERERS<\/strong><\/span>
\nINSTRUCTIONS.<\/strong><\/span>
\nTHE SHIP\u2019S FIGURES,AS JOINTLY CALCULATED BY SHIP AND SHORE PERSONNEL ARE AS<\/strong><\/span>
\nFOLLOWS ;<\/strong><\/span>
\nGROSS LONG TONS:——————————-<\/strong><\/span>
\nGROSS METRIC TONS:—————————<\/strong><\/span>
\nNET LONG TONS:———————————-<\/strong><\/span>
\nNET METRIC TONS:——————————-<\/strong><\/span>
\nGROSS STANDART BARRELS AT 60 DEGREES:————————————-<\/strong><\/span>
\nNET STANDARD BARRELS AT 60 DEGREES:—————————————–<\/strong><\/span>
\nAPI AT 60 DEGREES:———————————-<\/strong><\/span>
\nYOU ARE INSTRUCTED TO ENSURE THAT THE BILL OF LADING QUANTITIES DO NOT<\/strong><\/span>
\nEXCEED THE ABOVE FIGURES.IF THEY DO EXCEED,THEN YOU MUST SIGN UNDER PROTEST<\/strong><\/span>
\nAND ISSUE A LETTER OF PROTEST STATING THAT THE BILL OF LADING CAN ONLY<\/strong><\/span>
\nACKNOWLADGE THE SHIPMENT OF WEIGHT AS DETERMINED BY CALCULATION FROM SHIP\u2019S<\/strong><\/span>
\nMEASUREMENT.<\/strong><\/span>
\nPLEASE ADVISE MY OWNERS AND CHARTERERS IMMEDIATELY IN THIS EVENT.<\/strong><\/span>
\nYOU ARE ALSO INSTRUCTED TO ENSURE THAT THE BILL OF LADING COMPLIES WITH<\/strong><\/span>
\nTHE CHARTER PARTY AND THAT FREIGHT PAYMENT IS IN ACCORDANCE WITH OWNERS\/<\/strong><\/span>
\nCHARTERERS INSTRUCTIONS.<\/strong><\/span>
\nPLEASE ACKNOWLEDGE RECEIPT OF THIS LETTER BY SIGNING IN THE SPACE PROVIDED<\/strong><\/span>
\nBELOWS,<\/strong><\/span>
\nVERY TRULLY,<\/strong><\/span>
\nACKNOWLEDGED<\/strong><\/span>
\nAGENT REPRESENTATIVES<\/strong><\/span>
\nMASTER OF M\/V —————-<\/strong><\/span>
\n( SWELL NEDENIYLE DRAFTLARIN OKUNAMAMASINDAN DOLAYI PROTESTO)<\/strong><\/span>
\nPORT:<\/strong><\/span>
\nDATE:<\/strong><\/span>
\nBERTH:<\/strong><\/span>
\nLETTER OF PROTEST<\/strong><\/span>
\nDEAR SIRS,<\/strong><\/span>
\nTHIS IS TO ADVISE YOU THAT, DURING LOADING OPERATION AT THE ABOVE PORT,<\/strong><\/span>
\nAND ESPECIALLY DURING ULLAGING ON COMPLETION OF LOADING ON ACCOUNT OF<\/strong><\/span>
\nVESSEL\u2019S ROLLING DUE SWELL, THE ULLAGES WHICH WE FOUND TOGETHER WITH<\/strong><\/span>
\nSURVEYOR,MAY BE ARE NOT CORRECT AND AS WELL AS THE AMOUNT OF THE LOADED<\/strong><\/span>
\nCARGO.<\/strong><\/span>
\nI PROTEST FOR THE ABOVE RESERVING ALL MY OWNERS RIGHTS, HOLDING YOU FULL<\/strong><\/span>
\nRESPONSIBLE FOR THE ABOVE AND FOR ANY CARGO DIFFERENCE WHICH IS EXPECTED TO<\/strong><\/span>
\nBE FOUND AT THE DISCARGING PORT.<\/strong><\/span>
\nYOURS FAITHFULLY<\/strong><\/span>
\nTHE MASTER<\/strong><\/span>
\n…………………….<\/strong><\/span>
\nCAPT.<\/strong><\/span>
\nSIGNED FOR RECEIPT\/ACCEPTANCE<\/strong><\/span>
\n…………………………………………………………..<\/strong><\/span>
\nNAME…………………………………………………<\/strong><\/span>
\nLETTER OF PROTEST FOR SLOW LOADING RATE<\/strong><\/span>
\n(YAVAS YUKLEME RATE ILE ILGILI PROTESTO)<\/strong><\/span>
\nVESSEL:…………… LOAD PORT:………………………..<\/strong><\/span>
\nVOY NO:………….. TERMINAL\/DOCK NO :………..<\/strong><\/span>
\nC\/P DATE:………… DATE:……………………………………<\/strong><\/span>
\nTO:<\/strong><\/span>
\n(FOR THE ATTENTION OF THE MANAGER OF THE OPERATION DEPARTMENT)<\/strong><\/span>
\nGENTLEMEN,<\/strong><\/span>
\nPLEASE BE ADVISED THAT MY VESSEL IS CAPABLE TO RECEIVE CARGO AT THE RATE OF<\/strong><\/span>
\n……….. TONS PER HOUR, BUT THE LOADING WAS EFFECTED WITH …………….TONS PER HOUR.<\/strong><\/span>
\nPLEASE ACCEPT THIS AS FORMAL NOTICE OF OWNER\/CHARTERERS PROTEST FOR THE<\/strong><\/span>
\nLIMITATION OF THE VESSEL\u2019S RATE OF LOADING CARGO CAUSED BY RESTRICTIONS ON THE<\/strong><\/span>
\nSHORE SIDE.OWNERS\/CHARTERERS RIGHTS ARE HEREBY RESERVED IN RESPECT OF ANY<\/strong><\/span>
\nLOSS OR DAMAGE CAUSED THEREBY.<\/strong><\/span>
\nPLEASE ACKNOWLEGE RECEIPT OF THIS LETTER OF PROTEST BY SIGING IN THE SPACE<\/strong><\/span>
\nPROVIDED BELOW.<\/strong><\/span>
\nYOURS TRULY,<\/strong><\/span>
\n………………………..<\/strong><\/span>
\nMASTER AND SHIP\u2019S STAMP<\/strong><\/span>
\nACKNOWLEDGED BY<\/strong><\/span>
\n………………………………….<\/strong><\/span>
\nSHORE RESPENSENTATIVE<\/strong><\/span>
\n…………………………………………..<\/strong><\/span>
\nNAME IN BLOCK LETTERS<\/strong><\/span>
\n……………………………………..<\/strong><\/span>
\nTITLE<\/strong><\/span>
\n(YUK EVRAKLARININ GEMIYE GEC ULASMASINDAN DOLAYI<\/strong><\/span>
\nVERILEN PROTESTO)<\/strong><\/span>
\nVESSEL:…………… LOAD PORT:………………………..<\/strong><\/span>
\nVOY NO:………….. TERMINAL\/DOCK NO :………..<\/strong><\/span>
\nC\/P DATE:………… DATE:……………………………………<\/strong><\/span>
\nTO: SHIPPERS\/SUPPLIERS OR CARGO RECEIVERS<\/strong><\/span>
\nMESSRE:……………………………………..<\/strong><\/span>
\nGENTLEMEN,<\/strong><\/span>
\nRE:PREPARATION\/PRESENTATION OF DOCUMENTS<\/strong><\/span>
\nYOU ARE HEREBY KINDLY REQUESTED TO PREPARE IN TIME ALL CARGO DOCUMENTS<\/strong><\/span>
\nPERTAINING TO PRESENT LOADING\/DISCHARGING OF CARGO…………………………….. AT THIS PORT<\/strong><\/span>
\nOF …………………AND PRESENT THEM TO ME ONBOARD FOR SIGNATURE WITHIN THE FIRST<\/strong><\/span>
\nHOUR AFTER THE DISCONNECTION OF HOSES,SO THAT ANY OR ALL UNNECESSARY DELAYS<\/strong><\/span>
\nON VESSEL\u2019S SAILING WILL BW AVOIDED.<\/strong><\/span>
\nI FURTHER WISH TO BRING TO YOUR ATTENTION THAT IN CASE YOU WOULD FAIL TO<\/strong><\/span>
\nPREPARE AND PRESENT CARGO DOCUMENTS AS AFORESAID,YOU WILL BE HELD<\/strong><\/span>
\nRESPONSIBLE FOR ANY OR DELAYS THAT WOULD BE CHARGED TO YOU AND OR<\/strong><\/span>
\nCHARTERERS AT THE DEMURRAGE RATE,BY MY OWNERS OR THEIR MANAGERS.<\/strong><\/span>
\nPLS ACKNOWLEGE RECEIPT OF THIS LETTER OF PROTEST BY SIGING IN THE SPACE PROVIDED<\/strong><\/span>
\nBELOW.<\/strong><\/span>
\nTRULY YOURS,<\/strong><\/span>
\n………………………..<\/strong><\/span>
\nMASTER AND SHIP\u2019S STAMP<\/strong><\/span>
\nACKNOWLEDGED BY<\/strong><\/span>
\n………………………………….<\/strong><\/span>
\nSHORE RESPENSENTATIVE<\/strong><\/span>
\n…………………………………………..<\/strong><\/span>
\nNAME IN BLOCK LETTERS<\/strong><\/span>
\n…………………………………………<\/strong><\/span>
\nTITLE<\/strong><\/span>
\n\u201cINADEQUATE HOSE CONNECTION\u201d<\/strong><\/span>
\n(DUSUK OLCUDE KOL \/ HORTUM BAGLANMASIYLA ILGILI PROTESTO MEKTUBU)<\/strong><\/span>
\nVESSEL:…………… LOAD PORT:………………………..<\/strong><\/span>
\nVOY NO:………….. TERMINAL\/DOCK NO :………..<\/strong><\/span>
\nC\/P DATE:………… DATE:……………………………………<\/strong><\/span>
\nDEAR SIRS,<\/strong><\/span>
\nTHE VESSEL HAS……………………………. MANIFOLD CONNECTION EACH OF<\/strong><\/span>
\n………………………….. DIAMETER.<\/strong><\/span>
\nYOUR TERMINAL HAS PRESENTED ……………………………………… HOSES\/ARMS EACH OF<\/strong><\/span>
\n………………………….DIAMETER FOR THE TRANSFER OF CARGO.<\/strong><\/span>
\nTHE PRODUCTION IN SIZE AND NUMBER OF HOSES PRESENTED BY YOU, HAS IMPOSED<\/strong><\/span>
\nRESTRICTIONS ON THE VESSEL\u2019S NORMAL CARGO HANDLING CAPACITY RESULTING IN AN<\/strong><\/span>
\nINCREASE IN TURN AROUND TIME.<\/strong><\/span>
\nFOR THE ABOVE REASONS,I NOTE PROTEST AND ADVISE YOU THAT YOU WILL BE HELD<\/strong><\/span>
\nRESPONSIBLE FOR ANY CONSEQUENCES RESULTING FROM THE ABOVE AND LIABLE TO ANY<\/strong><\/span>
\nCLAIMS WHICH COULD ARISE IN THE FUTURE. I RESERVE THE RIGHTS OF MY OWNERS AND<\/strong><\/span>
\nCHARTERERS TO EXTEND THIS PROTEST IN THE FUTURE.<\/strong><\/span>
\nKINDLY ACKNOWLEDGE RECEIPT OF THIS LETTER BY SIGNING IN THE SPACE PROVIDED<\/strong><\/span>
\nVELOW.<\/strong><\/span>
\nYOURS FAITHFULLY,<\/strong><\/span>
\n………………………..<\/strong><\/span>
\nMASTER AND SHIP\u2019S STAMP<\/strong><\/span>
\nACKNOWLEDGED BY<\/strong><\/span>
\n………………………………….<\/strong><\/span>
\nSHORE RESPENSENTATIVE<\/strong><\/span>
\n…………………………………………..<\/strong><\/span>
\nNAME IN BLOCK LETTERS<\/strong><\/span>
\n…………………………………………<\/strong><\/span>
\nTITLE<\/strong><\/span>
\nPORT:COASTAL EAGLE POINT<\/strong><\/span>
\nTERMINAL OF PHILADELPHIA PORT<\/strong><\/span>
\nUNDERKEEL CLEARANCE CALCULATION<\/strong><\/span>
\n(33 CRF 157.455)<\/strong><\/span>
\n1)ANTICIPATED CONTROLLING DEPTH NOTES<\/strong><\/span>
\nTIDE&CURRENT CORRECTION APPLIED<\/strong><\/span>
\nSEA CONDITION SMOOTH<\/strong><\/span>
\nPAST WEATHER IMPACT ON WATER DEPTH<\/strong><\/span>
\nDEPTH OF TRANSIT AREA ON CHART & PUBLICATION<\/strong><\/span>
\nAS REQUIRES BY CFR 164<\/strong><\/span>
\n46.0 FT OR 14.021<\/strong><\/span>
\n14.021 MTRS<\/strong><\/span>
\nON SEPTEMBER 03RD 1998<\/strong><\/span>
\nDEPTH AT THE FACILITY 40 FT OR 12.192 MTRS<\/strong><\/span>
\nTOTAL(1) 14.021 MTRS OR 46.0 FT<\/strong><\/span>
\n2)DEEPEST NAVIGATIONAL DRAFT NOTES<\/strong><\/span>
\nMAX. DRAFT<\/strong><\/span>
\n(ARRIVAL)<\/strong><\/span>
\n40.0 FT OR 12.192<\/strong><\/span>
\nMTRS<\/strong><\/span>
\nSQUAT AT SPEED ………KNOTS (OPEN WATERS) 0.65 MTRS v2 x B.C.\/100 IN METRES)<\/strong><\/span>
\nSQUAT AT SPEED ………KNOTS (CONFINEDWATERS) 1.309 2 x(v2B.C.)\/100<\/strong><\/span>
\nIN METRES<\/strong><\/span>
\nDEPTH OF TRANSIT AREA ON CHART & PUBLICATION AS<\/strong><\/span>
\nREQUIRES BY CFR 164<\/strong><\/span>
\n46.0 FT OR 14.021<\/strong><\/span>
\n14.021 MTRS<\/strong><\/span>
\nON SEPTEMBER 03RD 1998<\/strong><\/span>
\nTOTAL (2) OPEN WATERS 12 .842 MTRS<\/strong><\/span>
\nAT CONFINED WATERS 13.501 MTRS<\/strong><\/span>
\nV=SHIPS SPEED IN KNOTS<\/strong><\/span>
\nB.C.=BLOCK COEFFICIENT (FROM HYDROSTATIC CURVES)<\/strong><\/span>
\nV = 9.0 KNOTS\/PH<\/strong><\/span>
\nB.C. =0.8081<\/strong><\/span>
\nUNDERKEEL CLEARANCE<\/strong><\/span>
\n(1)- (2) 0.520 MTRS IF MAINTAINED SPEED WILL ARE 9.0 KNT FROM BIG<\/strong><\/span>
\nSTONE ANCHORAGE TO EAGLE POINT TERMINAL OF<\/strong><\/span>
\nPHILADELPHIA PORT<\/strong><\/span>
\nPILOT ADVISED : YES\/NO<\/strong><\/span>
\nPILOT NAME AND SIGNATURE……………………………<\/strong><\/span>
\nOPERATOR ADVISED:YES\/NO<\/strong><\/span>
\nOPERATOR\u2019S NAME:………………………<\/strong><\/span>
\nREMARKS: PUBLICATION USED U.S. PILOT BOOK \u20133<\/strong><\/span>
\nCHARTS :US NRS.12214-12304-12311-12312-12313<\/strong><\/span>
\nTIDE&CURRENT TABLES:USA TIDE TABLES<\/strong><\/span>
\nOTHERS:1998 EAST WAST FOR NORTH AND SOUTH AMERICA BY THE NATIONAL OCEAN<\/strong><\/span>
\nSERVICE NOS)<\/strong><\/span>
\n(INSERT COMMUNICATION TELEXES EXCHANGED WITH OPERATOR IF ANY)<\/strong><\/span>
\nMASTER\u2019S NAME:……………….<\/strong><\/span>
\nSIGNATURE:………………………..<\/strong><\/span>
\nUNDERKEEL CLEARANCE CALCULATION<\/strong><\/span>
\n(33 CRF 157.455)<\/strong><\/span>
\n1)ANTICIPATED CONTROLLING DEPTH NOTES<\/strong><\/span>
\nTIDE&CURRENT CORRECTION<\/strong><\/span>
\nSEA CONDITION<\/strong><\/span>
\nPAST WEATHER IMPACT ON WATER DEPTH<\/strong><\/span>
\nDEPTH OF TRANSIT AREA ON CHART & PUBLICATION AS<\/strong><\/span>
\nREQUIRES BY CFR 164<\/strong><\/span>
\nDEPTH AT THE FACILITY<\/strong><\/span>
\nTOTAL(1)<\/strong><\/span>
\n2)DEEPEST NAVIGATIONAL DRAFT NOTES<\/strong><\/span>
\nMAX. DRAFT<\/strong><\/span>
\n(ARRIVAL)<\/strong><\/span>
\nSQUAT AT SPEED ………KNOTS (OPEN WATERS) v2 x B.C.\/100 IN METRES)<\/strong><\/span>
\nSQUAT AT SPEED ………KNOTS (CONFINEDWATERS) 2 x(v2B.C.)\/100<\/strong><\/span>
\nIN METRES<\/strong><\/span>
\nDEPTH OF TRANSIT AREA ON CHART & PUBLICATION AS<\/strong><\/span>
\nREQUIRES BY CFR 164<\/strong><\/span>
\nTOTAL (2) OPEN WATERS<\/strong><\/span>
\nAT CONFINED WATERS<\/strong><\/span>
\nV=SHIPS SPEED IN KNOTS<\/strong><\/span>
\nB.C.=BLOCK COEFFICIENT (FROM HYDROSTATIC CURVES)<\/strong><\/span>
\nUNDERKEEL CLEARANCE<\/strong><\/span>
\n(1)- (2)<\/strong><\/span>
\nPILOT ADVISED : YES\/NO<\/strong><\/span>
\nPILOT NAME AND SIGNATURE……………………………<\/strong><\/span>
\nOPERATOR ADVISED:YES\/NO<\/strong><\/span>
\nOPERATOR\u2019S NAME:………………………<\/strong><\/span>
\nREMARKS:<\/strong><\/span>
\nCHARTS :<\/strong><\/span>
\nTIDE&CURRENT TABLES:<\/strong><\/span>
\nMASTER\u2019S NAME:……………….<\/strong><\/span>
\nSIGNATURE:………………………..<\/strong><\/span>
\n\u2022 On shallow waters, SQUAT must be performed to under-keel safety distance.<\/strong><\/span>
\nThe Company policy for UKC limits are as follows (Ref: Intertanko);<\/strong><\/span>
\n1. Deep Sea Passage : 20% of the deepest draught + Squat<\/strong><\/span>
\n2. Coastal Passage : 15% of the deepest draught + Squat<\/strong><\/span>
\n3. Inside Port : 10% of the deepest draught + Squat<\/strong><\/span>
\n4. At Berth : The minimum UKC shall be NOT less than as follows,<\/strong><\/span>
\n– Draughts between 1 \u2013 7 mtrs \u2026\u2026\u2026\u2026.UKC : 30 cm<\/strong><\/span>
\n– Draughts between 7 \u2013 11 mtrs \u2026\u2026\u2026\u2026.UKC : 60 cm<\/strong><\/span>
\n– Draughts between > 11 mtrs ……………..UKC : 90 cm<\/strong><\/span>
\nUnder keel clearance can be affected by several factors and allowances should include, but not necessarily be limited to;<\/strong><\/span>
\n– The predicted height of the tide;<\/strong><\/span>
\n– Changes in the predicted tidal height, which are caused by, for example, wind speed and direction and high or low<\/strong><\/span>
\nbarometric pressure;<\/strong><\/span>
\n– Nature and stability of the bottom \u2013 i.e. sand waves, siltation etc.;<\/strong><\/span>
\n– Accuracy of hydrographic data, a note as to the reliability of which is often included on charts;<\/strong><\/span>
\n– Change of water density and the increase in draught due to fresh water allowance;<\/strong><\/span>
\n– The vessel\u2019s size and handling characteristics and increase in draught due to heel;<\/strong><\/span>
\n– Wave response allowance, which is the vertical displacement of the hull due to heave, roll and pitch motions;<\/strong><\/span>
\n– The reliability of draft observations and calculations, including estimates of hogging and sagging;<\/strong><\/span>
\n– Reduced depths over pipelines and other obstructions.<\/strong><\/span>
\nLETTER OF PROTEST FOR DISCLAIMER OF RESPONSIBILITY WITH RESPECT TO ALLEGED<\/strong><\/span>
\nAPPARENT DISCREPANCY(CARGO SHORTAGE)<\/strong><\/span>
\nVESSEL:—————————–DISPORT——————————————–<\/strong><\/span>
\nVOY NO—————————–TERMINAL\/DOCK NO—————————<\/strong><\/span>
\nC\/P DATE—————————-DATE————————————————<\/strong><\/span>
\nTO CARGO RECEIVERS<\/strong><\/span>
\nMESSERS:——————–<\/strong><\/span>
\nGENTLEMEN,<\/strong><\/span>
\nREFERRING YOUR NOTICE OF APPARENT DISCREPANCY BETWEEN OUTTURN CARGO QUANT\u0002TY IN THE<\/strong><\/span>
\nDISCHARGE SHORE TANK AND BILL OF LADING ONE,<\/strong><\/span>
\nI SHOULD REGRETABLY DISCLAIM LIABILITY WITH RESPECT TO ALLEGED CARGO SHORTAGE FOR<\/strong><\/span>
\nFOLLOWING REASONS.<\/strong><\/span>
\nA-SHORTAGE CLAIM CALCULATION MADE BY COMPARING THEb\/l QUANTITY WITH THE DISCHARGE SHORE<\/strong><\/span>
\nTANK(OUTTURN)QUANTITY IS CONTRARY TO THE TERMS OF CHARTER<\/strong><\/span>
\nPARTY AND TANKER PRACTICE AS CARGO IS TO BE PUMPED OUT OF SHIPS AS FAR AS PERMANENT<\/strong><\/span>
\nCONNECTION(MANIFOLDS)ONLY.<\/strong><\/span>
\nB-I MAY ALSO POINT OUT THAT INTERICACIES OF SHORE TANK PIPING NETWORKS AS WELL AS WHETHER<\/strong><\/span>
\nSHORE LINE WAS FULL AT COMMENCEMENT AND COMPLATION OF<\/strong><\/span>
\nDISCHARGING LEAVE OPEN TO QUESTION WHAT QUANTITY OF OIL LEAVING VESSEL\u2019S TANKS REACH THE<\/strong><\/span>
\nDISCHARGE SHORE TANK.<\/strong><\/span>
\nC-JOINT ULLAGE READINGS TAKEN UPON ARRIVAL AT DISCHARGE PORT COMPARE WELL W\u0002TH THOSE<\/strong><\/span>
\nTAKEN AT LOADING PORT WHICH CLEARLY SHOWS THAT VESSEL HAS LOST NO CARGO DURING VOYAGE.<\/strong><\/span>
\nD-THE SHIP HAS BEEN GIVEN A DRY TANK CERTIFICATE AFTER DISCHARGING AND I MAY<\/strong><\/span>
\nREASONABLY ASSUME THAT SHE DELIVERED ALL THAT WAS ONBOARD.<\/strong><\/span>
\nE-THE SHIP HAS BEEN PROVED TO BE SUITABLE ON LOADING AND HER LOG RECITED<\/strong><\/span>
\nAN UNEVENTFUL VOYAGE.<\/strong><\/span>
\nF-SEALS WHICH WERE PLACED AT SEA VALVES AT LOADING PORT WERE INTACT UPON ARRIVAL AT<\/strong><\/span>
\nDISCHARGING PORT.<\/strong><\/span>
\nG-AT LOADING PORT SHIP\u2019S FIGURE FOUND LESS THAN BILL OF LOADING QUANTITY FOR WHICH I FILLED A<\/strong><\/span>
\nNOTE OF PROTEST<\/strong><\/span>
\nRE:CARGO DIFFERENCE<\/strong><\/span>
\n……………………………………………………………………………….<\/strong><\/span>
\n………………………………………………………………………………..<\/strong><\/span>
\n…………………………………………………………………………………<\/strong><\/span>
\nIN LIGHT OF ABOVE YOU WOULD CERTAINLY APPRECIATE THAT VESSEL HAS NO LIABILITY<\/strong><\/span>
\nWHATSOEVER FOR THE APPARENT DISCREPANCY BETWEEN OUTTURN AND BILL OF LADING QUANTITY AS<\/strong><\/span>
\nPER YOUR ALLEG<TIONS,NOTING THAT EVEN IF THERE WERE A LOSS WHICH I DO NOT ADMIT VESSEL\u2019S<\/strong><\/span>
\nOWNERS ARE FREE FROM FAULT IN RELATION TO IT.<\/strong><\/span>
\nYOURS TRULY<\/strong><\/span>
\nMASTER OF M\/V —————- SHORE REPRESENTATIVE<\/strong><\/span>
\n(NOT TICK WHICH IS APPLICABLEAND ADD ANY OTHER COMMENT AT SPACE PROVIDED UNDER G.)<\/strong><\/span>
\nLETTER OF PROTEST FOR SHORT OUTTURN<\/strong><\/span>
\n(EKSIK YUK CIKMASINDAN DOLAYI VERILEN PROTESTO)<\/strong><\/span>
\nVESSEL…………………………………………………DISPORT………………………………………<\/strong><\/span>
\nVOY NO………………………………………………..TERMINAL\/DOCK NO…………………..<\/strong><\/span>
\nC\/P DATE……………………………………………… DATE…………………………………………….<\/strong><\/span>
\nTO TERMINAL AND\/OR CARGO RECEIVERS<\/strong><\/span>
\nMESSRS:……………………………………..<\/strong><\/span>
\nGENTLEMEN,<\/strong><\/span>
\nI,ON BE HALF OF THE VESSEL AND ITS OWNER,REJECT YOUR PROTEST REGARDING OUTTURN<\/strong><\/span>
\nFIGURES.<\/strong><\/span>
\nTHE VESSEL HAS NO RESPONSIBILITY FOR CARGO MEASUREMENTS BEYOND THE SHIP2S<\/strong><\/span>
\nMANIFOLD.<\/strong><\/span>
\nCARGO QUANTITY MEASURED ON ARRIVAL,BY SHIP AND SHORE PERSONNEL AMOUNT TO:<\/strong><\/span>
\nGROSS LONG TONS:………………………………………………………………<\/strong><\/span>
\nGROSS METRIC TONS:……………………………………………………………<\/strong><\/span>
\nNET LONG TONS:…………………………………………………………………….<\/strong><\/span>
\nNET METRIC TONS:………………………………………………………………….<\/strong><\/span>
\nGROSS STANDARD VOLUME:…………………………………………………..<\/strong><\/span>
\nNET STANDARD VOLUME…………………………………………………………<\/strong><\/span>
\nCARGO QUANTITY REMAINING ONBOARD ON COMPLETION OF DISCHARGE,AS ESTIMATED BY SHIP<\/strong><\/span>
\nAND SHORE PERSONNEL AMOUNTS TO……………………………………………………AND<\/strong><\/span>
\nTHIS QUANTITY IS DECIDED TO BE UN-PUMPABLE.<\/strong><\/span>
\nKINDLY ACKNOLEDGE RECEIPT OF THIS LETTER BY SIGNING IN THE SPACE PROVIDED BELOW.<\/strong><\/span>
\nYOURS FAITHFULLY,<\/strong><\/span>
\nSHORE REPRESANTATIVE<\/strong><\/span>
\nMASTER OF M\/V…………………………….<\/strong><\/span>
\nPROTEST LETTER FOR NON-PRESENTATION OF AN ORGINAL B\/L PRIOR TO DISCHARGE<\/strong><\/span>
\n(ORJINAL B\/L TAHLIYEDEN ONCE SUNULMAMASI HALINDE VERILEN PROTESTO MEKTUBU)<\/strong><\/span>
\nVESSEL:…………………………………………………… DISPORT:……………………………………….<\/strong><\/span>
\nVOY NO:…………………………………………………..TERMINAL\/DOCK NO:…………………….<\/strong><\/span>
\nC\/P DATE:…………………………………………………DATE:……………………………………………..<\/strong><\/span>
\nTO:TERMINAL AND\/OR CARGO RECIVERS<\/strong><\/span>
\nMESSRS:…………………………………………………………….<\/strong><\/span>
\nGENTLEMEN,<\/strong><\/span>
\nWITH REFERENCE TO THE BILL OF LADING DATED………………………………….ISSUED AT………………….. I<\/strong><\/span>
\nHEREBY PROTEST TO THE NON-PRESENTATION OF ORGINAL BILL OF LADING,AND HOLD YOU<\/strong><\/span>
\nRESPONSIBLE FOR ALL DELAYS AND COSTS INVOLVED BY SUCH ACTION.<\/strong><\/span>
\nPLEASE ACKNOWLEDGE RECEIPT OF THIS LETTER OF PROTEST BY SIGNING IN THE SPACE<\/strong><\/span>
\nPROVIDED BELOW.<\/strong><\/span>
\nVERY TRULY YOURS,<\/strong><\/span>
\nMASTER OF M\/V…………………………… SHORE REPRESANTATIVE<\/strong><\/span>
\n(GEMI FIGURU VE B\/L ARASINDA FARK VARSA VE<\/strong><\/span>
\nSHIP FIGURE , B\/L DEN BUYUKSE)<\/strong><\/span>
\nVESSEL:…………… LOAD PORT:………………………..<\/strong><\/span>
\nVOY NO:………….. TERMINAL\/DOCK NO :………..<\/strong><\/span>
\nC\/P DATE:………… DATE:……………………………………<\/strong><\/span>
\nTO: SHIPPERS<\/strong><\/span>
\nMESSRS:………….<\/strong><\/span>
\nGENTLEMEN,<\/strong><\/span>
\nTHE BILL OF LADING DATED ………………… SHOWING SHIPPER\u2019S GROSS QUANTITY OR WEIGHT<\/strong><\/span>
\nAND GRADE AS FOLLOWS:<\/strong><\/span>
\nB\/L……………………………… ……………………………….. AND HAS BEEN SIGNED BY ME UNDER PROTEST,<\/strong><\/span>
\nAS THE SHIPS MEASUREMENTS,ON COMPLETION OF LOADING ARE SUBSTANTIALLY<\/strong><\/span>
\nDIFFERENT FROM THE ABOVE AND ARE AS FOLLOWS:<\/strong><\/span>
\nSHIP\u2019S FIGURES:……………………………………………………………<\/strong><\/span>
\nTHE DIFFERENCE BETWEEN THE TWO SETS OF FIGURES IS ……………… %. I WISH TO PROTEST<\/strong><\/span>
\nON BEHALF OF MY OWNERS AND CHARTERERS FOR THIS DISCREPANCY AND RESERVE MY<\/strong><\/span>
\nOWNERS\/CHARTERERS RIGHTS TO CHALLENGE THE ACCURANCY OF THE BILL OF LADING<\/strong><\/span>
\nFIGURE,AND TO CLAIM REIMBURSEMENT OF ANY LOSS OR DAMAGE SUFFERED BY<\/strong><\/span>
\nOWNERS\/CHARTERERS IN CONSEQUENCE THERE OF.<\/strong><\/span>
\nPLEASE ACKNOWLEDGE RECEIPT OF THIS LETTER BY SIGNING IN THE SPACE PROVIDED<\/strong><\/span>
\nBELOW.<\/strong><\/span>
\nYOURS TRULY,<\/strong><\/span>
\n………………………..<\/strong><\/span>
\nMASTER AND SHIP\u2019S STAMP<\/strong><\/span>
\nACKNOWLEDGED BY<\/strong><\/span>
\n………………………………….<\/strong><\/span>
\nSHORE RESPENSENTATIVE<\/strong><\/span>
\n…………………………………………..<\/strong><\/span>
\nNAME IN BLOCK LETTERS<\/strong><\/span>
\n…………………………………………<\/strong><\/span>
\nLETTER OF PROTEST TO BE ISSUED WHEN BILL OF LADING FIGURE IS<\/strong><\/span>
\nGREATER THAN SHIP\u2019S FIGURE<\/strong><\/span>
\n(B\/L,FIGURU GEMI FIGURUNDEN BUYUKSE)<\/strong><\/span>
\nVESSEL:…………… LOAD PORT:………………………..<\/strong><\/span>
\nVOY NO:………….. TERMINAL\/DOCK NO :………..<\/strong><\/span>
\nC\/P DATE:………… DATE:……………………………………<\/strong><\/span>
\nTO: SHIPPERS<\/strong><\/span>
\nMESSRS:………….<\/strong><\/span>
\nGENTLEMEN,<\/strong><\/span>
\nTHE BILL OF LADING DATED ………………… SHOWING SHIPPER\u2019S GROSS QUANTITY OR WEIGHT AND<\/strong><\/span>
\nGRADE AS FOLLOWS:<\/strong><\/span>
\nB\/L……………………………… ……………………………….. AND HAS BEEN SIGNED BY ME UNDER PROTEST,AS THE<\/strong><\/span>
\nSHIPS MEASUREMENTS,ON COMPLETION OF LOADING ARE SUBSTANTIALLY DIFFERENT FROM THE<\/strong><\/span>
\nABOVE AND ARE AS FOLLOWS:<\/strong><\/span>
\nSHIP\u2019S FIGURES:……………………………………………………………………….<\/strong><\/span>
\nACCORDINGLY,THIS LETTER OF PROTEST IS LODGED IN LIEU OF ENDORSING THE BILL OF LADING WITH<\/strong><\/span>
\nTHE SHIPS FIGURES,AND THE BILL OF LADING WITH SHIPS FIGURES,AND THE BILL OF LADING MUST BE<\/strong><\/span>
\nTAKEN ONLY TO ACKNOWLEDGE THE SHIPMENT OF THE WEIGHT OR QUANTITY GIVEN IN THE VESSEL\u2019S<\/strong><\/span>
\nMEASUREMENTS ON COMPLETION OF LOADING,AND TO HAVE BEEN ISSUED WITHOUT PREJUDICE TO THE<\/strong><\/span>
\nRIGHTS OF THE OWNERS OR THE CHARTERERS TO RELY ON THE SHIP\u2019S MEASUREMENTS AFORESAID AS<\/strong><\/span>
\nEVIDENCE OF THE QUANTITY ACTUALLY SHIPPED.<\/strong><\/span>
\nI HEREBY GIVE YOU NOTICE THAT YOU WILL BE HELD LIABLE TO INDEMNIFY THE OWNERS OR<\/strong><\/span>
\nCHARTERERS,OR BOTH,FOR ANY LOSS THEY OR EITHER OF THEM MAY SUFFER BY REASON OF YOUR<\/strong><\/span>
\nFAILURE TO NOTIFY THE TRANSFEREE AND ANY SUBSEQUENT HOLDER OF THE BILL OF LADING OF<\/strong><\/span>
\nTHE CONTENTS<\/strong><\/span>
\nOF THIS LETTER OF PROTEST.<\/strong><\/span>
\nON BEHALF OF THE OWNERS AND CHARTERERS, I FURTHER RESERVE THE RIGHT TO TAKE ALL SUCH<\/strong><\/span>
\nFURTHER ACTIONS AS MAY BE CONSIDERED NECESSARY TO PROTEST THE INTERESTS OF THOSE<\/strong><\/span>
\nPARTIES.<\/strong><\/span>
\nPLEASE ACKNOWLEDGE RECEIPT OF THIS LETTER BY SIGNING IN THE SPACE PROVIDED BELOW.<\/strong><\/span>
\nYOURS FAITHFULLY,<\/strong><\/span>
\n………………………..<\/strong><\/span>
\nMASTER AND SHIP\u2019S STAMP<\/strong><\/span>
\nACKNOWLEDGED BY<\/strong><\/span>
\n………………………………….<\/strong><\/span>
\nSHORE RESPENSENTATIVE<\/strong><\/span>
\nIMPORTANT NOTE:<\/strong><\/span>
\nWHEN THIS LETTER OF PROTEST IS TENDERED,MASTER IS TO RELAY THE FULL WORDING TO<\/strong><\/span>
\nCHARTERERS,IF HE HAS A DIRECT COMMUNICATION WITH THEM,OR THROUGH OWNER\u2019S OFFICE IN<\/strong><\/span>
\nTHE FOLLOWING MANNER.<\/strong><\/span>
\n\u201c FOLLOWING LETTER OF PROTEST HAS BEEN TENDERED TO(NAME OF<\/strong><\/span>
\nSUPPLIERS\/SHIPPERS)……………………………………<\/strong><\/span>
\nQUOTE<\/strong><\/span>
\nFULL WORDING OF LETTER OF PROTEST<\/strong><\/span>
\nUNQUOTE<\/strong><\/span>
\nI HEREBY REQUEST YOU TO ENSURE THAT THE SAME LETTER(S) OF PROTEST IS(ARE) PASSED TO B\/L<\/strong><\/span>
\nHOLDERS AND TO SUBSEQUENT INDORSEES WITH A REQUEST THAT SUBSEQUENT INDORSEES.<\/strong><\/span>
\nREGARDS MASTER\u201d<\/strong><\/span>
\nLETTER OF PROTEST WITH ENDORSEMENT REMARKS ON B\/L IN RESPECT OF FREIGHT PRE PAYMENT<\/strong><\/span>
\n(NAVLUN ODEMESI FREIGHT PRE PAYMENT YAZILMIS ISE BUNUNLA ILGILI<\/strong><\/span>
\nPROTESTO)<\/strong><\/span>
\nVESSEL:…………… LOAD PORT:………………………..<\/strong><\/span>
\nVOY NO:………….. TERMINAL\/DOCK NO :………..<\/strong><\/span>
\nC\/P DATE:………… DATE:……………………………………<\/strong><\/span>
\nTO: SHIPPERS AND\/OR SUPPLIERS<\/strong><\/span>
\nMESSRS:………….<\/strong><\/span>
\nGENTLEMEN,<\/strong><\/span>
\nTHE BILL OF LADING DATED ………………… AND PRESENTED BY YOU IS MARKED \u201cFREIGHT PREPAID\u201d<\/strong><\/span>
\nTHIS IS NOT IN ACCORDANCE WITH THE TERMS AND CONDITIONS OF THE GOVERNING CHARTER PARTY<\/strong><\/span>
\nDATES ……………………………. AND MY OWNER\u2019S INSTRUCTIONS.<\/strong><\/span>
\nI THEREFORE INSTRUCT YOU TO PRESENT A BILL OF LADING MARKED \u201c FREIGHT PAYABLE AS PER<\/strong><\/span>
\nCHARTER PARTY DATED…………\u201d<\/strong><\/span>
\nON BEHALF OF MY OWNERS AND CHARTERERS,I HOLD YOU RESPONSIBLE FOR ANY EXPENSES<\/strong><\/span>
\nINCURRED,AND ANY DELAYS TOTHE VESSEL AND TERMINAL MUST BE TO YUOR ACCOUNT.<\/strong><\/span>
\nKINDLY ACKNOWLEDGE RECEIPT OF THIS LETTER AND YOUR COMPLIANCE IN PRODUCING A<\/strong><\/span>
\nCORRECTLY NOTATED BILL OF LADING,BY SIGNING IN THE SPACE PROVIDED BELOW.<\/strong><\/span>
\nVERY TRULY YOURS ,<\/strong><\/span>
\n………………………..<\/strong><\/span>
\nMASTER AND SHIP\u2019S STAMP<\/strong><\/span>
\nACKNOWLEDGED BY<\/strong><\/span>
\n………………………………….<\/strong><\/span>
\nSHORE RESPENSENTATIVE<\/strong><\/span>
\n…………………………………………..<\/strong><\/span>
\nNAME IN BLOCK LETTERS<\/strong><\/span>
\n…………………………………………<\/strong><\/span>
\nTITLE<\/strong><\/span>
\n(NOR VERILMESI VE KABULUYLE ILGILI PROTESTO)<\/strong><\/span>
\nTO SHIPPERS\/RECEIVERS<\/strong><\/span>
\n-………………………………………. DATE :…\/….\/….200<\/strong><\/span>
\n-………………………………………. BERTH:………………<\/strong><\/span>
\n-………………………………………. PORT :……………….<\/strong><\/span>
\nLETTER OF PROTEST<\/strong><\/span>
\nTHIS IS TO ADVISE YOU THAT MY VESSEL ARRIVED AT THE ABOVE PORT ON………………… AT…………………….<\/strong><\/span>
\nHRS LOCAL TIME READY AND FIT IN ALL RESPECTS TO LOAD\/DISC. HER CARGO AS PER MY CABLE NOTICE<\/strong><\/span>
\nOF READINESS SENT TO YOU THROUGH MY AGENTS BUT YOUR REPRESENTIVE SIGNED THE NOTICE OF<\/strong><\/span>
\nREADINESS FOR ACCEPTANCE ON………….. AT……………………………. HRS LOCAL TIME.<\/strong><\/span>
\nI HEREBY PROTEST FOR ABOVE RESERVING ON MY OWNERS RIGHTS AS PR C\/P DATED………………………<\/strong><\/span>
\nINCLUDING ALL CONSEQUENCES THEREFORE FOR WHICH I HOLD YOU AND CHARTERERS FULLY<\/strong><\/span>
\nRESPONSIBLE.<\/strong><\/span>
\nCC : CHARTERS<\/strong><\/span>
\n——————–<\/strong><\/span>
\n——————– YOURS FAITHFULLY<\/strong><\/span>
\n——————– ——————–<\/strong><\/span>
\nMASTER<\/strong><\/span>
\nSIGNED FOR RECEIPT\/ACCEPTANCE<\/strong><\/span>
\n——————–<\/strong><\/span>
\n——————–<\/strong><\/span>
\n——————–<\/strong><\/span>
\nCERTIFICATE OF SLOPS<\/strong><\/span>
\nDATE:………………………………………………………………………………<\/strong><\/span>
\nPORT:……………………………………………………………………………….<\/strong><\/span>
\nVESSEL NAME:………………………………………………………………..<\/strong><\/span>
\nVOYAGE NO:……………………………………………………………………<\/strong><\/span>
\nPARTICULARS<\/strong><\/span>
\nPREVIOUS CARGO:…………………………………………………………….<\/strong><\/span>
\n…………………………………………………………………………………………….<\/strong><\/span>
\n…………………………………………………………………………………………….<\/strong><\/span>
\nAPI GRAVITY:……………………………………………………………………..<\/strong><\/span>
\nTEMPERATURE:…………………………………………………………………..<\/strong><\/span>
\nSPECIFIC GRAVITY:…………………………………………………………….<\/strong><\/span>
\nL\/T PER Bbl:…………………………………………………………………………..<\/strong><\/span>
\nULLAGE:……………………………………………………………………………….<\/strong><\/span>
\nQUANTITY:…………………………………………………………………………..<\/strong><\/span>
\nTHIS IS TO CERTIFY THAT THE ABOVE MENTIONED SLOP,IN ORDER TO COMPLY WITH THE LOAD<\/strong><\/span>
\nON TOP SYSTEM AT THIS PORT,IS BEING STOWED IN NO………………………………………………<\/strong><\/span>
\nPORT\/CENTRE\/STRB TANK OF MY VESSEL;<\/strong><\/span>
\nMASTER SHIPPER AGENT<\/strong><\/span>
\nVESSEL EXPERIANCE FACTOR(LOAD)<\/strong><\/span>
\nM\/V………………………………………………….<\/strong><\/span>
\nALINAN BILGILER GEM\u0002N\u0002N ESKI RECORDLARINDAN ALINIR<\/strong><\/span>
\nPETROL PRUDUCTLARI ICIN GECERLIDIR<\/strong><\/span>
\nNR VOY<\/strong><\/span>
\nNO<\/strong><\/span>
\nCARGO LOADING<\/strong><\/span>
\nLOCATION<\/strong><\/span>
\nDATE(S) [A]VESSEL<\/strong><\/span>
\nLOAD<\/strong><\/span>
\n[B]SHORE LOAD<\/strong><\/span>
\nRATIO[A][B]<\/strong><\/span>
\nQUALIFY<\/strong><\/span>
\nYES\/NO<\/strong><\/span>
\nLAST<\/strong><\/span>
\n1<\/strong><\/span>
\n2<\/strong><\/span>
\n3<\/strong><\/span>
\n4<\/strong><\/span>
\n5<\/strong><\/span>
\n6<\/strong><\/span>
\n7<\/strong><\/span>
\n8<\/strong><\/span>
\n9<\/strong><\/span>
\n10<\/strong><\/span>
\nTOTAL OF ALL LISTED( C )<\/strong><\/span>
\nAVERAGERATIO(D)<\/strong><\/span>
\nPERMISSABLE RANGE(D) PLUS\/MINUS 0.3% TO<\/strong><\/span>
\nNUMBER OF VOYAGE WITH PERMISSIBLE RANGE(E)<\/strong><\/span>
\nLOAD RATIO TOTAL WITH PERMISSIBLE RANGE(F)<\/strong><\/span>
\nVESSEL EXPERIANCE FACTOR(F DIVIDED BY E)<\/strong><\/span>
\nVeya TOTAL B\/L FIGURES<\/strong><\/span>
\n——————————– = VESSEL EXPER\u0002ENCE FACTOR(VEF)<\/strong><\/span>
\nTOTAL SHIP\u2019S FIGURES<\/strong><\/span>
\nNOT: VEF ELDE EDILIRKEN ASAGIDAKILERE DIKKAT ET<\/strong><\/span>
\n1-EGER YUKLEME LIMANI FIGURU GEMI FIGURU ISE KABUL EDILMEZ<\/strong><\/span>
\n2-KISMI YUKLEMELER KABUL EDILMEZ<\/strong><\/span>
\n3-GEMIDEN GEMIYE AKTARMALAR KABUL EDILMEZ<\/strong><\/span>
\n4- AYNI ANDA BIR COK DEGISIK YUK YUKLEMLERI KABUL EDILMEZ(MULTIGRADE<\/strong><\/span>
\nLOADING)<\/strong><\/span>
\n5-NON OIL KARGO DAN SONRAKI ILK OIL YUKU KABUL EDILMEZ<\/strong><\/span>
\n6-DRY DOCK TAN SONRAKI ILK YUKLEME ALINMAZ<\/strong><\/span>
\n7-YUK TANKI MODIFIKASYONUNDAN ONCEKI HIC BIR YUKLEME ALINMAZ<\/strong><\/span>
\n8-MIN. BES SEFERI AL ON TERCIH EDILIR.<\/strong><\/span>
\nROB REPORT<\/strong><\/span>
\nM\/V: …………………………………………………….. VOY NO:…………………………………………………..<\/strong><\/span>
\nDISPORT:……………………………………………. BERTH:……………………………………………………..<\/strong><\/span>
\nCHARTERER:……………………………………… C\/P DATE:…………………………………………………<\/strong><\/span>
\nCARGO:……………………………………………….<\/strong><\/span>
\nTANK NO OBSERVED<\/strong><\/span>
\nSOUNDING<\/strong><\/span>
\nCM<\/strong><\/span>
\nLIQUID<\/strong><\/span>
\nVOLUME<\/strong><\/span>
\nM3<\/strong><\/span>
\nLIQUID<\/strong><\/span>
\nVOLUME<\/strong><\/span>
\nM3<\/strong><\/span>
\nNONLIQUID<\/strong><\/span>
\nVOLUME<\/strong><\/span>
\nM3<\/strong><\/span>
\nAPI OR<\/strong><\/span>
\nDENSITY<\/strong><\/span>
\nFR.WATER<\/strong><\/span>
\nVOLUME M3<\/strong><\/span>
\nSLOP P<\/strong><\/span>
\nSLOP S<\/strong><\/span>
\nM3 Bbls DRAFTS Mtrs List@Deg.<\/strong><\/span>
\nTotal Liquid volume<\/strong><\/span>
\nTotal Non Liquid Volume<\/strong><\/span>
\nTotal Free Water<\/strong><\/span>
\nTotal Observed Volume<\/strong><\/span>
\nPort<\/strong><\/span>
\nStrbrd<\/strong><\/span>
\nREMARKS:……………………………………………………………………………………………………..<\/strong><\/span>
\n………………………………………………………………………………………………………………………..<\/strong><\/span>
\nCHF OFFICER………………………………………………………………..<\/strong><\/span>
\nSURVEYOR……………………………………………………………………<\/strong><\/span>
\nDRY RECEIPT<\/strong><\/span>
\nPORT:………………………………………………..<\/strong><\/span>
\nDATE:………………………………………………..<\/strong><\/span>
\nM\/T:……………………………………………………<\/strong><\/span>
\nTHIS IS TO CERTIFY THAT ALL CARGO TANKS HAVE BEEN INSPECTED<\/strong><\/span>
\nBEFORE LOADING<\/strong><\/span>
\nAND FOUND<\/strong><\/span>
\nAFTER DISCHARGING<\/strong><\/span>
\nREMARKS——————————————————————————–<\/strong><\/span>
\n———————————————————————————————–<\/strong><\/span>
\n————————————————————————————————<\/strong><\/span>
\n————————————————————————————————<\/strong><\/span>
\n————————————————————————————————<\/strong><\/span>
\nMASTER SURVEYOR<\/strong><\/span>
\nSICAKLIK FARKINDAN DOLAYI YUKTE BIR AZALMA OLURSA VE EKSIK<\/strong><\/span>
\nCIKARSA VERILECEK PROTESTO MEKTUBU ORNEGI<\/strong><\/span>
\nDEAR SIRS,<\/strong><\/span>
\nIN HEREBY ADVISE YOU THAT M\/T OBO VEGA WAS LOADED CARGO UNLEADED GASOLINE<\/strong><\/span>
\nFROM CONSTANTZA\/ROMANIA<\/strong><\/span>
\nEND OF THE LOADING CARGO TEPT.26.6 DEGREE C AND AIR TEPT.26.DEGREE C<\/strong><\/span>
\nTO DISCHARGING PORT NEWYORK IMTT,HAS BEEN ARRIVED ON 27.JULY1988. SAILING TIME<\/strong><\/span>
\nABOUT 19 DAYS.<\/strong><\/span>
\nWHILE THE SHIP SAILING ON,MEDITERRANEAN SEA WEATHER CONDITION MOSTLY WAS<\/strong><\/span>
\nHOT AND TEMP. AS TO BE AVARAGE 29 DEGREE C.IN THIS TIME.<\/strong><\/span>
\nTHEN PASSED TO OCEAN FROM GIBREALTAR TILL LATITUDE 33 00 N AND LONGITUDE 060<\/strong><\/span>
\n00 WEST.<\/strong><\/span>
\nIN THIS TIME DUE TO HOT WEATHER CONDITIONS,A QUANTITY OF CARGO HAD BEEN<\/strong><\/span>
\nEVAPORATED IN HOLDS.THATS WHY HAVE TO BE SPECIFIC OF CARGO UNLEADED<\/strong><\/span>
\nGASOLINE.<\/strong><\/span>
\nINCASE YOU CONSIDER THAT.YOU HAVE TO BE CALCULATE WHAT WILL BE THIS<\/strong><\/span>
\nEVAPORATED QUANTITY.<\/strong><\/span>
\nYOURS FAITHFULLY<\/strong><\/span>
\nMASTER OF OB<\/strong><\/span>
\nSTEVEDOR HASARI ICIN VERILEN PROTESTO(GRAB HASARLARININ TAMIRI ICIN)<\/strong><\/span>
\nDEAR SIRS,<\/strong><\/span>
\nI, AS MASTER OF M\/V OBO SELIM,HEREBY NOTIFY YOU THAT DURING DISCHARGING OPERATION<\/strong><\/span>
\nYOUR GRABS HIT TO THE HOLDS WHILE TAKING THE CARGO UNDER THE TOP SIDES.<\/strong><\/span>
\nTE CRANE OPERATORS HAVE BEEN SWINGING THE GRABS FROM A CORNER TO THE OPPPOSITE<\/strong><\/span>
\nONE WHILST THE GRABS HITTING SIDES OF THE HOLDS AND GIVING DAMAGES AND HIDDEN<\/strong><\/span>
\nDAMAGES.<\/strong><\/span>
\nTHE TYPE OF YOUR DISCHARGING OPERATION HAS BEEN CAUSING DAMAGE AND HIDDEN<\/strong><\/span>
\nDAMAGES TO THE HOLDS,THE DECKS,THE HATCHCOVERS,THE HATCHCOAMING,THE<\/strong><\/span>
\nCORRUGATED BULKHEAD AND FRAMES ETC.<\/strong><\/span>
\nPLEASE NOTE THAT I HOLD YOU RESPONSIBLE FOR ALL DAMAGES AND HIDDEN DAMAGES AND<\/strong><\/span>
\nTIME LOST THAT MAY OCCUR DUE TO REPAIR OF THE SAME IN ACCORDANCE WITH SOLAS<\/strong><\/span>
\nREGULATIONS AND REQUEST YOU TO CONFIRM IN WRITTEN LATEST BY CLOSE OF LOCAL<\/strong><\/span>
\nBUSSINESS<\/strong><\/span>
\nON 11ST JANUARY 1996 THAT ALL REPAIRS TO THE SDATISFACTION OF THE CLASS WILL BE<\/strong><\/span>
\nCOMPLETED BY COMPLETION OF DISCHARGE OPERATION.<\/strong><\/span>
\nYOURS TRULY,<\/strong><\/span>
\nMASTER OF OBO SELIM<\/strong><\/span>
\nSTEVEDOR HASARLARININ TAMIRATININ YAPILMAMASINDAN DOLAYI YUK OPEARSYONUNU<\/strong><\/span>
\nDURDURACAGIMIZ BELIRTEN PROTESTO MEKTUBU<\/strong><\/span>
\nDEAR SIRS,<\/strong><\/span>
\nTHIS IS TO PUT NOTICE THAT IF I DON\u2019T RECEIVE ANY CONFIRMATION IN WRITING CLEARLY<\/strong><\/span>
\nSTATING THAT REPAIRS WILL BE COMPLETED BEFORE COMPLETION OF DISCHARGE REGRET BUT<\/strong><\/span>
\nI WILL HAVE NO ALTERNATIVE BUT STOP DISCHARGING BY NOON TIME ON 12 TH JAN.1996<\/strong><\/span>
\nAS TIME BAR WHICH STATED IN MY PROTEST DATED 10 TH JAN 1996.AND CONVEYED TO YOU BY<\/strong><\/span>
\nAGENT HAS ALREADY ELAPSED YOU WILL BE HELD FULLY RESPONSIBLE FOR ALL LOSSES MY<\/strong><\/span>
\nOWNERS MAY FACE AS A CONSEQUENCE OF YOUR LACK OF ACTION.<\/strong><\/span>
\nYOURS TRULY,<\/strong><\/span>
\nMASTER OF OBE SELIM<\/strong><\/span>
\nAMBAR FRAME(POSTALARININ) LERININ ARASINDA YUK KALDIYSA (OZELLIKLE<\/strong><\/span>
\nSCRAP\/HURDA)VERILECEK PROTESTO MEKTUBU<\/strong><\/span>
\nDEAR SIRS,<\/strong><\/span>
\nI,AS MASTER OF OBO SELIM HEREBY NOTIFY YOU THAT SOME CONSIDERABLE AMOUNT OF STEEL<\/strong><\/span>
\nSCRAP PIECES,WEIGHTING \u2018\u20192.5 TONS\u2019\u2019LET BETWEEN FRAMES OF HOLDS WHICH CAN NOT BE<\/strong><\/span>
\nTAKEN OUT BY CREW MEMBERS.<\/strong><\/span>
\nI PUT ON NOTICE THAT IF THE SAID CARGO IS NOT LIFTED LATEST BY SIX HOURS AFTER<\/strong><\/span>
\nCOMPLETION OF DISCHARGE I WILL HOLD YOU FULLY RESPONSIBLE FOR ALL CONSEQUENCES<\/strong><\/span>
\nWHICH MY OWNERS WILL FACE SINCE MY VESSEL HAS A VERY TIGHT LAY CAN FOR NEXT CARGO.<\/strong><\/span>
\nPLEASE KINDLY CONFIRM IN RETURN,<\/strong><\/span>
\nYOURS TRULY,<\/strong><\/span>
\nMASTER OF OBE SELIM<\/strong><\/span>
\nBASKA BIR GEMININ YARATTIGI DENIZ KIRLILIGINDEN DOLAYI GEMI DIS BUNYESINDE KIRLILIK<\/strong><\/span>
\nOLDUYSA LIMANA VERILECEK PROTESTO MEKTUBU<\/strong><\/span>
\nDEAR SIRS,<\/strong><\/span>
\nI AS MASTER OF OBO SELIM NOTIFY YOU THAT COAMING OF SOME HEAVY OIL FROM MY HEAD<\/strong><\/span>
\nQUARTER PASSING ON TO ASTERN,OCCURE TOO MUSH OIL POLLUTION AND MY HULL COVER<\/strong><\/span>
\nWITH HEAVY OIL,THAT WILL CREATE LOTS OF PROBLEM AT DISCAHRGING PORT AND ANOTHERS.<\/strong><\/span>
\nIN VIEW OF THE ABOVE I WILL HOLD YOU RESPONSIBLE FOR ALL SEA POLLUTION AND ALSO FOR<\/strong><\/span>
\nALL LOSSES OF MY OWNER MAY FACE AS A CONSEQUENCE OF YOUR LACK OF ACTION.<\/strong><\/span>
\nYOURS TRULY,<\/strong><\/span>
\nMASTER OF OBE SELIM<\/strong><\/span>
\nSHORT LOADING ICIN VERILEN DEAD FREIGHT LETTER ORNEGI<\/strong><\/span>
\nDEAR SIRS,<\/strong><\/span>
\nPLEASE NOTE THAT MY VESSEL M\/V OBE SELIM ARRIVED AT RAS TANURA AND IS READY TO LOAD<\/strong><\/span>
\n95 000 MTS OF NO HEAT CRUDE OIL ACCORDING TO THE CHARTER PARTY.<\/strong><\/span>
\nI HAVE BEEN ADVISED BY PORT AUTHORITIES THAT ONLY 79176 MTS CARGO WILL BE LOADED<\/strong><\/span>
\nONTO MY VESSEL CONTRARY TO THE C\/P TERMS WHICH STATES THE CARGO QUANTITY AS MIN<\/strong><\/span>
\n80000MTS ONE GRADE NO HEAT CRUDE OIL.<\/strong><\/span>
\nI,AS MASTER OF OBE SELIM REQUIRE MINIMUM 80000 MTS NO HEAT CRUDE OIL TO BE LOADED TO<\/strong><\/span>
\nMY VESSEL OTHERWISE ON BEHALF OF MY OWNER\/CHARTERERS YOU WILL BE HELD FOR ANY<\/strong><\/span>
\nLOSSES OR DAMAGES INCURRED ALONG WITH THE DEADFREIGHT DUE TO THE SAID<\/strong><\/span>
\nSHORTLOADING.<\/strong><\/span>
\nYOURS TRULY,<\/strong><\/span>
\nMASTER OF OBO SELIM<\/strong><\/span>
\nHAZIRLIK MEKTUBUNUN KABUL EDILISIYLE ILGILI BIR SORUN OLUSTUGUNDA VERILECEK<\/strong><\/span>
\nPROTESTO MEKTUBU ORNEGI<\/strong><\/span>
\nDEAR SIRS,<\/strong><\/span>
\nI AS MASTER OF OBO SELIMHEREBY NOTIFY YOU THAT NOT ACCEPTABLE YOUR N.O.R<\/strong><\/span>
\nACCEPTED DATE AND TIME ,STRONGLY PROTETST THIS MATTER.BECAUSE WHEN WE<\/strong><\/span>
\nARRIVED AT CONSTANTZA ROAD 07.02.1996 AT 24 00LT(AT THAT TIME I SEND YOU NOR BY<\/strong><\/span>
\nTLX)PILOTAGE WAS RESTRUCTION AND SHIP FACILITIES CONTINUED TIME TO TIME FROM<\/strong><\/span>
\nBAD WEATHER BUT ALTHUGH BAD WEATHER PASSED WE WAITED BECAUSE MY BEARTH<\/strong><\/span>
\nWAS OCCUPIED UNTIL ON 13 .02.1996 AT 16 15 LT.<\/strong><\/span>
\n07.02.1996 SHIP ANCHORED……. .HRS<\/strong><\/span>
\n07.02.1996 NOR SEND BY TLX……HRS<\/strong><\/span>
\n13.02.1996 HEAVE UP ANCHOR….HRS<\/strong><\/span>
\n13.02.1996 UNDER WAY……………. HRS<\/strong><\/span>
\n13.02.1996 POB…………………………….HRS<\/strong><\/span>
\n13.02.1996 ENT B.WATER……………HRS<\/strong><\/span>
\n13.02.1996 FIRST ROPE……………… .HRS<\/strong><\/span>
\n13.02.2004 P.OFF…………………………. HRS<\/strong><\/span>
\n13.02.1996 ALL FAST………………….. HRS<\/strong><\/span>
\n13.02.1996 COMM\u00c7DISCH………….. HRS<\/strong><\/span>
\nYOUR ATTENTION IS DRAWN CLAUSES OF C\/P,SHOULD ANT DISPUTE ARISE BETWEEN MY<\/strong><\/span>
\nOWNER \/CHARTERER REGARDING TIME TO COUNT,PLEASE NOTE THAT TIME TO COUNT WILL<\/strong><\/span>
\nCOMMENCE AS PER CLAUSES AND CONDITIONS OF COVERING C\/P,<\/strong><\/span>
\nI WILL HOLD YOU FULLY RESPONSIBLE AND RESERVE MY OWNERS RIGHTS TOO REFER THIS<\/strong><\/span>
\nSUBJECT AT A LATER STAGE.<\/strong><\/span>
\nYOURS TRULY,<\/strong><\/span>
\nMASTER OF OBE SELIM<\/strong><\/span>
\nCHARTERING KISALTMALARI<\/strong><\/span>
\nA haut de page \/ top of page<\/strong><\/span>
\nSIGLE \/<\/strong><\/span>
\nACRONYM<\/strong><\/span>
\nFran\u00e7ais English COMMENTAIRE \/ COMMENT<\/strong><\/span>
\nAA Toujours accessible Always Accessible<\/strong><\/span>
\nExpression \u00e0 double sens : commerciale (=disponible) et<\/strong><\/span>
\nnautique<\/strong><\/span>
\nDouble meaning : commercial (=available) and nautical<\/strong><\/span>
\nAA Toujours \u00e0 flot Always Afloat<\/strong><\/span>
\nnon \u00e9chou\u00e9 \u00e0 mar\u00e9e basse<\/strong><\/span>
\nnot aground at low tide<\/strong><\/span>
\nAAAA<\/strong><\/span>
\nToujours \u00e0 flot et toujours<\/strong><\/span>
\naccessible<\/strong><\/span>
\nAlways Afloat, Always<\/strong><\/span>
\nAccessible<\/strong><\/span>
\nADCOM Commission d’adresse Address Commission<\/strong><\/span>
\nAu b\u00e9n\u00e9fice des Affr\u00e9teurs<\/strong><\/span>
\nRebate in Charterers’ favour<\/strong><\/span>
\nAP (pour) toutes op\u00e9rations (for) All Purposes<\/strong><\/span>
\nTemps total allou\u00e9 pour l’ensemble chargement et<\/strong><\/span>
\nd\u00e9chargement<\/strong><\/span>
\nTotal laytime allowed for both loading and discharging<\/strong><\/span>
\noperations<\/strong><\/span>
\nAPS<\/strong><\/span>
\n(\u00e0) l’arriv\u00e9e \u00e0 la station de<\/strong><\/span>
\npilotage<\/strong><\/span>
\n(upon) Arrival at Pilot<\/strong><\/span>
\nStation<\/strong><\/span>
\nS’emploie pour situer le lieu et le moment de livraison<\/strong><\/span>
\nd’un navire sous C\/P \u00e0 temps.<\/strong><\/span>
\nUsed to pinpoint the place and the time of vessel’s<\/strong><\/span>
\ndelivery under a Time Charterparty<\/strong><\/span>
\nASAP Aussi t\u00f4t que possible As Soon As Possible<\/strong><\/span>
\nATHNC<\/strong><\/span>
\n(\u00e0) toute heure du jour ou de<\/strong><\/span>
\nla nuit Dimanches et jours<\/strong><\/span>
\nf\u00e9ri\u00e9s inclus<\/strong><\/span>
\nAny Time Day or Night<\/strong><\/span>
\nSundays and Holidays<\/strong><\/span>
\nIncluded<\/strong><\/span>
\ncf ATDNC. S’emploie pour pr\u00e9ciser qu’il n’y a pas<\/strong><\/span>
\nd’heure\/de jour exclus pour la livraison\/restitution d’un<\/strong><\/span>
\nnavire ou la remise d’une notice<\/strong><\/span>
\nSee ATDNC. Used to specify that no period of time is<\/strong><\/span>
\nexcluded for the delivery \/ redelivery of a vessel or for<\/strong><\/span>
\nremitting a Notice<\/strong><\/span>
\nATHNSHINC<\/strong><\/span>
\n(\u00e0) toute heure du jour ou de<\/strong><\/span>
\nla nuit Dimanches et jours<\/strong><\/span>
\nf\u00e9ri\u00e9s inclus<\/strong><\/span>
\nAny Time Day or Night<\/strong><\/span>
\nSundays and Holidays<\/strong><\/span>
\nIncluded<\/strong><\/span>
\ncf ATDNSHINC. S’emploie pour pr\u00e9ciser qu’il n’y a pas<\/strong><\/span>
\nd’heure\/de jour exclus pour la livraison\/restitution d’un<\/strong><\/span>
\nnavire ou la remise d’une notice<\/strong><\/span>
\nSee ATDNSHINC. Used to specify that no period of time<\/strong><\/span>
\nis excluded for the delivery \/ redelivery of a vessel or for<\/strong><\/span>
\nremitting a Notice<\/strong><\/span>
\nAWIWL<\/strong><\/span>
\nToujours \u00e0 l’Int\u00e9rieur des<\/strong><\/span>
\nlimites de navigation de<\/strong><\/span>
\nl’Institute<\/strong><\/span>
\nAlways Within Institute<\/strong><\/span>
\nWarranty Limits<\/strong><\/span>
\nVoir IWL<\/strong><\/span>
\nSee IWL<\/strong><\/span>
\nB haut de page \/ top of page<\/strong><\/span>
\nSIGLE \/<\/strong><\/span>
\nACRONYM<\/strong><\/span>
\nFran\u00e7ais English COMMENTAIRE \/ COMMENT<\/strong><\/span>
\nB4 Avant Before<\/strong><\/span>
\nBB Prime de ballast Ballast Bonus<\/strong><\/span>
\nNe fait pas partie du loyer (fret) – Est net de<\/strong><\/span>
\ncommission sauf s’il est pr\u00e9cis\u00e9 : Gross BB<\/strong><\/span>
\nIs not a part of the hire i.e. is nett of commissions<\/strong><\/span>
\nunless otherwise specified : for instance by stating<\/strong><\/span>
\n“Gross BB”<\/strong><\/span>
\nBB Avant les ponts Below Bridges<\/strong><\/span>
\nExemple : London BB<\/strong><\/span>
\nFor instance : ” London BB “<\/strong><\/span>
\nBB, B\/B Coque Nue (C\/P) BAREBOAT (C\/P)<\/strong><\/span>
\nBBB<\/strong><\/span>
\nAvant le d\u00e9but du<\/strong><\/span>
\nd\u00e9chargement<\/strong><\/span>
\nBefore Breaking Bulk<\/strong><\/span>
\ni.e. before commencement of discharge<\/strong><\/span>
\nBBLS Barrils (p\u00e9trole) Barrels (oil) 1 barril = 158,984 litres (42 US Gallons)<\/strong><\/span>
\nBC, B\/C Vracquier Bulk Carrier<\/strong><\/span>
\nNavire \u00e0 un pont ayant des cales de section<\/strong><\/span>
\noctogonale (ballasts lat\u00e9raux sup\u00e9rieurs et<\/strong><\/span>
\ninf\u00e9rieurs) voir ST (self trimming)<\/strong><\/span>
\nSingle deck vessel with holds fitted with top-side<\/strong><\/span>
\nand side wingtanks (octogonal section). See ST (Self-<\/strong><\/span>
\nTrimming)<\/strong><\/span>
\nBCM<\/strong><\/span>
\n(distance) de l’\u00e9trave au<\/strong><\/span>
\ncollecteur central<\/strong><\/span>
\n(distance) Bow \/ Center<\/strong><\/span>
\nManifold<\/strong><\/span>
\nEmploi exclusif dans le trafic p\u00e9trolier.On utilise<\/strong><\/span>
\nparfois SCM(Stern \/ Center Manifold) ou ACM (Aft \/<\/strong><\/span>
\nCenter Manifold) distance de l’arri\u00e8re au collecteur<\/strong><\/span>
\ncentral.<\/strong><\/span>
\nUsed exclusively in tanker trade. Other acronyms<\/strong><\/span>
\nused sometimes : SCM for Stern\/Center Manifold<\/strong><\/span>
\nand ACM for Aft\/Center Manifold.<\/strong><\/span>
\nBE, BENDS (aux) deux bouts (at) Both Ends<\/strong><\/span>
\nC. \u00e0 d. au chargement et au d\u00e9chargement<\/strong><\/span>
\ni.e. at loading and discharging ports<\/strong><\/span>
\nBHP Puissance au frein Brake Horse Power<\/strong><\/span>
\nBIZ Affaire Business<\/strong><\/span>
\nBL(S),<\/strong><\/span>
\nB\/L(S) Connaissement(s) Bill(s) of Lading<\/strong><\/span>
\nBN, B\/N<\/strong><\/span>
\nContrat de r\u00e9servation de<\/strong><\/span>
\nfret<\/strong><\/span>
\nBooking Note<\/strong><\/span>
\nNB: se r\u00e9f\u00e8re souvent \u00e0 un formulaire de C\/P<\/strong><\/span>
\nOften refers to a C\/P form<\/strong><\/span>
\nBSMA \/<\/strong><\/span>
\nBSMA 100<\/strong><\/span>
\nNormes britanniques pour les<\/strong><\/span>
\ncombustibles marins<\/strong><\/span>
\nBritish Standards Marine<\/strong><\/span>
\nSeries : Specifications for<\/strong><\/span>
\nMarine Oil Engines<\/strong><\/span>
\nPubli\u00e9es par BSI (British Standards Institution) en<\/strong><\/span>
\n1982 concernant les diverses classes de Fuel : Classe<\/strong><\/span>
\nM6 : 180 Cst – classe M7 : 380 Cst<\/strong><\/span>
\nPublished by BSI (British Standards Institute) in<\/strong><\/span>
\n1982 concerning various classes of fuel : Class M6 =<\/strong><\/span>
\n180 Cst, Class M7 = 380 Cst<\/strong><\/span>
\nBW Eau saum\u00e2tre Brackish Water<\/strong><\/span>
\nNi douce (d = 1,000) ni sal\u00e9e (d = 1,025) En g\u00e9n\u00e9ral :<\/strong><\/span>
\nd = 1,010 \u00e0 1,015<\/strong><\/span>
\nNeither fresh (D=100) nor salt (D = 1,025) In general<\/strong><\/span>
\n: D = 1,10 to 1,015<\/strong><\/span>
\nBWAD<\/strong><\/span>
\nTirant d’eau( maximum) du<\/strong><\/span>
\nNavire \u00e0 son arriv\u00e9e, en eau<\/strong><\/span>
\nsaum\u00e2tre<\/strong><\/span>
\n(maximum) Brackish Water<\/strong><\/span>
\nArrival Draft<\/strong><\/span>
\nApplies to the ship<\/strong><\/span>
\nBWT<\/strong><\/span>
\nBallasts lat\u00e9raux sup\u00e9rieurs<\/strong><\/span>
\nauto-videurs (par gravit\u00e9 ,<\/strong><\/span>
\ndans les cales)<\/strong><\/span>
\nBleeding Wing Tanks<\/strong><\/span>
\nUtilisation restreinte aux cargaisons de grains<\/strong><\/span>
\n(fluides)<\/strong><\/span>
\nTop side wingtanks self-emptying by gravity into the<\/strong><\/span>
\nmain holds when loaded with a fluid cargo (grain)<\/strong><\/span>
\nC haut de page \/ top of page<\/strong><\/span>
\nSIGLE \/<\/strong><\/span>
\nACRONYM<\/strong><\/span>
\nFran\u00e7ais English COMMENTAIRE \/ COMMENT<\/strong><\/span>
\nC<\/strong><\/span>
\nDimanches et jours f\u00e9ri\u00e9s<\/strong><\/span>
\ninclus<\/strong><\/span>
\nRaccourci de SHINC<\/strong><\/span>
\n(Sundays and Holidays<\/strong><\/span>
\nIncluded)<\/strong><\/span>
\nExemple : 12.000 C = 12.000 T\/Day SHINC<\/strong><\/span>
\nCBF…<\/strong><\/span>
\nGRAIN\/BALE Pieds cubes grains\/balles Cubic Feet grain \/ bale<\/strong><\/span>
\nUnit\u00e9s de mesure du volume des cales pour marchandises<\/strong><\/span>
\nfluides (grains) ou massives (balles, c. \u00e0 d. hors membrures)<\/strong><\/span>
\n1 cbf = 0,028317 m3<\/strong><\/span>
\nUnits of volume of holds for either fluid cargoes (grain) or<\/strong><\/span>
\nsolid cargoes (bale, i.e. outside frames) 1 Cbf = 0,028317<\/strong><\/span>
\nCbm<\/strong><\/span>
\nCBM M\u00e8tre Cube Cubic Metre<\/strong><\/span>
\n1 m3 = 35,314475 cbf<\/strong><\/span>
\n1 Cbm =35,314475 Cbf<\/strong><\/span>
\nCBT Ballast central Central Ballast Tank<\/strong><\/span>
\nCBT<\/strong><\/span>
\nBallasts propres non<\/strong><\/span>
\ns\u00e9par\u00e9s<\/strong><\/span>
\nClean Ballast Tank<\/strong><\/span>
\nEn usage \u00e0 bord des p\u00e9troliers de type ancien<\/strong><\/span>
\n(contrairement \u00e0 SBT)<\/strong><\/span>
\nIn use for older type tankers (contrarily to SBT)<\/strong><\/span>
\nCF Co\u00fbt et Fret Cost and Freight<\/strong><\/span>
\nTerme de vente de la marchandise (se r\u00e9f\u00e8re souvent aux<\/strong><\/span>
\nINCOTERMS)<\/strong><\/span>
\nCondition of sale of the cargo (frequently refering to<\/strong><\/span>
\nIncoterms)<\/strong><\/span>
\nCGO Cargaison Cargo<\/strong><\/span>
\nCHABE<\/strong><\/span>
\nAgents d\u00e9sign\u00e9s par les<\/strong><\/span>
\nAffr\u00e9teurs aux deux<\/strong><\/span>
\nbouts<\/strong><\/span>
\nCharterers Agents at<\/strong><\/span>
\nBoth Ends<\/strong><\/span>
\nInappropriate wording meaning that Vessel’s agents are<\/strong><\/span>
\nnominated by the Charterers<\/strong><\/span>
\nCHALO ou<\/strong><\/span>
\nCHADO<\/strong><\/span>
\nAgents d\u00e9sign\u00e9s par les<\/strong><\/span>
\nAffr\u00e9teurs au Chargement<\/strong><\/span>
\n\/ d\u00e9chargement seulement<\/strong><\/span>
\nCharterers Agents at<\/strong><\/span>
\nLoading\/Discharging<\/strong><\/span>
\nOnly<\/strong><\/span>
\nSame comment as above<\/strong><\/span>
\nCHOP<\/strong><\/span>
\n(\u00e0) l’option des<\/strong><\/span>
\nAffr\u00e8teurs<\/strong><\/span>
\n(In) Charterers’ Option<\/strong><\/span>
\nCHRTR(S) Affr\u00e8teur(s) Charterer(s)<\/strong><\/span>
\nCIF<\/strong><\/span>
\nCo\u00fbt Assurance et Fret<\/strong><\/span>
\n(CAF)<\/strong><\/span>
\nCost Insurance and<\/strong><\/span>
\nFreight<\/strong><\/span>
\nTerme de vente de la marchandise (se r\u00e9f\u00e8re souvent aux<\/strong><\/span>
\nINCOTERMS)<\/strong><\/span>
\nCondition of sale of the cargo (frequently refering to<\/strong><\/span>
\nIncoterms)<\/strong><\/span>
\nCMI<\/strong><\/span>
\nCOMITE MARITIME<\/strong><\/span>
\nINTERNATIONAL<\/strong><\/span>
\nCOMITE MARITIME<\/strong><\/span>
\nINTERNATIONAL<\/strong><\/span>
\nLe CMI est une organisation non-gouvernementale qui a<\/strong><\/span>
\npour but l’unification du droit maritime et commercial ainsi<\/strong><\/span>
\nque des usages et pratiques en mati\u00e8re maritime.Son si\u00e8ge<\/strong><\/span>
\nest \u00e0 Anvers. Les clauses recommand\u00e9es par le CMI ne sont<\/strong><\/span>
\npas d’ordre public dans les contrats internationaux, elles<\/strong><\/span>
\ndoivent y \u00eatre incorpor\u00e9es pour s’imposer (voir Y\/A)<\/strong><\/span>
\nCO2 CO2 = Gaz carbonique CO2 (fitted)<\/strong><\/span>
\nSe dit d’un navire \u00e9quip\u00e9 d’un syst\u00e8me anti-incendie<\/strong><\/span>
\n(machine et\/ou cales) par gaz inerte<\/strong><\/span>
\nCOA Contrat d’affr\u00e8tement<\/strong><\/span>
\nContract of<\/strong><\/span>
\nAffreightment<\/strong><\/span>
\nToute C\/P est un COA – Cependant “COA” ne s’utilise que<\/strong><\/span>
\npour les contrats de masse (voyages multiples)<\/strong><\/span>
\nAny C\/P is a COA. However “COA” is currently used only<\/strong><\/span>
\nfor contracts involving more than one voyage<\/strong><\/span>
\nCOB Fermeture des Bureaux Close of Business<\/strong><\/span>
\nCOM Commission (Courtage) Commission (Brokerage)<\/strong><\/span>
\nCONSECS Voyages cons\u00e9cutifs Consecutive voyages<\/strong><\/span>
\nCOP\/CQD<\/strong><\/span>
\nCoutume du Port\/Cadence<\/strong><\/span>
\nselon coutume<\/strong><\/span>
\nCustom of Port\/<\/strong><\/span>
\nCustomary Quick<\/strong><\/span>
\nDespatch<\/strong><\/span>
\nAucune garantie de disponibilit\u00e9 de poste ni de cadence<\/strong><\/span>
\ndonn\u00e9e par l’affr\u00e9teur. Il s’agit cependant d’une obligation<\/strong><\/span>
\nde moyens.<\/strong><\/span>
\nObsolete wording which has become void of any accurate<\/strong><\/span>
\nmeaning<\/strong><\/span>
\nCOW<\/strong><\/span>
\nNettoyage des citernes au<\/strong><\/span>
\np\u00e9trole brut<\/strong><\/span>
\nCrude Oil Washing<\/strong><\/span>
\nUsed only in tanker trade.<\/strong><\/span>
\nCP, C\/P C\/P, Charte-Partie Charterparty<\/strong><\/span>
\nCPP Clean product petrol<\/strong><\/span>
\nCST Centistoke(s) Centistoke(s)<\/strong><\/span>
\nUnit\u00e9 de mesure de viscosit\u00e9 des combustibles pour<\/strong><\/span>
\nmoteurs diesels.180 Cst = IFO, 380 Cst = HVF<\/strong><\/span>
\nUnit of measurement of viscosity for marine fuels 180 Cst<\/strong><\/span>
\ncorrespond to IFO and 380 Cst to HVF<\/strong><\/span>
\nCT Contrat Contract<\/strong><\/span>
\nCTL Perte r\u00e9put\u00e9e totale Constructive Total Loss<\/strong><\/span>
\nSe dit d’un navire endommag\u00e9 au point de ne pas m\u00e9riter<\/strong><\/span>
\nr\u00e9paration, et abandonn\u00e9 aux Assureurs<\/strong><\/span>
\nApplies to a ship damaged beyond his intrinseque value and<\/strong><\/span>
\ntherefore abandoned to hull insurers<\/strong><\/span>
\nD haut de page \/ top of page<\/strong><\/span>
\nSIGLE \/<\/strong><\/span>
\nACRONYM<\/strong><\/span>
\nFran\u00e7ais English COMMENTAIRE \/ COMMENT<\/strong><\/span>
\nD Jour(s) Day(s)<\/strong><\/span>
\nEn affr\u00e8tement : 24 heures cons\u00e9cutives<\/strong><\/span>
\nIn chartering business : 24 consecutive hours<\/strong><\/span>
\nDA, D\/A<\/strong><\/span>
\nCompte de d\u00e9bours (frais<\/strong><\/span>
\nd’escale)<\/strong><\/span>
\nDisbursements Account<\/strong><\/span>
\nDAP<\/strong><\/span>
\nJours allou\u00e9s pour toutes<\/strong><\/span>
\nop\u00e9rations<\/strong><\/span>
\nDays for All Purposes<\/strong><\/span>
\nEn tel cas un seul d\u00e9compte de temps est \u00e9tabli<\/strong><\/span>
\npour l’ensemble chargement et d\u00e9chargement<\/strong><\/span>
\ni.e. days allowed for both loading and discharging<\/strong><\/span>
\nA sole time-sheet will be drawn up for the whole<\/strong><\/span>
\nDD Dat\u00e9 Dated<\/strong><\/span>
\nDD Cale s\u00eache – Car\u00e9nage Dry Dock<\/strong><\/span>
\nDEL, DELY,<\/strong><\/span>
\nDLY Livraison Delivery<\/strong><\/span>
\nS’emploie sous charte \u00e0 temps<\/strong><\/span>
\nUsed under Time Charterparty<\/strong><\/span>
\nDEMDES<\/strong><\/span>
\nSurestaries et Despatch-money<\/strong><\/span>
\n(prime de c\u00e9l\u00e9rit\u00e9)<\/strong><\/span>
\nDemurrage\/ Despatch<\/strong><\/span>
\nMoney<\/strong><\/span>
\nDES, DESP<\/strong><\/span>
\nDespatch Money (prime de<\/strong><\/span>
\nc\u00e9l\u00e9rit\u00e9)<\/strong><\/span>
\nDespatch Money<\/strong><\/span>
\nDHDATSBE<\/strong><\/span>
\nSurestaries\/Moiti\u00e9 Despatch sur<\/strong><\/span>
\ntout temps sauv\u00e9 aux deux bouts<\/strong><\/span>
\nDemurrage\/Half Despatch<\/strong><\/span>
\non All Time Saved at Both<\/strong><\/span>
\nEnds<\/strong><\/span>
\nDHDATSDO<\/strong><\/span>
\nSurestaries\/Moiti\u00e9 Despatch sur<\/strong><\/span>
\ntout temps sauv\u00e9 aux deux bouts<\/strong><\/span>
\nau d\u00e9chargement seulement<\/strong><\/span>
\nDemurrage\/Half Despatch<\/strong><\/span>
\non All Time Saved at Both<\/strong><\/span>
\nEnds at Discharge Only<\/strong><\/span>
\nDHDATSLO<\/strong><\/span>
\nSurestaries\/Moiti\u00e9 Despatch sur<\/strong><\/span>
\ntout temps sauv\u00e9 aux deux bouts<\/strong><\/span>
\nau chargement seulement<\/strong><\/span>
\nDemurrage\/Half Despatch<\/strong><\/span>
\non Working Time Saved at<\/strong><\/span>
\nBoth Ends at Loading Only<\/strong><\/span>
\nDHDWTSBE<\/strong><\/span>
\nSurestaries\/Moit\u00e9 Despatch sur<\/strong><\/span>
\nle temps ouvrable sauv\u00e9 aux deux<\/strong><\/span>
\nbouts<\/strong><\/span>
\nDemurrage\/Half Despatch<\/strong><\/span>
\non Working Time Saved at<\/strong><\/span>
\nBoth Ends<\/strong><\/span>
\nDHDWTSDO<\/strong><\/span>
\nSurestaries\/Moit\u00e9 Despatch sur<\/strong><\/span>
\nle temps ouvrable sauv\u00e9 aux deux<\/strong><\/span>
\nbouts au d\u00e9chargement<\/strong><\/span>
\nseulement<\/strong><\/span>
\nDemurrage\/Half Despatch<\/strong><\/span>
\non Working Time Saved at<\/strong><\/span>
\nBoth Ends at Discharge<\/strong><\/span>
\nOnly<\/strong><\/span>
\nDHDWTSLO<\/strong><\/span>
\nSurestaries\/Moit\u00e9 Despatch sur<\/strong><\/span>
\nle temps ouvrable sauv\u00e9 aux deux<\/strong><\/span>
\nbouts au chargement seulement<\/strong><\/span>
\nDemurrage\/Half Despatch<\/strong><\/span>
\non Working Time Saved at<\/strong><\/span>
\nBoth Ends at Loading Only<\/strong><\/span>
\nDISCH,<\/strong><\/span>
\nDISCHPORT<\/strong><\/span>
\nD\u00e9chargement-Port de<\/strong><\/span>
\nd\u00e9chargement<\/strong><\/span>
\nDischarge – Discharging<\/strong><\/span>
\nPort<\/strong><\/span>
\nDK Pont Deck<\/strong><\/span>
\nDN Note de d\u00e9bit, facture Debit Note<\/strong><\/span>
\nDO Diesel Oil Diesel Oil<\/strong><\/span>
\n(voir MDO)<\/strong><\/span>
\n(see MDO)<\/strong><\/span>
\nDOLSP<\/strong><\/span>
\n(au) l\u00e2cher du dernier pilote de<\/strong><\/span>
\nsortie en mer<\/strong><\/span>
\n(Upon) Dropping of Last Sea<\/strong><\/span>
\nPilot<\/strong><\/span>
\nUsed to specify the place and the time of the<\/strong><\/span>
\ndelivery or redelivery under a T\/C DOLSP is<\/strong><\/span>
\nmore currently used than DLOSP which would be<\/strong><\/span>
\nmore coherent with DOP\/DOSP : Dropping Last<\/strong><\/span>
\nOutward Sea Pilot.<\/strong><\/span>
\nDOP (au) l\u00e2cher du pilote de sortie<\/strong><\/span>
\n(Upon) Dropping Outward<\/strong><\/span>
\nPilot<\/strong><\/span>
\nS’emploient pour situer le lieu et le moment de<\/strong><\/span>
\nlivraison ou de restitution d’un navire sous C\/P \u00e0<\/strong><\/span>
\ntemps DOLSP est plus usuel que DLOSP qui<\/strong><\/span>
\nserait plus coh\u00e9rent avec DOP\/DOSP : Dropping<\/strong><\/span>
\nLast Outward Sea Pilot<\/strong><\/span>
\nUsed to specify the place and the time of the<\/strong><\/span>
\ndelivery or redelivery under a T\/C DOLSP is<\/strong><\/span>
\nmore currently used than DLOSP which would be<\/strong><\/span>
\nmore coherent with DOP\/DOSP : Dropping Last<\/strong><\/span>
\nOutward Sea Pilot.<\/strong><\/span>
\nDOSP<\/strong><\/span>
\n(au) l\u00e2cher du pilote de sortie en<\/strong><\/span>
\nmer<\/strong><\/span>
\n(Upon) Dropping Outward<\/strong><\/span>
\nSea Pilot<\/strong><\/span>
\nUsed to specify the place and the time of the<\/strong><\/span>
\ndelivery or redelivery under a T\/C DOLSP is<\/strong><\/span>
\nmore currently used than DLOSP which would be<\/strong><\/span>
\nmore coherent with DOP\/DOSP : Dropping Last<\/strong><\/span>
\nOutward Sea Pilot.<\/strong><\/span>
\nDW Port en lourd du Navire Deadweight<\/strong><\/span>
\nInclut le poids du combustible, de l’eau et des<\/strong><\/span>
\nprovisions, ainsi que le poids mort<\/strong><\/span>
\nIncludes the weigt of fuel, water, provisions and<\/strong><\/span>
\nconstants on board<\/strong><\/span>
\nDWAT Port en lourd total Deadweight All Told<\/strong><\/span>
\nIncludes the weigt of fuel, water, provisions and<\/strong><\/span>
\nconstants on board<\/strong><\/span>
\nDWCC Port en lourd utile Deadweight Cargo Capacity<\/strong><\/span>
\nExclut le poids du combustible, de l’eau et des<\/strong><\/span>
\nprovisions, ainsi que le poids mort<\/strong><\/span>
\nExcludes the weigh of fuel, water, provisions and<\/strong><\/span>
\nconstants on board<\/strong><\/span>
\nDYS Jours Days<\/strong><\/span>
\nEn affr\u00e8tement : 24 heures cons\u00e9cutives<\/strong><\/span>
\nIn chartering business : 24 consecutive hours<\/strong><\/span>
\nE haut de page \/ top of page<\/strong><\/span>
\nSIGLE \/<\/strong><\/span>
\nACRONYM<\/strong><\/span>
\nFran\u00e7ais English COMMENTAIRE \/ COMMENT<\/strong><\/span>
\nE & OE, E<\/strong><\/span>
\n&\/or OE Sauf erreurs ou omissions Errors and\/or Omissions Excepted<\/strong><\/span>
\nEIU M\u00eame si utilis\u00e9(s) Even If Used<\/strong><\/span>
\nSe dit des jours qui sont except\u00e9s du<\/strong><\/span>
\ntemps de planche dans tous les cas<\/strong><\/span>
\nUsed about days which are excepted from<\/strong><\/span>
\nlaytime in all cases<\/strong><\/span>
\nEST, ESTH Estim\u00e9, pr\u00e9vu Estimated<\/strong><\/span>
\nETA<\/strong><\/span>
\nDate (heure) pr\u00e9vue<\/strong><\/span>
\nd’Arriv\u00e9e<\/strong><\/span>
\nExpected (ou Estimated) Time of Arrival<\/strong><\/span>
\nETB<\/strong><\/span>
\nDate (heure) pr\u00e9vue<\/strong><\/span>
\nd’accostage<\/strong><\/span>
\nExpected (ou Estimated) Time of<\/strong><\/span>
\nBerthing<\/strong><\/span>
\nETC<\/strong><\/span>
\nDate (heure) pr\u00e9vue de<\/strong><\/span>
\nfinition<\/strong><\/span>
\nExpected (ou Estimated) Time of<\/strong><\/span>
\nCompletion<\/strong><\/span>
\nETH<\/strong><\/span>
\nDate (heure) pr\u00e9vue de<\/strong><\/span>
\nd\u00e9part<\/strong><\/span>
\nExpected (ou Estimated) Time of<\/strong><\/span>
\nDeparture<\/strong><\/span>
\nETR<\/strong><\/span>
\nDate (heure) pr\u00e9vue de<\/strong><\/span>
\nmise \u00e0 disposition<\/strong><\/span>
\nExpected (ou Estimated) Time of<\/strong><\/span>
\nDeparture of Readiness<\/strong><\/span>
\nETS<\/strong><\/span>
\nDate (heure) pr\u00e9vue<\/strong><\/span>
\nd’appareillage<\/strong><\/span>
\nExpected (ou Estimated) Time of<\/strong><\/span>
\nDeparture of Readiness of Sailing<\/strong><\/span>
\nEX, EXCL Except\u00e9, Exclu\/Excluant Excepted, Excluded\/Excluding<\/strong><\/span>
\nEXPLOAD Pr\u00e9vu charger : Expected to load :<\/strong><\/span>
\nS’emploie pour pr\u00e9ciser la quantit\u00e9 de<\/strong><\/span>
\ncargaison que le navire peut charger<\/strong><\/span>
\nUsed to indicate the quantity of cargo<\/strong><\/span>
\nthat the vessel is normally able to load<\/strong><\/span>
\nF haut de page \/ top of page<\/strong><\/span>
\nSIGLE \/<\/strong><\/span>
\nACRONYM<\/strong><\/span>
\nFran\u00e7ais English COMMENTAIRE \/ COMMENT<\/strong><\/span>
\nFAC<\/strong><\/span>
\nAussi vite que le Navire peut<\/strong><\/span>
\n(recevoir ou d\u00e9livrer la marchandise)<\/strong><\/span>
\nas Fast As Can<\/strong><\/span>
\n(receive \/ deliver)<\/strong><\/span>
\nAucune garantie de disponibilit\u00e9 de poste ni de cadence<\/strong><\/span>
\ndonn\u00e9e par l’affr\u00e9teur. Il s’agit cependant d’une<\/strong><\/span>
\nobligation de moyens.<\/strong><\/span>
\nObsolete wording except for self loading\/discharging<\/strong><\/span>
\nvessels<\/strong><\/span>
\nFAS Franco le long du Bord<\/strong><\/span>
\nFree Alongside<\/strong><\/span>
\nShip<\/strong><\/span>
\nMet la manutention Quai\/Bord ou Bord\/Quai \u00e0 la charge<\/strong><\/span>
\ndu Fr\u00e9teur.<\/strong><\/span>
\nA term which puts the risk and expense of loading and<\/strong><\/span>
\ndischarging on to the Owner<\/strong><\/span>
\nFCC Affr\u00e9teurs de 1\u00e8re Classe<\/strong><\/span>
\nFirst Class<\/strong><\/span>
\nCharterers<\/strong><\/span>
\nDescription \u00e9logieuse qui entra\u00eene la responsabilit\u00e9 du<\/strong><\/span>
\ncourtier qui la produit<\/strong><\/span>
\nAppreciative description which may involve some liability<\/strong><\/span>
\non the part of the broker who will have made it<\/strong><\/span>
\nFD<\/strong><\/span>
\nFranco d\u00e9chargement D\u00e9chargement<\/strong><\/span>
\nsans frais pour le navire<\/strong><\/span>
\nFree Discharge<\/strong><\/span>
\ni.e. free of expense to the Vessel<\/strong><\/span>
\nFD<\/strong><\/span>
\nSans despatch-money (Prime de<\/strong><\/span>
\nc\u00e9l\u00e9rit\u00e9)<\/strong><\/span>
\nFree Despatch-<\/strong><\/span>
\nMoney<\/strong><\/span>
\nFDD Fret, faux-fret et surestaries<\/strong><\/span>
\nFreight<\/strong><\/span>
\nDeadfreight<\/strong><\/span>
\nDemurrage<\/strong><\/span>
\nS’emploie pour d\u00e9terminer l’assiette des commissions<\/strong><\/span>
\nCurrently used to assess the basis of commission<\/strong><\/span>
\nFH Premi\u00e8re moiti\u00e9 (Quinzaine)<\/strong><\/span>
\nFirst Half (of a<\/strong><\/span>
\nmonth)<\/strong><\/span>
\ni.e. first fortnigth<\/strong><\/span>
\nFHEX Vendredi et jours f\u00e9ri\u00e9s except\u00e9s<\/strong><\/span>
\nFridays and<\/strong><\/span>
\nHolidays excepted<\/strong><\/span>
\nFHINC Vendredi et jours f\u00e9ri\u00e9s inclus<\/strong><\/span>
\nFridays and<\/strong><\/span>
\nHolidays included<\/strong><\/span>
\nFILO<\/strong><\/span>
\nFranco bord \/ d\u00e9chargement aux<\/strong><\/span>
\nconditions des lignes r\u00e9guli\u00e8res<\/strong><\/span>
\nFree In \/ Liner<\/strong><\/span>
\nOut<\/strong><\/span>
\nLes conditions des lignes r\u00e9guli\u00e8res sont tr\u00e8s variables<\/strong><\/span>
\nselon les usages des ports<\/strong><\/span>
\nRemark : liner terms are extremely variable from one<\/strong><\/span>
\nport to the other<\/strong><\/span>
\nFIO<\/strong><\/span>
\nBord\/bord ou chargement et<\/strong><\/span>
\nd\u00e9chargement sans frais pour le<\/strong><\/span>
\nnavire<\/strong><\/span>
\nFree In and Out<\/strong><\/span>
\ni.e. loading and discharging free of expense to the Vessel<\/strong><\/span>
\nFIOST<\/strong><\/span>
\nBord et arrim\u00e9\/bord ou chargement<\/strong><\/span>
\narrimage et d\u00e9chargement sans frais<\/strong><\/span>
\npour le navire<\/strong><\/span>
\nFree In and Out<\/strong><\/span>
\nStowed and\/or<\/strong><\/span>
\nTrimmed<\/strong><\/span>
\ni.e. loading stowage and\/or trimming, and discharging<\/strong><\/span>
\nfree of expense to the Vessel<\/strong><\/span>
\nFIOST<\/strong><\/span>
\nBord et arrim\u00e9 \u00e0 la goulotte\/bord ou<\/strong><\/span>
\nchargement, arrimage \u00e0 la goulotte et<\/strong><\/span>
\nd\u00e9chargement sans frais pour le<\/strong><\/span>
\nNavire.<\/strong><\/span>
\nFree In and Out<\/strong><\/span>
\nand Spout-<\/strong><\/span>
\nTrimmed<\/strong><\/span>
\nL’arrimage \u00e0 la goulotte (spout) est rustique.Il ne suffit<\/strong><\/span>
\nqu’aux vracquiers.<\/strong><\/span>
\ni.e. loading, trimming by spout and discharging free of<\/strong><\/span>
\nexpense to the Vessel Spout-trimming is rather<\/strong><\/span>
\nunfinished. It is sufficient for bulk carriers<\/strong><\/span>
\nFIOSPT id. id.<\/strong><\/span>
\nCe sigle permet d’\u00e9viter la confusion entre les FIOST<\/strong><\/span>
\nsignal\u00e9s ci-dessus.<\/strong><\/span>
\nFIOT<\/strong><\/span>
\nBord et arrim\u00e9\/bord ou chargement<\/strong><\/span>
\narrimage et d\u00e9chargement sans frais<\/strong><\/span>
\npour le navire<\/strong><\/span>
\nFree In and Out<\/strong><\/span>
\nand Trimmed<\/strong><\/span>
\n“stowed” et “trimmed” sont traduits par le m\u00eame terme<\/strong><\/span>
\n“arrim\u00e9”. En fait, pour les marchandises en vrac la<\/strong><\/span>
\ntraduction exacte de “trimmed\/trimming” est “choul\u00e9 \/<\/strong><\/span>
\nchoulage”.<\/strong><\/span>
\ni.e. loading trimming and discharging free of expense to<\/strong><\/span>
\nthe Vessel<\/strong><\/span>
\nFO Fuel-Oil Fuel Oil<\/strong><\/span>
\nCombustible p\u00e9trolier utilis\u00e9 par les moteurs marins de<\/strong><\/span>
\nmoyenne et forte puissance.<\/strong><\/span>
\nMarine fuel used in engines of medium or high power<\/strong><\/span>
\nFOB Franco Bord Free On Board<\/strong><\/span>
\nTerme de vente de la marchandise (se r\u00e9f\u00e8re souvent aux<\/strong><\/span>
\nINCOTERMS) et terme d’affr\u00e8tement souvent compl\u00e9t\u00e9<\/strong><\/span>
\npar S ou T(stowed ou trimmed) ou ST (Spout-Trimmed) –<\/strong><\/span>
\nVoir FIO<\/strong><\/span>
\nTerm of the sale of the cargo (Incoterms) also a<\/strong><\/span>
\nchartering term often completed by S or T (Stowed or<\/strong><\/span>
\nTrimmed) or ST (Spout-Trimmed) – See FIO<\/strong><\/span>
\nFOC Pavillon de complaisance<\/strong><\/span>
\nFlag of<\/strong><\/span>
\nConvenience<\/strong><\/span>
\n… \u00e0 une \u00e9poque : PANHONLIB – Liste \u00e9largie depuis.<\/strong><\/span>
\n… in older times : PANHONLIB. That list was since<\/strong><\/span>
\nenlarged<\/strong><\/span>
\nFIOS<\/strong><\/span>
\nBord et arrim\u00e9\/bord ou chargement<\/strong><\/span>
\narrimage et d\u00e9chargement sans frais<\/strong><\/span>
\npour le navire<\/strong><\/span>
\nFree In and Out<\/strong><\/span>
\nand Stowed<\/strong><\/span>
\n“stowed” et “trimmed” sont traduits par le m\u00eame terme<\/strong><\/span>
\n“arrim\u00e9”. En fait, pour les marchandises en vrac la<\/strong><\/span>
\ntraduction exacte de “trimmed\/trimming” est “choul\u00e9 \/<\/strong><\/span>
\nchoulage”.<\/strong><\/span>
\ni.e. loading, stowage and discharging free of expense to<\/strong><\/span>
\nthe Vessel<\/strong><\/span>
\nFOW<\/strong><\/span>
\n(Date d’) Ouverture dela navigation –<\/strong><\/span>
\nVariable selon la classe de glace et la<\/strong><\/span>
\npuissance du navire.<\/strong><\/span>
\n(Date of)First<\/strong><\/span>
\nOpen Water<\/strong><\/span>
\nS’emploie uniquement \u00e0 propos des ports\/zones pris dans<\/strong><\/span>
\nles glaces en hiver.<\/strong><\/span>
\nOnly used about ports \/ regions icebound in winter. The<\/strong><\/span>
\ndate varies with the power and the ice class of the vessel<\/strong><\/span>
\nFPA Franc d’avarie particuli\u00e8re<\/strong><\/span>
\nFree of Particular<\/strong><\/span>
\nAverage<\/strong><\/span>
\nTerme d’assurance facult\u00e9 qui ne couvre que l’avarie<\/strong><\/span>
\ncommune et la perte totale<\/strong><\/span>
\nTerm of cargo insurance which only covers general<\/strong><\/span>
\naverage and total loss<\/strong><\/span>
\nFT Pied Foot 1 pied = 30,479448 cm<\/strong><\/span>
\nFW Eau douce Fresh Water d = 1,000<\/strong><\/span>
\nFWAD<\/strong><\/span>
\nTirant d’eau (maximum) du Navire \u00e0<\/strong><\/span>
\nson arriv\u00e9e, en eau douce<\/strong><\/span>
\n(Maximum) Fresh<\/strong><\/span>
\nWater Arrival<\/strong><\/span>
\nDraft<\/strong><\/span>
\nApplies to the vessel<\/strong><\/span>
\nFXD Fix\u00e9 c.\u00e0 d. fr\u00e9t\u00e9 ou affr\u00e9t\u00e9 Fixed<\/strong><\/span>
\nFYG Pour votre information For Your Guidance<\/strong><\/span>
\nG haut de page \/ top of page<\/strong><\/span>
\nSIGLE \/<\/strong><\/span>
\nACRONYM<\/strong><\/span>
\nFran\u00e7ais English COMMENTAIRE \/ COMMENT<\/strong><\/span>
\nG\/B<\/strong><\/span>
\n(Capacit\u00e9 en)<\/strong><\/span>
\ngrains\/balles<\/strong><\/span>
\nGrain \/ Bale (capacity)<\/strong><\/span>
\n(voir CBF et CBM)<\/strong><\/span>
\n(See CBF and CBM)<\/strong><\/span>
\nGA, G\/A Avarie commune General Average<\/strong><\/span>
\nGAARB<\/strong><\/span>
\nAvarie commune et<\/strong><\/span>
\nArbitrage (\u00e0 …)<\/strong><\/span>
\nGeneral Average \/<\/strong><\/span>
\nArbitration (in …)<\/strong><\/span>
\nGD, GRD (Navire) gr\u00e9\u00e9 Geared (vessel)<\/strong><\/span>
\nNavire muni d’engins de levage<\/strong><\/span>
\nVessel fitted with cargo handling gear (cranes or derricks)<\/strong><\/span>
\nGL, GLESS (Navire) non gr\u00e9\u00e9 Gearless (Vessel)<\/strong><\/span>
\nNavire d\u00e9muni d’engins de levage<\/strong><\/span>
\nVessel without cargo handling gear<\/strong><\/span>
\nGMT<\/strong><\/span>
\nHeure du m\u00e9ridien de<\/strong><\/span>
\nGreenwich<\/strong><\/span>
\nGreenwich Mean Time<\/strong><\/span>
\nVoir aussi UTC<\/strong><\/span>
\nSee also UTC<\/strong><\/span>
\nGO Gas-oil ou Gazole Gasoil<\/strong><\/span>
\nDistillat de p\u00e9trole a) combustible pour moteurs de faible<\/strong><\/span>
\npuissance b) \u00e9l\u00e9ment riche de m\u00e9lange avec HVF pour obtenir IFO<\/strong><\/span>
\nou DO<\/strong><\/span>
\nPetroleum distillate a) fuel for oil engines of moderate power b)<\/strong><\/span>
\nthe richer part of a blend with HVF to make IFO or DO<\/strong><\/span>
\nGR Grains Grain (Voir CBF et CBM)<\/strong><\/span>
\nGRT Jauge brute<\/strong><\/span>
\nGross Registered<\/strong><\/span>
\nTonnage<\/strong><\/span>
\nVolume de la coque en tonneaux de 100 cbf (2,8317 m3)<\/strong><\/span>
\nVolume of the hull in units of 100 cbf (2,8317 cbm)<\/strong><\/span>
\nH haut de page \/ top of page<\/strong><\/span>
\nSIGLE \/<\/strong><\/span>
\nACRONYM<\/strong><\/span>
\nFran\u00e7ais English COMMENTAIRE \/ COMMENT<\/strong><\/span>
\nHA Panneaux (\u00e9coutilles) Hatches<\/strong><\/span>
\n(Voir HO)<\/strong><\/span>
\n(See HO)<\/strong><\/span>
\nHDLTS<\/strong><\/span>
\nMoiti\u00e9 despatch sur le<\/strong><\/span>
\ntemps de planche sauv\u00e9<\/strong><\/span>
\nHalf Despatch on Laytime<\/strong><\/span>
\nSaved<\/strong><\/span>
\nFormule plus claire que la suivante<\/strong><\/span>
\nClearer than the following<\/strong><\/span>
\nHDWTS …<\/strong><\/span>
\nMoiti\u00e9 despatch sur le<\/strong><\/span>
\ntemps ouvrable sauv\u00e9<\/strong><\/span>
\nHalf Despatch on Working<\/strong><\/span>
\nTime Saved cf.: DHD …<\/strong><\/span>
\nHH, H\/H<\/strong><\/span>
\nCales\/panneaux<\/strong><\/span>
\n(\u00e9coutilles)<\/strong><\/span>
\nHolds\/Hatches<\/strong><\/span>
\nEx. : 5H\/5H ou 2H\/4H<\/strong><\/span>
\nFor instance : 5H\/5H or 2H\/4H<\/strong><\/span>
\nHO Cales Holds<\/strong><\/span>
\nEx. 2HO\/4HA<\/strong><\/span>
\nFor instance : 2HO \/4HA<\/strong><\/span>
\nHRS Heures Hours<\/strong><\/span>
\nHSS<\/strong><\/span>
\nGrains lourds sorgho<\/strong><\/span>
\net\/ou soja<\/strong><\/span>
\nHeavy Grain Sorghums<\/strong><\/span>
\nand\/or Soyabeans<\/strong><\/span>
\nPar convention, le bl\u00e9 et le ma\u00efs sont des grains “lourds”,<\/strong><\/span>
\nm\u00eame lorsque leur densit\u00e9 est inf\u00e9rieure \u00e0 celle de l’orge<\/strong><\/span>
\nqui n’est qu’un grain “l\u00e9ger”<\/strong><\/span>
\nTraditionally wheat and maize are ” heavy grain ” even when<\/strong><\/span>
\ntheir density falls below that of barley which is always a “<\/strong><\/span>
\nlight ” grain<\/strong><\/span>
\nHVF Fuel lourd<\/strong><\/span>
\nHeavy Fuel ou High<\/strong><\/span>
\nViscosity Fuel<\/strong><\/span>
\nFuel de viscosit\u00e9 \u00e9gale ou sup\u00e9rieure \u00e0 380 Cst (densit\u00e9<\/strong><\/span>
\ntr\u00e8s proche de 1)<\/strong><\/span>
\nViscosity of such fuels is at least 380 cst (their density is<\/strong><\/span>
\nclose to 1)<\/strong><\/span>
\nHW Mar\u00e9e haute High Water<\/strong><\/span>
\nVoir aussi : NT (Neap Tide)<\/strong><\/span>
\nSee also : NT (Neap Tide)<\/strong><\/span>
\nI haut de page \/ top of page<\/strong><\/span>
\nSIGLE \/<\/strong><\/span>
\nACRONYM<\/strong><\/span>
\nFran\u00e7ais English COMMENTAIRE \/ COMMENT<\/strong><\/span>
\nIFO Fuel interm\u00e9diaire Intermediate fuel-oil<\/strong><\/span>
\nFuel de viscosit\u00e9 inf\u00e9rieure ou \u00e9gale \u00e0 180<\/strong><\/span>
\nCst – produit de m\u00e9lange HVF + GO<\/strong><\/span>
\nViscosity of such fuels is maximum 180 Cst<\/strong><\/span>
\nor below (it is a mixture of HVF + GO)<\/strong><\/span>
\nIGS<\/strong><\/span>
\nSyst\u00e8me d’inertage des<\/strong><\/span>
\nciternes<\/strong><\/span>
\nInert Gas System<\/strong><\/span>
\nL’air ambiant \u00e9tant remplac\u00e9 par un gaz non<\/strong><\/span>
\ncombustible, le plus souvent du CO2<\/strong><\/span>
\nIHP Puissance nominale Indicated Horse Power<\/strong><\/span>
\nIMO (ex<\/strong><\/span>
\nIMCO)<\/strong><\/span>
\nOrganisation Maritime<\/strong><\/span>
\nInternationale<\/strong><\/span>
\nInternational Maritime Organisation<\/strong><\/span>
\nOrganisme consultatif, d\u00e9pendant des<\/strong><\/span>
\nNations Unies, comp\u00e9tent en mati\u00e8re de<\/strong><\/span>
\ns\u00e9curit\u00e9 en mer (convention SOLAS par<\/strong><\/span>
\nexemple).<\/strong><\/span>
\nConsultative body, branch of the United<\/strong><\/span>
\nNations, competent in matters relating to<\/strong><\/span>
\nthe safety at sea (f.i. the Solas Convention)<\/strong><\/span>
\nINC, INCL Incluant, Inclus Including, Included<\/strong><\/span>
\nINCLOT<\/strong><\/span>
\nHeures suppl\u00e9mentaires<\/strong><\/span>
\nincluses<\/strong><\/span>
\nIncluding Overtime<\/strong><\/span>
\nS’emploie \u00e0 propos de l’\u00e9quipage et du loyer<\/strong><\/span>
\nsous C\/P \u00e0 temps<\/strong><\/span>
\nConcerns the crew – is used when fixing a<\/strong><\/span>
\nTime Charterparty<\/strong><\/span>
\nINCOTERMS<\/strong><\/span>
\nR\u00e8gles internationales<\/strong><\/span>
\nd’interpr\u00e9tation des termes<\/strong><\/span>
\ncommerciaux<\/strong><\/span>
\nInternational rules for the<\/strong><\/span>
\nInterpretation of Trade Terms<\/strong><\/span>
\nPublication de la CCI (ICC) d’usage universel<\/strong><\/span>
\nA publication of the International Chamber<\/strong><\/span>
\nof Commerce, universally used<\/strong><\/span>
\nINFO Information Information<\/strong><\/span>
\nISO<\/strong><\/span>
\nOrganisme International de<\/strong><\/span>
\nStandartisation<\/strong><\/span>
\nInternational Standardization<\/strong><\/span>
\nOrganisation<\/strong><\/span>
\nComp\u00e9tent en mati\u00e8re de normes<\/strong><\/span>
\nindustrielles<\/strong><\/span>
\nIWL ,,,<\/strong><\/span>
\nInstitute Warranty Limits or :<\/strong><\/span>
\nInstitute Warranties – Geographical<\/strong><\/span>
\nand Chronogical provisions<\/strong><\/span>
\nLimites g\u00e9ographiques et de dates des zones<\/strong><\/span>
\nde navigation permises aux navires sans<\/strong><\/span>
\nsurprime d’assurance<\/strong><\/span>
\nSuch limits indicate when \/ where vessels<\/strong><\/span>
\ncan trade with\/without paying an extra<\/strong><\/span>
\ninsurance premium for navigational risk<\/strong><\/span>
\nJ haut de page \/ top of page<\/strong><\/span>
\nK haut de page \/ top of page<\/strong><\/span>
\nSIGLE \/<\/strong><\/span>
\nACRONYM<\/strong><\/span>
\nFran\u00e7ais English COMMENTAIRE \/ COMMENT<\/strong><\/span>
\nKN, KNT, KT Noeud Knot<\/strong><\/span>
\nUnit\u00e9 de vitesse des Navires IKn = 1 mille (1852 m) par heure 1 mille = 1′ du grand arc<\/strong><\/span>
\nterrestre<\/strong><\/span>
\nUnit of speed for Vessels 1kn = 1 mile (1852 m) per hour 1 mile = 1′ of the great circle of the<\/strong><\/span>
\nearth<\/strong><\/span>
\nL haut de page \/ top of page<\/strong><\/span>
\nL\/D<\/strong><\/span>
\nChargement \/<\/strong><\/span>
\nD\u00e9chargement<\/strong><\/span>
\nLoading \/<\/strong><\/span>
\nDischarging<\/strong><\/span>
\nLAYCAN, L\/C<\/strong><\/span>
\nPlanche ou jours de<\/strong><\/span>
\nplanche\/date de<\/strong><\/span>
\nr\u00e9siliation<\/strong><\/span>
\nLaydays \/<\/strong><\/span>
\nCancelling<\/strong><\/span>
\n(date)<\/strong><\/span>
\nLBP \/ LBPP \/<\/strong><\/span>
\nLPP<\/strong><\/span>
\nLongueur entre<\/strong><\/span>
\nperpendiculaires (du<\/strong><\/span>
\nNavire)<\/strong><\/span>
\nLength<\/strong><\/span>
\nBetween<\/strong><\/span>
\nPerpendiculars<\/strong><\/span>
\nLC , L\/C, LOC<\/strong><\/span>
\nLettre (ou ouverture) de<\/strong><\/span>
\ncr\u00e9dit<\/strong><\/span>
\nLetter of<\/strong><\/span>
\nCredit<\/strong><\/span>
\nConcerne la vente de la marchandise, rarement le fret<\/strong><\/span>
\nConcerns the sale of the cargo, rarely the freight.<\/strong><\/span>
\nLDG Chargement Loading<\/strong><\/span>
\nLH, SH 2\u00e8me moiti\u00e9 (Quinzaine)<\/strong><\/span>
\nLast Half (of<\/strong><\/span>
\na month)<\/strong><\/span>
\nLKFTH,<\/strong><\/span>
\nLAKER<\/strong><\/span>
\n(Navire) apte \u00e0 transiter<\/strong><\/span>
\npar la voie maritime du St<\/strong><\/span>
\nLaurent (St Lawrence<\/strong><\/span>
\nSeaway)<\/strong><\/span>
\nLake Fitted<\/strong><\/span>
\n(Vessel)<\/strong><\/span>
\nLargeur maxi requise : 22,86 m (75 pieds) avec tol\u00e9rance \u00e0 23 m<\/strong><\/span>
\nLongueur maxi : 222,50 m-Tol\u00e9rance : 225,50 sous conditions. NB. :<\/strong><\/span>
\nTirant d’eau habituellement autoris\u00e9 : 26 pieds en eau douce, soit<\/strong><\/span>
\n7,925 m\u00e8tres<\/strong><\/span>
\nVessel suitable for the St Lawrence Seaway Maximum breadth :<\/strong><\/span>
\n22,86 m (75 feet) with an allowance up to 23 m NB. Draft currently<\/strong><\/span>
\nauthorized : 26 feet in fresh water, i.e. 7,925 metres<\/strong><\/span>
\nLMDF Diesel Oil marin<\/strong><\/span>
\nLight Marine<\/strong><\/span>
\nDiesel Fuel<\/strong><\/span>
\nDistillat de p\u00e9trole produit par les raffineries fran\u00e7aises, tr\u00e8s<\/strong><\/span>
\nproche du GO – Utilisation comme DO ou GO<\/strong><\/span>
\nFrench qualification for a petroleum distillate, very close to GO<\/strong><\/span>
\nUsed as DO or GO<\/strong><\/span>
\nLNG Gaz Naturel Liqu\u00e9fi\u00e9<\/strong><\/span>
\nLiquified<\/strong><\/span>
\nNatural Gas<\/strong><\/span>
\nLOA<\/strong><\/span>
\nLongueur hors tout (du<\/strong><\/span>
\nNavire)<\/strong><\/span>
\nLength<\/strong><\/span>
\nOverall<\/strong><\/span>
\nLPG Gaz de P\u00e9trole Liqu\u00e9fi\u00e9<\/strong><\/span>
\nLiquified<\/strong><\/span>
\nPetroleum Gas<\/strong><\/span>
\nLS, L\/S Fret en travers (forfait) Lumpsum<\/strong><\/span>
\nLT Tonne longue (anglaise) Long Ton<\/strong><\/span>
\n2240 Livres (Lbs) soit 1016,048 Kg, g\u00e9n\u00e9ralement admise pour 1016<\/strong><\/span>
\nKg<\/strong><\/span>
\n2240 Lbs, i.e. 1016,048 Kg, currently admitted as 1016 Kg<\/strong><\/span>
\nLW Poids \u00e0 l\u00e8ge Light Weight<\/strong><\/span>
\nPoids du navire vide ce cargaison et de combustible<\/strong><\/span>
\nSee also ST (Spring Tide)<\/strong><\/span>
\nLW Mar\u00e9e basse Low Water Voir aussi ST (Spring Tide)<\/strong><\/span>
\nM haut de page \/ top of page<\/strong><\/span>
\nSIGLE \/<\/strong><\/span>
\nACRONYM<\/strong><\/span>
\nFran\u00e7ais English COMMENTAIRE \/ COMMENT<\/strong><\/span>
\nMDO Diesel Oil Marine Diesel Oil<\/strong><\/span>
\nCombustible p\u00e9trolier utilis\u00e9 dans les moteurs de faible<\/strong><\/span>
\npuissance(auxiliaires, etc.) Rarement un distillat de p\u00e9trole (voir LMDF)<\/strong><\/span>
\nG\u00e9n\u00e9ralement un m\u00e9lange GO + HVF<\/strong><\/span>
\nOil fuel used in engines of moderate power (auxiliaries, etc…) Rarely a<\/strong><\/span>
\npetroleum distillate and generally a mixture of GO + HVF<\/strong><\/span>
\nMINMAX Minimum \/ Maximum<\/strong><\/span>
\nMinimum \/<\/strong><\/span>
\nMaximum<\/strong><\/span>
\nPr\u00e9cise la quantit\u00e9 exacte que le navire s’engage \u00e0 charger et que<\/strong><\/span>
\nl’affr\u00e9teur s’engage \u00e0 fournir<\/strong><\/span>
\nThe exact quantity of cargo that vessel undertakes to load and that<\/strong><\/span>
\nCharterers undertake to ship<\/strong><\/span>
\nMOA Protocole d’accord<\/strong><\/span>
\nMemorandum of<\/strong><\/span>
\nagreement<\/strong><\/span>
\nContrat de vente d’un Navire<\/strong><\/span>
\nSale contract of a vessel<\/strong><\/span>
\nMOL Plus ou moins More or Less<\/strong><\/span>
\nMarque une marge de tol\u00e9rance<\/strong><\/span>
\nRelates to a margin at the option of either party<\/strong><\/span>
\nMOLOO<\/strong><\/span>
\nPlus ou moins, \u00e0<\/strong><\/span>
\nl’option des<\/strong><\/span>
\nArmateurs<\/strong><\/span>
\nMore or less at<\/strong><\/span>
\nOwners’ option<\/strong><\/span>
\nMarque une marge de tol\u00e9rance \u00e0 l’avantage des Armateurs – Par<\/strong><\/span>
\nexemple 5 % +\/- sur la quantit\u00e9 de cargaison<\/strong><\/span>
\ns to a margin at the option of the Owners, f.i. +\/- 5% on the quantity of<\/strong><\/span>
\ncargo<\/strong><\/span>
\nMS, M\/S Bateau \u00e0 moteur Motor Ship<\/strong><\/span>
\nM, M\/T Tonne m\u00e9trique Metric Ton<\/strong><\/span>
\nMT, M\/T P\u00e9trolier \u00e0 moteur Motor Tanker<\/strong><\/span>
\nMV, M\/V Navire \u00e0 moteur Motor Vessel<\/strong><\/span>
\nN haut de page \/ top of page<\/strong><\/span>
\nNAABSA<\/strong><\/span>
\nPas toujours \u00e0 flot mais \u00e9chou\u00e9<\/strong><\/span>
\nen s\u00e9curit\u00e9<\/strong><\/span>
\nNot Always Afloat But<\/strong><\/span>
\nSafely Aground<\/strong><\/span>
\nS’emploie \u00e0 propos des ports ou bassins de mar\u00e9e (non<\/strong><\/span>
\nprot\u00e9g\u00e9s par une \u00e9cluse) lorsque les navires s’y \u00e9chouent<\/strong><\/span>
\nsur un bon fond \u00e0 mar\u00e9e basse<\/strong><\/span>
\nUsed about tidal ports, when vessels are lying aground on a<\/strong><\/span>
\nfair bottom, at low tide<\/strong><\/span>
\nNB,<\/strong><\/span>
\nNBDG Navire Neuf Newbuilding<\/strong><\/span>
\nNHC<\/strong><\/span>
\nP\u00e9trole brut ne n\u00e9cessitant pas<\/strong><\/span>
\nde r\u00e9chauffage<\/strong><\/span>
\nNo Heat Crude<\/strong><\/span>
\nCrude oil not requiring any heating on board<\/strong><\/span>
\nNOR<\/strong><\/span>
\nNotification de ” Pr\u00eat \u00e0<\/strong><\/span>
\ncharger\/d\u00e9charger”<\/strong><\/span>
\nNotice Of Readiness<\/strong><\/span>
\nLa “Notice” doit \u00eatre port\u00e9e et doit \u00eatre \u00e9crite (lettre,<\/strong><\/span>
\nt\u00e9lex, t\u00e9l\u00e9fax, radio, etc…)<\/strong><\/span>
\nBy custom, the NOR must be in writing (letter, telex, radio<\/strong><\/span>
\nmessage, etc…) and must be delivered at the office of the<\/strong><\/span>
\naddressee<\/strong><\/span>
\nNRT Jauge nette<\/strong><\/span>
\nNet Registered<\/strong><\/span>
\nTonnage<\/strong><\/span>
\nVolume de la coque, amput\u00e9 des espaces occup\u00e9s par la<\/strong><\/span>
\nmachine, les cabines et les soutes, en “tonneaux” de 100<\/strong><\/span>
\npieds cubes (2,8317 m3)<\/strong><\/span>
\nVolume of the hull less space occupied by machinery, cabins<\/strong><\/span>
\nand bunkers, in units of 100 Cbf (2,8317 Cbm)<\/strong><\/span>
\nNT, ONT Mar\u00e9e de Morte Eau (Ordinaire) (Ordinary) Neap Tide<\/strong><\/span>
\nHWONT d\u00e9crit la hauteur d’eau disponible \u00e0 mar\u00e9e haute<\/strong><\/span>
\n(HW) en morte eau ordinaire<\/strong><\/span>
\nNT describes the draft available at high water (HW) in an<\/strong><\/span>
\naverage neap tide<\/strong><\/span>
\nNWS New World Scale<\/strong><\/span>
\nBar\u00e8me de r\u00e9f\u00e9rence<\/strong><\/span>
\ndes frets p\u00e9troliers<\/strong><\/span>
\npubli\u00e9 par l’organisme ” Worldscale”<\/strong><\/span>
\nSchedule of tanker freights published by “Worldscale” and<\/strong><\/span>
\nused as a reference<\/strong><\/span>
\nNYPE<\/strong><\/span>
\nBourse de Commerce de New<\/strong><\/span>
\nYork (N’existe plus) – Chartepartie<\/strong><\/span>
\n\u00e0 temps<\/strong><\/span>
\nNew York Produce<\/strong><\/span>
\nExchange (Time<\/strong><\/span>
\nCharterparty)<\/strong><\/span>
\nNYPE n’est utilis\u00e9 que pour identifier la charte \u00e0 temps<\/strong><\/span>
\n\u00e9mise \u00e0 l’origine par le New York Produce Exchange – qui<\/strong><\/span>
\nn’existe plus – et reprise par ASBA (Association of<\/strong><\/span>
\nShipbrokers and Agents, New-York)<\/strong><\/span>
\nNYPE is mostly used as a reference to the T\/C originally<\/strong><\/span>
\nissued by the New York Produce Exchange, and later on<\/strong><\/span>
\ntaken over by ASBA (Association of Ship Brokers &<\/strong><\/span>
\nAgents, New York)<\/strong><\/span>
\nO haut de page \/ top of page<\/strong><\/span>
\nSIGLE \/<\/strong><\/span>
\nACRONYM<\/strong><\/span>
\nFran\u00e7ais English COMMENTAIRE \/ COMMENT<\/strong><\/span>
\nO\/O P\u00e9trolier min\u00e9ralier<\/strong><\/span>
\nOre \/ Oil (carrier) ou<\/strong><\/span>
\nOre\/Oiler<\/strong><\/span>
\nNavire \u00e0 cales centrales et citernes lat\u00e9rales<\/strong><\/span>
\nside tanks for bulk oil<\/strong><\/span>
\nOBO<\/strong><\/span>
\nP\u00e9trolier Vracquier<\/strong><\/span>
\nMin\u00e9ralier<\/strong><\/span>
\nOre Bulk Oil (Vessel)<\/strong><\/span>
\nNavire dont les cales sont valentes (cargaisons liquides ou<\/strong><\/span>
\nsolides)<\/strong><\/span>
\nel built so as to carry alternatively oil and dry bulk cargoes in<\/strong><\/span>
\nthe same cargo compartments<\/strong><\/span>
\nOBQ Quantit\u00e9s \u00e0 bord On Board Quantities<\/strong><\/span>
\nS’emploie \u00e0 propos des combustibles de soute \u00e0 bord au d\u00e9but<\/strong><\/span>
\ndu voyage, avant chargement<\/strong><\/span>
\nOO<\/strong><\/span>
\n(\u00e0) l’option des<\/strong><\/span>
\nArmateurs<\/strong><\/span>
\n(at) Owners’ Option<\/strong><\/span>
\nOT, O\/T Heures suppl\u00e9mentaires Overtime<\/strong><\/span>
\nPrincipalement employ\u00e9 pour affecter les frais du travail<\/strong><\/span>
\nsuppl\u00e9mentaire \u00e0 l’une ou l’autre des parties<\/strong><\/span>
\nMainly used to place the expense of overtime work on to either<\/strong><\/span>
\nparty<\/strong><\/span>
\nP haut de page \/ top of page<\/strong><\/span>
\nP & C, P<\/strong><\/span>
\nand C<\/strong><\/span>
\nPersonnel et<\/strong><\/span>
\nConfidentiel<\/strong><\/span>
\nPrivate and<\/strong><\/span>
\nConfidential<\/strong><\/span>
\nPANDI,<\/strong><\/span>
\nP + I<\/strong><\/span>
\nClub de<\/strong><\/span>
\nProtection<\/strong><\/span>
\nP. and I. Club<\/strong><\/span>
\n(Protection and<\/strong><\/span>
\nIndemnity)<\/strong><\/span>
\nAssurance Mutuelle qui couvre les risques professionnels du transporteur, de<\/strong><\/span>
\nl’affr\u00e9teur, etc…<\/strong><\/span>
\nMutual Insurance Organization covering the professional risks of the Shipowners,<\/strong><\/span>
\nthe Charterers, …<\/strong><\/span>
\nPCT Pour cent Per Cent<\/strong><\/span>
\nPLS,<\/strong><\/span>
\nPLSE S’il vous pla\u00eet … Please …<\/strong><\/span>
\nPNX<\/strong><\/span>
\n(navire)<\/strong><\/span>
\nPanamax<\/strong><\/span>
\nPanamax (vessel)<\/strong><\/span>
\nNavire respectant le gabarit du canal de Panama 1. L.O.A. 273,30 m. pour cargos \/<\/strong><\/span>
\n289,50 m. pour porte-conteneurs\/paquebots 2. largeur : 32,30 m – D\u00e9rogation<\/strong><\/span>
\npossible jusqu’\u00e0 36,61 m si T.E. \u00e9gal ou inf\u00e9rieur \u00e0 11,28 m\u00e8tres. 3. Tirant d’eau<\/strong><\/span>
\nnormal 12,04 m\u00e8tres<\/strong><\/span>
\nVessel within the physical limits of the Panama Canal LO.A. 274,30 metres for<\/strong><\/span>
\ncargo ships\/ 289,50 metres for container or passengers ships Beam 32,30<\/strong><\/span>
\nmetres, with a possible extension when draft is maximum 11,28 metres, Draft :<\/strong><\/span>
\n12,04 metres (in normal circumstances)<\/strong><\/span>
\nPP, PPD Pay\u00e9 d’avance Prepaid<\/strong><\/span>
\nC. \u00e0 d. fret \u00e0 l’embarquement (acquis \u00e0 tout \u00e9v\u00e9nement)<\/strong><\/span>
\nApplies to a freight payable upon shipment of the cargo (Implies that it is non<\/strong><\/span>
\nreturnable)<\/strong><\/span>
\nPPS<\/strong><\/span>
\n(toutes)<\/strong><\/span>
\nOp\u00e9rations<\/strong><\/span>
\n(All) Purposes<\/strong><\/span>
\nComme AP (All Purposes) : temps total allou\u00e9 pour l’ensemble chargement et<\/strong><\/span>
\nd\u00e9chargement<\/strong><\/span>
\nSame as AP : Total laytime allowed for both loading and discharging operations<\/strong><\/span>
\nPPT<\/strong><\/span>
\nPrompt \/ \u00e0 date<\/strong><\/span>
\nrapproch\u00e9e<\/strong><\/span>
\nPrompt<\/strong><\/span>
\nPT Par Tonne Per Ton<\/strong><\/span>
\nS’emploie le plus souvent pour d\u00e9finir le coefficient d’arrimage (SF) d’une<\/strong><\/span>
\nmarchandise, exprim\u00e9 en cbf ou cbm par Tonne<\/strong><\/span>
\nPT Port Port<\/strong><\/span>
\nMostly used to indicate the stowage factor (SF) of a cargo ; expressed in cbf or<\/strong><\/span>
\ncbm per Ton.<\/strong><\/span>
\nQ haut de page \/ top of page<\/strong><\/span>
\nR haut de page \/ top of page<\/strong><\/span>
\nSIGLE \/<\/strong><\/span>
\nACRONYM<\/strong><\/span>
\nFran\u00e7ais English COMMENTAIRE \/ COMMENT<\/strong><\/span>
\nRE, REF Par r\u00e9f\u00e9rence \u00e0 …<\/strong><\/span>
\nReference\/Referring<\/strong><\/span>
\nto …<\/strong><\/span>
\nREDEL,<\/strong><\/span>
\nREDELY Restitution Redelivery<\/strong><\/span>
\nS’emploie sous C\/P \u00e0 temps. Le mauvais mot “red\u00e9livraison” est<\/strong><\/span>
\nsouvent utilis\u00e9 en France<\/strong><\/span>
\nUsed under Time Charterparty<\/strong><\/span>
\nREV (Planche) Reversible Reversible (laydays)<\/strong><\/span>
\nEn tel cas les Affr\u00e9teurs peuvent compenser les d\u00e9comptes de temps<\/strong><\/span>
\ndu chargement et du d\u00e9chargement (temps perdu amput\u00e9 du temps<\/strong><\/span>
\ngagn\u00e9, ou vice-versa).<\/strong><\/span>
\nThis stipulation allows the Charterers to average the time lost at one<\/strong><\/span>
\nend with the time gained at the other. Separate accounts must be<\/strong><\/span>
\ndrawn up before averaging.<\/strong><\/span>
\nRGE Rang\u00e9e (de ports) Range<\/strong><\/span>
\nExemple : H\/H range, soit rang\u00e9e Havre\/Hambourg<\/strong><\/span>
\nexample : H\/H range – i.e. Havre \/ Hamburg<\/strong><\/span>
\nROB Restant \u00e0 Bord Remaining On Board<\/strong><\/span>
\nS’emploie \u00e0 propos des combustibles de soute ou pour la partie<\/strong><\/span>
\nimpompable des cargaisons de p\u00e9trole, apr\u00e8s d\u00e9chargement,s’emploie<\/strong><\/span>
\naussi comme OBQ<\/strong><\/span>
\nUsed about the bunker fuel in any vessel or about the unpumpable<\/strong><\/span>
\npart of the cargo in a tanker<\/strong><\/span>
\nRORO Navire roulier<\/strong><\/span>
\nRoll-On Roll-Off<\/strong><\/span>
\n(Vessel)<\/strong><\/span>
\nRPM<\/strong><\/span>
\n(REVS) Tours\/Minute<\/strong><\/span>
\nRevolutions per<\/strong><\/span>
\nMinute<\/strong><\/span>
\nIndique le r\u00e9gime d’un moteur<\/strong><\/span>
\nRPT (nous) r\u00e9p\u00e9tons … Repeat …<\/strong><\/span>
\nRV, R\/V<\/strong><\/span>
\nVoyage circulaire ou<\/strong><\/span>
\nAller et retour<\/strong><\/span>
\nRound Voyage<\/strong><\/span>
\nTARV = Transatlantic round voyage (en C\/P \u00e0 temps)<\/strong><\/span>
\nUsed in Time Charterparty – Can be made more accurate , f.i. TARV =<\/strong><\/span>
\nTransatlantic round voyage<\/strong><\/span>
\nS haut de page \/ top of page<\/strong><\/span>
\nSIGLE \/<\/strong><\/span>
\nACRONYM<\/strong><\/span>
\nFran\u00e7ais English COMMENTAIRE \/ COMMENT<\/strong><\/span>
\nSATAFEX \/<\/strong><\/span>
\nSPMX<\/strong><\/span>
\nSamedi apr\u00e8s 12h00<\/strong><\/span>
\nexcept\u00e9<\/strong><\/span>
\nSaturday After noon (P.M.)<\/strong><\/span>
\nExcepted<\/strong><\/span>
\nSATPMSHEX<\/strong><\/span>
\nSamedi apr\u00e8s-midi,<\/strong><\/span>
\ndimanches et jours<\/strong><\/span>
\nf\u00e9ri\u00e9s except\u00e9s<\/strong><\/span>
\nSaturday P.M., Sundays and<\/strong><\/span>
\nHolidays Excepted<\/strong><\/span>
\nSB \/ SBBE<\/strong><\/span>
\nPoste s\u00fbr (aux deux<\/strong><\/span>
\nbouts)<\/strong><\/span>
\nSafe Berth (at Both Ends)<\/strong><\/span>
\nO\u00f9 le navire peut acc\u00e9der et s\u00e9journer sans courir de<\/strong><\/span>
\ndanger, sauf circonstances exceptionnelles<\/strong><\/span>
\nThe legal definition exists in the ” Eastern City ” case,<\/strong><\/span>
\nfairly well reproduced in the Charterparty Laytime<\/strong><\/span>
\nDefinitions<\/strong><\/span>
\nSBM<\/strong><\/span>
\nAmarrage sur une<\/strong><\/span>
\nbou\u00e9e<\/strong><\/span>
\nSingle Buoy Mooring<\/strong><\/span>
\nEmploi exclusivement dans le trafic p\u00e9trolier<\/strong><\/span>
\nUsed in tanker trade only<\/strong><\/span>
\nSBM Tourteaux de soja Soyabean meal<\/strong><\/span>
\nSBT<\/strong><\/span>
\nBallasts s\u00e9par\u00e9s (des<\/strong><\/span>
\nciternes \u00e0 cargaison)<\/strong><\/span>
\nSegregated Ballast Tank<\/strong><\/span>
\nS’emploie uniquement pour les navires citernes<\/strong><\/span>
\nUsed in tanker trade only<\/strong><\/span>
\nSF Coefficient d’arrimage Stowage Factor<\/strong><\/span>
\nEncombrement de la marchandise log\u00e9e en cales,<\/strong><\/span>
\nexprim\u00e9 en cbf ou cbm par Tonne (Ex. SF = 50 cbf p.T.).<\/strong><\/span>
\nCe coefficient varie en plus \u00e0 raison de pertes<\/strong><\/span>
\nd’arrimage, ou en moins \u00e0 raison du tassement de la<\/strong><\/span>
\ncargaison en cales. Il d\u00e9pend, donc, du type de navire.<\/strong><\/span>
\nActual volume occupied by one ton of the cargo in the<\/strong><\/span>
\nholds of the considered vessel.Ex. SF = 50 Cbf \/Ton<\/strong><\/span>
\nRemark : often differs definitely from the density of<\/strong><\/span>
\nthe cargo measured ashore due to a ” stowage loss “.<\/strong><\/span>
\nSHEX<\/strong><\/span>
\nDimanches et jours<\/strong><\/span>
\nf\u00e9ri\u00e9s except\u00e9s<\/strong><\/span>
\nSundays and Holidays<\/strong><\/span>
\nExcepted<\/strong><\/span>
\nSHINC<\/strong><\/span>
\nDimanches et jours<\/strong><\/span>
\nf\u00e9ri\u00e9s inclus<\/strong><\/span>
\nSundays and Holidays Included<\/strong><\/span>
\nSOF Rapport d’escale Statement Of Facts<\/strong><\/span>
\nCe rapport doit consigner tous les faits et doit \u00eatre<\/strong><\/span>
\nsign\u00e9 du Capitaine, de l’agent et de l’affr\u00e9teur ou de<\/strong><\/span>
\nses repr\u00e9sentants.<\/strong><\/span>
\nTo be fully valid SOF must be signed by the Master,<\/strong><\/span>
\nthe Agent and the Charterers or their representatives<\/strong><\/span>
\nSOLAS<\/strong><\/span>
\nConvention<\/strong><\/span>
\nInternationale sur la<\/strong><\/span>
\nSauvegarde de la Vie<\/strong><\/span>
\nHumaine en Mer.<\/strong><\/span>
\nSafety Of Life At Sea<\/strong><\/span>
\nConvention<\/strong><\/span>
\ncf. : IMO (ex. IMCO)<\/strong><\/span>
\nSee IMO<\/strong><\/span>
\nSP Port s\u00fbr Safe Port<\/strong><\/span>
\nO\u00f9 le navire peut acc\u00e9der et s\u00e9journer sans courir de<\/strong><\/span>
\ndanger sauf circonstances exceptionnelles<\/strong><\/span>
\nSee SB<\/strong><\/span>
\nSS Bateau \u00e0 vapeur Steamship<\/strong><\/span>
\nMode de propulsion p\u00e9rim\u00e9. Seule survivance : les<\/strong><\/span>
\nturbines \u00e0 vapeur pour tr\u00e8s gros navires<\/strong><\/span>
\nSSHEX<\/strong><\/span>
\nSamedis, dimanches et<\/strong><\/span>
\njours f\u00e9ri\u00e9s except\u00e9s<\/strong><\/span>
\nSaturdays Sundays and<\/strong><\/span>
\nHolidays excepted<\/strong><\/span>
\nSSW<\/strong><\/span>
\nEn eau sal\u00e9e au francbord<\/strong><\/span>
\nd’\u00e9t\u00e9<\/strong><\/span>
\nSummer (free board in) Salt<\/strong><\/span>
\nWater<\/strong><\/span>
\nCaract\u00e9rise le tirant d’eau \/ le DW des navires :<\/strong><\/span>
\nDWSSW<\/strong><\/span>
\nUsed in conjunction with the description of the<\/strong><\/span>
\ndeadweight of the vessel<\/strong><\/span>
\nST<\/strong><\/span>
\n(Navire) auto-arrimeur.<\/strong><\/span>
\nVracquier autoarrimeur<\/strong><\/span>
\nSelf-Trimmer, Self-Trimming,<\/strong><\/span>
\nSelf-Trimming Bulk Carrier<\/strong><\/span>
\nNavire ayant peu de “dessous”. Le plus souvent :<\/strong><\/span>
\nvracquier \u00e0 cales de section octogonale soit STBC<\/strong><\/span>
\nDescribe a Vessel with restricted spaces outside the<\/strong><\/span>
\nsquare of hatches (requires no trimming of the cargo<\/strong><\/span>
\nonce dumped in the holds).<\/strong><\/span>
\nST, OST<\/strong><\/span>
\nMar\u00e9e de vive eau,<\/strong><\/span>
\nordinaire<\/strong><\/span>
\nSpring Tide, Ordinary Spring<\/strong><\/span>
\nTide<\/strong><\/span>
\nLWOST d\u00e9crit la hauteur d’eau disponible \u00e0 mar\u00e9e<\/strong><\/span>
\nbasse en vive eau ordinaire. Important pour les bassins<\/strong><\/span>
\nde mar\u00e9e<\/strong><\/span>
\nLWOST describes the draft available at low tide in an<\/strong><\/span>
\naverage spring water. Important to know for tidal ports<\/strong><\/span>
\nSTBC Self-Trimming Bulk Carrier<\/strong><\/span>
\nThe same with octogonal shaped holds (upper and lower<\/strong><\/span>
\nside tanks)<\/strong><\/span>
\nSTEM,<\/strong><\/span>
\nSUBSTEM Sujet ” stem “<\/strong><\/span>
\nSubject to Enough<\/strong><\/span>
\nMerchandise (doubtful origin)<\/strong><\/span>
\nbetter : Subject to Shippers’<\/strong><\/span>
\nagreement on quantity and<\/strong><\/span>
\ndates of shipment<\/strong><\/span>
\nStem est devenu un substantif qui signifie l’accord du<\/strong><\/span>
\nchargeur sur les dates et la quantit\u00e9 du chargement<\/strong><\/span>
\nSUB Sujet \u00e0 … Subject …<\/strong><\/span>
\nEx. : SUBDETAILS : sujet accord mutuel sur les d\u00e9tails<\/strong><\/span>
\ndu contrat<\/strong><\/span>
\nSUBDETAILS requires a mutual agreement on all minor<\/strong><\/span>
\nclauses in the contract<\/strong><\/span>
\nSUB (Navire) substitut Substitute (Vessel)<\/strong><\/span>
\nEx. : MV ” X ” OR SUB . Expression peu claire qui<\/strong><\/span>
\ndemande \u00e0 \u00eatre pr\u00e9cis\u00e9e (option ou obligation ?)<\/strong><\/span>
\nEx. : MV ” X ” OR SUB – Ambiguous expression which<\/strong><\/span>
\nrequires clarification. If not, is it an option or an<\/strong><\/span>
\nobligation ?<\/strong><\/span>
\nSW Eau sal\u00e9e Salt Water<\/strong><\/span>
\nDensit\u00e9 variable – en g\u00e9n\u00e9ral env. 1,025<\/strong><\/span>
\nNot a fixed density – In general about 1,025<\/strong><\/span>
\nSWAD<\/strong><\/span>
\nTirant d’eau (maximum)<\/strong><\/span>
\ndu Navire \u00e0 son arriv\u00e9e,<\/strong><\/span>
\nen eau sal\u00e9e<\/strong><\/span>
\n(Maximum) Salt Water Arrival<\/strong><\/span>
\nDraft<\/strong><\/span>
\nApplies to the vessel<\/strong><\/span>
\nT haut de page \/ top of page<\/strong><\/span>
\nSIGLE \/<\/strong><\/span>
\nACRONYM<\/strong><\/span>
\nFran\u00e7ais English COMMENTAIRE \/ COMMENT<\/strong><\/span>
\nTARV<\/strong><\/span>
\nVoyage transatlantique<\/strong><\/span>
\naller et retour<\/strong><\/span>
\nTransAtlantic Round Voyage<\/strong><\/span>
\nQualifie un emploi sous charte \u00e0 temps<\/strong><\/span>
\nSpecifies the trade under a T\/C<\/strong><\/span>
\nTBN A d\u00e9signer To Be Nominated, To be Named<\/strong><\/span>
\nSe dit \u00e0 propos du Navire, du Port …<\/strong><\/span>
\nUsed about the date of loading or delivery of the<\/strong><\/span>
\nvessel<\/strong><\/span>
\nTBN<\/strong><\/span>
\nMarge entre deux dates<\/strong><\/span>
\n\u00e0 raccourcir<\/strong><\/span>
\nTo Be Narrowed<\/strong><\/span>
\nSe dit uniquement \u00e0 propos des dates de chargement<\/strong><\/span>
\n– pas de risque de confusion avec le TBN pr\u00e9c\u00e9dent<\/strong><\/span>
\nUsed about the vessel, or the port, …<\/strong><\/span>
\nTBR \u00e0 renommer To Be Renamed<\/strong><\/span>
\nSe dit d’un navire affr\u00e9t\u00e9 ou vendu avant changement<\/strong><\/span>
\nde nom.<\/strong><\/span>
\nUsed about vessel chartered or sold before changing<\/strong><\/span>
\nher name<\/strong><\/span>
\nTC, T\/C Charte \u00e0 temps Timecharter<\/strong><\/span>
\nTCT<\/strong><\/span>
\nVoyage sous charte \u00e0<\/strong><\/span>
\ntemps<\/strong><\/span>
\nTimecharter Trip<\/strong><\/span>
\nTHW<\/strong><\/span>
\nTonne(s) de port en<\/strong><\/span>
\nlourd<\/strong><\/span>
\nTon(s) Deadweight<\/strong><\/span>
\nTEU<\/strong><\/span>
\nEVP (Equivalent Vingt<\/strong><\/span>
\nPieds)<\/strong><\/span>
\nTwenty Foot Equivalent Unit<\/strong><\/span>
\nNorme ISO des conteneurs 20’x8’x8’6″<\/strong><\/span>
\nISO standards for containers of 20’x8’x8’6″<\/strong><\/span>
\nTIP<\/strong><\/span>
\nEmbarquement du pilote<\/strong><\/span>
\nd’entr\u00e9e<\/strong><\/span>
\nTaking Inward Pilot<\/strong><\/span>
\nS’emploie pour situer le lieu et le moment de livraison<\/strong><\/span>
\nd’un navire sous C\/P \u00e0 temps<\/strong><\/span>
\nUsed to specify the place and the time of the<\/strong><\/span>
\ndelivery of a vessel under T\/C<\/strong><\/span>
\nTOVALOP<\/strong><\/span>
\nTanker Owner’s Voluntary<\/strong><\/span>
\nAgreement of Liability for Oil<\/strong><\/span>
\nPollution<\/strong><\/span>
\nTPC Tonnes par cm Ton(s) per Centimetre<\/strong><\/span>
\nIndication du poids n\u00e9cessaire pour enfoncer le<\/strong><\/span>
\nNavire d’un centim\u00e8tre<\/strong><\/span>
\nWeight necessary to increase vessel’s draft by 1cm<\/strong><\/span>
\nTPI Tonnes par pouce Ton(s) per Inch<\/strong><\/span>
\nId. pour un pouce (2,5399 cm)<\/strong><\/span>
\nSame as above for 1 inch (2,5399 cm)<\/strong><\/span>
\nTS, T\/S Feuille de temps Timesheet<\/strong><\/span>
\nC. \u00e0 d. compte de surestaries\/despatch money \u00e9tabli<\/strong><\/span>
\nselon les donn\u00e9es du SOF<\/strong><\/span>
\nIts conclusion must be an account of time lost<\/strong><\/span>
\n(demurrage) or time saved (despatch-money)<\/strong><\/span>
\nTTL,<\/strong><\/span>
\nTOTCOM<\/strong><\/span>
\n(Commissions) totales Total (commissions) Ex. : 5PCT TTL<\/strong><\/span>
\nTVEL<\/strong><\/span>
\nTank vessel examination letter<\/strong><\/span>
\nUSCG compliance sertificate<\/strong><\/span>
\nU haut de page \/ top of page<\/strong><\/span>
\nULCC Super p\u00e9trolier Ultra Large Crude Carrier<\/strong><\/span>
\nNavire de plus de 300.000 T DW<\/strong><\/span>
\nTanker above 300.000 T DW<\/strong><\/span>
\nUSB<\/strong><\/span>
\nSauf si le navire accoste<\/strong><\/span>
\nplus t\u00f4t<\/strong><\/span>
\nUnless Sooner Berthed<\/strong><\/span>
\nSe dit \u00e0 propos de la franchise de temps accord\u00e9e<\/strong><\/span>
\naux Affr\u00e9teurs apr\u00e8s Notice, qui s’interrompt d\u00e8s<\/strong><\/span>
\nl’accostage<\/strong><\/span>
\nUsed about the freetime allowed to the Charterers<\/strong><\/span>
\nafter receipt of the NOR which ceases when the<\/strong><\/span>
\nvessel berthes.<\/strong><\/span>
\nUSD Dollar des USA US Dollar<\/strong><\/span>
\nUTC Universal Time<\/strong><\/span>
\nModern way to say ” GMT “<\/strong><\/span>
\nUU Sauf si utilis\u00e9(s) Unless Used<\/strong><\/span>
\nSe dit des p\u00e9riodes except\u00e9es du temps de planche<\/strong><\/span>
\n(y compris la franchise de temps apr\u00e8s notice) qui<\/strong><\/span>
\ncomptent si elles sont utilis\u00e9es. NB. : expression qui<\/strong><\/span>
\ndemande \u00e0 \u00eatre pr\u00e9cis\u00e9e par la mention que le temps<\/strong><\/span>
\neffectivement utilis\u00e9, seulement, compte – \u00e0 plein ou<\/strong><\/span>
\n\u00e0 moiti\u00e9, selon accord des parties.<\/strong><\/span>
\nUsed about time normally excepted from laytime<\/strong><\/span>
\nwhich shall count when used. It requires to be<\/strong><\/span>
\nclarified by a statement that only the time<\/strong><\/span>
\neffectively used thall count – in full or for half, as<\/strong><\/span>
\nagreed<\/strong><\/span>
\nV haut de page \/ top of page<\/strong><\/span>
\nSIGLE \/ ACRONYM Fran\u00e7ais English COMMENTAIRE \/ COMMENT<\/strong><\/span>
\nVLCC Grand p\u00e9trolier Very Large Crude Carrier<\/strong><\/span>
\nNavire de 180 \u00e0 299.000 T DW<\/strong><\/span>
\nTanker of 180 to 299.000 T DW<\/strong><\/span>
\nVOY Voyage Voyage<\/strong><\/span>
\nVSL Navire Vessel<\/strong><\/span>
\nW haut de page \/ top of page<\/strong><\/span>
\nSIGLE \/<\/strong><\/span>
\nACRONYM<\/strong><\/span>
\nFran\u00e7ais English COMMENTAIRE \/ COMMENT<\/strong><\/span>
\nW\/M<\/strong><\/span>
\nPoids ou volume, \u00e0 l’avantage du<\/strong><\/span>
\nNavire (en T.M. ou M3)<\/strong><\/span>
\nWeight of Measurement<\/strong><\/span>
\nS’emploie pour la taxation du fret<\/strong><\/span>
\nUsed about the assessment of the freight, per ton or<\/strong><\/span>
\nper cbm<\/strong><\/span>
\nWB Ballast ou lest liquide Water Ballast<\/strong><\/span>
\nWCCON<\/strong><\/span>
\nQue le Navire ait \u00e9t\u00e9 entr\u00e9 en<\/strong><\/span>
\nDouane ou non<\/strong><\/span>
\nWhether Custom<\/strong><\/span>
\nCleared Or Not<\/strong><\/span>
\ncf WECHON, WIBON, WIFPON, WIPON : Toutes ces<\/strong><\/span>
\nexpressions ont pour but de permettre la remise de la<\/strong><\/span>
\nNotice (NOR) et le d\u00e9but des staries lorsque le<\/strong><\/span>
\nposte\/port est encombr\u00e9. Leur interpr\u00e9tation n’est pas<\/strong><\/span>
\nuniforme \u00e0 travers le monde<\/strong><\/span>
\nAll these expressions have the purpose to allow the<\/strong><\/span>
\nremittance of the NOR when the berth \/ the port<\/strong><\/span>
\nis\/are congested.Their interpretation is not uniform all<\/strong><\/span>
\naround the world<\/strong><\/span>
\nWECHON<\/strong><\/span>
\nQue le Navire ait \u00e9t\u00e9 entr\u00e9 en<\/strong><\/span>
\nDouane ou non<\/strong><\/span>
\nWhether Entered at<\/strong><\/span>
\nCustom House Or Not<\/strong><\/span>
\nidem<\/strong><\/span>
\nidem<\/strong><\/span>
\nWIBON Que le navire soit \u00e0 poste ou non<\/strong><\/span>
\nWhether In Berth Or<\/strong><\/span>
\nNot<\/strong><\/span>
\nidem<\/strong><\/span>
\nidem<\/strong><\/span>
\nWIFPON<\/strong><\/span>
\nQue le navire ait re\u00e7u la libre<\/strong><\/span>
\npratique ou non<\/strong><\/span>
\nWhether In Free<\/strong><\/span>
\nPratique Or Not<\/strong><\/span>
\nidem<\/strong><\/span>
\nidem<\/strong><\/span>
\nWIPON Que le navire soit au port ou non<\/strong><\/span>
\nWhether In Port Or<\/strong><\/span>
\nNot<\/strong><\/span>
\nidem<\/strong><\/span>
\nidem<\/strong><\/span>
\nWLTHC<\/strong><\/span>
\n(Hauteur) du bord sup\u00e9rieur de<\/strong><\/span>
\nl’hiloire au dessus de la ligne de<\/strong><\/span>
\nflottaison du navire vide mais<\/strong><\/span>
\nballast\u00e9 \u00e0 plein<\/strong><\/span>
\n(Distance) Water Line \/<\/strong><\/span>
\nTop of Hatch Coaming<\/strong><\/span>
\nChiffre important pour s’assurer que le navire vide<\/strong><\/span>
\npasse sous l’appareil de manutention du port. La<\/strong><\/span>
\nhauteur indiqu\u00e9e doit concerner une cale en avant du<\/strong><\/span>
\ncentre de flottaison.<\/strong><\/span>
\nidem<\/strong><\/span>
\nWOG Sans garantie Without Guaranty Mais non sans responsabilit\u00e9 : la bonne foi est exig\u00e9e<\/strong><\/span>
\nWP Temps permettant Weather Permitting<\/strong><\/span>
\nSauf emp\u00eachement du travail en raison des conditions<\/strong><\/span>
\nm\u00e9t\u00e9orologiques<\/strong><\/span>
\nIt means that the laytime counts unless the weather<\/strong><\/span>
\nconditions actually prevent loading or discharging.<\/strong><\/span>
\nHowever this interpretation has been recently changed<\/strong><\/span>
\nby english judges and interpreted as WWD below<\/strong><\/span>
\nWT Ballasts lat\u00e9raux Wing Tanks<\/strong><\/span>
\nWVNS<\/strong><\/span>
\nConstitution des lots selon<\/strong><\/span>
\ncompartimentage du Navire<\/strong><\/span>
\nWithin Vessel’s Natural<\/strong><\/span>
\nSegregation<\/strong><\/span>
\nNe s’emploie que pour les p\u00e9troliers<\/strong><\/span>
\nWWD, WW<\/strong><\/span>
\nDay<\/strong><\/span>
\nJour ouvrable de temps<\/strong><\/span>
\ntravaillable<\/strong><\/span>
\nWeather Working Day<\/strong><\/span>
\nTemps signifie ici : conditions m\u00e9t\u00e9orologiques<\/strong><\/span>
\nMeans that the laytime counts unless the weather<\/strong><\/span>
\nconditions have or would have prevented loading or<\/strong><\/span>
\ndischarging whether the vessel is at work or not.<\/strong><\/span>
\nWWR Ou et quand le Navire est pr\u00eat When and Where Ready<\/strong><\/span>
\nS’emploie pour situer le lieu et le moment de livraison<\/strong><\/span>
\nd’un navire sous C\/P \u00e0 temps<\/strong><\/span>
\nUsed to specify the place and the time of the delivery<\/strong><\/span>
\nof the vessel under T\/C<\/strong><\/span>
\nWWWW<\/strong><\/span>
\nQue le navire soit \u00e0 poste ou non,<\/strong><\/span>
\nait re\u00e7u la libre pratique ou non,<\/strong><\/span>
\nsoit au port ou non, ait \u00e9t\u00e9 entr\u00e9<\/strong><\/span>
\nen douane ou non<\/strong><\/span>
\nWIBON+WIFPON+<\/strong><\/span>
\nWIPON+WECHON<\/strong><\/span>
\n(WCCON)<\/strong><\/span>
\nWhether the vessel is in berth or not, in free pratique<\/strong><\/span>
\nor not, in port or not, entered at custom house or not<\/strong><\/span>
\nX haut de page \/ top of page<\/strong><\/span>
\nSIGLE \/<\/strong><\/span>
\nACRONYM<\/strong><\/span>
\nFran\u00e7ais English COMMENTAIRE \/ COMMENT<\/strong><\/span>
\nX<\/strong><\/span>
\nDimanches et jours f\u00e9ri\u00e9s<\/strong><\/span>
\nexcept\u00e9s<\/strong><\/span>
\nRaccourci de SHEX (Sundays and Holidays<\/strong><\/span>
\nExcepted)<\/strong><\/span>
\nEx. : 12.000 X = 12.000 T\/Day<\/strong><\/span>
\nSHEX<\/strong><\/span>
\nY haut de page \/ top of page<\/strong><\/span>
\nSIGLE \/<\/strong><\/span>
\nACRONYM<\/strong><\/span>
\nFran\u00e7ais English COMMENTAIRE \/ COMMENT<\/strong><\/span>
\nY\/A<\/strong><\/span>
\nR\u00e8gles de York et<\/strong><\/span>
\nd’Anvers<\/strong><\/span>
\nYork Antwerp<\/strong><\/span>
\nRules<\/strong><\/span>
\nAccord international qui r\u00e9git l’avarie commune, publi\u00e9e par le CMI. La<\/strong><\/span>
\nConvention de 1974 a \u00e9t\u00e9 amend\u00e9e en 1990<\/strong><\/span>
\nZ haut de page \/ top of page<\/strong><\/span>
\nTANKER KISALTMALARI<\/strong><\/span>
\nA<\/strong><\/span>
\nAccommodation Ladder – A term applied to a portable flight of steps suspended over the side of a vessel<\/strong><\/span>
\nfrom a gangway to a point near the water, providing any easy means of access from a small boat.<\/strong><\/span>
\nAccommodation Ladders are usually supplied with two platforms, one at each end. Sometimes called<\/strong><\/span>
\ngangway ladder.<\/strong><\/span>
\nAdministration \u2013 The government of the state whose flag the ship in entitled to fly.<\/strong><\/span>
\nAdrift – Floating at random; not fastened by and kind of mooring; at the mercy of winds and currents; loose<\/strong><\/span>
\nfrom normal anchorage. A vessel is said to be adrift when she breaks away from her moorings, warfs, and<\/strong><\/span>
\nso on.<\/strong><\/span>
\nAft, After – Toward the stern or the back of the vessel. Between the stern and the midship section of the<\/strong><\/span>
\nvessel.<\/strong><\/span>
\nAfterbody – The section of the vessel aft of amidships.<\/strong><\/span>
\nAframax – A tanker of such size as to take commercial advantage under Worldscale (generally, tankers<\/strong><\/span>
\n80,000-119,000 DWT).<\/strong><\/span>
\nAgency Fee – A fee charged to the ship by the ship\u2019s agent, representing payment for services while the ship<\/strong><\/span>
\nwas in port. Sometimes called attendance fee.<\/strong><\/span>
\nAir Draft – The distance from the vessel\u2019s water line to the upper most point on the vessel, usually the top of a<\/strong><\/span>
\nmast or radar tower. When a vessel has to transit areas where there may be overhead obstructions (bridges,<\/strong><\/span>
\npower lines, cranes, loading arms, etc.) it is vital to know what its air draft (draught) will be at the time of<\/strong><\/span>
\ntransit. The air draft of a vessel will vary depending upon the draft of the vessel and its trim.<\/strong><\/span>
\nAloft – Above the deck.<\/strong><\/span>
\nAllowed Lay Time – The number of hours allowed for loading and discharging a cargo as stipulated in a<\/strong><\/span>
\nCharter Party.<\/strong><\/span>
\nAmerican Bureau of Shipping (ABS) – A Classification Society. Under the provisions of the U.S. Load-Line<\/strong><\/span>
\nActs – it has the authority to assign load lines to vessels registered in the U.S. and other countries.<\/strong><\/span>
\nAmidships (or \u2018Midships\u2019) – The middle portion of a vessel.<\/strong><\/span>
\nAPI – The American Petroleum Institute, founded in 1919, was the first oil trade association to include all<\/strong><\/span>
\nbranches of the petroleum industry.<\/strong><\/span>
\nAPI Gravity (Relative Density) – A means used by the petroleum industry to express the density of<\/strong><\/span>
\npetroleum liquids. API gravity is measured by a hydrometer instrument having a scale graduated in degrees<\/strong><\/span>
\nAPI.<\/strong><\/span>
\nArticles of Agreement – The Document containing all particulars relating to the terms of agreement between<\/strong><\/span>
\nthe Master of the vessel and the crew. Sometimes called ship\u2019s articles.<\/strong><\/span>
\nATRS – A standard of reference published by a group of American Tanker brokers and expressed in dollars<\/strong><\/span>
\nand cents for thousands of possible voyages. Commonly used for U.S. coastwise voyages.<\/strong><\/span>
\nB<\/strong><\/span>
\nBackhaul – A deviation to move cargo on the return leg of a voyage for the purpose of minimizing ballast<\/strong><\/span>
\nmileage and thereby reducing transportation cost. For example, N. Europe\/ E.Med.\/ USNH\/ Carib., versus N.<\/strong><\/span>
\nEurope.\/ Carib.<\/strong><\/span>
\nBallast – Seawater taken into a vessel\u2019s tanks in order to submerge the vessel to proper trim. Ballast can be<\/strong><\/span>
\ntaken into cargo tanks, double bottoms, fore and aft peak tanks and\/or segregated ballast tanks, (SBT).<\/strong><\/span>
\nClean – Term applied to the seawater used for ballast when it is not contaminated by any oil<\/strong><\/span>
\nand is carried in clean tanks.<\/strong><\/span>
\nDirty – Term applied to the sea water used for ballast when it is contaminated with the<\/strong><\/span>
\nremnants or residue left in cargo tanks that previously carried crude oil or heavy persistent<\/strong><\/span>
\nrefined oils.<\/strong><\/span>
\nPermanent – Ballast carried in ship\u2019s tanks that were designed to carry nothing else.<\/strong><\/span>
\nSegregated\/Dedicated – Ballast kept in tanks segregated from cargo pipes and tanks.<\/strong><\/span>
\nBallast Movement – A voyage or voyage leg made without any paying cargo in a vessel\u2019s tanks. To maintain<\/strong><\/span>
\nproper stability, trim, or draft, seawater is usually carried during such movements.<\/strong><\/span>
\nBallast Passage – The “ballast leg” of a voyage as differentiated from the “loaded leg.”<\/strong><\/span>
\nBallast Pump- A pump used for filling and emptying the ballast tank.<\/strong><\/span>
\nBallast Tanks – The tanks used to carry the vessel\u2019s ballast. They may be permanent, dedicated, or cargo<\/strong><\/span>
\ntanks.<\/strong><\/span>
\nBare Boat Charter – A Charter in which the bare ship is chartered without crew; the charterer, for a stipulated<\/strong><\/span>
\nsum taking over the vessel with a minimum of restrictions usually for 10 or more years. See Demise Charter.<\/strong><\/span>
\nBarge – Also lighter. A general name given to a flat-bottomed craft specially adopted for the transportation of<\/strong><\/span>
\nbulk cargoes.<\/strong><\/span>
\nBarrel – The standard unit of liquid volume in the petroleum industry. It is equal to 42 U.S. gallons.<\/strong><\/span>
\nBeam – The width of a ship. Also called its breadth.<\/strong><\/span>
\nBerth – Dockage space for vessel. Sleeping quarters. Also slang for having a crew position on the vessel<\/strong><\/span>
\nBilge – The lower internal part of the hull where the vertical sides meet the bottom. This term applies to both<\/strong><\/span>
\nthe inside and the outside of the hull. The internal space can be the lower part of a ship\u2019s hold or the engine<\/strong><\/span>
\nroom and serves as a drainage area where accumulated water can run into and be pumped from.<\/strong><\/span>
\nBill of Lading – A B\/L is the basic document between a shipper and a carrier and a shipper and consignee. It<\/strong><\/span>
\nrepresents the contract of carriage and defines the terms and conditions of carriage. It is the final receipt<\/strong><\/span>
\nfrom the carrier for the goods shown on it and for the condition of the goods. It describes the nature, quantity<\/strong><\/span>
\nand weight of the cargo carried. It is also the document of title of the goods shown.<\/strong><\/span>
\nBIMCO \u2013 Baltic and International Maritime Council<\/strong><\/span>
\nBitts – Cast steel heads serving as posts to which mooring lines and cables are secured on a ship.<\/strong><\/span>
\nBoilers – Steam generating units used aboard ship to provide steam for propulsion or for heating and other<\/strong><\/span>
\nauxiliary purposes.<\/strong><\/span>
\nBoiler Room – Compartment in which the ship\u2019s boilers are located.<\/strong><\/span>
\nBonded Bunkers – Ship\u2019s stores that can be delivered under special arrangement direct from a bonded<\/strong><\/span>
\nwarehouse to the vessel without payment of the custom duties.<\/strong><\/span>
\nBonded Stores – Ship\u2019s stores that can be delivered under special arrangements direct from a bonded<\/strong><\/span>
\nwarehouse to the vessel without payment of the customs duties.<\/strong><\/span>
\nBoom – A general name given to a projecting spar or pole that provides an outreach for handling cargo.<\/strong><\/span>
\nBow – The forward most part of a vessel. This area usually houses gear lockers and is the end where anchors<\/strong><\/span>
\nand mooring equipment are located.<\/strong><\/span>
\nBreadth – See Beam<\/strong><\/span>
\nBridge – A general term referring to that area of a vessel where the wheel house and chart room are located.<\/strong><\/span>
\nIt is the navigating section of a vessel.<\/strong><\/span>
\nBridge AFT – Vessels with no midship house. All quarters with Bridge are contained in one superstructure at<\/strong><\/span>
\nafter end of vessel.<\/strong><\/span>
\nBulbous Bow – A large protruding bow section designed to break water friction allowing the vessel to make<\/strong><\/span>
\nbetter speeds.<\/strong><\/span>
\nBulk Cargo – Usually a homogeneous cargo stowed in bulk, and not enclosed in any container.<\/strong><\/span>
\nBulkhead – A partition in a ship that divides the interior space into various compartments in the walls of a<\/strong><\/span>
\nvessel\u2019s tanks.<\/strong><\/span>
\nBum Boat – A small open rowboat employed in carrying supplies for sale to vessels in a harbor.<\/strong><\/span>
\nBunkers – Fuel for a vessel. The type will vary depending upon the propulsion mode of the vessel.<\/strong><\/span>
\nSteamships will use a heavy fuel oil, diesels use a range of fuels from heavy to light, and gas turbines<\/strong><\/span>
\ngenerally use kerosene.<\/strong><\/span>
\nBuoy – A floating object employed as an aid to mariners to mark the navigable limits of channels, their<\/strong><\/span>
\nfairways, sunken dangers, isolated rocks, telegraph cables, and the like.<\/strong><\/span>
\nButterworth Tank Cleaning System – A mechanical device used for the purpose of cleaning oil tanks by<\/strong><\/span>
\nmeans of high pressure jets of hot water. The apparatus basically consists of double opposed nozzles which<\/strong><\/span>
\nrotate slowly about their horizontal and vertical axis and project two streams of water through all possible<\/strong><\/span>
\nangles against all inside surfaces of the space being cleaned. The tank washing machines can deliver<\/strong><\/span>
\nsprays of water at various temperatures and pressures that are dictated by the type of cargoes carried and<\/strong><\/span>
\nthe reasons for cleaning (Quick bottom wash through gas-freeing and tank entry for hot work).<\/strong><\/span>
\nC<\/strong><\/span>
\nCall Letters \u2013 The letters assigned to the ship’s radio (station).<\/strong><\/span>
\nCamber – The arching of the deck upward measured at the centerline in inches per foot beam.<\/strong><\/span>
\nCanceling Date – A stated date after which, if a vessel is not ready to load, the intending charterers have the<\/strong><\/span>
\noption of canceling the charter. The passing of the canceling date leaves the owner\u2019s obligation unimpaired<\/strong><\/span>
\nunless the charterer releases him.<\/strong><\/span>
\nCancellation Clause – A clause in a charter party whereby the charterer reserves the right to cancel the<\/strong><\/span>
\ncharter if the ship fails to arrive, ready to load, on a specified date at a named port.<\/strong><\/span>
\nCapacity Plan – A general plan or inboard profile which gives all data relating to the capacity of cargo spaces,<\/strong><\/span>
\ntanks, bunkers and storerooms.<\/strong><\/span>
\nCapping – Routing a vessel around the Cape of Good Hope, South Africa.<\/strong><\/span>
\nCargo Hose – A hose usually of 6 to 10 inches in diameter used for the transfer of cargo from ship to shore<\/strong><\/span>
\nand vice versa.<\/strong><\/span>
\nCargo Plan – A plan giving the quantities and description of the various grades carried in the ship\u2019s cargo<\/strong><\/span>
\ntanks.<\/strong><\/span>
\nCargo Pump – Pump used on tankers for discharging cargo and loading or discharging ballast. Located, at<\/strong><\/span>
\nthe bottom of the pump room, these pumps are usually of the common duplex type, or turbine type of which<\/strong><\/span>
\nthe centrifugal is the most common.<\/strong><\/span>
\nCargo Quantity Option Certificate – A certificate signed by vessel and shore representatives acknowledging<\/strong><\/span>
\nthe amount of cargo intended to load.<\/strong><\/span>
\nCatwalk – A raised bridge running fore and aft from the Midship House, and also called “walkway.” It affords<\/strong><\/span>
\nsafe passage over the pipelines and other deck obstructions.<\/strong><\/span>
\nCenterline – A horizontal fore-and-aft reference line for athwartship ship measurements, dividing the vessel<\/strong><\/span>
\ninto two symmetrical halves.<\/strong><\/span>
\nCenter Tanks – Cargo tanks located on the vessel\u2019s centerline.<\/strong><\/span>
\nCentrifugal Pump – A pump consisting of a shaft to which vanes are attached and which rotates in a circular<\/strong><\/span>
\ncasing. Water or liquid flows into the casing near the center of the rotating shaft and is propelled outward<\/strong><\/span>
\nalong the vanes by centrifugal force. It escapes through a discharge pipe at the circumference of the casing.<\/strong><\/span>
\nChain Locker – The compartment for storing the anchor chains, located near the bow of the ship.<\/strong><\/span>
\nCharterer – The company or person given the use of the vessel for the transportation of cargo or passengers<\/strong><\/span>
\nfor a specified time.<\/strong><\/span>
\nCharter Party – A document of contract, or agreement, by which a ship- owner agrees to lease, and a<\/strong><\/span>
\ncharterer agrees to hire, an entire ship, or all or part of the cargo space to carry cargo for an agreed sum<\/strong><\/span>
\nunder certain conditions.<\/strong><\/span>
\nBareboat Charter – Owner lets an unmanned ship for a long period at a rate that covers any<\/strong><\/span>
\ndepreciation and nominal return. Charterer mans the vessel and pays all operating<\/strong><\/span>
\nexpenses.<\/strong><\/span>
\nTo Fix A Charter – To reach final agreement on the terms of a charter party.<\/strong><\/span>
\nCharter Rates – The tariff applied for chartering tonnage in a particular trade.<\/strong><\/span>
\nDisponent Owner – Charterer who has sublet the vessel and is acting as the owner per the<\/strong><\/span>
\nterms of the contract.<\/strong><\/span>
\nCharter Types<\/strong><\/span>
\nContract of Affreightment (COA) – A service contract under which a ship<\/strong><\/span>
\nowner agrees to transport a specified quantity of fuel products or specialty<\/strong><\/span>
\nproducts, at a specified rate per ton between designated loading and<\/strong><\/span>
\ndischarge ports. This type contract differs from a spot or consecutive<\/strong><\/span>
\nvoyage charter in that no particular vessel is specified. (Rates are usually<\/strong><\/span>
\ndiscounted below other forms of contracts.)<\/strong><\/span>
\nPeriod Charter – Refers to consecutive voyage (C\/V) exceeding four<\/strong><\/span>
\nvoyages, time charters (T\/C) and bareboat charters. \u2013 Note: Loose term<\/strong><\/span>
\nmay have other connotations.<\/strong><\/span>
\nSpot (Voyage) Charter – A charter for a particular vessel to move a single<\/strong><\/span>
\ncargo between specified loading port(s) and discharge port(s) in the<\/strong><\/span>
\nimmediate future. Contract rate (spot rate) covers total operating expenses<\/strong><\/span>
\nsuch as port charges, bunkering, crew expenses, insurance, repairs, and<\/strong><\/span>
\ncanal tolls. The charterer will generally pay all cargo-related costs.<\/strong><\/span>
\nTime Charter (T\/C) – A charter for varying periods of time, usually between<\/strong><\/span>
\ntwo and ten years, under which the owner hires out the vessel to the<\/strong><\/span>
\nshipper fully manned, provisioned, stored and insured. The charterer is<\/strong><\/span>
\nusually responsible for bunkers, port charges, canal tolls and any crew<\/strong><\/span>
\novertime connected with the cargo. The charter rate (hire) is quoted in terms<\/strong><\/span>
\nof a cost per month per deadweight ton.<\/strong><\/span>
\nClassification of Petroleum – Classes “A-C” of petroleum are considered flammable and have a flash point<\/strong><\/span>
\nof 80\u0e10 F or below. Examples of these classes range from very light napthas (Class A) to most crude oils<\/strong><\/span>
\n(Class C). Class D cargoes such as kerosene and heavy crudes are considered combustible and have a<\/strong><\/span>
\nflash point above 80\u0e10 F but below 150\u0e10 F. Class E cargoes are the heavier fuel oils and lubricating oils and<\/strong><\/span>
\nhave a flash point above 150\u0e10 F.<\/strong><\/span>
\nClassification Society – The professional organizations which class and certify the strength and<\/strong><\/span>
\nseaworthiness of vessel construction. Class and certification issued to each vessel may be required for<\/strong><\/span>
\ninsurance purposes. American Bureau of Shipping (ABS) and Lloyds Register of Shipping are two of the<\/strong><\/span>
\nmost well known classification societies in the world today.<\/strong><\/span>
\nClean Service – Tanker transportation of products lighter than residual fuels, e.g. distillates, including No. 2<\/strong><\/span>
\nHeating Oil.<\/strong><\/span>
\nClean Ship – Refers to tankers that have their cargo tanks free of traces of dark persistent oils that remain<\/strong><\/span>
\nafter carrying crudes and heavy fuels oils.<\/strong><\/span>
\nClingage – The residue that adheres to the inside surface of a container, such as a ship\u2019s tank or shore tank,<\/strong><\/span>
\nafter it has been emptied.<\/strong><\/span>
\nClosed Gauging System – A method of obtaining measurements of the tank contents without opening the<\/strong><\/span>
\ntank. This may be accomplished by using automatic tank gauges or by taking measurements through a<\/strong><\/span>
\npressure\/vapor lock standpipe. This type of gauging is done extensively on vessels with inert gas systems.<\/strong><\/span>
\nSuch a system that allows no vapors to be lost to the atmosphere is a true closed system while other types<\/strong><\/span>
\nthat allow minimum vapors to be lost to the atmosphere are called “restricted systems.”<\/strong><\/span>
\nCofferdam – The narrow, empty space between two adjacent watertight or oiltight compartments. This space<\/strong><\/span>
\nis designed to isolate the two compartments from each other and\/or provide additional buoyancy. It prevents<\/strong><\/span>
\nany liquid contents of one compartment from entering the other in the event of a bulkhead failure. In oil<\/strong><\/span>
\ntankers, cargo spaces are usually isolated from the rest of the ship by cofferdams fitted at both ends of the<\/strong><\/span>
\ntank body.<\/strong><\/span>
\nCoiled Ship – Refers to a tanker that is equipped with heating coils in the cargo tanks to permit the heating of<\/strong><\/span>
\ncargo if necessary.<\/strong><\/span>
\nConsignee – The person to whom cargo is consigned as stated on the bills of lading.<\/strong><\/span>
\nConsignor – The shipper of the cargo.<\/strong><\/span>
\nContamination – The result from commingling of a grade of cargo with a sufficient quantity of another grade<\/strong><\/span>
\nto destroy the characteristics of the cargo.<\/strong><\/span>
\nContract of Affreightment, (COA) – A service contract under which a Ship owner agrees to transport a<\/strong><\/span>
\nspecified quantity of fuel products or specialty products, at a specified rate per ton, between designated<\/strong><\/span>
\nloading and discharging ports. This type of contract differs from a spot or consecutive voyage charter in that<\/strong><\/span>
\nno specific vessel is specified. (Rates are usually discounted below other forms of contracts.)<\/strong><\/span>
\nControlled Fleet – All ships owned and period chartered by affiliate(s).<\/strong><\/span>
\nCrosshaul – Two ships on intersecting trade routes. This voyage pattern may indicate uneconomic vessel<\/strong><\/span>
\nallocation. For example; Aruba\/Fawley and Puerto la Cruz\/New York.<\/strong><\/span>
\nCrude Oil Wash (COW) – A method of cleaning tanks using oil from the ship\u2019s cargo. COW is normally used<\/strong><\/span>
\nwhen a tanker is discharging. Oil is taken from the tanks and pumped through a special line to fixed or semifixed<\/strong><\/span>
\ntank washing machines where it is sprayed against all inside surfaces of the tank. This procedure<\/strong><\/span>
\nremoves any cargo which is \u2018clinging\u2019 to the surfaces of the tank.<\/strong><\/span>
\nCubic Capacity – The inside measurement of a tanker\u2019s cargo compartments or tanks, usually expressed in<\/strong><\/span>
\nbarrels or cubic feet\/meters.<\/strong><\/span>
\nCubic Limitation – Reaching cargo tank capacity before vessel sinks to its load-line. This is usually caused<\/strong><\/span>
\nby loading a light crude (crude with a high API) or clean products.<\/strong><\/span>
\nCustody Transfer Measurement – A measurement which furnishes quantity and quality information which<\/strong><\/span>
\ncan be used as the basis for a change in ownership and\/or a change in responsibility for materials.<\/strong><\/span>
\nCustom of the Trade – A phrase sometimes used to describe an action or procedure that is not committed to<\/strong><\/span>
\nwriting, but which has been followed for a long time, and is considered \u2018standard practice\u2019 by practitioners in<\/strong><\/span>
\nthe trade.<\/strong><\/span>
\nD<\/strong><\/span>
\nDavits – A set of arms on a ship from which its lifeboats are suspended.<\/strong><\/span>
\nDeadfreight – Non-utilization of cargo carrying capacity on a vessel.<\/strong><\/span>
\nDeadweight \u2013 Deadweight Tonnage (DWT) – The lifting or carrying capacity of a ship when fully loaded.<\/strong><\/span>
\nThis measure is expressed in long tons when the ship is in salt water and loaded to her marks. When loaded<\/strong><\/span>
\nto her summer marks the value is for her summer deadweight (SDWT). It includes cargo, bunkers, water,<\/strong><\/span>
\n(potable, boiler, ballast), stores, passengers and crew.<\/strong><\/span>
\nDeadweight Scale – A table that is part of the vessel plans and indicates the draft the vessel will be down to<\/strong><\/span>
\nat any particular phase of loading.<\/strong><\/span>
\nDeck – A platform or horizontal floor that extends from side to side of a ship. The main deck is the highest<\/strong><\/span>
\ncomplete deck on a ship (the one which runs the full length of the ship).<\/strong><\/span>
\nDeck Log – Also called Captain\u2019s Log, scrap logbook or rough logbook. A full nautical record of a ship\u2019s<\/strong><\/span>
\nvoyage, written up at the end of each watch by the deck officer on watch. The principle entries are: course<\/strong><\/span>
\nsteered; distance run; compass variations, sea and weather conditions; ship\u2019s positions, principal headlands<\/strong><\/span>
\npassed; names of lookouts, and any unusual happenings such as fire, collision, and the like.<\/strong><\/span>
\nDeck Officer – As distinguished from engineer officer, refers to all officers who assist the master in navigating<\/strong><\/span>
\nthe vessel when at sea, and supervise the handling of cargo when in port.<\/strong><\/span>
\nDeck Stores – The spare gear and consumable stores provided for the upkeep and safe working of the tanker<\/strong><\/span>
\nand her cargo, excluding stores used in engine room.<\/strong><\/span>
\nDeep Water Route – A designated area within definite limits which has been accurately surveyed for<\/strong><\/span>
\nclearance of sea bottom and submerged obstacles to a minimum indicated depth of water.<\/strong><\/span>
\nDemise Charter- Also called bareboat charter in which the bare ship is chartered without crew; the charterer,<\/strong><\/span>
\nfor a stipulated sum, taking over the vessel with a minimum of restrictions usually for 10 or more years. See<\/strong><\/span>
\nBareboat Charter.<\/strong><\/span>
\nDemurrage – A fixed sum, per day or per hour, agreed to be paid for the detention of the vessel under charter<\/strong><\/span>
\nat the expiration of laytime allowed.<\/strong><\/span>
\nDeviation – A departure from a voyage pattern on either the forward or return leg of a voyage.<\/strong><\/span>
\nDirty Ballast – Applies to the seawater used for ballast when it is contaminated with the remnants or residue<\/strong><\/span>
\nleft in cargo tanks that previously carried crude persistent refined oils.<\/strong><\/span>
\nDirty Service – Tanker transportation of crudes and residual fuels.<\/strong><\/span>
\nDirty Ship – Refers to tankers that have been carrying crude oil and heavy persistent oils such as fuel oil and<\/strong><\/span>
\ndirty diesel oils.<\/strong><\/span>
\nDispatch – The function of issuing voyage instructions or sailing orders to vessels. Also an agreed amount to<\/strong><\/span>
\nbe charged by terminals for prompt vessel turn around.<\/strong><\/span>
\nDispatch Days – Days saved in the loading and discharge of a cargo vessel within the (lay) time allowed<\/strong><\/span>
\nunder the charter party. Note: Dispatch is not usually applied in the tanker business.<\/strong><\/span>
\nDisplacement Tonnage – Expressed in tons it is the weight the water displaced by the vessel which in turn is<\/strong><\/span>
\nthe weight of the vessel at that time. The vessel\u2019s light displacement is the weight of the vessel only and the<\/strong><\/span>
\nvessel\u2019s loaded displacement is the weight of the vessel and all cargo, stores, fuel, water, etc. on board.<\/strong><\/span>
\nDisponent Owner – Charterer who has sublet the vessel and is acting as the owner per the terms of the<\/strong><\/span>
\ncontract.<\/strong><\/span>
\nDouble Bottom – A general term used for all watertight spaces contained between the outside bottom plating,<\/strong><\/span>
\nthe tank top and the margin plate. Double bottoms are usually sub-divided into a number of separate tanks<\/strong><\/span>
\nand can be used to hold clean ballast, potable or boiler feed water, or fuel. They also provide a measure of<\/strong><\/span>
\nprotection for cargo tanks if bottom plating is damaged in the event of grounding. Chances of pollution may<\/strong><\/span>
\nbe diminished due to this protection.<\/strong><\/span>
\nDraft – The depth of a ship in the water. This distance is measured from the bottom of the ship to the surface<\/strong><\/span>
\nof the water. Draft marks are cut into or welded on the surface of a ship\u2019s plating. They are placed forward<\/strong><\/span>
\nand aft on both sides of the hull and also amidships. At the midships draft we will also find the authorized<\/strong><\/span>
\nLoad Line markings which designate maximum drafts allowed for vessels under various conditions.<\/strong><\/span>
\nDry Certificate – A document issued at the discharge port by a representative of the consignee indicating that<\/strong><\/span>
\neach shipboard cargo tank has been completely discharged.<\/strong><\/span>
\nDry-dock – An enclosed basin into which a ship is taken for underwater cleaning and repairing. It is fitted with<\/strong><\/span>
\nwater tight entrance gates which when closed permit the dock to be pumped dry. Also called gracing dock,<\/strong><\/span>
\ngracing dry dock.<\/strong><\/span>
\nE<\/strong><\/span>
\nECNH – East Coast North of Hatteras<\/strong><\/span>
\nEnrollment ( U.S.) – The document issued by the U.S. Government to vessels under U.S. flag engaged solely<\/strong><\/span>
\nin domestic coastwise trade, as distinguished from the Register, which is confined to vessels engaging in<\/strong><\/span>
\nforeign trade.<\/strong><\/span>
\nEnsign – The flag carried by a ship as insignia of her nationality.<\/strong><\/span>
\n“ETA” – Estimated Time of Arrival.<\/strong><\/span>
\nEven Keel – The existing conditions of a vessel whose fore and aft drafts are equal.<\/strong><\/span>
\nF<\/strong><\/span>
\nFilling Density – The ratio of the weight of liquid in a tank to the weight of distilled water at 60\u0e10 F. the tank<\/strong><\/span>
\nwill hold. It is expressed as a percent.<\/strong><\/span>
\nFlag State \u2013 Any state that allows ships to be registered under its laws.<\/strong><\/span>
\nFlags of Necessity (or Convenience) – Flag states that provide lesser economic, financial, tax and\/or<\/strong><\/span>
\nregulatory burdens to ship owners registering their ships in those countries.<\/strong><\/span>
\nFlame Screen (or Arrester) – A device comprised of a fine wire gauze that is fitted into the discharge end of a<\/strong><\/span>
\nvent line. It prevents the passage of flame, but will allow vapor to pass through. Flame screens are also fitted<\/strong><\/span>
\nto removable ullage plugs used to cover ullage holes on cargo tank tops.<\/strong><\/span>
\nFleet Coordinators – Vessel dispatchers who coordinate vessel movements, bunkers, cargo, etc.<\/strong><\/span>
\nForce Majeure – Clause permitting contract to be broken in the event of uncontrollable events, e.g. war, strike<\/strong><\/span>
\ngovernment action, which preclude its fulfillment.<\/strong><\/span>
\nFore, Foreward – Toward the stem or the bow. The section of the vessel between the stem and amidships.<\/strong><\/span>
\nForepeak – The narrow extremity of the vessel\u2019s bow. Also the tank located in that part of the ship.<\/strong><\/span>
\nFrames – The ribs of a ship.<\/strong><\/span>
\nFree Discharge (FD) – The charterer is responsible for the cost of unloading the cargo.<\/strong><\/span>
\nFree In And Out (FIO) – The charterer is responsible for both the costs of loading and unloading the cargo.<\/strong><\/span>
\nFree on Board (FOB) – The charterer is responsible for the cost of loading the cargo.<\/strong><\/span>
\nFreeboard – The distance from the water line to the top of the weather deck on the side.<\/strong><\/span>
\nFreight Rate – The charge made for the transportation of freight.<\/strong><\/span>
\nFuel Oil – A name given to the heaviest grades of residual fuel used in marine oil burning boilers.<\/strong><\/span>
\nG<\/strong><\/span>
\nGangway (Gangplank) – A device by which persons come on board or disembark the vessel.<\/strong><\/span>
\nGas Free – An atmospheric condition in a tank when it is free from any concentration of inflammable, noxious<\/strong><\/span>
\nor toxic gases and vapors.<\/strong><\/span>
\nGas Free Certificate – A certificate issued by a chemist after sampling the air in a tanker’s cargo tanks after<\/strong><\/span>
\nthe cargo has been pumped out. It is endorsed with one of the following notations: (1) Safe for men, (2) Not<\/strong><\/span>
\nsafe for fire, (3) Safe for men and fire, (4) Not safe.<\/strong><\/span>
\nGauging – Measuring depths, usually by means of a steel tape.<\/strong><\/span>
\nGeneral Arrangement Plan – A drawing of a ship which lists all necessary statistics and operating<\/strong><\/span>
\ninformation such as LOA, SDWT, cargo, water, fuel capacity, etc. The deadweight scale is also contained on<\/strong><\/span>
\nthis important chart which is usually posted outside the ship\u2019s office or mate\u2019s cabin.<\/strong><\/span>
\nGeneral Average – A general contribution of money paid by all parties concerned in a marine adventure in<\/strong><\/span>
\ndirect proportion to their several interests when a voluntary or deliberate sacrifice has been made of one or<\/strong><\/span>
\nmore of the party\u2019s goods in time of peril with a view to saving the remainder of the property.<\/strong><\/span>
\nGeneral Interest Economics – Treating all factors, when evaluating transportation alternatives, on an<\/strong><\/span>
\nabsolute after-tax cost basis.<\/strong><\/span>
\nGeneral Interest Prices – Refers to tax paid cost on marine fuel oil i.e. cost crude, refining, taxes, and<\/strong><\/span>
\ndistribution expenses.<\/strong><\/span>
\nGross Tonnage – The internal capacity of a vessel measured in units of 100 cubic feet.<\/strong><\/span>
\nGuarantee Items – Repair of guarantee items that develop during the first year of service of a new vessel and<\/strong><\/span>
\nare usually corrected by the builder under a guarantee.<\/strong><\/span>
\nH<\/strong><\/span>
\nHW – High water in port as determined by tides which might affect the amount of cargo a vessel can load.<\/strong><\/span>
\nHandy Size – Tankers of about 12,000 to 25,000 DWT.<\/strong><\/span>
\nHarbor Dues – Various local charges against all seagoing vessels entering a harbor, to cover maintenance of<\/strong><\/span>
\nchannel depths, buoys, and lights. etc. All harbors do not necessarily have this charge.<\/strong><\/span>
\nHawse Pipe, Hawse – The hole in the bow through which the anchor chain passes.<\/strong><\/span>
\nHawser – A cable used in warping or mooring the vessel.<\/strong><\/span>
\nHeating Coils – Coils located in the bottom of cargo tanks that steam passes through to heat cargo. The heat<\/strong><\/span>
\nlowers the viscosity of the cargo and permits easier pumping of the cargo at the discharge port. Vessels in<\/strong><\/span>
\nclean service normally do not have or need heater coils as the viscosity of the clean products (with the<\/strong><\/span>
\nexception of some lube oils) is high enough to permit easy pumping at atmospheric temperatures.<\/strong><\/span>
\nHog (Hogging) – The condition of a vessel caused by the unequal distribution of cargo. When a vessel loads<\/strong><\/span>
\ntoo heavily at the ends it causes an arching, or bending upward, of the hull at the midships area. This can<\/strong><\/span>
\nalso be caused by the vessel working in heavy seas with a large wave under the amidships section.<\/strong><\/span>
\nHouse Rate – An Intra-affiliate billing system.<\/strong><\/span>
\nHull – The body of the vessel not including its masting, rigging etc.<\/strong><\/span>
\nI<\/strong><\/span>
\nILO \u2013 International Labor Organization.<\/strong><\/span>
\nIMO \u2013 International Maritime Organization<\/strong><\/span>
\nIn Class \u2013 A vessel currently meeting all the requirements of its Classification Society is “in-class”.<\/strong><\/span>
\nInert Gas (IG) – A gas used by marine tank vessels to displace air in cargo tanks to reduce oxygen content to<\/strong><\/span>
\n8 percent or less by volume and thus reduce possibility of fire or explosion. The inert gas used is usually<\/strong><\/span>
\nnitrogen, carbon dioxide or a mixture of gases such as flue gas.<\/strong><\/span>
\nInert Gas System (IGS) – A mechanical method of introducing inert gas into a vessel\u2019s tanks. An inert gas is<\/strong><\/span>
\none which has little or no ability to react with other gases, or to heat. Examples of inert gases are nitrogen<\/strong><\/span>
\nand CO2. Shipboard inert gas systems utilize CO2, either from flue gas sources or from inert gas<\/strong><\/span>
\ngenerators.<\/strong><\/span>
\nInerting – A procedure used to reduce the oxygen content of a vessel\u2019s cargo spaces to 8 percent or less by<\/strong><\/span>
\nvolume by introducing an “inert” gas blanket such as nitrogen or carbon dioxide or a mixture of gases such<\/strong><\/span>
\nas flue gas.<\/strong><\/span>
\nInnage – The amount of space within a tank that is occupied by oil. Innages are sometimes called soundings<\/strong><\/span>
\nor body gauges.<\/strong><\/span>
\nInshore Traffic Zone – A designed area between the landward boundary of a traffic separation scheme and<\/strong><\/span>
\nthe adjacent coast intended for coastal traffic.<\/strong><\/span>
\nInspector – A person assigned to determine the quantity and\/or the quality of a commodity.<\/strong><\/span>
\nCompany Inspector – A Company employee given the responsibility of determining the<\/strong><\/span>
\nquantity and\/or the quality of a volume of oil being moved or stored.<\/strong><\/span>
\nIndependent Inspector (Cargo Surveyor) – A person or organization of persons acting<\/strong><\/span>
\nindependently, but on behalf of, one or more parties involved in the transfer, storage,<\/strong><\/span>
\ninventory or analysis of a commodity for purposes of determining the quantity, and\/or quality<\/strong><\/span>
\nof a commodity. They may also be assigned to the calibration of various measurement<\/strong><\/span>
\ninstruments and\/or storage tanks ashore or on vessels.<\/strong><\/span>
\nIntake Certificate – A document issued by the shipper indicating the amount of cargo loaded aboard the<\/strong><\/span>
\nvessel as calculated from the shore tank gauges. Freight is paid on the basis of these figures.<\/strong><\/span>
\nIntermediate Fuels – Light, residual-type fuel oils with characteristics between bunker fuel and marine diesel<\/strong><\/span>
\nfuel, typically used in motor ships. It is quoted in terms of Redwood per second.<\/strong><\/span>
\nInternational Loadline Certificate – A document issued by a classification society stating the minimum<\/strong><\/span>
\nfreeboard granted to a vessel and giving the position of the loading disc on the ship\u2019s side.<\/strong><\/span>
\nIntertanko \u2013 International association of independent tanker owners.<\/strong><\/span>
\nInward Charter – The chartering of a vessel by an affiliate from an outside owner or a non-affiliate.<\/strong><\/span>
\nIP \u2013 Institute of Petroleum<\/strong><\/span>
\nISGOTT \u2013 International Safety Guide for Tankers and Terminals<\/strong><\/span>
\nIsherwood System – A method framing a vessel which employs closely spaced longitudinals with extra heavy<\/strong><\/span>
\nfloors spaced further apart. Most tankers use this type of framing system.<\/strong><\/span>
\nJ<\/strong><\/span>
\nJacob\u2019s Ladder – A rope ladder with wooden rounds used for getting on or off a vessel not at a berth. Also<\/strong><\/span>
\nreferred to as a pilot\u2019s ladder because of its extensive use by vessel\u2019s pilots.<\/strong><\/span>
\nJettison – The act of throwing goods or pumping cargo overboard to lighten a ship to improve stability in an<\/strong><\/span>
\nemergency.<\/strong><\/span>
\nK<\/strong><\/span>
\nKeel – The backbone of the ship. It is a longitudinal beam or plate in the extreme bottom of a ship from which<\/strong><\/span>
\nthe ribs or floors start.<\/strong><\/span>
\nKnot – A nautical mile (6,080 ft.).<\/strong><\/span>
\nL<\/strong><\/span>
\nLay days – The period of time described in the charter party during which the owner must tender his ship for<\/strong><\/span>
\nloading. The charterer is not obliged to start loading before the commencement of lay days. The charterer<\/strong><\/span>
\nmay cancel the charter if the ship does not tender prior to the expiration of lay days.<\/strong><\/span>
\nLaytime – The allowable time specified in the charter party for vessel\u2019s loading or discharging of cargo.<\/strong><\/span>
\nLength Between Perpendiculars (LBP) – The length of the vessel measured between the forward part of the<\/strong><\/span>
\nstem to the after part of the rudder post.<\/strong><\/span>
\nLetter of Protest or Notice of Apparent Discrepancy – A letter issued by any participant in a custody<\/strong><\/span>
\ntransfer citing any condition with which issue is taken. This serves as a written record that the particular<\/strong><\/span>
\naction or finding was questioned at the time of occurrence.<\/strong><\/span>
\nLength Overall (LOA) – The extreme length of the vessel measured from the foremost part to the aftermost<\/strong><\/span>
\npart of the hull.<\/strong><\/span>
\nLighter – 1) General name for a broad, flat-bottomed boat used in transporting cargo between a vessel and<\/strong><\/span>
\nthe shore. The distinction between a lighter and a barge is more in the manner of use than in equipment.<\/strong><\/span>
\nThe term “lighter” refers to a short haul, generally in connection with loading and unloading operations of<\/strong><\/span>
\nvessels in harbor while the term “barge” is more often used when the cargo is being carried to its destination<\/strong><\/span>
\nor over a long distance. 2) To load or discharge cargo to or from another vessel. VTBL vessel to be<\/strong><\/span>
\nlightered.<\/strong><\/span>
\nLighterage – 1) Fee charged for conveying cargo by lighters or barges. 2) Area where vessels normally<\/strong><\/span>
\nlighter.<\/strong><\/span>
\nLightering – Conveying cargo with another vessel known as a lighter from a ship to shore, or voyage.<\/strong><\/span>
\nLimited Liability – The law that permits a shipowner to restrict his liability to the value of this vessel after the<\/strong><\/span>
\naccident plus the earnings for the voyage.<\/strong><\/span>
\nLimber Holes – Holes in the bottoms of stringers through which cargo flows through to the suction strums.<\/strong><\/span>
\nList – The leaning of the vessel to the port or starboard.<\/strong><\/span>
\nLloyd\u2019s Register of Shipping – British classification society.<\/strong><\/span>
\nLoad Displacement – The displacement of a vessel when it floats at its loading draft.<\/strong><\/span>
\nLoad Line – The maximum draft to which the vessel may load. The line on a vessel indicating the maximum<\/strong><\/span>
\ndepth to which that vessel can sink when fully loaded with cargo. Also known as its marks.<\/strong><\/span>
\nLoad on Top (LOT) – is defined as both a procedure and a practice.<\/strong><\/span>
\nProcedure: Load on top is the shipboard procedure of collecting and settling water and oil<\/strong><\/span>
\nmixtures, resulting from ballasting and tank cleaning operations (usually in a special slop<\/strong><\/span>
\ntank or tanks), and subsequently loading cargo on top of and pumping the mixture ashore at<\/strong><\/span>
\nthe discharge port.<\/strong><\/span>
\nPractice: Load on top is the act of commingling on-board quantity with cargo being loaded.<\/strong><\/span>
\nLoaded Passage – The passage during which the tanker is carrying cargo.<\/strong><\/span>
\nLog – An apparatus for measuring the speed of a vessel through the water. Also, an entry made in a logbook<\/strong><\/span>
\nto record any event e.g. to enter in the logbook the name of a seaman and his offense and the penalty<\/strong><\/span>
\nattached to it.<\/strong><\/span>
\nLong Ton – A unit of weight = 2,240 pounds or 1,106 kilos.<\/strong><\/span>
\nM<\/strong><\/span>
\nMarine Custody Transfer (MCT) – A custody transfer activity involving a marine tank vessel(s). Loading,<\/strong><\/span>
\ndischarging or lightering a ship or barge is a marine custody transfer.<\/strong><\/span>
\nMarine Custody Transfer Measurement (MCTM) – The measurement activity involving a marine custody<\/strong><\/span>
\ntransfer (MCT).<\/strong><\/span>
\nMarine Surveyor – A duly qualified person who examines ships to ascertain their condition, on behalf of<\/strong><\/span>
\nowners, underwriters, etc. Also called “ship surveyor” or simply “surveyor”.<\/strong><\/span>
\nMaritime Law – That system of jurisprudence that prevails in courts having jurisdiction of marine causes. Also<\/strong><\/span>
\ncalled marine or admiralty law. It is a branch of both international and commercial law.<\/strong><\/span>
\nMean Draft – The average of the drafts measured at the bow and the stern.<\/strong><\/span>
\nMetric Ton \u2013 A unit of weight 2,204.6 pounds (1,000 kilograms).<\/strong><\/span>
\nMidship Draft – The draft read at the midship markings. This draft can, and often does, differ from the Mean<\/strong><\/span>
\nDraft due to hogging or sagging.<\/strong><\/span>
\nMolded Breadth – The breadth of the hull at the widest part, measured between the outer surfaces of the<\/strong><\/span>
\nframes.<\/strong><\/span>
\nMolded Depth – The depth measured between the top of the keel, or lower surface of the frame at the center<\/strong><\/span>
\nline, and top of the upper deck beam at the gunwale.<\/strong><\/span>
\nMooring Line – Any hawser by which a vessel is secured to a dock or mooring. It may be made of natural<\/strong><\/span>
\nmaterials (manila), synthetics, (polypropylene), or wire. Under certain circumstances the anchor chain is<\/strong><\/span>
\ndetached from the anchor and a section of that is used to secure the vessel.<\/strong><\/span>
\nN<\/strong><\/span>
\nN\/B – New building.<\/strong><\/span>
\nNet Capacity – The number of tons of cargo which a vessel can carry when loaded in salt water to her<\/strong><\/span>
\nsummer freeboard marks. Also called cargo carrying capacity, cargo deadweight, and useful deadweight.<\/strong><\/span>
\nNet Registered Tonnage – The internal capacity of a vessel measured in units of 100 cubic feet less the<\/strong><\/span>
\nspace occupied by boilers, engines, shaft alleys, chain lockers, officer\u2019s and crew quarters and other spaces<\/strong><\/span>
\nnot available for carrying passengers or freight. Net registered tonnage is usually referred to as registered<\/strong><\/span>
\ntonnage or net tonnage.<\/strong><\/span>
\nNet Tonnage – The volumetric cargo capacity of a ship expressed on the basis of 100 cubic feet to the ton.<\/strong><\/span>
\nOn passenger vessels it also includes space used by passengers.<\/strong><\/span>
\nNorske Veritas – Norwegian classification society.<\/strong><\/span>
\nNotice of Readiness (NOR) – Notice served by the Master to inform the terminal\/charterer the vessel is ready<\/strong><\/span>
\nin all respects to load or discharge cargo.<\/strong><\/span>
\nO<\/strong><\/span>
\nOBQ (On Board Quantity) – The material remaining in vessel tanks, void spaces, and\/or pipelines prior to<\/strong><\/span>
\nloading. On-board quantity includes water, oil, slops, oil residue, oil\/water emulsions, sludge, and sediment.<\/strong><\/span>
\nOCIMF \u2013 The oil companies\u2019 international marine forum is an organization of oil companies that own or<\/strong><\/span>
\noperate ships.<\/strong><\/span>
\nOutage (Ullage) – The depth of the space in a tank not occupied by oil. Same as ullage. It is measured from<\/strong><\/span>
\nthe flange of the ullage hole to the surface of the oil. Also the space left in a petroleum product container to<\/strong><\/span>
\nallow for expansion as a result of temperature changes during shipment and use.<\/strong><\/span>
\nOutward Charter – The chartering of a vessel by an affiliate to an outside owner or non-affiliate.<\/strong><\/span>
\nOut-Turn Certificate – A document issued by the receivers of cargo indicating the amount of cargo<\/strong><\/span>
\ndischarged.<\/strong><\/span>
\nP<\/strong><\/span>
\nPanamax – The maximum size ship that can fit through the Panama Canal in terms of width, length and draft<\/strong><\/span>
\ngenerally about 80,000dwt.<\/strong><\/span>
\nPassage – A journey from one port or place to another, as distinguished from the term “voyage” which refers<\/strong><\/span>
\nto a ballast and loaded passage. Also sometimes called trip.<\/strong><\/span>
\nPeak Tank – Tanks in the forward and after ends of the vessel. The principal use of peak tanks is in trimming<\/strong><\/span>
\nthe ship.<\/strong><\/span>
\nPer Calendar Day (Month\/Year) Costs – Vessel\u2019s costs expressed as $ per day (month\/year) for a calendar<\/strong><\/span>
\nperiod during which the vessel was in service. The number of calendar days (months\/years) are divided into<\/strong><\/span>
\nthe total costs incurred during the period.<\/strong><\/span>
\nPer Operating Day (Month\/Year) Costs – Vessel\u2019s costs expressed as $ per day (month\/(year) during which<\/strong><\/span>
\nthe vessel actually operated. It includes the costs incurred while the vessel was idle for repairs or other nonoperating<\/strong><\/span>
\nreasons. The number of operating days (excluding non-operating delays) are divided into the total<\/strong><\/span>
\ncosts.<\/strong><\/span>
\nPilot House – The enclosed space on the navigating bridge from which a ship is controlled when underway.<\/strong><\/span>
\nPlating – The steel plates which form the shell or skin of the vessel.<\/strong><\/span>
\nPlimsoll Mark – The mark on the side of a classed vessel which indicates its safe load lines at varying<\/strong><\/span>
\nseasonal conditions.<\/strong><\/span>
\nPort – The left side of a vessel when an observer is facing forward looking toward the bow. Also a door on a<\/strong><\/span>
\nship.<\/strong><\/span>
\nPort Charges – General term which includes charges and dues of every nature assessed against the vessel<\/strong><\/span>
\nor its cargo in a port. It usually includes harbor dues, tub boat charges, pilotage fees, custom house fees,<\/strong><\/span>
\nconsular fees, etc.<\/strong><\/span>
\nPort of Registry – The port at which a vessel is registered and to which she is considered to belong. The port<\/strong><\/span>
\nof registry is shown on the stern below the name of the vessel.<\/strong><\/span>
\nPort State \u2013 A state that has ports to which ships call. The port state makes regulations the calling ships must<\/strong><\/span>
\nadhere to. The port state control is the controlling authority of the port state on shipping such as the coast<\/strong><\/span>
\nguard or naval authorities.<\/strong><\/span>
\nPort Time (Two Types) \u2013 1) Seabuoy to Seabuoy – The time elapsed between the vessel\u2019s passing the port\u2019s<\/strong><\/span>
\nseabuoy upon entrance to re-passing it upon exit. It includes time for steaming in and out of berth, delays,<\/strong><\/span>
\nhose connections, anchorage time, clearing and loading or unloading time. 2) Port to Port – Includes only<\/strong><\/span>
\ntime for delays, hose connections, anchorage time, clearing and loading or unloading time. Use must be<\/strong><\/span>
\nconsistent with voyage mileage basis.<\/strong><\/span>
\nPortable Measurement Unit (PMU) – A device designed to measure the ship\u2019s cargo when its tanks are<\/strong><\/span>
\nclosed to the atmosphere. It is used in conjunction with a vapor control valve.<\/strong><\/span>
\nPortable Sampling Unit (PSU) – A device designed to sample the ship\u2019s cargo when its tanks are closed to<\/strong><\/span>
\nthe atmosphere. It is used in conjunction with a vapor control valve.<\/strong><\/span>
\nPosition Report (Position Sheets) – A summary of worldwide movements for vessel prepared by the Fleet<\/strong><\/span>
\nCoordinators.<\/strong><\/span>
\nPosted Price (Contract Price) – The price for marine fuel oils which appears on a price list published by<\/strong><\/span>
\nmarine fuel oil (bunker) brokers.<\/strong><\/span>
\nPremium – Surcharge over general market rate level to compensate the vessel\u2019s owner for an unusually<\/strong><\/span>
\ndifficult trade, e.g. Lake\/Aruba, or to correct for an imbalance in supply\/demand conditions in a given area.<\/strong><\/span>
\nPressure\/Vacuum Valve (P\/V Valve) – An automatic dual purpose valve, commonly fitted in the vent lines of<\/strong><\/span>
\ntankers. When in the closed position, the function of this valve is to relieve either pressure or vacuum in a<\/strong><\/span>
\ntank. When in the open position it allows the passage of air or vapor into and out of the tank.<\/strong><\/span>
\nProtest, Notice of – A letter issued by any participant in a voyage citing any condition with which issue is<\/strong><\/span>
\ntaken. This serves as a written record that the particular action or finding was questioned at the time of<\/strong><\/span>
\noccurrence. For example a declaration made by the Master before a notary public or consular official when<\/strong><\/span>
\nthrough stress of weather, there has been or the master fears that there might have been, damage to the<\/strong><\/span>
\nvessel or cargo. Copies are frequently demanded by insurance underwriters in the event of a claim.<\/strong><\/span>
\nPumproom – An enclosed area on a tank vessel which houses main and stripping cargo pumps, ballast<\/strong><\/span>
\npumps, educators and the associated piping and valves necessary for their operation.<\/strong><\/span>
\nQ<\/strong><\/span>
\nQuarter – A side of a ship aft, between the main midship frames and stern. Also a side of the ship forward,<\/strong><\/span>
\nbetween the main frames and stem.<\/strong><\/span>
\nR<\/strong><\/span>
\nRate – The cost, or revenue, for a particular voyage based on a standard of reference, e.g. Worldscale,<\/strong><\/span>
\nINTASCALE, ATRS.<\/strong><\/span>
\nReducer- A short section of pipe, having one end of smaller diameter than the other and having a flange on<\/strong><\/span>
\neach end, for connecting a smaller hose or pipe to a pipe of constant diameter.<\/strong><\/span>
\nRegistry – A duty imposed on shipowners in order to secure to their vessels the privileges of ships of the<\/strong><\/span>
\nnation to which they belong.<\/strong><\/span>
\nReplacement Cost – Cost (or value) of a given size vessel as determined by current charter market levels in<\/strong><\/span>
\na particular trade.<\/strong><\/span>
\nReplacement Cost Table – Table showing the cost (or value) of a vessel per day (excluding bunkers and port<\/strong><\/span>
\ncharges) in a particular trade.<\/strong><\/span>
\nRe-Positioning – The movement of a vessel in ballast to shift it from one trading pattern to another.<\/strong><\/span>
\nRestricted Measurement System \u2013 A measurement system designed to measure the ship\u2019s cargo when its<\/strong><\/span>
\ntanks are closed to the atmosphere. During measurements a minimum amount of cargo vapors might<\/strong><\/span>
\nescape to the atmosphere<\/strong><\/span>
\nROB (Remain on Board) – The material remaining in vessel tanks, void spaces, and\/or pipelines after<\/strong><\/span>
\ndischarge. Remaining on board quantity includes water, oil, slops, oil residue, oil\/water emulsions, sludge,<\/strong><\/span>
\nand sediment.<\/strong><\/span>
\nRogue Wave \u2013 An ocean wave much larger than the current wave sequence. This wave may also be outside<\/strong><\/span>
\nthe current wave direction and may be 100 feet or more in height<\/strong><\/span>
\nRoute – See Deep Water Route, Traffic Route, Two-Way-Route. Means Whichever type is appropriate in the<\/strong><\/span>
\ncontext unless otherwise specified.<\/strong><\/span>
\nRouting – A complex of measures concerning routes aimed at reducing the risk of casualties; it includes<\/strong><\/span>
\ntraffic separation schemes, two-way routes, tracks, areas to be avoided, inshore traffic zones, and deep<\/strong><\/span>
\nwater routes.<\/strong><\/span>
\nRudder – The flat or shaped frame hung to the sternpost of a ship, which is used to steer the ship.<\/strong><\/span>
\nRules of the Road – The rules and regulations accepted by international agreement and enforced by law in<\/strong><\/span>
\nmarine countries which govern the movements of ships when approaching each other under such<\/strong><\/span>
\ncircumstances that a collision may possibly ensue.<\/strong><\/span>
\nS<\/strong><\/span>
\nSafe for Men – A term signifying that the vapor content of a space so certified is less than 0.1 on a gas<\/strong><\/span>
\nindicator.<\/strong><\/span>
\nSafe for Men and Fire – A term signifying that the vapor content of a space so certified is 0.1 or less on a gas<\/strong><\/span>
\nindicator and that the space contains no oil or sediment which could produce vapors.<\/strong><\/span>
\nSag (Sagging) – The condition of a vessel caused by the unequal distribution of cargo. When a vessel loads<\/strong><\/span>
\ntoo heavily in the center it causes a bending downward of the hull at the midships area. This can also be<\/strong><\/span>
\ncaused by the vessel working in heavy seas with large waves under each end and no support under the<\/strong><\/span>
\ncenter of the ship. Sag is the opposite of Hog.<\/strong><\/span>
\nSalvage – The property which has been recovered from a wrecked vessel, or the recovery of the vessel<\/strong><\/span>
\nherself.<\/strong><\/span>
\nScupper – Any opening or tube leading through the ship\u2019s side to carry water away from the deck.<\/strong><\/span>
\nSea Trials – A series of trials conducted by the builders during which the owner\u2019s representatives on board<\/strong><\/span>
\nact in a consulting and checking capacity to determine if the vessel has met the specifications.<\/strong><\/span>
\nSeaworthiness – The sufficiency of a vessel in materials constructions, equipment, crew and outfit for the<\/strong><\/span>
\ntrade in which the it is employed. Any sort of disrepair to the vessel by which the cargo may suffer;<\/strong><\/span>
\noverloading; untrained officers; may constitute a vessel unseaworthy.<\/strong><\/span>
\nSeaworthiness Certificate – A certificate issued by a classification society surveyor to allow a vessel<\/strong><\/span>
\nproceed after she has me with a mishap that may have affected its seaworthiness. It is frequently issued to<\/strong><\/span>
\nenable a vessel to proceed, after temporary repairs have been effected, to another port where permanent<\/strong><\/span>
\nrepairs are then carried out.<\/strong><\/span>
\nSeparation Zone or Line – A zone or line separating traffic proceeding in one direction from traffic<\/strong><\/span>
\nproceeding in another direction. A separation zone may also be used to separate a traffic lane from the<\/strong><\/span>
\nadjacent inshore traffic zone.<\/strong><\/span>
\nShip\u2019s Agent – A person or firm who transacts all business in a port on behalf of shipowners or charterers.<\/strong><\/span>
\nAlso called shipping agent; agent.<\/strong><\/span>
\nShipbreaker- A company that demolishes or cuts up vessels which are obsolete or unfit for sea. The steel is<\/strong><\/span>
\nused for scrap.<\/strong><\/span>
\nShip Chandler – Particular merchants handling ship\u2019s stores, supplies, and sundries, etc. Sometimes handles<\/strong><\/span>
\nspare parts as accommodation to ship operators.<\/strong><\/span>
\nShipper – The person for whom the master of a ship agrees to carry cargo. Also called consignor.<\/strong><\/span>
\nShort-Handed – Said of a vessel inadequately manned or without the regular number of men.<\/strong><\/span>
\nShort Ton \u2013 A unit of measurement equal to 2,000 pounds.<\/strong><\/span>
\nSister Ships – Ships built on the same design.<\/strong><\/span>
\nSkin – The plating of a ship.<\/strong><\/span>
\nSlops – A mixture of petroleum and water normally arising from tank washings.<\/strong><\/span>
\nSludge – A mixture of petroleum and water, usually semi-solid, frequently containing sand and scale.<\/strong><\/span>
\nSOLAS \u2013 Safety of Life at Sea Convention.<\/strong><\/span>
\nSpecial Survey – The survey requirement of a classification society that usually takes place every four years.<\/strong><\/span>
\nAt the special survey vital pieces of equipment are opened up and inspected by the classification surveyor.<\/strong><\/span>
\nSpill – Oil getting into the sea in any amount for any reason.<\/strong><\/span>
\nStarboard – The right side of a vessel when an observer is facing forward looking toward the bow.<\/strong><\/span>
\nStern – The after most part of a vessel. The stern will house the steering gear room and various stowage<\/strong><\/span>
\nareas. It is that section of a vessel over the rudder and propeller.<\/strong><\/span>
\nStem – 1 – The upright post or bar of the bow. 2 – To order or arrange for, e.g bunkers.<\/strong><\/span>
\nStores – A general term for provisions, materials, and supplies used aboard ship for the maintenance of the<\/strong><\/span>
\ncrew, and for the navigation, propulsion and upkeep of the vessel and its equipment.<\/strong><\/span>
\nSubmarine Loading Terminal – A terminal where loading is carried out by means of an offshore hose run<\/strong><\/span>
\nalong the sea bottom.<\/strong><\/span>
\nSuezmax \u2013 The maximize size ship that can sail through the Suez canal generally considered to be between<\/strong><\/span>
\n150-200,000 DWT depending on ships dimensions and draft.<\/strong><\/span>
\nSuperstructure – Any structure built above the uppermost complete deck such as a pilothouse, bridge,<\/strong><\/span>
\naccommodation house etc.<\/strong><\/span>
\nT<\/strong><\/span>
\nTackle – Any combination of ropes and blocks that multiply power. The equipment on a vessel used to<\/strong><\/span>
\nperform working tasks on the vessel.<\/strong><\/span>
\nTender (TO) – A master tenders his vessel when he advises the charterer or supplier that he is ready to load.<\/strong><\/span>
\nTime-Charter – A form of charter party wherein owner lets or leases his vessel and crew to the charterer for a<\/strong><\/span>
\nstipulated period of time. The charterer pays for the bunkers and charges in addition to the hire.<\/strong><\/span>
\nThieving – Determining the amount of water at the bottom of a tank of oil.<\/strong><\/span>
\nTon \u2013 Typical unit of weight measurement used on tankers. See Long Ton, Metric Ton, Short Ton.<\/strong><\/span>
\nTonnage \u2013 See Deadweight, GRT and NRT.<\/strong><\/span>
\nTonnage Tax \u2013 Taxes, fees, harbor dues etc. paid on the vessel based on a tonnage calculation.<\/strong><\/span>
\nTonne \u2013 Metric ton.<\/strong><\/span>
\nTons Per Inch Immersion (TPI) – The number of tons required to change a vessel\u2019s draft one inch in the<\/strong><\/span>
\nwater. TPI varies with the draft and it\u2019s values can be found on a vessel\u2019s deadweight scale.<\/strong><\/span>
\nTopping-Off – 1) the operation of completing the loading of a tank to a required ullage. 2) Filling up cargo<\/strong><\/span>
\ntanks which were only partially filled at the loading port because of port or canal draft restrictions. The filling<\/strong><\/span>
\nup occurs outside the loading port via lightering activities, or at another loading port.<\/strong><\/span>
\nTrack – The recommended direction or path to be followed when proceeding between pre-determined<\/strong><\/span>
\nposition.<\/strong><\/span>
\nTraffic – Movement of shipping.<\/strong><\/span>
\nTraffic Lane – An area within definite limits inside which one-way traffic is established.<\/strong><\/span>
\nTraffic Separation Scheme – A scheme which separates traffic proceeding in opposite or nearly opposite<\/strong><\/span>
\ndirections by the use of a separation zone or line, traffic lanes or by other means.<\/strong><\/span>
\nTrim – The condition of a vessel with reference to it\u2019s longitudinal position in the water. It is the difference<\/strong><\/span>
\nbetween the forward and after drafts expressed in feet\/inches or meters\/centimeters. Trim forward is called<\/strong><\/span>
\n\u2018by the head\u2019 and trim aft is called \u2018drag\u2019.<\/strong><\/span>
\nTrim By The Head (By The Stern) – A vessel is said to trim by the head (or stern) when its draft forward (or<\/strong><\/span>
\naft) is greater than aft (or forward).<\/strong><\/span>
\nU<\/strong><\/span>
\nUllage – See Outage<\/strong><\/span>
\nUllages – Measurements taken with a steel tape from the lip of the ullage hole to the to the surface of the<\/strong><\/span>
\nliquid; usually read to the nearest 1\/8 inch.<\/strong><\/span>
\nUnderwriter- In marine insurance one who subscribes his name to the policy indicating his acceptance of the<\/strong><\/span>
\nliability mentioned therein consideration for which he receives a premium.<\/strong><\/span>
\nUnseaworthiness – The states or condition of a vessel when it is not in a proper state of maintenance, or if<\/strong><\/span>
\nthe loading equipment or crew, or in any other respect is not ready to encounter the ordinary perils of sea.<\/strong><\/span>
\nU.S. Calls – Letter begin with “K”. Liberian begin with numbers “A” or “E” or a numeral. Call letter must be<\/strong><\/span>
\nused in cables after a vessel\u2019s name.<\/strong><\/span>
\nUsed Laytime – The amount of lay time that was taken by the vessel for loading and discharging on a<\/strong><\/span>
\nvoyage.<\/strong><\/span>
\nV<\/strong><\/span>
\nVapor Control Valve (VCV) \u2013 This valves is used in conjunction with closed and restricted measurement<\/strong><\/span>
\nequipment to allow measurements in ship\u2019s tanks that are closed to the atmosphere. Once a portable<\/strong><\/span>
\nmeasurement unit (PMU) is attached to the VCV, the valve is opened and the PMU\u2019s probe is dropped into<\/strong><\/span>
\nthe tank to perform the required measurements.<\/strong><\/span>
\nVapor Recovery System (VRS) – Procedures and equipment for the collection of hydrocarbon vapors from<\/strong><\/span>
\nvessel\u2019s tanks and the transfer to shoreside recovery equipment.<\/strong><\/span>
\nVessel Crossing – A vessel proceeding across a fairway\/traffic lane\/route.<\/strong><\/span>
\nVessel Experience Factor (VEF) – A factor based on the compilation of the history of the total calculated<\/strong><\/span>
\nvolume (TCV) vessel measurements, adjusted for on-board quantity (OBQ) or remaining on board (ROB),<\/strong><\/span>
\ncompared with the TCV shore measurements. This factor if developed according to the latest industry<\/strong><\/span>
\nstandards may be used to obtain a better ship shore comparison of volumes.<\/strong><\/span>
\nVessel Leaving – A vessel which is in the process of leaving a dock, pier, quay or anchorage. When she has<\/strong><\/span>
\nentered the navigable fairway she will be referred to as an outward, inward crossing or turning vessel.<\/strong><\/span>
\nVessel Outward – A vessel which is proceeding from harbor or dock to seawards.<\/strong><\/span>
\nVessel Sizes and Uses<\/strong><\/span>
\nTankers and barges come in all sizes from the small harbor\/lake variety to the biggest things ever built by<\/strong><\/span>
\nman that move. The size of any particular tanker depends on many factors. Use, cargo type, amount and<\/strong><\/span>
\ndemand, passage length and port restrictions at both loadport and the discharge port are among the most<\/strong><\/span>
\nimportant of these. Tankers were classified in 1974 by AFRA for freight purposes as follows:<\/strong><\/span>
\nUnder 16,500 DWT – Coastal, Small, Harbor\/Lake Tankers<\/strong><\/span>
\n16,500 – 24,999 DWT – General Purpose Vessels<\/strong><\/span>
\n25,000 – 49,999 DWT – Medium Range Vessels<\/strong><\/span>
\n50,000 – 79,999 DWT – LR1 (Large Range 1)<\/strong><\/span>
\n80,000 – 159,999 DWT – LR2 (Large Range 2)<\/strong><\/span>
\n160,000-320,000 DWT – VLCC (Very Large Crude Carrier)<\/strong><\/span>
\n320,000 DWT & above – ULCC (Ultra Large Crude Carrier)<\/strong><\/span>
\nCoastal, Small, Harbor\/Lake Tankers – Under 16,500 DWT<\/strong><\/span>
\nThese small ships supply terminals with a variety of products from heating oils gasolines and<\/strong><\/span>
\nkerosene, to more exotic fuels and chemicals. They are predominantly product carriers and<\/strong><\/span>
\nare also are used extensively for bunkering service in harbors and busy ports.<\/strong><\/span>
\nGeneral Purpose Vessels – 16,500 – 24,999 DWT<\/strong><\/span>
\nOn a worldwide basis, this class of vessel probably covers the largest range and variety of<\/strong><\/span>
\ncargoes carried. This class of ship includes chemical carriers, special service product and<\/strong><\/span>
\ncrude oil vessels and serve mostly coastwise terminal trades.<\/strong><\/span>
\nMedium Range Vessels – 25,000 – 49,999 DWT<\/strong><\/span>
\nMedium sized tankers cover a broad range of vessel types. Ships of this size category are<\/strong><\/span>
\ncapable of carrying almost any kind of petroleum product. The smaller group will usually<\/strong><\/span>
\ncarry gasolines, jet fuels, chemicals and heating oils. The larger size of the group will carry<\/strong><\/span>
\nheavier fuel oils and crude oils.<\/strong><\/span>
\nLR1 (Large Range 1) – 50,000 – 79,999 DWT<\/strong><\/span>
\nLR2 (Large Range 2) – 80,000 – 159,999 DWT<\/strong><\/span>
\nVessels in this class that are less than 100,000 dwt are divided into two basic categories<\/strong><\/span>
\nnamely, “Dirty ” and “Clean”. The “dirty” vessels carry the “black” or dirty cargoes such as<\/strong><\/span>
\ncrude oil , heavy fuel oils, asphalt etc. The “clean” vessels carry the refined “white” clean<\/strong><\/span>
\nproducts such as gasoline, jet fuels, kerosene etc. Chemical carriers would also fall into the<\/strong><\/span>
\n“clean” category. Because of the strict tank inspection requirements for clean products, most<\/strong><\/span>
\nproprietary vessels or those on long term charter or do not routinely change their trading<\/strong><\/span>
\npatterns from clean to dirty or vice versa. However market requirements and charter<\/strong><\/span>
\neconomics do require vessels to sometimes slip in and out of these clean and dirty trades.<\/strong><\/span>
\nVessels in this class that are over 100,00 dwt tend to be crude oil carriers only.<\/strong><\/span>
\nVLCC (Very Large Crude Carrier) – 160,000-320,000 DWT<\/strong><\/span>
\nULCC (Ultra Large Crude Carrier) – 320,000 DWT and above<\/strong><\/span>
\nBecause of their huge sizes these vessels have been almost exclusively only used for the<\/strong><\/span>
\ncarriage of crude oils. Only the smallest of this category has carried any type of refined<\/strong><\/span>
\nproducts. Several of these ULCC classed vessels were over 500,000 and the biggest of<\/strong><\/span>
\nthese ships had a deadweight of 564,939 tons.<\/strong><\/span>
\nVetting – The general process of approving a vessel for use. (From old English “To Vet” – to look at or review<\/strong><\/span>
\nagain.) Note: actual procedure varies from company to company.<\/strong><\/span>
\nW<\/strong><\/span>
\nWall Wash Test – The procedure of introducing an appropriate liquid into a vessel\u2019s tank to test for<\/strong><\/span>
\nhydrocarbon, color and other contaminants. This test is done by physically pouring the liquid down vessel\u2019s<\/strong><\/span>
\ntank bulkheads and trapping a portion on filter paper. This test is also done on vessel\u2019s steam coils and<\/strong><\/span>
\nsumps.<\/strong><\/span>
\nWatertight Door – A door so constructed that, when closed, it will prevent water under pressure from passing<\/strong><\/span>
\nthrough.<\/strong><\/span>
\nWater\/Cut Measurement – The procedure of locating the oil\/water interface for the purpose of determining<\/strong><\/span>
\nthe volume of free water in a shore tank or vessel compartment. It is also used to refer to the line of<\/strong><\/span>
\ndemarcation of the oil\/water interface.<\/strong><\/span>
\nWedge Formula – A mathematical means to approximate small quantities of liquid and solid cargo and free<\/strong><\/span>
\nwater on board prior to loading and after discharge based on cargo compartment dimensions and vessel<\/strong><\/span>
\ntrim. The wedge formula is to be used only when the liquid does not touch all bulk heads of the vessel\u2019s<\/strong><\/span>
\ntanks.<\/strong><\/span>
\nWedge Table – A pre-calculated vessel table based on the wedge formula and displayed much like the<\/strong><\/span>
\nvessel\u2019s usual innage\/ullage tables. These tables, however, are for small quantities (on- board quantities,<\/strong><\/span>
\nremaining on board) when the cargo or free water does not touch all bulkheads of the vessel tank.<\/strong><\/span>
\nWing Tanks – Vessel tanks located to the port or starboard of the centerline and designated port or starboard<\/strong><\/span>
\nwings or wing tanks.<\/strong><\/span>
\nKONU: Gemilerden sirkete g\u00f6nderilen y\u00fck evraklar\u0131<\/strong><\/span>
\n(BU KONUYLA ILGILI KONULARIN OKUNMASI)<\/strong><\/span>
\nGemilerden g\u00f6nderilen y\u00fck evraklar\u0131n\u0131n inclenmesi sonucunda genelde sirketleri zarara sokan<\/strong><\/span>
\nAsag\u0131da belirtilen eksiklikler ve hatalar\u0131n yap\u0131ld\u0131g\u0131 g\u00f6r\u00fclm\u00fcst\u00fcr.<\/strong><\/span>
\nSirketlere r\u00fcc\u00fc edilen Cargo claimlerin azalt\u0131lmas\u0131,ortadan kald\u0131r\u0131lmas\u0131 ve\/veya gerekli<\/strong><\/span>
\nmudafan\u0131n yap\u0131lab\u0131lmesi i\u00e7in gemi kaptanlar\u0131n\u0131n asag\u0131da belirtilen husulara azami itina etmeleri<\/strong><\/span>
\ngerekmektedir.<\/strong><\/span>
\n1-B\u00fct\u00fcn potesto mektuplar\u0131 asag\u0131da belirtilen s\u0131raya g\u00f6re verilecektir.<\/strong><\/span>
\na)-\u0001lgili merci veya ilgili merci temsilcisine imzalat\u0131lmas\u0131 ger\u00e7eklestirilemezse,<\/strong><\/span>
\nb)-Telexle ilgili merciye verilmesi,ger\u00e7eklesmezse ,<\/strong><\/span>
\nc)-\u0001lgili merciye iletilmek \u00fczere acentaya verilmesi ve acentaya imzalat\u0131r\u0131lmas\u0131,ger\u00e7eklesmezse<\/strong><\/span>
\nd)-\u0001lgili merciye pass edilmek acentaya telex ile verilmesi<\/strong><\/span>
\nBu islem veya islemlerin yap\u0131ld\u0131g\u0131n\u0131n gemi jurnaline kay\u0131t edilmesi ve sirkete g\u00f6nderilen<\/strong><\/span>
\nn\u00fcshan\u0131n al\u0131nd\u0131 imzas\u0131n\u0131 muhteva etmesi.<\/strong><\/span>
\n2-Gemiye verilen protesto mektuplar\u0131na;<\/strong><\/span>
\na)-Varsa gerekli notun d\u00fcs\u00fcl\u00fcp red edilmesi<\/strong><\/span>
\nb)-Note \u00e7esitli nedenlerden verilemiyorsa signed for receipt of notice only;fault or liability of any<\/strong><\/span>
\nkind denied.yaz\u0131larak imzalat\u0131lmas\u0131.Akabinde sirkete ingilizce veya t\u00fcrk\u00e7e a\u00e7\u0131klay\u0131c\u0131 rapor<\/strong><\/span>
\ng\u00f6nderilmesi.<\/strong><\/span>
\n3-Al\u0131nan\/Verilen protesto mektuplar\u0131n\u0131n sadece kaptan\u0131n imzalamas\u0131(\u00e7ok \u00f6zel haller hari\u00e7)<\/strong><\/span>
\n4-Y\u00fck eksik eksik,fazlal\u0131klar\u0131,dead freight,delays ve sample lar i\u00e7in daha \u00f6nce yaz\u0131lan ortak<\/strong><\/span>
\nprotesto mektuplar\u0131n\u0131 konu esas\u0131na uygun olarak d\u00fczenliyerek kullanab\u0131l\u0131rsiniz.<\/strong><\/span>
\n5-Statement of fact \/time sheet\u2019te B\/L k\u0131ymetleri yaz\u0131l\u0131 ise,ship figure lerininde not olarak<\/strong><\/span>
\nyaz\u0131l\u0131p,imzalanmas\u0131.<\/strong><\/span>
\n6-Sartlar gerektiriyorsa ilk tahliye liman\u0131nda ve ara tahliye limanlar\u0131nda\u00f6rnegi verilen Note of<\/strong><\/span>
\nProtest ve gerekirse extend protest letter verilmesi.<\/strong><\/span>
\n7-Before Loading,After discharging ve ullage reporlar\u0131n\u0131n mutabakat i\u00e7in surveyorlere<\/strong><\/span>
\nimzalat\u0131lmas\u0131<\/strong><\/span>
\n8-Is\u0131tmal\u0131 y\u00fcklerde s\u0131cakl\u0131k raporunun hergun i\u00e7in en az iki degerinin sorumlu zabit ve kaptan<\/strong><\/span>
\nimzal\u0131<\/strong><\/span>
\nolmas\u0131 ve imzal\u0131 bir kopyas\u0131n\u0131n sirkete g\u00f6nderilmesi.<\/strong><\/span>
\n9- Ullage raporlar\u0131n \u00fczerinde hesaplamada kullan\u0131lan tablo,cetvel ve nosunun<\/strong><\/span>
\nyaz\u0131lmas\u0131.Zaman zaman y\u00fckleme ve tahliyede farkl\u0131 cetveller kullan\u0131lmaktad\u0131r.<\/strong><\/span>
\nMesela ASTM Table 54 gibi<\/strong><\/span>
\n10-Sefer esnas\u0131nda \u00f6zel sebepler olmad\u0131k\u00e7a tanklar aras\u0131nda y\u00fck transferi<\/strong><\/span>
\nyap\u0131lmamas\u0131,yap\u0131l\u0131rsada<\/strong><\/span>
\nullage rapora ek olarak nedenlerini i\u00e7eren ayr\u0131 bir notun sirkete g\u00f6nderilmesi.<\/strong><\/span>
\n11-Shore Line sample lar\u0131n\u0131n gemiye al\u0131nmas\u0131na azami itina edilmesi verilmedi ise mutlaka<\/strong><\/span>
\nproesto verilmesi<\/strong><\/span>
\n12-Yukar\u0131da istenen raporlar\u0131n\u0131n,notlar\u0131n gonderilmesinden imtina edilmesi,zaman i\u00e7erisinde<\/strong><\/span>
\nsogumus hakli davam\u0131z\u0131 m\u00fcdafaa etmemiz g\u00fc\u00e7lestirdiginin ak\u0131ldan \u00e7\u0131kar\u0131lmamas\u0131 ve titizlikle<\/strong><\/span>
\ntakip edilmesi.<\/strong><\/span>
\n13-Y\u00fckleme Rate formu,Tahliye Bas\u0131n\u00e7 formu ve y\u00fckleme miktar\u0131 formlar\u0131n\u0131n sahil ile bunlara ait<\/strong><\/span>
\nherhangi bir \u00f6zel form yaz\u0131lmad\u0131g\u0131 zamanlarda 2.kaptan taraf\u0131ndan doldurularak sahil<\/strong><\/span>
\ntemsilcilerine<\/strong><\/span>
\nimzalat\u0131l\u0131p y\u00fck evraklar\u0131 ile sirkete g\u00f6nderilmesi.<\/strong><\/span>
\nGemi kaptanlar\u0131 s\u00fcpheye d\u00fcst\u00fckleri her hususta sirkete dan\u0131smadan \u00e7ekinmemeleri.<\/strong><\/span>
\nKONU :WETREP(MANDATORY SHIP REPORTING SYSTEM<\/strong><\/span>
\nRef. T2-OSS\/2.7.1 SN\/Circ.242<\/strong><\/span>
\n13 December 2004<\/strong><\/span>
\nMANDATORY SHIP REPORTING SYSTEMS<\/strong><\/span>
\n1 The Maritime Safety Committee, at its seventy-ninth session (1 to 10 December 2004),<\/strong><\/span>
\nadopted in accordance with the provisions of Assembly resolution A.858(20), and by<\/strong><\/span>
\nresolution MSC.190(79) (Annex) the new mandatory ship reporting system \u201cThe Western<\/strong><\/span>
\nEuropean Particularly Sensitive Sea Area\u201d, which will be implemented at 0000 hours UTC on 1<\/strong><\/span>
\nJuly 2005.<\/strong><\/span>
\n2 Member Governments are requested to bring the attached information to the attention of<\/strong><\/span>
\nmasters of their ships and advise them that they are required to comply with the requirements of<\/strong><\/span>
\nthe adopted ship reporting systems, in accordance with regulation V\/11.7 of the International<\/strong><\/span>
\nConvention for the Safety of Life at Sea, 1974, as amended.<\/strong><\/span>
\nRESOLUTION MSC.190(79)<\/strong><\/span>
\n(adopted on 6 December 2004)<\/strong><\/span>
\nADOPTION OF MANDATORY SHIP REPORTING SYSTEM IN THE WESTERN<\/strong><\/span>
\nEUROPEAN PARTICULARLY SENSITIVE SEA AREA<\/strong><\/span>
\nTHE MARITIME SAFETY COMMITTEE,<\/strong><\/span>
\nRECALLING article 28(b) of the Convention related to the creation of the International<\/strong><\/span>
\nMaritime Organization concerning the functions of the Committee,<\/strong><\/span>
\nRECALLING ALSO regulation V\/11 of the International Convention for the Safety of Life at<\/strong><\/span>
\nSea (SOLAS), 1974 concerning the adoption by the Organization of ship-reporting systems,<\/strong><\/span>
\nRECALLING FURTHER resolution A.858(20), which authorizes the Committee to perform<\/strong><\/span>
\nthe function of adopting ship-reporting systems on behalf of the Organization,<\/strong><\/span>
\nTAKING INTO ACCOUNT the Guidelines and criteria for ship-reporting systems, adopted<\/strong><\/span>
\nby resolution MSC.43(64), as amended by resolution MSC.111(73),<\/strong><\/span>
\nHAVING CONSIDERED the recommendations of the Sub-Committee on Safety of<\/strong><\/span>
\nNavigation at its fiftieth session,<\/strong><\/span>
\nHAVING ALSO NOTED that the Marine Environment Protection Committee, at its<\/strong><\/span>
\nfifty-second session, endorsed the recommendations of the Sub-Committee on Safety of<\/strong><\/span>
\nNavigation at its fiftieth session and designated the Western European Waters as a Particularly<\/strong><\/span>
\nSensitive Sea<\/strong><\/span>
\nArea (PSSA) by resolution MEPC.121(52),<\/strong><\/span>
\n1. ADOPTS, in accordance with SOLAS regulation V\/11, the ship-reporting system in the<\/strong><\/span>
\nWestern European Particularly Sensitive Sea Area as described in the Annexes to this resolution;<\/strong><\/span>
\n2. DECIDES that this mandatory ship-reporting system will enter into force at 0000 hours UTC<\/strong><\/span>
\non 1 July 2005;<\/strong><\/span>
\n3. REQUESTS the Secretary-General to bring this resolution and its Annexes to the attention of<\/strong><\/span>
\nContracting Governments to the SOLAS Convention and to members of the Organization who<\/strong><\/span>
\nare not parties to the Convention.<\/strong><\/span>
\nANNEX 1<\/strong><\/span>
\nDESCRIPTION OF THE MANDATORY SHIP REPORTING SYSTEM FOR THE<\/strong><\/span>
\nWESTERN EUROPEAN PARTICULARLY SENSITIVE SEA AREA<\/strong><\/span>
\nThe West European Tanker Reporting System (WETREP) is established in the Western<\/strong><\/span>
\nEuropean Particularly Sensitive Sea Area.<\/strong><\/span>
\n1 CATEGORIES OF SHIPS REQUIRED TO PARTICIPATE IN THE SYSTEM<\/strong><\/span>
\n1.1 Ships required to participate in the mandatory ship reporting system WETREP:<\/strong><\/span>
\nEvery kind of oil tanker of more than 600 tonnes deadweight, carrying a cargo of:<\/strong><\/span>
\n\u2022 heavy crude oil, meaning crude oils with a density at 15\u00b0C of higher than 900 kg\/m3;<\/strong><\/span>
\n\u2022 heavy fuel oils, meaning fuel oils with a density at 15\u00b0C of higher than 900 kg\/m3, or<\/strong><\/span>
\na kinematic viscosity at 50\u00b0C of higher than 180 mm2\/s;<\/strong><\/span>
\n\u2022 bitumen and tar and their emulsions.<\/strong><\/span>
\n1.2 Pursuant to SOLAS, the mandatory ship reporting system WETREP does not apply to any<\/strong><\/span>
\nwarship, naval auxiliary or other vessel owned or operated by a contracting government and<\/strong><\/span>
\nused, for the time being, only on government non-commercial service.<\/strong><\/span>
\n2 GEOGRAPHICAL COVERAGE OF THE SYSTEM, AND NUMBER AND EDITION<\/strong><\/span>
\nOF THE REFERENCE CHART USED FOR THE DELINEATION OF THE SYSTEM<\/strong><\/span>
\n2.1 The area covered by the reporting system WETREP is defined within the following<\/strong><\/span>
\nco-ordinates and are also shown in the chartlet attached at appendix 3:<\/strong><\/span>
\nNumber Latitude Longitude<\/strong><\/span>
\n1 (UK) 58\u00b0 30′ N UK coast<\/strong><\/span>
\n2 (UK) 58\u00b0 30′ N 000\u00b0 W<\/strong><\/span>
\n3 (UK) 62\u00b0 N 000\u00b0 W<\/strong><\/span>
\n4 (UK) 62\u00b0 N 003\u00b0 W<\/strong><\/span>
\n5 (UK+ Irl) 56\u00b0 30′ N 012\u00b0 W<\/strong><\/span>
\n6 (Irl) 54\u00b0 40’40”.91 N 015\u00b0 W<\/strong><\/span>
\n7 (Irl) 50\u00b0 56’45”.36 N 015\u00b0 W<\/strong><\/span>
\n8 (Irl+UK+F) 48\u00b0 27′ N 006\u00b0 25′ W<\/strong><\/span>
\n9 (F) 48\u00b0 27′ N 008\u00b0 W<\/strong><\/span>
\n10 (F+S) 44\u00b0 52′ N 003\u00b0 10′ W<\/strong><\/span>
\n11 (S) 44\u00b0 52′ N 010\u00b0 W<\/strong><\/span>
\n12 (S) 44\u00b0 14′ N 011\u00b0 34′ W<\/strong><\/span>
\n13 (S) 42\u00b0 55′ N 012\u00b0 18′ W<\/strong><\/span>
\n14 (S+P) 41\u00b0 50′ N 011\u00b0 34′ W<\/strong><\/span>
\n15(P) 37\u00b0 N 009\u00b0 49′ W<\/strong><\/span>
\n16 (P) 36\u00b0 20′ N 009\u00b0 00′ W<\/strong><\/span>
\n17(P) 36\u00b0 20′ N 007\u00b0 47′ W<\/strong><\/span>
\n18 (P) Guadiana River mouth<\/strong><\/span>
\n37\u00b0 10′ N 007\u00b0 25′ W<\/strong><\/span>
\n19 (B) 51\u00b0 22’25” N 003\u00b0 21’52”.5 E<\/strong><\/span>
\n(border between B and NL)<\/strong><\/span>
\n20 (UK) 52\u00b0 12′ N UK east coast<\/strong><\/span>
\n21 (IRL) 52\u00b0 10′.3″ N 006\u00b0 21′.8″ W<\/strong><\/span>
\n22 (UK) 52\u00b0 01′.52″ N 005\u00b0 04′.18″ W<\/strong><\/span>
\n23 (UK) 54\u00b0 51′.43″ N 005\u00b0 08′.47″ W<\/strong><\/span>
\n24 (UK) 54\u00b0 40′.39″ N 005\u00b0 34′.34″ W<\/strong><\/span>
\n2.2 The reference chart is Admiralty chart No.4011 (World Geodetic System, 1984, Datum<\/strong><\/span>
\n(WGS 84)).<\/strong><\/span>
\n3 FORMAT, CONTENTS OF REPORT, TIMES AND GEOGRAPHICAL POSITIONS<\/strong><\/span>
\nFOR SUBMITTING REPORT. AUTHORITIES TO WHOM THE REPORTS MUST<\/strong><\/span>
\nBE SENT AND AVAILABLE SERVICES<\/strong><\/span>
\n3.1 Format<\/strong><\/span>
\n3.1.1 WETREP reports shall be sent to the nearest participating coastal or communication station<\/strong><\/span>
\nlisted in annex 1, appendix 1 and shall be drafted in accordance with the format as shown in<\/strong><\/span>
\nappendix 2.<\/strong><\/span>
\n3.1.2 The format of the report described below is in accordance with resolution A.851(20) \u2013<\/strong><\/span>
\nappendix, paragraph 2.<\/strong><\/span>
\n3.2 Contents of report<\/strong><\/span>
\n3.2.1 The report required from participating ships contains information that is essential to<\/strong><\/span>
\nachieve the objectives of the system:<\/strong><\/span>
\n.1 the ship\u2019s name, call sign, IMO number\/MMSI number and position are needed for<\/strong><\/span>
\nestablishing the identity of the ship and its initial position (letters A, B and C);<\/strong><\/span>
\n.2 the ship\u2019s course, speed and destination, are important in order to maintain track of<\/strong><\/span>
\nthe ship so as to be able to implement search and rescue measures if a report from a<\/strong><\/span>
\nship fails to appear; to be able to instigate measures for the safe navigation of the<\/strong><\/span>
\nship; and to prevent pollution in the areas where weather conditions are severe (letters<\/strong><\/span>
\nE, F, G and I ). Proprietary information obtained as a requirement of the mandatory<\/strong><\/span>
\nship reporting system WETREP will be protected under this system consistent with<\/strong><\/span>
\nthe Guidelines and Criteria for Ship Reporting Systems, as amended (resolution A.851(20));<\/strong><\/span>
\n.3 the number of persons on board and other relevant information are important in<\/strong><\/span>
\nrelation to the allocation of resources in a search and rescue operation (letters P, T<\/strong><\/span>
\nand W); and<\/strong><\/span>
\n.4 in accordance with the provisions of the SOLAS and MARPOL conventions, ships<\/strong><\/span>
\nwill provide information on defects, damage, deficiencies or other limitations (under<\/strong><\/span>
\n\u201cQ\u201d) as well as, additional information (under \u201cX\u201d).<\/strong><\/span>
\n3.3 Time and geographical position for submitting report<\/strong><\/span>
\n3.3.1 Ships must report:<\/strong><\/span>
\n.1 on entry into the Reporting Area as defined in paragraph 2; or<\/strong><\/span>
\n.2 immediately on departing from a port, terminal or anchorage within the Reporting<\/strong><\/span>
\nArea; or<\/strong><\/span>
\n.3 when they deviate from routing to their original declared destination<\/strong><\/span>
\nport\/terminal\/anchorage or position \u201cfor orders\u201d given at time of entry into Reporting<\/strong><\/span>
\nArea; or<\/strong><\/span>
\n.4 when deviation from planned route is necessary due to weather or equipment<\/strong><\/span>
\nmalfunction or a change in the navigational status; and<\/strong><\/span>
\n.5 when finally exiting from Reporting Area.<\/strong><\/span>
\n3.3.2 Ships need not report if, while on normal passage routeing during transit of Reporting<\/strong><\/span>
\nArea,the boundary of the Reporting Area is crossed on other occasions apart from the initial<\/strong><\/span>
\nentry and final exit.<\/strong><\/span>
\n3.4 Shore-based authorities to whom reports are sent<\/strong><\/span>
\n3.4.1 Upon entering the WETREP reporting area, ships will notify the co-ordination centre of the<\/strong><\/span>
\nresponsible authority of the Coastal State participating in the system. The vessel traffic<\/strong><\/span>
\nservices,RCC, coastal radio station or others facilities to whom the reports must be sent to are<\/strong><\/span>
\nlisted in appendix 1.<\/strong><\/span>
\n3.4.2 Should the ship be unable to send the report to the nearest coastal radio station or other<\/strong><\/span>
\nfacility, the report shall be sent to the next-nearest coastal radio station or other facility as listed<\/strong><\/span>
\nin appendix 1.<\/strong><\/span>
\n3.4.3Reports may be sent by any modern communication form, including Inmarsat-C, telefax<\/strong><\/span>
\nand e-mail as appropriate.<\/strong><\/span>
\n4 INFORMATION TO BE GIVEN TO PARTICIPATING SHIPS AND PROCEDURES<\/strong><\/span>
\nTO BE FOLLOWED<\/strong><\/span>
\n4.1 If requested, coastal States can provide ships with information of importance for the safety of<\/strong><\/span>
\nnavigation in the ship reporting area, from broadcasting devices set up in the coastal States.<\/strong><\/span>
\n4.2 If necessary, individual information can be provided to a ship in relation to the special local<\/strong><\/span>
\nconditions.<\/strong><\/span>
\n5 COMMUNICATIONS REQUIRED FOR THE SYSTEM, FREQUENCIES ON<\/strong><\/span>
\nWHICH REPORTS SHOULD BE TRANSMITTED AND INFORMATION TO BE<\/strong><\/span>
\nREPORTED<\/strong><\/span>
\n5.1 The vessel traffic services, RCC, coastal radio station or others facilities to whom the reports<\/strong><\/span>
\nmust be sent to are listed in appendix 1.<\/strong><\/span>
\n5.2 The reports required from a ship entering and navigating in the reporting area shall begin<\/strong><\/span>
\nwith the word WETREP and shall contain a two-letter abbreviation for identification of the<\/strong><\/span>
\nreport (Sailing Plan, Final Report or Deviation Report). Telegrams so prefixed are dispatched<\/strong><\/span>
\nfree of charge to ships.<\/strong><\/span>
\n5.3 Dependent on the type of report, the following information shall be included as referred to<\/strong><\/span>
\nunder paragraph 6 of appendix 2:<\/strong><\/span>
\nA : Ship identification (ship name, call sign, IMO identification number and MMSI Number)<\/strong><\/span>
\nB : Date time group<\/strong><\/span>
\nC : Position<\/strong><\/span>
\nE : True course<\/strong><\/span>
\nF : Speed<\/strong><\/span>
\nG: Name of last port of call<\/strong><\/span>
\nI : Name of next port of call with the ETA<\/strong><\/span>
\nP : Oil cargo type(s), quantity, grade(s) and density. If those tankers carry other<\/strong><\/span>
\nhazardous cargo simultaneously: the type, quantity and IMO class of that cargo, as appropriate<\/strong><\/span>
\nQ: To be used in cases of defects or deficiency affecting normal navigation<\/strong><\/span>
\nT: Address for the communication of cargo information<\/strong><\/span>
\nW : Number of persons on board<\/strong><\/span>
\nX : Various information applicable for those tankers:<\/strong><\/span>
\n– characteristics and estimated quantity of bunker fuel, for tankers carrying more<\/strong><\/span>
\nthan 5,000 tonnes of bunker fuel<\/strong><\/span>
\n– navigational status, (for example, under way with engines, restricted in ability to<\/strong><\/span>
\nmanoeuvre, etc.)<\/strong><\/span>
\n5.4 Reports shall be in a format consistent with IMO resolution A.851(20).<\/strong><\/span>
\n5.5 Reports shall be free of charge for reporting ships.<\/strong><\/span>
\n6 RELEVANT RULES AND REGULATIONS IN FORCE IN THE AREA OF THE<\/strong><\/span>
\nSYSTEM<\/strong><\/span>
\n6.1 Regulations for the Preventing Collisions at Sea<\/strong><\/span>
\nThe International Regulations for Preventing Collisions at Sea, 1972 (COLREGs), as<\/strong><\/span>
\namended,apply throughout the area covered by the system.1<\/strong><\/span>
\n1 Ships carrying dangerous or polluting goods coming from or bound for a port within the reporting area must<\/strong><\/span>
\ncomply with the European Community Directive on Vessel Traffic Monitoring (2002\/59\/EC).<\/strong><\/span>
\n6.2 Traffic separation schemes and other routeing measures<\/strong><\/span>
\n6.2.1 The following IMO adopted Traffic Separation Schemes:<\/strong><\/span>
\nWest of the Scilly Isles<\/strong><\/span>
\nSouth of the Scilly Isles<\/strong><\/span>
\nOff Land\u2019s End, between Seven Stones and Longships<\/strong><\/span>
\nSouth of the Scilly Isles<\/strong><\/span>
\nWest of the Scilly Isles<\/strong><\/span>
\nOff Ushant<\/strong><\/span>
\nOff Casquets<\/strong><\/span>
\nIn the Strait of Dover and adjacent waters<\/strong><\/span>
\nOff Fastnet Rock<\/strong><\/span>
\nOff Smalls<\/strong><\/span>
\nOff Tuskar Rock<\/strong><\/span>
\nOff Skerries<\/strong><\/span>
\nIn the North Channel<\/strong><\/span>
\nOff Finisterre<\/strong><\/span>
\nOff Cape Roca<\/strong><\/span>
\nOff Cape S. Vicente<\/strong><\/span>
\n6.2.2 The following IMO adopted Deep-Water Routes:<\/strong><\/span>
\nDeep-water route leading to the Port of Antifer<\/strong><\/span>
\nDeep-water route forming part of the north-eastbound traffic lane of the Strait of Dover and<\/strong><\/span>
\nadjacent waters traffic separation scheme<\/strong><\/span>
\nDeep-water route west of the Hebrides<\/strong><\/span>
\n6.2.3 The following IMO adopted Areas to be Avoided:<\/strong><\/span>
\nIn the region of the Rochebonne Shelf<\/strong><\/span>
\nIn the English Channel and its approaches<\/strong><\/span>
\nIn the Dover Strait<\/strong><\/span>
\nAround the F3 station within the separation scheme \u201cIn the Strait of Dover and adjacent<\/strong><\/span>
\nwaters\u201d<\/strong><\/span>
\nIn the region of the Orkney Islands<\/strong><\/span>
\nIn the region of the Fair Isle<\/strong><\/span>
\nIn the region of the Shetland Islands<\/strong><\/span>
\nBetween the Smalls Lighthouse and Grassholme Island<\/strong><\/span>
\nIn the region of the Berlengas Islands<\/strong><\/span>
\n6.2.4 The following other IMO adopted Routeing Measures:<\/strong><\/span>
\nRecommended directions of traffic flow in the English Channel<\/strong><\/span>
\nRecommended routes in the Fair Isle Channel<\/strong><\/span>
\nRecommendations on navigation around the United Kingdom coast<\/strong><\/span>
\n6.2.5 The following IMO adopted Mandatory Ship Reporting Systems:<\/strong><\/span>
\nOff \u201cLes Casquets\u201d and the adjacent coastal area<\/strong><\/span>
\nIn the Dover Strait\/Pas-de-Calais<\/strong><\/span>
\nOff Ushant<\/strong><\/span>
\nOff Finisterre<\/strong><\/span>
\n6.2.6 The following Coastal Vessel Traffic Services (VTS):<\/strong><\/span>
\nCorsen VTS<\/strong><\/span>
\nDover, Channel Navigation Information Service (CNIS)<\/strong><\/span>
\nFinisterre VTS<\/strong><\/span>
\nGris-Nez VTS<\/strong><\/span>
\n7 SHORE-BASED FACILITIES TO SUPPORT THE OPERATION OF THE SYSTEM<\/strong><\/span>
\n7.1 The vessel traffic services, RCC, coastal radio stations or others facilities to whom the<\/strong><\/span>
\nreports must be sent to are listed in appendix 1.<\/strong><\/span>
\n7.2 The vessel traffic services, RCC, coastal radio stations or others facilities that form a part of<\/strong><\/span>
\nthe service, will at all times be manned.<\/strong><\/span>
\n7.3 All communications facilities<\/strong><\/span>
\n7.3.1 All IMO approved communication methods are accepted and available as detailed in<\/strong><\/span>
\nappendix 1.<\/strong><\/span>
\n7.4 Staff training and qualification<\/strong><\/span>
\n7.4.1 Personnel are trained according to national and international recommendations. The<\/strong><\/span>
\ntraining of personnel comprises an overall study of the navigation safety measures, the relevant<\/strong><\/span>
\ninternational (IMO) and national provisions with respect to the safety of navigation.<\/strong><\/span>
\n8 PROCEDURES TO BE FOLLOWED IF SHORE BASED COMMUNICATIONS FAIL<\/strong><\/span>
\nShould the ship be unable to send the report to the nearest coastal radio station or other<\/strong><\/span>
\nfacility, the report shall be sent to the next-nearest coastal radio station or other facility as listed<\/strong><\/span>
\nin appendix 1.<\/strong><\/span>
\n9 MEASURES TO BE TAKEN IF A SHIP FAILS TO COMPLY WITH THE<\/strong><\/span>
\nREQUIREMENTS OF THE SYSTEM<\/strong><\/span>
\nThe objectives of the system are to initiate SAR and measures to prevent pollution as fast and<\/strong><\/span>
\neffective as possible if an emergency is reported or a report from a ship fails to appear, and it is<\/strong><\/span>
\nimpossible to establish communication with the ship. All means will be used to obtain the full<\/strong><\/span>
\nparticipation of ships required to submit reports. If reports are not submitted and the offending<\/strong><\/span>
\nship can be positively identified, then information will be passed on to the relevant flag State<\/strong><\/span>
\nAuthorities for investigation and possible prosecution in accordance with national legislation.<\/strong><\/span>
\nThe mandatory ship reporting system WETREP is for the exchange of information only and does<\/strong><\/span>
\nnot provide any additional authority for mandating changes in the vessel\u2019s operations. This<\/strong><\/span>
\nreporting system will be implemented consistent with UNCLOS, SOLAS and other relevant<\/strong><\/span>
\ninternational instruments so that the reporting system will not provide the basis to impinge on a<\/strong><\/span>
\ntransiting vessel\u2019s passage through the reporting area.<\/strong><\/span>
\nAppendix 1<\/strong><\/span>
\nVessel Traffic Services, RCC, coast radio station or other facilities to whom the reports<\/strong><\/span>
\nmust be submitted (Geographical positions refer to the World Geodetic System 1984<\/strong><\/span>
\n(WGS 84))<\/strong><\/span>
\nPosition co-ordinates<\/strong><\/span>
\nBELGIUM<\/strong><\/span>
\nMRCC \u2013 SAR Oostende: 051\u00b0 14′ N 002\u00b0 55′ E<\/strong><\/span>
\nTel: +32 59 70 10 00<\/strong><\/span>
\nTel.: +32 59 70 11 00<\/strong><\/span>
\nFax: +32 59 70 36 05<\/strong><\/span>
\nTelex: 82125<\/strong><\/span>
\nVHF : 9, 16, 67, 70<\/strong><\/span>
\nMF: 2182<\/strong><\/span>
\nMMSI: 00 205 99 81<\/strong><\/span>
\nFRANCE<\/strong><\/span>
\nMRCC Gris-Nez: 50\u00ba 52′ N 001\u00ba 35′ E<\/strong><\/span>
\nTel.: +33 3 21 87 21 87<\/strong><\/span>
\nFax: +33 3 21 87 78 55<\/strong><\/span>
\nTelex: 130680<\/strong><\/span>
\nInmarsat-C: 422799256<\/strong><\/span>
\nVHF: 16, 70<\/strong><\/span>
\nMMSI: 002275100<\/strong><\/span>
\nMRCC Corsen: 48\u00ba 25′ N 004\u00ba 47′ W<\/strong><\/span>
\nTel.: +33 2 98 89 31 31<\/strong><\/span>
\nFax: +33 2 98 89 65 75<\/strong><\/span>
\nTelex: 940086<\/strong><\/span>
\nInmarsat-C: Nil<\/strong><\/span>
\nVHF: 16, 70<\/strong><\/span>
\nMMSI: 002275300<\/strong><\/span>
\nIRELAND<\/strong><\/span>
\nMRCC Dublin<\/strong><\/span>
\nTel: +353 1 6620922\/23<\/strong><\/span>
\nFax: +353 1 6620795<\/strong><\/span>
\ne-mail: mrccdublin@irishcoastguard.ie<\/strong><\/span>
\nCommunications may be sent to MRCC Dublin via:<\/strong><\/span>
\nMRSC Valentia (EJK) 51\u00ba 56′ N 010\u00ba 21′ W<\/strong><\/span>
\nMRSC Malin Head (EJM) 55\u00ba 22′ N 007\u00ba 21′ W<\/strong><\/span>
\nPORTUGAL<\/strong><\/span>
\nMRCC Lisbon: 38\u00ba 40′ N 009\u00ba 19′ W<\/strong><\/span>
\nTel: +351 21 4401950, or<\/strong><\/span>
\n+351 21 4401919 (for emergency only)<\/strong><\/span>
\nFax: +351 21 4401954<\/strong><\/span>
\nTelex: 60747 P.<\/strong><\/span>
\ne-mail: mrcclisboa@netc.pt.<\/strong><\/span>
\nSPAIN<\/strong><\/span>
\nMRCC Madrid 40\u00ba 24′ N 003\u00ba 43′ W<\/strong><\/span>
\nTel: +34 91 7559133<\/strong><\/span>
\nFax: +34 91 5261440<\/strong><\/span>
\nTelex: +5241210, +5241224<\/strong><\/span>
\ne-mail: cncs@sasemar.es<\/strong><\/span>
\nMRCC Finisterre: 42\u00ba 42′ N 008\u00ba 59′ W 002240993 (MMSI)<\/strong><\/span>
\nTel: +34 981 767500<\/strong><\/span>
\nFax: +34 981 767740<\/strong><\/span>
\nTelex: +5282268, +5286207<\/strong><\/span>
\ne-mail: finister@sasemar.es<\/strong><\/span>
\nVHF: 16 & 11<\/strong><\/span>
\nMF: 2182<\/strong><\/span>
\nMRCC Bilbao 43\u00ba 20′.8 N 003\u00ba 01′ W 002241021 (MMSI)<\/strong><\/span>
\nTel: +34 944 839286<\/strong><\/span>
\nFax: +34 944 839161<\/strong><\/span>
\ne-mail: bilbao@sasemar.es VHF: 16 & 10<\/strong><\/span>
\nUNITED KINGDOM<\/strong><\/span>
\nMRCC Falmouth<\/strong><\/span>
\nTel: +(0)1326 317575<\/strong><\/span>
\nFax: +(0)1326 318342<\/strong><\/span>
\nTelex: +51 42981<\/strong><\/span>
\nInmarsat-A and Inmarsat-C<\/strong><\/span>
\ne-mail: falmouthcoastguard@mcga.gov.uk<\/strong><\/span>
\nSea Area A2 \u2013 MF DSC Coast Stations<\/strong><\/span>
\n(MMSI)<\/strong><\/span>
\nMRCC Aberdeen 57\u00ba 25′ N 001\u00ba 51′ W 002320004<\/strong><\/span>
\nMRCC Clyde 55\u00ba 58′ N 004\u00ba 48′ W 002320022<\/strong><\/span>
\nMRCC Falmouth 50\u00ba 08′ N 005\u00ba 07′ W 002320014<\/strong><\/span>
\nMRSC Holyhead 53\u00ba 19′ N 004\u00ba 38′ W 002320018<\/strong><\/span>
\nMRSC Humber 54\u00ba 05′ N 001\u00ba 10′ W 002320007<\/strong><\/span>
\nCullercoats 55\u00ba 04′ N 001\u00ba 28′ W (sub-station)<\/strong><\/span>
\nMRSC Milford Haven 51\u00ba 41′ N 005\u00ba 03′ W 002320017<\/strong><\/span>
\nMRCC Shetland 60\u00ba 09′ N 001\u00ba 08′ W 002320001<\/strong><\/span>
\nMRSC Stornoway 58\u00ba 13′ N 006\u00ba 20′ W 002320024<\/strong><\/span>
\nAppendix 2<\/strong><\/span>
\nWestern European Ship Reporting System (WETREP)<\/strong><\/span>
\nRules for Drafting of Reports<\/strong><\/span>
\n1 Ships on voyage to and from the Western European Reporting Area shall send reports:<\/strong><\/span>
\n.1 on entry into the Reporting Area; or<\/strong><\/span>
\n.2 immediately on departing from a port, terminal or anchorage within the Reporting<\/strong><\/span>
\nArea; or<\/strong><\/span>
\n.3 when they deviate from routing to their original declared destination<\/strong><\/span>
\nport\/terminal\/anchorage or position \u201cfor orders\u201d given at time of entry into Reporting<\/strong><\/span>
\nArea; or<\/strong><\/span>
\n.4 when deviation from planned route is necessary due to weather or equipment<\/strong><\/span>
\nmalfunction or where information under entry \u201cQ\u201d is necessary ; and<\/strong><\/span>
\n.5 when finally exiting from Reporting Area.<\/strong><\/span>
\n2 Ships need not report if, while on normal passage routeing during transit of Reporting Area,<\/strong><\/span>
\nthe boundary of the Reporting Area is crossed on other occasions apart from the initial entry and<\/strong><\/span>
\nfinal exit.<\/strong><\/span>
\n3 Upon entering the WETREP reporting area, ships will notify the co-ordination centre of the<\/strong><\/span>
\nresponsible authority of the Coastal State participating in the system. The vessel traffic<\/strong><\/span>
\nservices,RCC, coastal radio station or others facilities to whom the reports must be sent to are<\/strong><\/span>
\nlisted in appendix 1.<\/strong><\/span>
\n4 Should the ship be unable to send the report to the nearest coastal radio station or other<\/strong><\/span>
\nfacility, the report shall be sent to the next-nearest coastal radio station or other facility as listed<\/strong><\/span>
\nin appendix 1.<\/strong><\/span>
\n5 Each report shall begin with the word WETREP and a 2-letter abbreviation for identification<\/strong><\/span>
\nof the report. Messages so prefixed are dispatched free of charge to ships.<\/strong><\/span>
\n6 The reports shall be drawn up in accordance with the following table. The designators A, B,<\/strong><\/span>
\nC, E, F, G, I, P, T, W and X are mandatory for a sailing plan report, A, B, C, E and F for a final<\/strong><\/span>
\nreport, A, B, C, E, F, and I for a deviation report. The designator Q shall also be included at any<\/strong><\/span>
\ntime where defects including breakdown, damage, deficiencies, circumstances affecting normal<\/strong><\/span>
\nnavigation should occur within the reporting area.<\/strong><\/span>
\n7 Sailing Plan (\u201cSP\u201d) to be sent as a first report:<\/strong><\/span>
\na On entering the Reporting Area as defined in paragraph 2.1.<\/strong><\/span>
\nb Immediately on departing from a port located within the Reporting Area.<\/strong><\/span>
\nExample:<\/strong><\/span>
\nName of station to which the report is being sent<\/strong><\/span>
\nWETREP\u2013 SP<\/strong><\/span>
\nA. NONESUCH\/KTOI<\/strong><\/span>
\nB. 161520Z<\/strong><\/span>
\nC. 4105N1115W<\/strong><\/span>
\nE. 026<\/strong><\/span>
\nF. 15<\/strong><\/span>
\nG. RAS TANNURAH<\/strong><\/span>
\nI. ROTTERDAM 230230Z<\/strong><\/span>
\nP. 56,000 TONNES HEAVY FUEL OILS<\/strong><\/span>
\nT. J. Smith, 00 47 22 31 56 10, Facsimile 00 47 22 31 56 11<\/strong><\/span>
\nW. 23<\/strong><\/span>
\nX. NONE, NONE<\/strong><\/span>
\n8 Final Report (\u201cFR\u201d) to be sent:<\/strong><\/span>
\na On leaving the Reporting Area.<\/strong><\/span>
\nb On arrival in a port situated within the Reporting Area.<\/strong><\/span>
\nExample:<\/strong><\/span>
\nName of station to which the report is being sent<\/strong><\/span>
\nWETREP\u2013 FR<\/strong><\/span>
\nA. NONESUCH\/KTOI<\/strong><\/span>
\nB. 201520Z<\/strong><\/span>
\nC. 5145N0238E<\/strong><\/span>
\nE. 044<\/strong><\/span>
\nF. 16<\/strong><\/span>
\n9 Deviation Report (\u201cDR\u201d) to be sent:<\/strong><\/span>
\na When they deviate from routing to their original declared<\/strong><\/span>
\ndestination\/port\/terminal\/anchorage or position \u201cfor orders\u201d given at time of entry<\/strong><\/span>
\ninto the Reporting Area.<\/strong><\/span>
\nb When deviation from planned route is necessary due to weather or equipment<\/strong><\/span>
\nmalfunction or a change in navigational status.<\/strong><\/span>
\nExample:<\/strong><\/span>
\nName of station to which the report is being sent<\/strong><\/span>
\nWETREP\u2013 FR<\/strong><\/span>
\nA. NONESUCH\/KTOI<\/strong><\/span>
\nB. 201520Z<\/strong><\/span>
\nC. 4957N0207W<\/strong><\/span>
\nE. 073<\/strong><\/span>
\nF. 14<\/strong><\/span>
\nI. ROTTERDAM 270230Z<\/strong><\/span>
\nX. NONE, SATISFACTORY<\/strong><\/span>
\nAppendix 3<\/strong><\/span>
\nChartlet<\/strong><\/span>
\nANNEX 2<\/strong><\/span>
\nSUMMARY<\/strong><\/span>
\n1 Ships required to report<\/strong><\/span>
\nIn the reporting system WETREP, every kind of oil tanker of more than 600 tonnes<\/strong><\/span>
\ndeadweight, carrying a cargo of:<\/strong><\/span>
\n\u2022 heavy crude oil, meaning crude oils with a density at 15\u00b0C of higher than 900 kg\/m3;<\/strong><\/span>
\n\u2022 heavy fuel oils, meaning fuel oils with a density at 15\u00b0C of higher than 900 kg\/m3, or a<\/strong><\/span>
\nkinematic viscosity at 50\u00b0C of higher than 180 mm2\/s;<\/strong><\/span>
\n\u2022 bitumen and tar and their emulsions.<\/strong><\/span>
\n2 Position for submitting reports<\/strong><\/span>
\nShips on voyage to and from the Western European Reporting Area shall send reports:<\/strong><\/span>
\n.1 on entry into the Reporting Area; or<\/strong><\/span>
\n.2 immediately on departing from a port, terminal or anchorage within the Reporting<\/strong><\/span>
\nArea; or<\/strong><\/span>
\n.3 when they deviate from routing to their original declared destination<\/strong><\/span>
\nport\/terminal\/anchorage or position \u201cfor orders\u201d given at time of entry into the<\/strong><\/span>
\nReporting Area; or<\/strong><\/span>
\n.4 when deviation from planned route is necessary due to weather or equipment<\/strong><\/span>
\nmalfunction or a change in the navigational status; and<\/strong><\/span>
\n.5 when finally exiting from the Reporting Area.<\/strong><\/span>
\nShips need not report if, while on normal passage routeing during transit of the Reporting<\/strong><\/span>
\nArea, the boundary of the Reporting Area is crossed on other occasions apart from the initial<\/strong><\/span>
\nentry and final exit.<\/strong><\/span>
\n3 Reference chart<\/strong><\/span>
\nUnited Kingdom Hydrographic Office chart No.4011 (World Geodetic System 1984, Datum<\/strong><\/span>
\n(WGS 84)).<\/strong><\/span>
\n4 Reporting format<\/strong><\/span>
\nSystem identifier: WETREP<\/strong><\/span>
\nData to be transmitted in WETREP:<\/strong><\/span>
\nA : Ship identification (ship name, call sign, IMO identification number and<\/strong><\/span>
\nMMSI Number)<\/strong><\/span>
\nB : date time group<\/strong><\/span>
\nC : Position<\/strong><\/span>
\nE : True course<\/strong><\/span>
\nF : Speed<\/strong><\/span>
\nG: Name of last port of call<\/strong><\/span>
\nI : Name of next port of call with ETA<\/strong><\/span>
\nP : Oil cargo type(s), quantity, grade(s) and density (If those tankers carry other<\/strong><\/span>
\nhazardous cargo simultaneously: the type, quantity and IMO class of that cargo, as<\/strong><\/span>
\nappropriate)<\/strong><\/span>
\nQ : To be used in cases of defects or deficiency affecting normal navigation<\/strong><\/span>
\nT : Address for the communication of cargo information<\/strong><\/span>
\nW : Number of persons on board<\/strong><\/span>
\nX : Various information applicable for those tankers:<\/strong><\/span>
\n– characteristics and estimated quantity of bunker fuel, for tankers carrying more<\/strong><\/span>
\nthan 5,000 tonnes of bunker fuel<\/strong><\/span>
\n– navigational status (for example, under way with engines, restricted in ability to<\/strong><\/span>
\nmanoeuvre, etc.)<\/strong><\/span>
\n5 Authority receiving the report<\/strong><\/span>
\n5.1 Upon entering the WETREP reporting area, ships will notify the co-ordination centre of the<\/strong><\/span>
\nresponsible authority of the Coastal State participating in the system. The vessel traffic services,<\/strong><\/span>
\nRCC, coastal radio station or others facilities to whom the reports must be sent to are listed in<\/strong><\/span>
\nappendix 1.<\/strong><\/span>
\n5.2 Should the ship be unable to send the report to the nearest coastal radio station or other<\/strong><\/span>
\nfacility, the report shall be sent to the next-nearest coastal radio station or other facility as listed<\/strong><\/span>
\nin appendix 1.<\/strong><\/span>
\n6 Communication<\/strong><\/span>
\nReports may be sent by any modern communication form, including Inmarsat C, telefax and<\/strong><\/span>
\ne-mail as appropriate.<\/strong><\/span>
\nKONU BREZILYADA 18 YAS USTU GEMILERDE DPC(KONDISYON) SURVEYI<\/strong><\/span>
\nTO: SHIPOWNERS AND SHIP MANAGEMENT COMPANIES CONCERNED<\/strong><\/span>
\nWith regard to the above subject relating to our Technical Information No. 165 dated on<\/strong><\/span>
\n27 July 1995,the Brazilian Government (DPC) has recently abolished the former Decree<\/strong><\/span>
\nNo.0007 and has established new one as the MARINE AUTHORITY STANDARD No.4.<\/strong><\/span>
\nIn this STANDARD the condition Survey are carried out as mentioned below.<\/strong><\/span>
\n1. Application of Condition Survey<\/strong><\/span>
\n(1) Condition Survey shall be applied to all bulk carriers and combined ore-oil or ore-bulkoil<\/strong><\/span>
\ncarriers aged 18 years old or older at the first entry into a Brazilian Port and loading<\/strong><\/span>
\nbulk solid with specific weight 1.0 ton\/m3 or more.<\/strong><\/span>
\n(2)In case where Condition Survey is carried out with satisfactory result, DOCUMENT OF<\/strong><\/span>
\nCOMPLIANCE will be issued for the vessel, with a validity of l(one) year as from the<\/strong><\/span>
\ndate of the inspection.<\/strong><\/span>
\n2. Submission of Application for Condition Survey<\/strong><\/span>
\n(1)Application for Condition Survey is to be submitted to any of the Classification<\/strong><\/span>
\nSocieties recognized by DPC (NK, ABS, BV, DNV, GL, LRS and RINA) but not to<\/strong><\/span>
\nthe Society with which the vessel is registered.<\/strong><\/span>
\n(2)The desired survey date & port are to be notified to the DPC at least 10 (Ten)<\/strong><\/span>
\nworking days before the survey. And copies of application are to be submitted<\/strong><\/span>
\nCP\/DL\/AG (Port Captain\/Delegate\/Agent) and the contacted Classification Society.<\/strong><\/span>
\n3. Preparation for Condition Survey<\/strong><\/span>
\n(1) The following documents are to be prepared on board.<\/strong><\/span>
\na. Detailed survey report of the last drydocking and\/or of the last special survey,<\/strong><\/span>
\ntogerther with the thickness gauging reports.<\/strong><\/span>
\nb. Survey status with outstanding recommendations, if any, issued by the<\/strong><\/span>
\nClassification Society of the vessel.<\/strong><\/span>
\nc. All statutory certificates required by the International Conventions to which<\/strong><\/span>
\nBrazil is signatory, as well as the class certificates and registry certificates.<\/strong><\/span>
\nd. Documents that certify the firm name of the shipowner, operator, cargo<\/strong><\/span>
\nowner, ship insurance company, cargo insurance-company and P & I club.<\/strong><\/span>
\n(2) The firms of thickness gauging is to be arranged prior to the survey.(For details of firms,<\/strong><\/span>
\nsee the attached sheet) It would be desirable that the ship is provided with the thickness<\/strong><\/span>
\ngauging instrument.<\/strong><\/span>
\n(3) Alt the water ballast tanks are to be emptied and ventilated for inspection.<\/strong><\/span>
\n4. Content of Condition Survey<\/strong><\/span>
\n(1) Document Check:<\/strong><\/span>
\nCHECKING THE DOCUMENTS MENTIONED ABOVE PARA. 3.(1) .<\/strong><\/span>
\n(2) Extent of Condition Survey:<\/strong><\/span>
\nInternal examination of all cargo holds and some water ballast tanks in addition to the Class Annual Survey<\/strong><\/span>
\nitems.<\/strong><\/span>
\n(3) Thickness Gauging:<\/strong><\/span>
\nHull structure is to be spot gauged based on the latest thickness measurement record.<\/strong><\/span>
\n(4) Others:<\/strong><\/span>
\nAn inspector of DPC will attend on board together with the Surveyor to the Classification Society.<\/strong><\/span>
\n5. Survey Report (Statement)<\/strong><\/span>
\nUpon completion of the Condition Survey, a Survey Report (refer to attachment) with the relevant<\/strong><\/span>
\nphotographs are issued by the contracted Classification Society to the Shipowner. The shipowner is to be<\/strong><\/span>
\nsubmitted the survey report (Original and one copy) to CP\/DL\/AG.<\/strong><\/span>
\nThe full name and address of the DPC are as mentioned below. MARINHA DO BRAS1L<\/strong><\/span>
\nDIRECTORIA DE PORTOS E COSTAS (DPC) Address : Rua Teofile Otoni4 Centro<\/strong><\/span>
\nRio de Janeiro-RJ BRAZIL<\/strong><\/span>
\nCEP 20090-070<\/strong><\/span>
\nPhone : 55-21- 3870-5236<\/strong><\/span>
\nFax : 55-21-3870-5217<\/strong><\/span>
\nE-mail : secom@dpc.mar.mil.br<\/strong><\/span>
\nFor further details, please do not hesitate to contact our Marine &Industrial Service Department at the<\/strong><\/span>
\nHead Office.<\/strong><\/span>
\nMarine and Industrial Service Department TEL:81-43-294-6131 FAX:81-43-294-7217<\/strong><\/span>
\nAttached: 1. Marine Authority Standard No.4 (Tentative MARITIME AUTHORITY STNADARD N\u00b0 4<\/strong><\/span>
\nCONDITION SURVEY – BULK CARRIERS 0201 -DEFINITIONS<\/strong><\/span>
\na) Heavy hulk cargoes \u2014 ore or other similar products with a specific weight<\/strong><\/span>
\nequal or greater than 1.0 ton\/m3<\/strong><\/span>
\nb) Age of Vessel \u2014 as from date of delivery, which can be found in the<\/strong><\/span>
\nSupplement to the International Oil Pollution Prevention (IOPP) Certificate ( FORM A- Record of<\/strong><\/span>
\nConstruction and Equipment for Ships Other than Oil Tankers).<\/strong><\/span>
\nc) GEV – DPC Special Inspections Group (DPC- Ports and Coasts Directorate;<\/strong><\/span>
\nGEV – Grupo Especial de Vistorias).<\/strong><\/span>
\n0202-APPLICATION<\/strong><\/span>
\nRegardless of their flag or size, condition surveys should be carried out for all bulk carriers and combined oreoil<\/strong><\/span>
\nor ore-bulk-oil carriers aged eighteen years and older, operating in Brazilian ports for loading bulk solids<\/strong><\/span>
\nwith specific weight of 1.0 ton\/m3 or more, such as iron ore, bauxite, manganese and phosphate. A declaration<\/strong><\/span>
\nof the specific weight of the cargo by the charterer, shipowner or representative is not necessary.<\/strong><\/span>
\n0203-EXEMPTION FROM CONDITION SURVEY<\/strong><\/span>
\na) Regardless of age, bulk carriers whose total bulk load does not exceed thirty<\/strong><\/span>
\npercent of the deadweight of the vessel ( dwt) are exempt from this inspection.<\/strong><\/span>
\nThe deadweight values for combined carriers (ore-oil or ore-bulk-oil) are<\/strong><\/span>
\navailable in the Supplement to the International Oil Pollution Prevention<\/strong><\/span>
\n(IOPP) Certificate (FORMB).<\/strong><\/span>
\nb) A carrier in transit need not be inspected, unless at the request of the<\/strong><\/span>
\nshipowner, in which case the vessel should be prepared for inspection as<\/strong><\/span>
\nstipulated in Item 0205(b)<\/strong><\/span>
\n0204-CARRYING OUT INSPECTIONS<\/strong><\/span>
\nThe inspections will be carried out in daylight, on any day after the arrival of the vessel in any Brazilian port by<\/strong><\/span>
\na team consisting of the Special Inspections Group (GEV), a representative of the CP\/DL\/AG (Port<\/strong><\/span>
\nCaptain\/Delegate\/Agent) and the Classification society contracted by the shipowner.<\/strong><\/span>
\nWhenever a Special Inspections Group (GEV) representative is not on the team, an official from the CP \/ DL \/<\/strong><\/span>
\nAG or civilian equivalent should participate in the inspection in order to ensure full compliance with the<\/strong><\/span>
\nprocedures outlined in this Maritime Authority Standard ( NORMAM\u2014 Norma da Autoridade Maritima).<\/strong><\/span>
\nExcept when expressly stated otherwise by the DPC, the inspection should be carried out even in the absence<\/strong><\/span>
\nof the Special Inspections Group (GEV) or CP \/ DL \/ AG.<\/strong><\/span>
\n0205-INSPECTION PRE-REQUISITES<\/strong><\/span>
\na) Classification society<\/strong><\/span>
\nThe shipowner or its duly-appointed representative should contract one of the classification societies<\/strong><\/span>
\nrecognized by the Brazilian Government to take part in the inspection, other than that rating the vessel in its<\/strong><\/span>
\nclass, together with the Special Inspections Group (GEV). The inspectors of these classification societies<\/strong><\/span>
\nshould be exclusive surveyors.<\/strong><\/span>
\nb) Conditions of the vessel<\/strong><\/span>
\nBefore starting the inspection, the vessel should be anchored, totally unloaded, gas freed and without ballast,<\/strong><\/span>
\nobserving the safety measures applicable thereto.<\/strong><\/span>
\nc) Request for Inspection<\/strong><\/span>
\nThe shipowner or its duly-appointed representative should forward a Request for Condition survey ( SVC –<\/strong><\/span>
\nSolicitaQao de Vistoria de Condi$&o) to the DPC, through a document completed strictly in accordance with<\/strong><\/span>
\nthe model given in ANNEX 2-B. The Request for Condition Survey (SVC) should be submitted to the DPC<\/strong><\/span>
\nwithin at least 10 (ten) working days prior to the date of arrival of the vessel, forwarded by mail or telefax.<\/strong><\/span>
\nCopies of the Request for Condition Survey (SVC) should be immediately sent to the CP \/ DL \/ AG of the<\/strong><\/span>
\nport where the inspection is to take place and the contracted Classification society.<\/strong><\/span>
\nInspections to check off requirements outstanding from the previous Condition survey will be handled by the<\/strong><\/span>
\nvessel’s Classification society. At the discretion of the DPC, the Special Inspections Group (GEV) may make a<\/strong><\/span>
\nsubsequent inspection to verify the conditions of the vessel, based on the list of requirements presented by the<\/strong><\/span>
\nvessel’s Classification society. To enable decisions to be taken with regard to this inspection, the shipowner or<\/strong><\/span>
\nits duly-appointed representative should advise the DPC and CP \/ DL \/ AG of the vessel’s arrival date, with<\/strong><\/span>
\nadvance warning of at least 10 (ten) working days, and attaching the report from the vessel’s Classification<\/strong><\/span>
\nsociety on the problems that have been resolved.<\/strong><\/span>
\nd) Documentation<\/strong><\/span>
\nThe Statutory Certificates stipulated in the International Conventions, of which Brazil is a signatory, the class<\/strong><\/span>
\nand vessel registration certificates, and the documents verifying the registered name of the shipowner, operator,<\/strong><\/span>
\nowner of the cargo, insurer of tlie hull, insurer of the cargo and insurer of the vessel (P&I Club) should be<\/strong><\/span>
\navailable on board at the time of the inspection.<\/strong><\/span>
\ne) Support<\/strong><\/span>
\nThe shipowners or their duly-appointed representatives should supply all material and local<\/strong><\/span>
\ntransportation assistance, as well as contracting specialized companies, etc. as required to<\/strong><\/span>
\nundertake the Condition survey. Prior contact should also be made with the contracted<\/strong><\/span>
\nclassification societies to settle details on the support which will be necessary. The CP \/ DL \/<\/strong><\/span>
\nAG should inform the Port Administrations and Federal Revenue Bureaus of the content of this<\/strong><\/span>
\nMaritime Authority Standard (NORMAM) and the consequent need for authorization to be<\/strong><\/span>
\ngiven for the inspectors to board the anchored vessels. When the sea conditions at the location<\/strong><\/span>
\nwhere the vessel is anchored make the sea journey and\/or boarding unsafe for the inspectors,<\/strong><\/span>
\nthe CP \/ DL \/ AG is recommended to authorize the vessel to be anchored in a sheltered<\/strong><\/span>
\nlocation, if possible, so that the Condition survey may be carried out before the vessel is<\/strong><\/span>
\nberthed for loading;<\/strong><\/span>
\nf) Compensation<\/strong><\/span>
\nThe Condition survey or release for loading of vessels with defects may be authorized by the<\/strong><\/span>
\nDPC on payment of a compensation, according to the terms outlined in Item 0103 of this<\/strong><\/span>
\nMaritime Authority Standard (NORMAM).<\/strong><\/span>
\n0206-INSPECTION SITE<\/strong><\/span>
\nAt the request of the shipowner or its duly-appointed representative, the inspections may be<\/strong><\/span>
\nundertaken at a port other than that where the vessel is to be loaded, when such port offers<\/strong><\/span>
\nbetter access conditions, support and safety for the inspectors. However, the vessel may be<\/strong><\/span>
\nreleased for loading only by the CP \/ DL \/ AG at the port where the vessel is to be loaded.<\/strong><\/span>
\n0207-SCOPE OF INSPECTION<\/strong><\/span>
\na) Certificates<\/strong><\/span>
\nThe Statutory Certificates stipulated in the International Conventions of which Brazil is a<\/strong><\/span>
\nsignatory, should be verified as well as the class certificates and ship register certificate.<\/strong><\/span>
\nb) Internal Structure<\/strong><\/span>
\nWhile the inspection is in progress, the inspectors should make a visual appraisal of the internal<\/strong><\/span>
\nstructures of the cargo holds, ballast tanks, double-bottom and topside ballast tanks (wing<\/strong><\/span>
\ntanks) as well as other tanks, if any, at the discretion of the inspector. The thickness of<\/strong><\/span>
\nstructures and plates should be spot checked, based on the last thickness gauging report.<\/strong><\/span>
\nc) Watertightness<\/strong><\/span>
\nShould the vessel present deficiencies, the shipowner or its duly-appointed representative should also<\/strong><\/span>
\nsubmit the detailed report from the vessel’s Classification society to the DPC, covering repairs to the damages<\/strong><\/span>
\nencountered during the Condition survey.<\/strong><\/span>
\n0210-DOCUMENT OF COMPLIANCE AND VALIDITY PERIOD<\/strong><\/span>
\nAfter the documents have been analyzed, checking that no deficiencies have been observed or that the<\/strong><\/span>
\ndeficiencies noted in the inspection have been resolved, the DOCUMENT OF COMPLIANCE will be issued<\/strong><\/span>
\nfor the vessel, with a validity period of l(one) year as from the date of the inspection. The model of the<\/strong><\/span>
\nDocument of Compliance is included in ANNEX 2-C. When the vessel returns to a Brazilian port, the Special<\/strong><\/span>
\nInspections Group (GEV) may board the vessel to verify whether the deficiencies have been effectively<\/strong><\/span>
\nresolved, so it can issue the DOCUMENT OF COMPLIANCE.<\/strong><\/span>
\nOn request from the shipowner or Vessel charterer, Condition surveys subsequent to the first survey may be<\/strong><\/span>
\nconducted, up to 2 (two) months before the termination of the validity period for the DOCUMENT OF<\/strong><\/span>
\nCOMPLIANCE. In this case the validity of the new DOCUMENT will be counted from the expiry date of the<\/strong><\/span>
\nprevious DOCUMENT OF COMPLIANCE.<\/strong><\/span>
\n0211-VESSEL CONTROL<\/strong><\/span>
\nThe DPC will periodically disclose on the Internet a listing of the vessels inspected, and will send a copy of this<\/strong><\/span>
\nlist by E-mail to the CP \/ DL \/ AG.<\/strong><\/span>
\nIn the case of vessels shown on the list as not released for subsequent loading, due to deficiencies pointed out<\/strong><\/span>
\nby the Special Inspections Group (GEV) or contracted Classification society inspectors, the shipowners ( or<\/strong><\/span>
\ntheir duly-appointed representatives) Should resolve these deficiencies and forward the inspection report to the<\/strong><\/span>
\nDPC, with at least 10 (ten) business days advance notice, prior to the return of the vessel for operation at<\/strong><\/span>
\nBrazilian ports.<\/strong><\/span>
\nThe vessel should be inspected to verify that the repairs were carried out and\/or deficiencies resolved, preferably<\/strong><\/span>
\nby the representative of the vessel’s Classification society with head offices in Brazil. Should this inspection<\/strong><\/span>
\nhave been carried out abroad, then the representative in Brazil must make a statement on any reports issued<\/strong><\/span>
\nby the vessel’s Classification society abroad, issuing a document for the Ports and Coasts Directorate (DPC)<\/strong><\/span>
\ncertifying that the defects were resolved by the vessel’s Classification society contracted by the shipowner.<\/strong><\/span>
\nClassification societies with no representation in Brazil may indicate one of the classification societies<\/strong><\/span>
\nrecognized by the Brazilian Government to undertake this inspection and issue the report<\/strong><\/span>
\nCOMPENSATION TABLE 2\u2014Condition survey:<\/strong><\/span>
\na) inspection carried out in the presence of the Special Inspections Group (GEV)<\/strong><\/span>
\nrepresentative:<\/strong><\/span>
\nGROSS TONNAGE VALUE<\/strong><\/span>
\nUp to 1,000 R$ 500.00<\/strong><\/span>
\nfrom 1,000 to 5.000 RS 650.00<\/strong><\/span>
\nfrom 5,000 to 10,000 R$ 900.00<\/strong><\/span>
\nfrom 10,000 to 15,000 R$ 1,050.00<\/strong><\/span>
\nOver 15,000 R$ 1,200.00<\/strong><\/span>
\ninspector fees: R$ 240.00 for the first day, and<\/strong><\/span>
\nRS 160.00 for each subsequent day:<\/strong><\/span>
\n– round trip air-ticket for the inspector, from Rip de Janeiro to the location<\/strong><\/span>
\nof the inspection.<\/strong><\/span>
\nb) inspection carried out not in tbe presence of the Special Inspections Group (GEV)<\/strong><\/span>
\nrepresentative:<\/strong><\/span>
\nNOT brez\u0131lya kond\u0131syon surveyleri CAP 2 ayar\u0131ndad\u0131r.<\/strong><\/span>
\nKONU :Time Charter Disputes<\/strong><\/span>
\nKONU:Ocean Route\/Kirac\u0131 n\u0131n sefer talimatlar\u0131 and Bunker problems,<\/strong><\/span>
\nGemi kaptan\u0131n\u0131n yanl\u0131s(sefere yetmeyen)hesaplanan bunker deklere etmesinden dogan<\/strong><\/span>
\nproblemlerde gemi yak\u0131t alamak i\u00e7in bir ara limana ugrad\u0131g\u0131nda off hire edilir ve<\/strong><\/span>
\ngemi sahibi fiyat fark\u0131 varsa bu fark\u0131 \u00f6der.Genelde geminin olmas\u0131 gereki yak\u0131t\u0131<\/strong><\/span>
\nVar\u0131s liman\u0131na var\u0131s miktar\u0131 ve emniyet marj\u0131 olarak ta %25 fazlas\u0131d\u0131r.<\/strong><\/span>
\nKirac\u0131n\u0131n verdigi sefer talimatlar\u0131na gemi kaptan\u0131 uymak zorundad\u0131r.ayr\u0131ca kirac\u0131<\/strong><\/span>
\nOkyanus ge\u00e7islerinde zamandan kazanmak i\u00e7in ocean route(weather routing service)<\/strong><\/span>
\natayabilir.Gemi kaptan\u0131 ocean route taraf\u0131ndan verilen tavsiyelerede sefer g\u00fcvenligi<\/strong><\/span>
\nbak\u0131m\u0131ndan uymas\u0131 gerekmektedir.<\/strong><\/span>
\nFakat gemi kaptan\u0131 eger ocean route taraf\u0131ndan verilen rotan\u0131n uygunlugundan s\u00fcpheleniyorsa<\/strong><\/span>
\ny\u00fck\u00fcn geminin ve personelin g\u00fcvenligini seferin selameti bak\u0131m\u0131ndan uymaya bilir ve bu<\/strong><\/span>
\nkonudan dolay\u0131 sorumlu tutulamaz.<\/strong><\/span>
\nThe master is not under an absolute obligation to follow the advice of any routing service;<\/strong><\/span>
\nhe is sole judge when it comes to deciding upon the best and safest course to take from point of<\/strong><\/span>
\norgin to destination,having in mind the best interests of both owner and charterer and safety<\/strong><\/span>
\nof his vessel,cargo and crew.<\/strong><\/span>
\nAyr\u0131ca geminin T\/C delivery ve re delivery leri k\u0131saca zaman olarak a\u00e7\u0131klamak gerekirse<\/strong><\/span>
\nOn-hire survey kirac\u0131 zaman\u0131ndan Off-hire surveyide gemi sahibinden say\u0131lacakt\u0131r.<\/strong><\/span>
\nOn-hire and off-hire provisions – Clauses to be avoided<\/strong><\/span>
\nA brief version of a typical clause could be something like this:<\/strong><\/span>
\nOn-hire survey shall be on Charterers\u2019 time and off-hire survey on Owners\u2019 time.<\/strong><\/span>
\nThis particular context concentrates on the time element, as costs are usually shared one way<\/strong><\/span>
\nor another.<\/strong><\/span>
\nAlthough the aforementioned appears straightforward, the question arises: what if the vessel<\/strong><\/span>
\nhas not quite finished discharging prior to redelivery, i.e. the off-hire survey is commenced at<\/strong><\/span>
\na time when the vessel is in the last stages of discharging?<\/strong><\/span>
\nThe answer is that such on-hire and off-hire survey provisions live a life of their own,<\/strong><\/span>
\nunaffected by the off-hire provisions which may be contained in the contract. Hence, owners<\/strong><\/span>
\ncannot argue that there is no off-hire if the vessel is still discharging. The main issue here is<\/strong><\/span>
\nthat if there is a clause covering a specific situation and that situation occurs, then that<\/strong><\/span>
\nspecific clause will override clauses of a more general nature that could possibly have a<\/strong><\/span>
\nbearing on the matter. Consequently, this provision would govern the question of time used<\/strong><\/span>
\nfor off-hire survey and, since it specifies that time used for off-hire survey, must be defrayed<\/strong><\/span>
\nby the owners. As a result, charterers would be entitled to suspend time on hire from when<\/strong><\/span>
\nthe off-hire survey commences until it finishes, irrespective of whether time charterers may be<\/strong><\/span>
\nusing the ship for their purposes, i.e. discharging.<\/strong><\/span>
\nThis being so, such clauses must also deal with the question of loss of time, if any. In the<\/strong><\/span>
\nGENTIME (Clause 5), BIMCO\u2019s sub- committee decided to approach the question in a slightly<\/strong><\/span>
\ndifferent fashion. BIMCO\u2019s sub-committee felt that if the on-hire survey could be done without<\/strong><\/span>
\nloss of time to the time charterers, hire should not be suspended during such on-hire survey.<\/strong><\/span>
\nThis follows from the provision reading<\/strong><\/span>
\n\u201c[T]he on-hire survey shall be conducted without loss of time to the Charterers<\/strong><\/span>
\nWhich states that the vessel is off-hire solely in the event the vessel is idle for the purpose of the onhire<\/strong><\/span>
\nsurvey. So far as off-hire survey is concerned, this is to be<\/strong><\/span>
\nKONU:Stowaway Clause for Time Charters<\/strong><\/span>
\n(a) (i) The Charterers warrant to exercise due care and diligence in preventing stowaways in<\/strong><\/span>
\ngaining access to the Vessel by means of secreting away in the goods and\/or containers<\/strong><\/span>
\nshipped by the Charterers.<\/strong><\/span>
\n(ii) If, despite the exercise of due care and diligence by the Charterers, stowaways have<\/strong><\/span>
\ngained access to the Vessel by means of secreting away in the goods and\/or containers<\/strong><\/span>
\nshipped by the Charterers, this shall amount to breach of charter for the consequences of<\/strong><\/span>
\nwhich the Charterers shall be liable and shall hold the Owners harmless and shall keep them<\/strong><\/span>
\nindemnified against all claims whatsoever which may arise and be made against them.<\/strong><\/span>
\nFurthermore, all time lost and all expenses whatsoever and howsoever incurred, including<\/strong><\/span>
\nfines, shall be for the Charterers’ account and the Vessel shall remain on hire.<\/strong><\/span>
\n(iii) Should the Vessel be arrested as a result of the Charterers’ breach of charter according to<\/strong><\/span>
\nsub-clause (a)(ii) above, the Charterers shall take all reasonable steps to secure that, within a<\/strong><\/span>
\nreasonable time, the Vessel is released and at their expense put up bail to secure release of<\/strong><\/span>
\nthe Vessel.<\/strong><\/span>
\n(b) (i) If, despite the exercise of due care and diligence by the Owners, stowaways have<\/strong><\/span>
\ngained access to the Vessel by means other than secreting away in the goods and\/or<\/strong><\/span>
\ncontainers shipped by the Charterers, all time lost and all expenses whatsoever and<\/strong><\/span>
\nhowsoever incurred, including fines, shall be for the Owners’ account and the Vessel shall be<\/strong><\/span>
\noff hire.<\/strong><\/span>
\n(ii) Should the Vessel be arrested as a result of stowaways having gained access to the<\/strong><\/span>
\nVessel by means other than secreting away in the goods and\/or containers shipped by the<\/strong><\/span>
\nCharterers, the Owners shall take all reasonable steps to secure that, within a reasonable<\/strong><\/span>
\ntime, the Vessel is released and at their expense put up bail to secure release of the Vessel.<\/strong><\/span>
\nKONU:Garbage removal<\/strong><\/span>
\nAt various ports charges are levied against vessels for removal of garbage by special garbage<\/strong><\/span>
\nboats coming alongside the vessel, the charges being made according to fixed tariffs.<\/strong><\/span>
\nDisputes have sometimes arisen between shipowners and time charterers as to who should<\/strong><\/span>
\nbear these expenses under the time charter.<\/strong><\/span>
\nThe opinion of BIMCO is that the charges made for removal of garbage must be regarded as<\/strong><\/span>
\nport charges, and both under the “Baltime 1939” Charter and the “Linertime” Deep Sea Time<\/strong><\/span>
\nCharter they should be bourne by the time charterers.<\/strong><\/span>
\nIn none of the charters is there any stipulation to which removal of garbage has to be paid by<\/strong><\/span>
\nshipowners. This point is specifically addressed in Clause 7 of “NYPE 93”.<\/strong><\/span>
\nThe “Baltime 1939” Charter in clause 4 stipulates that the time charterers are to pay for “… all<\/strong><\/span>
\n… port charges … boatage … and all other charges and expenses whatsoever …”.<\/strong><\/span>
\nA similar provision is found in Clause 5 of the “Linertime” Deep Sea Time Charter.<\/strong><\/span>
\nApart from the formal position according to the text of the charterparties, it should not be<\/strong><\/span>
\noverlooked that the garbage service includes not only the removal of rubbish from the galley<\/strong><\/span>
\nbut also waste and sweepings from the cargo holds and from the deck<\/strong><\/span>
\nKonu:Arrest of vessels for time charterers debts<\/strong><\/span>
\nTo diminish the danger of arrest of vessels for debts incurred by time charterers, use the<\/strong><\/span>
\nfollowing disclaimers, irrespective of the trading pattern and ports visited by the vessel. A\u2019<\/strong><\/span>
\n(To be signed by owners or their agents and posted by registered letter, return receipt<\/strong><\/span>
\nrequested, addressed to all of the charterers\u2019 known stevedores, suppliers of fuel and other<\/strong><\/span>
\nnecessaries or services at the prospective ports of call.)<\/strong><\/span>
\n\u201cDear Sirs,<\/strong><\/span>
\n(date)<\/strong><\/span>
\nWe have recently chartered our (nationality) flag (type) vessel named the (name) to<\/strong><\/span>
\nMessrs. (name) of (place) as charterers.<\/strong><\/span>
\nIt has come to our attention that in your capacity of (type of furnisher) at the port(s) of<\/strong><\/span>
\n(name of port) where our said vessel may be trading, you may be called upon by said<\/strong><\/span>
\ncharterers to furnish (type of supplies or services) for their use in connection with the<\/strong><\/span>
\nvessel.<\/strong><\/span>
\nWe wish to advise for your guidance that under the terms of the charter between us, as<\/strong><\/span>
\nowners of said vessel, and said charterers, neither the charterers nor the Master nor<\/strong><\/span>
\nany other person has power or authority to pledge either our or our said vessels credit,<\/strong><\/span>
\nor to create, or permit to be created, any liens on our said vessel, and that accordingly<\/strong><\/span>
\nany such (type of supplies or services) furnished by you to our said vessel will be so<\/strong><\/span>
\nfurnished solely upon the credit of Messrs. (name) as charterers, and not on the credit<\/strong><\/span>
\nof the vessel or ourselves as her owners\u201d.<\/strong><\/span>
\n(signed)<\/strong><\/span>
\nClause \u2018B\u2019<\/strong><\/span>
\n(To be endorsed as a prominent and legible rubber or typed stamped legend by the Master,<\/strong><\/span>
\nChief Officer, Chief Engineer and all other ship\u2019s officers signing receipts or other papers<\/strong><\/span>
\nsubmitted by suppliers of fuel, stevedoring and other necessaries or services which are not,<\/strong><\/span>
\nunder the governing charter, ordered for the account of the owners.)<\/strong><\/span>
\n\u2018Important Notice\u2019<\/strong><\/span>
\nThe goods and\/or services being hereby acknowledged, receipted for, and\/or ordered<\/strong><\/span>
\nare being accepted and\/or ordered solely for the account of charterers of the S\/S\/M\/S<\/strong><\/span>
\n…… and not for the account of said vessel or her owners. Accordingly, no lien or other<\/strong><\/span>
\nclaim against said vessel or her owners can arise therefor.<\/strong><\/span>
\n(name) OWNERS OF THE (type) VESSEL (name).<\/strong><\/span>
\nClause \u2018C\u2019<\/strong><\/span>
\n(Suggested form of the last two sentences of Clause 18 of NYPE 1946 or equivalent clause in<\/strong><\/span>
\nother time charters, of Time Charter, underscored language is the proposed addition to the<\/strong><\/span>
\nform.)<\/strong><\/span>
\n\u201cCharterers will not suffer, nor permit to be continued, any lien or encumbrance incurred by<\/strong><\/span>
\nthem or their agents, which might have priority over the title and interest of the owners in the<\/strong><\/span>
\nvessel. In no event shall charterers procure, or permit to be procured, for the vessel, any<\/strong><\/span>
\nsupplies, necessaries or services without previously obtaining a statement signed by an<\/strong><\/span>
\nauthorised representative of the furnisher thereof, acknowledging that such supplies,<\/strong><\/span>
\nnecessaries or services are being furnished on the credit of charterers and not on the credit of<\/strong><\/span>
\nthe vessel or of her owners, and that the furnisher claims no maritime lien on the vessel<\/strong><\/span>
\ntherefor.\u201d<\/strong><\/span>
\nKONU: About “about”<\/strong><\/span>
\nSince time immemorial the word “about” has been a constant feature in the shipping industry.<\/strong><\/span>
\nIn the nature of things one can envisage a multitude of situations in which a certain<\/strong><\/span>
\nimprecision (or perhaps, flexibility) is required.<\/strong><\/span>
\nOn the other hand, such imprecision certainly also has its disadvantages when, in case of<\/strong><\/span>
\ndispute, the time comes to construe this comparatively insignificant and yet quite significant<\/strong><\/span>
\nword….<\/strong><\/span>
\nThe disputes with which the Secretariat is confronted predominantly concern quantity of cargo<\/strong><\/span>
\nunder voyage charterparties and speed and consumption under timecharter and occasionally<\/strong><\/span>
\nin relation to period of hire when a vessel has been fixed for a time charter trip for “about so<\/strong><\/span>
\nand so many days”. With regard to the latter readers are referred to the item entitled<\/strong><\/span>
\nTimecharter Trip “About… Days Without Guarantee”.<\/strong><\/span>
\nVague words such as ‘about’ are not easy to construe exactly. Usually these days they are<\/strong><\/span>
\ntaken to cover a margin of 5 per cent. either way, but this is not a rigid rule and each case<\/strong><\/span>
\nmust be considered on its own merits<\/strong><\/span>
\nThe author goes on to list a few cases illustrating the different decisions reached in different<\/strong><\/span>
\ncases concerning “about” in relation to quantity of cargo, ranging from three to five per cent.<\/strong><\/span>
\neither way and also referring to a case in which “about” was decided to imply a specific<\/strong><\/span>
\nquantity.<\/strong><\/span>
\nAnother aspect of uncertainty as regards voyage chartering is when parties have agreed to<\/strong><\/span>
\ne.g. “about 10,000 metric tons” but without stipulating in whose option the actual final quantity<\/strong><\/span>
\nshould be. Hence, owners would not know whether they could expect that up to 10,500 tons<\/strong><\/span>
\ncargo would be delivered to the vessel and charterers would not know whether they had<\/strong><\/span>
\nfulfilled their contractual obligations by supplying minimum 9,500 tons. A difference of 1,000<\/strong><\/span>
\ntons cargo has quite some effect on a voyage calculation. Not to mention the delay which<\/strong><\/span>
\nmay be incurred when come Friday afternoon the vessel has loaded, say 9,800 tons and<\/strong><\/span>
\ncharterers advise that they will supply additionally “about 150\/200 tons” the following Monday.<\/strong><\/span>
\nAlthough it is we think generally recognized that the margin should be in owners’ option, the<\/strong><\/span>
\nonly way to achieve certainty on this point is to ensure that the contract clearly stipulates that<\/strong><\/span>
\nthe margin is in owners’ (or charterers’) option.<\/strong><\/span>
\nBetter still, instead of using the word “about”, parties should agree to describe the quantity –<\/strong><\/span>
\nfor instance, “10,000 metric tons 5 per cent. more or less in owners’ option” (or in charterer’s<\/strong><\/span>
\noption as the case may be) thus doing away with the possible subsequent discussion \/<\/strong><\/span>
\ndispute on this point.<\/strong><\/span>
\nWhen it comes to speed and consumption under time charter the word “about” is more often<\/strong><\/span>
\nthan not found in connection with speed and\/or consumption warranties.<\/strong><\/span>
\nBroadly speaking it may be said that the shipping profession has adopted a “rule of thumb”<\/strong><\/span>
\nthat as far as vessel’s speed goes “about” means half a knot downwards from the speed<\/strong><\/span>
\nstated and on the consumption the word means 5 per cent. upwards from the consumption<\/strong><\/span>
\nstated in the charter party.<\/strong><\/span>
\nDoes this then mean that an owner would be entitled to reduce the warranted speed by half a<\/strong><\/span>
\nknot and increase the warranted consumption by 5 per cent. when “about” appears in<\/strong><\/span>
\nconnection with speed as well as consumption warranties thus enjoying what may be termed<\/strong><\/span>
\na “double benefit”?<\/strong><\/span>
\nFirst of all it should be kept in mind that such “rules of thumb” have only moderate (if any at<\/strong><\/span>
\nall) legal bearing, and, hence, it is the circumstances of the particular case which will<\/strong><\/span>
\ndetermine whether such “rules of thumb” have indeed any bearing at all on the particular case<\/strong><\/span>
\nand whether they should be taken into account. Secondly, authority seems to be divided on<\/strong><\/span>
\nthe question of “double benefit”.<\/strong><\/span>
\nFor instance, in S.M.A. No. 2040* the panel decided that when the speed warranty in the C\/P<\/strong><\/span>
\nwas stated as “about 14.5 knots” the basis to determine the warranted speed should be set at<\/strong><\/span>
\n13.7 knots (i.e. 0.8 knots downwards), but with regard to the consumption the panel held, inter<\/strong><\/span>
\nalia, that “the word ‘about’ in describing bunker consumption is not another 5 per cent. on top<\/strong><\/span>
\nof that allowance for speed…”. i.e. owners should not enjoy the “double benefit” of a<\/strong><\/span>
\ndownwards margin on speed as well as an upwards allowance on the warranted bunker<\/strong><\/span>
\nconsumption.<\/strong><\/span>
\nThe tribunal in an English arbitration award ** reached the same conclusion in that it was held<\/strong><\/span>
\nthat “since speed and fuel oil consumption were so closely and directly related, the tribunal’s<\/strong><\/span>
\nview was that the daily consumption should be reduced so that, in effect, the owners did not<\/strong><\/span>
\nget what might otherwise be described as a double benefit.” Representing a different view is<\/strong><\/span>
\nthe renowned U.S. arbitrator, the late George T. Stam who, in his lecture “Speed and<\/strong><\/span>
\nConsumption Warranties in Time Charters” writes, inter alia:<\/strong><\/span>
\nIf the clause contains the word ‘about’, a downwards allowance is applied for determining the<\/strong><\/span>
\ncriterion of good performance….”<\/strong><\/span>
\nand<\/strong><\/span>
\nIf the word ‘about’ in the charter party is before the speed only, I do not believe that it should<\/strong><\/span>
\nhave a bearing on the consumption. The allowance given for “about” on speed covers<\/strong><\/span>
\nindirectly a logical allowance on consumption.<\/strong><\/span>
\nIf the word ‘about’ is mentioned before the consumption also, I estimate a 3% allowance to be<\/strong><\/span>
\nadequate.”<\/strong><\/span>
\nThis view was adopted in a London arbitration *** in which the arbitrators held, inter alia:<\/strong><\/span>
\n“that on an ordinary, straightforward and natural reading of the speed and consumption<\/strong><\/span>
\nwarranties, since the word ‘about’ was used in relation to both, it should be applied to both.”<\/strong><\/span>
\nA similar view was adopted in another London arbitration award **** in which it was held that<\/strong><\/span>
\n“some margin for the word ‘about’ had to be applied not only to the speed, but also to both the<\/strong><\/span>
\nconsumption figures given in clause 47.” Accordingly, matters remain unsettled as far as<\/strong><\/span>
\nspeed and consumption under time charter goes, and whilst there is merit in both approaches<\/strong><\/span>
\nto these matters as illustrated by the different decisions briefly mentioned above, a more<\/strong><\/span>
\nbalanced solution still may be that the word “about” is used in connection with either speed or<\/strong><\/span>
\nconsumption.<\/strong><\/span>
\nYet another type of dispute (although comparatively rare nowadays when parties more often<\/strong><\/span>
\nthan not agree on specific laydays \/ cancelling) is when the word “about” is used in the<\/strong><\/span>
\ncontext of vessel’s load readiness such as, for instance, “expected ready to load about 15\/18<\/strong><\/span>
\nNovember”.<\/strong><\/span>
\nIn an English judgement rendered in 1938 the Court submitted that “expected ready to load<\/strong><\/span>
\nabout 15\/18th November” meant not earlier that 15 November nor later than 18 November,<\/strong><\/span>
\nwith a possible two or three days’ grace either way.<\/strong><\/span>
\nAs will be seen from the above it is not immaterial how and in which context the word “about”<\/strong><\/span>
\nis used and readers should keep the above comments in mind so as to attempt as far as<\/strong><\/span>
\ncircumstances permit to reduce the uncertainties which are intrinsic in vague words such as<\/strong><\/span>
\n“about”.<\/strong><\/span>
\nKONU: ISPS Clause for Voyage Charter Parties<\/strong><\/span>
\nThe voyage charter party version of the ISPS Clause opens with a basic preamble covering<\/strong><\/span>
\nthe owners\u2019 mandatory obligation to comply with the relevant parts of the ISPS Code. The<\/strong><\/span>
\nClause contains specific provisions that deal with delay to the vessel for reasons other than<\/strong><\/span>
\nthe owners\u2019 non-compliance with the ISPS Code. Delays to the vessel that occur as a result<\/strong><\/span>
\nof security measures imposed by a port facility will count as laytime (or time on demurrage, if<\/strong><\/span>
\nthe vessel is on demurrage). If the vessel is not cleared on arrival for security reasons despite<\/strong><\/span>
\nthe owners\u2019 compliance, then the vessel will be entitled to tender notice of readiness.<\/strong><\/span>
\nThe ISPS Clause does not address the issue of the vessel\u2019s trading history. Provided the<\/strong><\/span>
\nowners have complied with their obligations under the ISPS Code during the previous 10<\/strong><\/span>
\nvoyages, the risk of delay during the current voyage charter arising from the vessel\u2019s prior<\/strong><\/span>
\ntrading pattern will rest solely with the charterers. Certainly the owners should not be<\/strong><\/span>
\npenalised where they have remained in full compliance with the ISPS Code. BIMCO is of the<\/strong><\/span>
\nview that prudent charterers will make a commercial decision based on the vessel\u2019s last 10<\/strong><\/span>
\nvoyages prior to fixing – particularly if the vessel is to trade to areas such as the US where<\/strong><\/span>
\nsensitivities are heightened. In principle, the importance of the charterers asking the owners<\/strong><\/span>
\nfor details of the vessel\u2019s previous ports of call is no different from current commercial practice<\/strong><\/span>
\nrelating to trading restrictions between certain countries that have been in effect for many<\/strong><\/span>
\nyears.<\/strong><\/span>
\nThe cost of any measures required to comply with the Ship Security Plan are to be met<\/strong><\/span>
\nsolely by the owners. Conversely, any additional costs related to measures required by the<\/strong><\/span>
\nport authority must be met by the charterers.<\/strong><\/span>
\nBIMCO\u2019s ISPS Clauses are designed to reflect the fact that the ISPS Code is mandatory for<\/strong><\/span>
\nall States that are signatories to the SOLAS Convention and therefore has international<\/strong><\/span>
\napplication. The United States, in particular, has formulated a layer of additional security<\/strong><\/span>
\nmeasures on top of the ISPS Code requirements. To address this additional layer of security<\/strong><\/span>
\nmeasures BIMCO has developed a suite of US related security clauses for charter parties<\/strong><\/span>
\nwhich it recommends for use as a supplement to the ISPS Clauses for those vessels<\/strong><\/span>
\ncontemplating trade to the United States.<\/strong><\/span>
\nBIMCO ISPS Clause for Time Charter Parties<\/strong><\/span>
\n(a) (i) From the date of coming into force of the International Code for the Security of Ships<\/strong><\/span>
\nand of Port Facilities and the relevant amendments to Chapter XI of SOLAS (ISPS Code) in<\/strong><\/span>
\nrelation to the Vessel and thereafter during the currency of this Charter Party, the Owners<\/strong><\/span>
\nshall procure that both the Vessel and “the Company” (as defined by the ISPS Code) shall<\/strong><\/span>
\ncomply with the requirements of the ISPS Code relating to the Vessel and “the Company.”<\/strong><\/span>
\nUpon request the Owners shall provide a copy of the relevant International Ship Security<\/strong><\/span>
\nCertificate (or the Interim International Ship Security Certificate) to the Charterers. The<\/strong><\/span>
\nOwners shall provide the Charterers with the full style contact details of the Company Security<\/strong><\/span>
\nOfficer (CSO).<\/strong><\/span>
\n(b) (i) The Charterers shall provide the CSO and the Ship Security Officer (SSO)\/Master with<\/strong><\/span>
\ntheir full style contact details and, where sub-letting is permitted under the terms of this<\/strong><\/span>
\nCharter Party, shall ensure that the contact details of all sub-charterers are likewise provided<\/strong><\/span>
\nto the CSO and the SSO\/Master. Furthermore, the Charterers shall ensure that all sub-charter<\/strong><\/span>
\nparties they enter into during the period of this Charter Party contain the following provision:<\/strong><\/span>
\n“The Charterers shall provide the Owners with their full style contact details and, where subletting<\/strong><\/span>
\nis permitted under the terms of the charter party, shall ensure that the contact details of<\/strong><\/span>
\nall sub-charterers are likewise provided to the Owners.”<\/strong><\/span>
\n(ii) Except as otherwise provided in this Charter Party, loss, damage, expense or delay,<\/strong><\/span>
\nexcluding consequential loss, caused by failure on the part of the Charterers to comply with<\/strong><\/span>
\nthis Clause shall be for the Charterers’ account.<\/strong><\/span>
\n(c) Notwithstanding anything else contained in this Charter Party all delay, costs or expenses<\/strong><\/span>
\nwhatsoever arising out of or related to security regulations or measures required by the port<\/strong><\/span>
\nfacility or any relevant authority in accordance with the ISPS Code including, but not limited<\/strong><\/span>
\nto, security guards, launch services, tug escorts, port security fees or taxes and inspections,<\/strong><\/span>
\nshall be for the Charterers’ account, unless such costs or expenses result solely from the<\/strong><\/span>
\nOwners’ negligence. All measures required by the Owners to comply with the Ship Security<\/strong><\/span>
\nPlan shall be for the Owners’ account.<\/strong><\/span>
\n(d) If either party makes any payment which is for the other party’s account according to this<\/strong><\/span>
\nClause, the other party shall indemnify the paying party<\/strong><\/span>
\nBIMCO U.S. Customs-Trade Partnership Against Terrorism (C-TPAT) Clause<\/strong><\/span>
\nThe Charterers have voluntarily signed the C-TPAT Agreement with the U.S. Customs<\/strong><\/span>
\nService. The Owners, Master and Crew will use reasonable efforts to assist the Charterers to<\/strong><\/span>
\ncomply with their obligations under the C-TPAT Agreement. However, under no<\/strong><\/span>
\ncircumstances shall the Owners, Master and Crew be liable for any delays, losses or<\/strong><\/span>
\ndamages howsoever arising out of any failure to meet the requirements of the C-TPAT<\/strong><\/span>
\nAgreement signed by the Charterers.<\/strong><\/span>
\nThe Charterers agree to indemnify and hold the Owners, Master and Crew harmless for any<\/strong><\/span>
\nclaims made against the Owners, Master and Crew or for any delays, losses, damages,<\/strong><\/span>
\nexpenses or penalties suffered by the Owners arising out of the C-TPAT Agreement signed<\/strong><\/span>
\nby the Charterers.<\/strong><\/span>
\nKONU: AMS Clauses<\/strong><\/span>
\nThe AMS Clauses have been produced by BIMCO to meet the specific requirements of US<\/strong><\/span>
\nCustoms regulations (19 CFR 4.7) under the Maritime Transportation Security Act of 2002.<\/strong><\/span>
\nThe AMS regulations relate to the automated filing of cargo manifests for all vessels loading<\/strong><\/span>
\nor carrying cargoes destined for or passing through US ports. The regulations require one of<\/strong><\/span>
\nthe contract parties to assume the role of carrier for the purpose of submitting cargo<\/strong><\/span>
\ninformation. That party must also obtain a SCAC (Standard Carrier Alpha Code) and,<\/strong><\/span>
\nsubsequently, an ICB (International Carrier Bond). The ICB is intended, primarily, as security<\/strong><\/span>
\nfor any fines relating to non-compliance with the rules.<\/strong><\/span>
\nThe time charter party version of the AMS Clause allocates the responsibility for filing cargo<\/strong><\/span>
\nmanifest information, obtaining a SCAC code and an ICB to the charterers. Based on the<\/strong><\/span>
\nguidelines provided by the US authorities the time charterers, as the \u201ccontrolling entity\u201d, are<\/strong><\/span>
\nbest placed to assume the role of carrier for the purposes of AMS.<\/strong><\/span>
\nWhen it comes to single voyage charter parties the position is less clear as to which of the<\/strong><\/span>
\ntwo commercial parties should assume the role of carrier, as the specifics of the actual<\/strong><\/span>
\nvoyage are generally mapped out during the negotiations. At the time the BIMCO AMS<\/strong><\/span>
\nClauses were drafted, the US authorities were of the view that the role of carrier should be a<\/strong><\/span>
\nmatter for the commercial parties to decide upon. As it was known that many owners were<\/strong><\/span>
\nalready in possession of a SCAC code and bond because they traded regularly to the US, it<\/strong><\/span>
\nwas decided to allocate the role of carrier for AMS in voyage charters to the owners. There<\/strong><\/span>
\nmay be circumstances where it is more appropriate for the charterers to assume this role and<\/strong><\/span>
\nthe position of the parties may easily be reversed by a simple amendment of the voyage<\/strong><\/span>
\ncharter clause where necessary.<\/strong><\/span>
\nIn addition to its work on standard clauses, BIMCO has also continued work on a number of<\/strong><\/span>
\nprojects to revise existing charter parties and develop new forms. Among these projects are<\/strong><\/span>
\nthe revisions of three time charter forms: the standard offshore supply vessel time charter<\/strong><\/span>
\n(SUPPLYTIME 89); the standard container vessel time charter (BOXTIME); and the standard<\/strong><\/span>
\nchemical carrier time charter (BIMCHEMTIME). Work is also continuing on the revision the<\/strong><\/span>
\nGASVOY voyage charter for gas carriers and the development of a new special projects<\/strong><\/span>
\ncontract for use in the tug and barge trade.<\/strong><\/span>
\n(c) The Owners shall assume liability for and shall indemnify, defend and hold harmless the<\/strong><\/span>
\nCharterers against any loss and\/or damage whatsoever (including consequential loss and\/or<\/strong><\/span>
\ndamage) and any expenses, fines, penalties and all other claims of whatsoever nature,<\/strong><\/span>
\nincluding but not limited to legal costs, arising from the Owners’ failure to comply with any of<\/strong><\/span>
\nthe provisions of sub-clause (a). Should such failure result in any delay then, notwithstanding<\/strong><\/span>
\nany provision in this Charter Party to the contrary, all time used or lost shall not count as<\/strong><\/span>
\nlaytime or, if the Vessel is already on demurrage, time on demurrage.<\/strong><\/span>
\n(d) The assumption of the role of carrier by the Owners pursuant to this Clause and for the<\/strong><\/span>
\npurpose of the US Customs Regulations (19 CFR 4.7) shall be without prejudice to the<\/strong><\/span>
\nidentity of carrier under any bill of lading, other contract, law or regulation.<\/strong><\/span>
\nUS Customs Advance Notification\/AMS Clause for Voyage Charter Parties<\/strong><\/span>
\nIntroduction<\/strong><\/span>
\nThe AMS Clauses have been produced by BIMCO to meet the requirements of US Customs<\/strong><\/span>
\nregulations (19 CFR 4.7) under the Maritime Transportation Security Act of 2002. The AMS<\/strong><\/span>
\nregulations relate to the automated filing of cargo manifests for all vessels loading or carrying<\/strong><\/span>
\ncargoes destined for or passing through US ports. The regulations require one of the contract<\/strong><\/span>
\nparties to assume the role of carrier for the purpose of submitting cargo information. That<\/strong><\/span>
\nparty must also obtain a SCAC (Standard Carrier Alpha Code) and, subsequently, an ICB<\/strong><\/span>
\n(International Carrier Bond). The ICB is intended, primarily, as security for any fines relating to<\/strong><\/span>
\nnon-compliance with the rules.<\/strong><\/span>
\nIt is IMPORTANT to note that because of the way in which the CBP rules may be<\/strong><\/span>
\ninterpreted in the context of a voyage charter party, the role of the owners as carriers<\/strong><\/span>
\nmay, in some circumstances, be reversed. Commercial practice or preference may<\/strong><\/span>
\nfavour the charterers assuming the role of carrier for individual voyages under a<\/strong><\/span>
\nvoyage charter. In such cases BIMCO recommends that the parties amend the voyage<\/strong><\/span>
\ncharter party clause to reflect the changed responsibilities.<\/strong><\/span>
\nBackground<\/strong><\/span>
\nOn Friday December 5, 2003 the Bureau of Customs and Border Protection (CBP), under the<\/strong><\/span>
\nUS Department of Homeland Security published new rules requiring the electronic submission<\/strong><\/span>
\nof cargo manifest information in advance of a vessel\u2019s arrival at a US port. The new rules<\/strong><\/span>
\nbecame effective for all vessels that have loaded cargo destined for US ports on or after 4<\/strong><\/span>
\nMarch 2004. However, due to the short implementation period a number of non-US bulk and<\/strong><\/span>
\nbreak-bulk operators were unable to obtain the required ICB and it was agreed to extend the<\/strong><\/span>
\ndeadline for those types of vessel until 2 April 2004.<\/strong><\/span>
\nThe provision of advance electronic cargo manifest information allows the CBP to screen<\/strong><\/span>
\ncargo information through an automated targeting system. This enables the CBP to review<\/strong><\/span>
\nshipment data against information stored in law enforcement and commercial databases in<\/strong><\/span>
\norder to identify potentially high-risk shipments before they arrive at US ports.<\/strong><\/span>
\nAlthough the CBP rules define clearly the carriers\u2019 responsibilities, they are less clear in when<\/strong><\/span>
\nit comes to establishing which of the commercial parties should assume the role of carrier.<\/strong><\/span>
\nThe CBP has stated that \u201cdue to the complexity of the various contractual agreements and<\/strong><\/span>
\nafter meeting with vessel agent representatives, it was decided that the industry is in the best<\/strong><\/span>
\nposition to determine who the carrier is for automation purposes\u201d. The CBP has indicated that<\/strong><\/span>
\nthe carrier should be the entity who controls the vessel, which includes:<\/strong><\/span>
\n\u2022 Determining the ports of call;<\/strong><\/span>
\n\u2022 Controlling the loading and discharging of cargo;<\/strong><\/span>
\n\u2022 Knowledge of cargo information;<\/strong><\/span>
\n\u2022 Issuing bills of lading;<\/strong><\/span>
\n\u2022 The entity that has typically provided the CF 1302 cargo declaration or the cargo<\/strong><\/span>
\ninformation to prepare the CF 1302 to the vessel agent.<\/strong><\/span>
\nAs mentioned in the introduction, in addition to the automated transmission of cargo manifest<\/strong><\/span>
\ninformation, it is also the carriers\u2019 responsibility to establish an ICB.<\/strong><\/span>
\nIt should be noted that according to the CBP rules, penalties, duties, tax or any other<\/strong><\/span>
\ncharge provided by law or regulation can be drawn on the bond. This means that the<\/strong><\/span>
\nuse of the ICB is not restricted solely to AMS related events.<\/strong><\/span>
\nBased on the advice from the CBP that the contractual parties should determine the identity<\/strong><\/span>
\nof the carrier and in order to meet commercial demand for standard charter party wording,<\/strong><\/span>
\nBIMCO has developed a set of clauses allocating responsibility for the various obligations<\/strong><\/span>
\nunder the AMS rules.<\/strong><\/span>
\nThe BIMCO U.S. Customs Advance Notification\/AMS Clauses were drafted with the<\/strong><\/span>
\nassistance and co-operation of a number of P&I Clubs in the International Group. The AMS<\/strong><\/span>
\nClauses incorporate the provisions of the 24 Hour Rule Clauses published by BIMCO on 5<\/strong><\/span>
\nMarch 2003 and reflect the most recent regulatory changes regarding the filing of notices by<\/strong><\/span>
\nvarious vessel types. As a result, the BIMCO 24 Hour Rule Clauses are now officially<\/strong><\/span>
\nwithdrawn.<\/strong><\/span>
\nAMS Clause for Voyage Charter Parties<\/strong><\/span>
\nThis clause is similar to the AMS Clause for time charter parties except for a few minor<\/strong><\/span>
\namendments as highlighted below.<\/strong><\/span>
\nSub-clause (a) identifies the owners as the carrier for the purpose of US customs regulation<\/strong><\/span>
\n(19 CFR 4.7). The reasoning behind assigning the obligation to the owners is mainly<\/strong><\/span>
\ncommercial. A number of owners trading to the US on a regular basis will already have a<\/strong><\/span>
\nSCAC and an ICB in place and P&I Clubs have actively encouraged their members to obtain<\/strong><\/span>
\na SCAC and ICB. Thus, it is commercially viable to let the owners assume the role of carrier<\/strong><\/span>
\nfor the purpose of the AMS rules. Furthermore, it is often the owners who issue bills of lading<\/strong><\/span>
\nand control the discharging operation. It must, however, be emphasized that if the parties<\/strong><\/span>
\ndecide that they would prefer the roles to be reversed to suit their own commercial<\/strong><\/span>
\narrangements, then they should feel free to amend the clause accordingly.<\/strong><\/span>
\nSince the owners assume the role of carrier and have in place the ICB, SCAC and supply all<\/strong><\/span>
\nthe necessary cargo information to the US-customs, it was felt necessary to include in subclause<\/strong><\/span>
\n(b), a provision whereby the charterers are obliged to provide all the necessary cargo<\/strong><\/span>
\ninformation enabling owners to submit the cargo declaration in a timely fashion. Furthermore,<\/strong><\/span>
\nan indemnity provision was included to hold the owners harmless against any loss or damage<\/strong><\/span>
\nwhatsoever arising out of the non-compliance by the charterers with the obligations in subclause<\/strong><\/span>
\n(a).<\/strong><\/span>
\nSub-clause (c) indemnifies the charterers for loss and\/or damage arising from the owner\u2019s<\/strong><\/span>
\nfailure to comply with the regulation as it has been outlined in sub-clause (a). The sub-clause<\/strong><\/span>
\nfurther outlines that any delay which may arise as a consequence of failure to comply, shall<\/strong><\/span>
\nnot count as laytime or, if the vessel is already on demurrage, as time on demurrage.<\/strong><\/span>
\nFinally, consistent with the Time Charter Clause, sub-clause (d) expressly provides that the<\/strong><\/span>
\nowners assuming the role of carrier, will not prejudice the identity of carrier under any bill of<\/strong><\/span>
\nlading, other contract or regulation.<\/strong><\/span>
\nU. S. Customs Advance Notification\/AMS Clause for Time Charter Parties<\/strong><\/span>
\nIntroduction<\/strong><\/span>
\nThe AMS Clauses have been produced by BIMCO to meet the requirements of US Customs<\/strong><\/span>
\nregulations (19 CFR 4.7) under the Maritime Transportation Security Act of 2002. The AMS<\/strong><\/span>
\nregulations relate to the automated filing of cargo manifests for all vessels loading or carrying<\/strong><\/span>
\ncargoes destined for or passing through US ports. The regulations require one of the contract<\/strong><\/span>
\nparties to assume the role of carrier for the purpose of submitting cargo information. That<\/strong><\/span>
\nparty must also obtain a SCAC (Standard Carrier Alpha Code) and, subsequently, an ICB<\/strong><\/span>
\n(International Carrier Bond). The ICB is intended, primarily, as security for any fines relating to<\/strong><\/span>
\nnon-compliance with the rules.<\/strong><\/span>
\nIt is IMPORTANT to note that because of the way in which the CBP rules may be<\/strong><\/span>
\ninterpreted in the context of a voyage charter party, the role of the owners as carriers<\/strong><\/span>
\nmay, in some circumstances, be reversed. Commercial practice or preference may<\/strong><\/span>
\nfavour the charterers assuming the role of carrier for individual voyages under a<\/strong><\/span>
\nvoyage charter. In such cases BIMCO recommends that the parties amend the voyage<\/strong><\/span>
\ncharter party clause to reflect the changed responsibilities.<\/strong><\/span>
\nBackground<\/strong><\/span>
\nOn Friday December 5, 2003 the Bureau of Customs and Border Protection (CBP), under the<\/strong><\/span>
\nUS Department of Homeland Security published new rules requiring the electronic submission<\/strong><\/span>
\nof cargo manifest information in advance of a vessel\u2019s arrival at a US port. The new rules<\/strong><\/span>
\nbecame effective for all vessels that have loaded cargo destined for US ports on or after 4<\/strong><\/span>
\nMarch 2004. However, due to the short implementation period a number of non-US bulk and<\/strong><\/span>
\nbreak-bulk operators were unable to obtain the required ICB and it was agreed to extend the<\/strong><\/span>
\ndeadline for those types of vessel until 2 April 2004.<\/strong><\/span>
\nThe provision of advance electronic cargo manifest information allows the CBP to screen<\/strong><\/span>
\ncargo information through an automated targeting system. This enables the CBP to review<\/strong><\/span>
\nshipment data against information stored in law enforcement and commercial databases in<\/strong><\/span>
\norder to identify potentially high-risk shipments before they arrive at US ports.<\/strong><\/span>
\nAlthough the CBP rules define clearly the carriers\u2019 responsibilities, they are less clear in when<\/strong><\/span>
\nit comes to establishing which of the commercial parties should assume the role of carrier.<\/strong><\/span>
\nThe CBP has stated that \u201cdue to the complexity of the various contractual agreements and<\/strong><\/span>
\nafter meeting with vessel agent representatives, it was decided that the industry is in the best<\/strong><\/span>
\nposition to determine who the carrier is for automation purposes\u201d. The CBP has indicated that<\/strong><\/span>
\nthe carrier should be the entity who controls the vessel, which includes:<\/strong><\/span>
\nDetermining the ports of call;<\/strong><\/span>
\n\u2022 Controlling the loading and discharging of cargo;<\/strong><\/span>
\n\u2022 Knowledge of cargo information;<\/strong><\/span>
\n\u2022 Issuing bills of lading;<\/strong><\/span>
\n\u2022 The entity that has typically provided the CF 1302 cargo declaration or the cargo<\/strong><\/span>
\ninformation to prepare the CF 1302 to the vessel agent.<\/strong><\/span>
\nAs mentioned in the introduction, in addition to the automated transmission of cargo manifest<\/strong><\/span>
\ninformation, it is also the carriers\u2019 responsibility to establish an ICB.<\/strong><\/span>
\nIt should be noted that according to the CBP rules, penalties, duties, tax or any other<\/strong><\/span>
\ncharge provided by law or regulation can be drawn on the bond. This means that the<\/strong><\/span>
\nuse of the ICB is not restricted solely to AMS related events.<\/strong><\/span>
\nBased on the advice from the CBP that the contractual parties should determine the identity<\/strong><\/span>
\nof the carrier and in order to meet commercial demand for standard charter party wording,<\/strong><\/span>
\nBIMCO has developed a set of clauses allocating responsibility for the various obligations<\/strong><\/span>
\nunder the AMS rules.<\/strong><\/span>
\nThe BIMCO U.S. Customs Advance Notification\/AMS Clauses were drafted with the<\/strong><\/span>
\nassistance and co-operation of a number of P&I Clubs in the International Group. The AMS<\/strong><\/span>
\nClauses incorporate the provisions of the 24 Hour Rule Clauses published by BIMCO on 5<\/strong><\/span>
\nMarch 2003 and reflect the most recent regulatory changes regarding the filing of notices by<\/strong><\/span>
\nvarious vessel types. As a result, the BIMCO 24 Hour Rule Clauses are now officially<\/strong><\/span>
\nwithdrawn.<\/strong><\/span>
\nAMS Clause for Time Charter Parties<\/strong><\/span>
\nSub-clause (a) defines the charterers as the carrier for the purpose of US customs regulation<\/strong><\/span>
\n(19 CFR 4.7). Furthermore, the sub-clause assigns the responsibility for compliance with the<\/strong><\/span>
\nregulation to the charterers and, as a precaution, it requires the charterers to provide the<\/strong><\/span>
\nowners with timely confirmation that the ICB and SCAC are in place.<\/strong><\/span>
\nSub-clause (b) indemnifies the owners for any loss or damage arising as a consequence of<\/strong><\/span>
\nthe charterers\u2019 non-compliance with the rules. A special provision has been inserted to deal<\/strong><\/span>
\nwith the question of hire during periods when delay occurs as a result of the charterers\u2019 failure<\/strong><\/span>
\nto comply with the regulation as outlined in sub-clause (a); in these instances the vessel will<\/strong><\/span>
\nremain on hire.<\/strong><\/span>
\nAccording to the AMS rules, and as mentioned earlier other charges than those relating to the<\/strong><\/span>
\nAMS regulation under the particular charter party can be drawn on the ICB. Sub-clause (c)<\/strong><\/span>
\nprovides that the charterers will be reimbursed for charges drawn on the ICB, when these<\/strong><\/span>
\ncharges are solely the responsibility of the owners.<\/strong><\/span>
\nSub-clause (d) expressly provides that, the charterers assuming the role of carrier, does not<\/strong><\/span>
\nprejudice the identity of carrier under any bill of lading, other contract or regulation.<\/strong><\/span>
\nKONU:Voyage Charter – \u201cPerformance clause\u201d<\/strong><\/span>
\n08 November 2004 – Enquiry: The Secretariat was recently confronted with the following<\/strong><\/span>
\n\u201cperformance clause\u201d:<\/strong><\/span>
\nIn case the vessel has to stop during the voyage between loading and discharging port, at an<\/strong><\/span>
\nintermediate port or place because of technical problems (such as engine damage etc.) such<\/strong><\/span>
\nstay not to exceed fourteen days. Otherwise the owners have to perform the voyage by<\/strong><\/span>
\nanother vessel within eighteen days after the first day of stay at such intermediate port.<\/strong><\/span>
\nOur member wished to know what the implications of this clause would be and also if such<\/strong><\/span>
\nclauses are applicable nowadays.<\/strong><\/span>
\nReply: Initially we would say that, to our knowledge, such clauses are not applicable<\/strong><\/span>
\nnowadays.<\/strong><\/span>
\nIt is well known that weather problems in voyage chartering in terms of increased voyage<\/strong><\/span>
\ntime and bunker consumption will rest with the owners of the vessel. These are natural<\/strong><\/span>
\nconsequences of operating ships on the high seas. It is equally well known that delays in this<\/strong><\/span>
\ncontext, for instance delayed delivery of the cargo at port of discharge, will rest with the<\/strong><\/span>
\ncharterers. This is the common division of risks.<\/strong><\/span>
\nLooking at the above clause it seems that owners are to warrant arrival of the ship at<\/strong><\/span>
\ndischarge within a certain \u201cwindow\u201d with a slight amount of leeway, i.e. the charterers appear<\/strong><\/span>
\nto want the shipowners to warrant a certain performance time, which is pretty much in the<\/strong><\/span>
\nsame category as provisions whereby owners undertake that the vessel will arrive at<\/strong><\/span>
\ndischarging port no later than a certain date.<\/strong><\/span>
\nThe clause goes further than that, however, in that it compels the owners to find alternative<\/strong><\/span>
\ntonnage if the vessel originally fixed suffers a major breakdown in the course of performing<\/strong><\/span>
\nthe laden voyage. It could be seen as an attempt to circumvent a situation which may occur,<\/strong><\/span>
\nfor instance, in case of General Average. That need not, of course, bring an end to the<\/strong><\/span>
\ncontract per se, but if repairs are required in this context which will take more than 14 days,<\/strong><\/span>
\nowners will have to find another ship to complete the voyage.<\/strong><\/span>
\nAlthough it is not clear from the text of the clause, it is assumed that arranging for the<\/strong><\/span>
\nalternative tonnage will be for owners\u2019 account. Hence, in addition to the problems connected<\/strong><\/span>
\nwith the damage etc., owners will also have to find another ship to complete the voyage, and<\/strong><\/span>
\none may wonder whether the freight paid will be sufficient to cover that eventuality.<\/strong><\/span>
\nAnother problem is that if there really is no other suitable tonnage able to take the cargo in<\/strong><\/span>
\ncase of need, owners are in breach of contract. Allowing for the fact that there is suitable<\/strong><\/span>
\ntonnage available, but only at exorbitant rates of freight, owners are essentially compelled to<\/strong><\/span>
\nfix such tonnage so as not to be in breach of contract.<\/strong><\/span>
\nIt is not, of course, difficult to understand that the charterers wish to have their cargo at the<\/strong><\/span>
\ndestination within a reasonable time frame which is realistic in the circumstances. However,<\/strong><\/span>
\nwith clauses such as the one quoted above, owners must realise that unless they are able to<\/strong><\/span>
\nobtain a quite extraordinary rate of freight, what initially may appear as an attractive freight<\/strong><\/span>
\nrate may turn out to be a financial disaster. In a \u201cworst case scenario\u201d owners will have to<\/strong><\/span>
\narrange and pay for repairs to their vessel, on top of which they will have to find and fix other<\/strong><\/span>
\ntonnage at their expense to complete the voyage if repairs to their ship exceed two weeks<\/strong><\/span>
\nduration.<\/strong><\/span>
\nNeedless to say, the Secretariat would advise against the acceptance of such<\/strong><\/span>
\nprovisions.<\/strong><\/span>
\nKONU :Recommencement of laytime<\/strong><\/span>
\nRecommencement of laytime at second and subsequent discharging ports – whether<\/strong><\/span>
\nnotice of readiness is required at each port<\/strong><\/span>
\nEnquiry: ” ….laytime is to count from 1400 hrs if n.o.r. for discharging is given before noon<\/strong><\/span>
\n(noon included) and from 0800 hrs on the next day if the n.o.r. is given after noon. In the C\/P<\/strong><\/span>
\nnothing additional is said r.e. second discharge port.<\/strong><\/span>
\nThere were no problems re. n.o.r. and commencement of laytime in the first discharging port.<\/strong><\/span>
\nCharterers ordered the vessel to proceed to the second discharge port for final discharge.<\/strong><\/span>
\nVessel arrived there Monday 09.07.84 at 1200 hrs and Discharge commenced Monday<\/strong><\/span>
\n09.07.84 at 1400 hrs. Please clarify when the laytime starts to count (bearing in mind two<\/strong><\/span>
\ndischarge ports).”<\/strong><\/span>
\nReply: “BIMCO is invariably of the opinion that it would require an express provision in the<\/strong><\/span>
\nC\/P if notice required at each port. In the absence of such express provision or other<\/strong><\/span>
\nprovision specifically regulating the question of recommencement of laytime at second port, it<\/strong><\/span>
\nwould restart on vessel’s arrival off the port (in case of congestion), or at the berth if same is<\/strong><\/span>
\nfree on vessel’s arrival.”<\/strong><\/span>
\nThis is supported by the following comments in the handbook entitled Laytime by Michael<\/strong><\/span>
\nSummerskill:<\/strong><\/span>
\n“Notice only at first loading port<\/strong><\/span>
\nAlthough notice of readiness is needed at a sole loading port, even in the absence of an<\/strong><\/span>
\nexpress stipulation to that effect, notice is not needed at later loading ports, unless the<\/strong><\/span>
\ncharterparty requires it. The reason for this rule is that where there has been a call at the first<\/strong><\/span>
\nloading port, the charterers are aware that the ship has begun to fulfil her obligations. They<\/strong><\/span>
\nmust be presumed to be following her course and making loading preparations accordingly.”<\/strong><\/span>
\n“Notice at later loading ports<\/strong><\/span>
\nIt does not follow from the decision in the Burnett SS. Co. Ltd. case that notice of readiness<\/strong><\/span>
\nwill never be necessary at ports other than the first loading port. It is always open to the<\/strong><\/span>
\nparties, by apt words such as ‘lay days at each loading port to commence on the day following<\/strong><\/span>
\nnotice of readiness to load’ to agree that there shall be notice at each loading port. In the<\/strong><\/span>
\nabsence of such words the courts will apparently take the view that business efficiency<\/strong><\/span>
\nrequires notice only at the first port.”<\/strong><\/span>
\nThe above is equally valid in respect of discharging if the charterparty provides for a notice of<\/strong><\/span>
\nreadiness to be given at discharging port.<\/strong><\/span>
\nKonu: T\/C Pilot Sorumlulugu ve Kazalar<\/strong><\/span>
\nT\/C \u2018s obligation to provide and pay for pilotage does not give it authority to bind the owner to the<\/strong><\/span>
\nterms and conditions of the pilotage contract.<\/strong><\/span>
\nFor example A\/S Acadia collided with another vessel and pier while in tow two tugs.The owner<\/strong><\/span>
\ncommenced an action against the tug owners and the pilot whose negligance was claimed to have<\/strong><\/span>
\ncaused the accident.The towage company raised a defense based on the \u2018\u2019pilotage clause\u2019\u2019contained<\/strong><\/span>
\nin the dockage contract.This provided in substance that when a pilot went onboard the vessel he<\/strong><\/span>
\nbecame the servant of the vessel,and that neither the towage company ,the tugs,nor the pilot would be<\/strong><\/span>
\nliable for any damage resulting from the pilot\u2019s handling of the vessel.The dockage contract was<\/strong><\/span>
\nentered into by the charterer with the towage company.The vessel owner moved to strike the defense<\/strong><\/span>
\non the ground that the charterer had no authority to bind the owner to the terms of the dockage contract<\/strong><\/span>
\n,arguing that the charter party merely provided that the charterer was to \u2018\u2019provide and pay<\/strong><\/span>
\nfor……pilotage \u2018\u2019.The court agreed with the owner and held that this clause did not give the charterer<\/strong><\/span>
\nauthority to commit the owner to the pilotage clause in the extraneous docking contract.<\/strong><\/span>
\nPilotun gemiye gelmesiyle asla gemi gemi sahibinin sorumluluguna girmez ve pilot gemide sadece<\/strong><\/span>
\nbir dan\u0131smand\u0131r.<\/strong><\/span>
\nT\/C kontratlar\u0131nda romork\u00f6rlerle towage anlasmalar\u0131 kirac\u0131 taraf\u0131ndan yap\u0131ld\u0131g\u0131 i\u00e7in olusan kazalarda<\/strong><\/span>
\nkirac\u0131 sorumluluktan asla ka\u00e7amaz.<\/strong><\/span>
\nKAPTANDAN 2.KAPTANA TAVSIYELER<\/strong><\/span>
\nY\u00fcklemelerde ve Tahliyelerde nelere dikkat edilmesi ile ilgili tavsiyeler<\/strong><\/span>
\nbulacaks\u0131n\u0131z.<\/strong><\/span>
\nDikkatli okuyarak operasyonlar\u0131n\u0131z\u0131 buna g\u00f6re planlaman\u0131z.<\/strong><\/span>
\nP.Ordaz ve Boca Grande kombine y\u00fcklemelerde ilk limanda asla s\u00fczd\u00fcrme islemi d\u00fcs\u00fcnmeyiniz bunu ektede<\/strong><\/span>
\ng\u00f6receksiniz.En \u00f6nemli sey s\u00fczd\u00fcrme pozisyonuna geldiginizde geminizde kalacak balast miktar\u0131n\u0131 bilmenizdir.<\/strong><\/span>
\nY\u00fck\u00fc bu miktara g\u00f6re bildirmeniz.Yani eger s\u00fczd\u00fcrme pozisyonunda 2000 ton kal\u0131yorsa k\u0131s\u0131tl\u0131 drafta bu kadar<\/strong><\/span>
\neksik s\u00f6yleyin ve d\u0131sar\u0131da alacag\u0131n\u0131z y\u00fck\u00fcde bu kadar fazla bildirin.<\/strong><\/span>
\nD\u0131sar\u0131 \u00e7\u0131kt\u0131g\u0131n\u0131zda tamamlama operasyonunda draft s\u0131n\u0131rlamas\u0131 olmad\u0131g\u0131 i\u00e7in daha rahat hareket eder, daha g\u00fczel<\/strong><\/span>
\ngeminize uygun trim verebilirisiniz.Ve s\u00fczd\u00fcrmenizi tamamlars\u0131n\u0131z.<\/strong><\/span>
\nBalast operasyonlar\u0131 s\u0131ras\u0131nda menhollerden s\u0131zan sular koferleri doldurabilir hi\u00e7 umulmad\u0131k anlarda k\u00f6t\u00fc<\/strong><\/span>
\ndurumlarla kars\u0131lasabilirisiniz.Bu y\u00fczden her kapal\u0131 alan\u0131n bos oldugundan emin olun(koferdam\/void space<\/strong><\/span>
\nv.s)gerekirse iskandil t\u0131kal\u0131ysa hava firar borular\u0131ndan buralara ulasabilirisiniz.<\/strong><\/span>
\nY\u00fckleme ve tahliye \u00f6ncesi Kaptan \/ 2.Kaptan ve B.M\u00fch toplanarak neler yap\u0131lacag\u0131 ve hangi konuarda \u00f6nlemler<\/strong><\/span>
\nal\u0131nmas\u0131 konusunda konusmal\u0131s\u0131n\u0131z.<\/strong><\/span>
\nSunu asla unutmay\u0131n.<\/strong><\/span>
\nHer y\u00fck\/balast operasyonu \u00f6ncesi ne olursa olsun t\u00fcm valfleri \u00f6nce kapat\u0131n ve emin olun.<\/strong><\/span>
\nA\u00e7\u0131k\/Kapal\u0131 oldugunu bidiginiz valfleri bile mutlaka kontrol edin.<\/strong><\/span>
\nVe sonra yapacag\u0131n\u0131z isleme g\u00f6re yeniden valflerinizi d\u00fczenleyin.<\/strong><\/span>
\nY\u00fckleme \/ tahliye opoerasyonlar\u0131 s\u0131ras\u0131nda Asla bir valfi a\u00e7madan digerini kapatmay\u0131n.<\/strong><\/span>
\nTecr\u00fcbe, insan\u0131n bas\u0131na gelen sey degildir, o insan\u0131n o bas\u0131na gelenle ne yapt\u0131g\u0131d\u0131r.<\/strong><\/span>
\nKolay gelsin<\/strong><\/span>
\nLOADING<\/strong><\/span>
\n1-Pratikte gemi 2.kaptanlar\u0131 bir planlama(loading\/unloading sequence) yaparken mutlaka gemi<\/strong><\/span>
\nstrenghtini(Shearing\/Bending moment) , stability requirements ,operasyonel ve ticari<\/strong><\/span>
\nistekleri m\u00fcmk\u00fcn oldugunca g\u00f6z \u00f6n\u00fcne almal\u0131d\u0131r.<\/strong><\/span>
\n2-Debalasting opersyonlar\u0131 olduk\u00e7a zor operasyonlard\u0131r.Bu operasyon m\u00fcmk\u00fcn oldugunca y\u00fcklemeyle uygun<\/strong><\/span>
\nbi\u00e7imde baslanmal\u0131 ve m\u00fcmk\u00fcn oldugunca erken bitirilmelidir.Bu en \u00f6nemli ve avantaj saglayan fakt\u00f6rd\u00fcr.<\/strong><\/span>
\n3-En kolay s\u00fczd\u00fcr\u00fclebilen tanklar sona b\u0131rak\u0131lmal\u0131d\u0131r.Her zaman draft,meyil,<\/strong><\/span>
\ntrim ve tanklar\u0131n karaketeristik \u00f6zelliklerini g\u00f6z \u00f6n\u00fcne al\u0131n\u0131z.Ve tercih olarak asag\u0131daki s\u0131ralamay\u0131 takip edin.<\/strong><\/span>
\na: Balast ambar\u0131 b: DoubleBottoms c: Topside Tanks d:Peaks Tanks<\/strong><\/span>
\n4-Final striping(s\u00fczd\u00fcrme)s\u0131ras\u0131nda geminin k\u0131\u00e7a trimini maximumda tutmaya \u00e7al\u0131s\u0131n y\u00fck stepini buan g\u00f6re<\/strong><\/span>
\nayarlay\u0131n.<\/strong><\/span>
\n5-Asla geminin bas\u0131(by the head) \u00fczerine gitmesine m\u00fcsade etmeyin.<\/strong><\/span>
\n\u00c7\u00fcnk\u00fc al\u0131c\u0131lar buna g\u00f6re dizayn edilmemistir.<\/strong><\/span>
\n6-Departure draft even keel pozisyonuna yak\u0131n oldugu i\u00e7in gemi tankalar\u0131n\u0131n s\u00fczd\u00fcr\u00fclmesi i\u00e7in uygun sartlar<\/strong><\/span>
\nolusmaz.Bu y\u00fczden m\u00fcmk\u00fcn oldugunca even keel duruma ge\u00e7 gelmeye \u00e7al\u0131s\u0131n.<\/strong><\/span>
\n7-Homojen y\u00fck y\u00fcklemelrinde y\u00fck\u00fcn %85-95 y\u00fcklendikten sonra y\u00fck kesilmeli ve bir ara bir s\u00f6rvey<\/strong><\/span>
\nyap\u0131lmal\u0131d\u0131r.Bunun amac\u0131 ger\u00e7ek olarak gemiye ne kadar y\u00fck girdiginin tespit edilmesi ve trimming i\u00e7in<\/strong><\/span>
\nhangi ambarlar\u0131 (bas ve k\u0131\u00e7 olarak hangi ambalara y\u00fck\u00fc ne kadar ton olarak<\/strong><\/span>
\nb\u00f6lecegini)kullanacag\u0131n\u0131n,finalde hangi ambaralara ger\u00e7ek olarak ne kadar y\u00fck paylas\u0131lacag\u0131n\u0131n<\/strong><\/span>
\nbilinmesidir.<\/strong><\/span>
\nAmbarlara trimming i\u00e7in yapacag\u0131n\u0131z bu paylas\u0131m t\u00fcm operasyonu etkileyecegini bilmelisiniz.<\/strong><\/span>
\n8-Draft surveyler genelde y\u00fcklemelerin bas\u0131nda ve sonunda olur normalde<\/strong><\/span>
\nfakat bu draft surveyler y\u00fckleme steplerine dahil degildirler.Sadece eger degisik grade y\u00fck y\u00fckleme gerekirse her<\/strong><\/span>
\ngrade i\u00e7in ne kadar y\u00fcklendigini tespit i\u00e7in ara draft survey yap\u0131labilir.Her grade i\u00e7in 85-95%y\u00fcklendiginde<\/strong><\/span>
\ngeminin tonaj\u0131n\u0131n tespiti i\u00e7n ara draft survey yap\u0131labilir.<\/strong><\/span>
\n9-Eger gemi balast ambar\u0131\/ambarlar\u0131 balast varsa loading sequence planlan\u0131rken m\u00fcmk\u00fcn oldugunca debalasting<\/strong><\/span>
\ni\u00e7in uzun zaman verin.\u00c7\u00fcnk\u00fc temizlemek,kurutmak,sintinelerin bosalt\u0131lmas\u0131 ve balast line n\u0131n kapat\u0131lmas\u0131<\/strong><\/span>
\nolduk\u00e7a uzun zaman alacakt\u0131r.<\/strong><\/span>
\nUNLOADING<\/strong><\/span>
\n10- K\u0131\u00e7a trim tahliyelardede \u00f6nemli bir unsurdur.\u00c7\u00fcnk\u00fc,makine yard\u0131mc\u0131lar\u0131 ve dahili servis sagalayan pompalar\u0131n<\/strong><\/span>
\n(sintine vs)al\u0131c\u0131lar\u0131 buna g\u00f6re dizayn edilmislerdir.<\/strong><\/span>
\nHer zaman Airdraft ve Gemi Strenghtini (k\u0131r\u0131lma ve bending MOMENTLERC)g\u00f6z \u00f6n\u00fcne almal\u0131y\u0131z ve as\u0131r\u0131<\/strong><\/span>
\ntrimlerden ka\u00e7\u0131nmal\u0131y\u0131z.<\/strong><\/span>
\n11-Eger balast\u0131m\u0131z air draft konusunda yeterli degilse balast ambar\u0131m\u0131z\u0131 \u00f6nce bitirip bu ambara \u00e7ok dikkatli bir<\/strong><\/span>
\nsekilde balast alarak Air darft\u0131 d\u00fcs\u00fcrmeliyiz.Sunu unutmamal\u0131y\u0131z ambar\u0131 temizlemek\/ sintineleri temzileyip<\/strong><\/span>
\nkapatmak ve ballast line a\u00e7mak zaman al\u0131r.<\/strong><\/span>
\nB\u00fct\u00fcn bunlar\u0131 dikkate alarak steplerimizi haz\u0131rlamal\u0131y\u0131z.<\/strong><\/span>
\n12- Full Homojen kargo tahliyelerinde draft survey i\u00e7in tahliyeyi kesme gibi bir sey olamaz.<\/strong><\/span>
\nAncak Draft survey tahliye baslamadan ve bittikten sonra yap\u0131l\u0131r.<\/strong><\/span>
\n13-Balast al\u0131mlar\u0131 genelde bas\u0131mlardaki kadar \u00f6nemli degildir ve trime o kadar etkisi olmaz<\/strong><\/span>
\n\u00f6nemli unsur Air draft\u0131n ve Gemi Strenght(bending\/shearing moment) takibidir.<\/strong><\/span>
\nBalast al\u0131rken balast tanklar\u0131n\u0131za sediment almamaya \u00e7al\u0131s\u0131n \u00e7\u00fcnk\u00fc sedimentin at\u0131lmas\u0131 \u00e7ok zordur.<\/strong><\/span>
\nBOL ACIK FIRTINASIZ SEYIRLER<\/strong><\/span>
\nKONU : YEDEKLE BOGAZ GECIS PROSEDURU<\/strong><\/span>
\nYedekli gemilerin veya \u00f6zel ge\u00e7is sartlar\u0131na haiz gemilerin bogazlardan ge\u00e7is sartlar\u0131n\u0131n belirlenmesi i\u00e7in yap\u0131lan<\/strong><\/span>
\nBasvuru dilek\u00e7elerinde,<\/strong><\/span>
\n1-Yedekli geminin veya \u00f6zel ge\u00e7is sartlar\u0131na haiz geminin kalk\u0131s ve var\u0131s limanlar\u0131<\/strong><\/span>
\n2-Bogaz agz\u0131na gelis ETA s\u0131(tahmini var\u0131s zaman\u0131)<\/strong><\/span>
\n3-Yedekli geminin veya \u00f6zel ge\u00e7is sartlar\u0131na haiz geminin deplasman\u0131<\/strong><\/span>
\n4-Yedekli geminin veya \u00f6zel ge\u00e7is sartlar\u0131na haiz geminin ebatlar\u0131(tam boy,genislik,draft,air draft)<\/strong><\/span>
\n5-Yedekli geminin veya \u00f6zel ge\u00e7is sartlar\u0131na haiz geminin bayrag\u0131<\/strong><\/span>
\n6-Yedekli geminin veya \u00f6zel ge\u00e7is sartlar\u0131na haiz geminin mevcut Gros Ton,Net Ton,Deaeweight\u2019i<\/strong><\/span>
\n7-Yedekli geminin veya \u00f6zel ge\u00e7is sartlar\u0131na haiz geminin makinesinin hali haz\u0131rdaki durumu ve maksimum s\u00fcrati<\/strong><\/span>
\n8-Yedekli gemiyi \u00e7eken romork\u00f6r\u00fcn bayrag\u0131 Gros tonu,Net tonu,Ebatlar\u0131(tam boy,drfat,air draft)makine g\u00fcc\u00fc<\/strong><\/span>
\nBilgileri belirtilmis olacak ve asag\u0131da talep edilen belgeler ekli olarak sunulacakt\u0131r.<\/strong><\/span>
\nA-YEDEKLC GE\u00c7CS C\u00c7CN YAPILAN BASVURULARDA<\/strong><\/span>
\n1-Romork\u00f6r\u00fcn Cdaresinden veya klas\u0131 taraf\u0131ndan verilmis ,Romork\u00f6r \u00c7ekis G\u00fcc\u00fc(Bollard Pull)sertifikas\u0131<\/strong><\/span>
\n2-Yedekleme sertifikas\u0131 (towage certificate)veya sefer izni(sailing permit)<\/strong><\/span>
\n3-Yedekleme islemi i\u00e7in kullan\u0131lan ekipmanlar ile ilgili olarak yedekleme sertifikas\u0131nda ve sefer izni belgesinde bilgi<\/strong><\/span>
\nolmamas\u0131 halinde yedekleme islemi i\u00e7in kullan\u0131lan ekipmanlar ile ilgili olarak idare veya klas\u0131 taraf\u0131ndan verimis<\/strong><\/span>
\nsertifika,<\/strong><\/span>
\n4-Romork\u00f6r\u00fcn idaresinden veya klas\u0131 taraf\u0131ndan verilmis Romork\u00f6r Tonaj sertifikas\u0131,Klas veya register<\/strong><\/span>
\nsertifikas\u0131,minimum safety maning sertifikas\u0131 ,raido sertifikas\u0131iload line sertifikas\u0131,safety construction sertifikas\u0131(1)<\/strong><\/span>
\n5-ayr\u0131nt\u0131l\u0131 sekilde \u00fcsten ve yandan yedekleme semas\u0131<\/strong><\/span>
\n6-Yedegin idaresinden veya klas taraf\u0131ndan verilmis yedege ait tonaj sertifikas\u0131 veya genel plan\u0131<\/strong><\/span>
\n7-P & I sigortas\u0131n\u0131n full cover oldugunu g\u00f6sterir belgeler(2)<\/strong><\/span>
\na)P & I sigorta kul\u00fcb\u00fc taraf\u0131ndan verilmis olan confirm veya statement mektubu(bu mektuba basa bir yere at\u0131f<\/strong><\/span>
\nyap\u0131lmadan asag\u0131daki bilgiler a\u00e7\u0131k\u00e7a belirtilmis olacak,<\/strong><\/span>
\ni)Romork\u00f6r ve yedeginin P&I sigorta kapsam\u0131nda bulundugu<\/strong><\/span>
\nii)Sigortal\u0131n\u0131n sigortas\u0131n\u0131n hali haz\u0131rda devam etmekte oldugu (finansal update)(3)<\/strong><\/span>
\nb)Romork\u00f6r P& I sigortas\u0131 yedegi kapsamad\u0131g\u0131 durumlarda yedek i\u00e7in ayr\u0131 olarak d\u00fczenlenmis P& I sigorta<\/strong><\/span>
\npoli\u00e7esi<\/strong><\/span>
\nc)P & I sigorta kul\u00fcb\u00fc taraf\u0131ndan verilmis olan ge\u00e7erli P & I sertifikas\u0131 (sertifika i\u00e7inde collision ve polltion ile ilgili<\/strong><\/span>
\nherhangi bir muafiyet ibaresi bulunmayacakt\u0131r.<\/strong><\/span>
\nd)Romork\u00f6r\u00fcn geceli tekne ve makine sigorta poli\u00e7eleri<\/strong><\/span>
\ne)yedegin ge\u00e7erli Tekne sigorta poli\u00e7esi (eger makinesi var ve kullan\u0131yorsa ge\u00e7erli makine sigorta poli\u00e7esi)<\/strong><\/span>
\nA\u00e7\u0131klamar:<\/strong><\/span>
\n1-Bu sertifikalar\u0131n ya orjinalleri idareye sunulacak yada s\u00f6z konusu sertifikalar\u0131n ge\u00e7erli olduguna dair registerden<\/strong><\/span>
\nveya klastan orj\u0131nal bir yaz\u0131 idareye sunulacakt\u0131r.<\/strong><\/span>
\n2-Bu madde alt\u0131nda belirtilen sertifika ve belgelerin as\u0131llar\u0131 ile birlikte yeminli terc\u00fcme b\u00fcrosu taraf\u0131ndan idareye<\/strong><\/span>
\nsunulacakt\u0131r.<\/strong><\/span>
\n3-Sigortal\u0131 taraf\u0131ndan \u00fcyelik aidatlar\u0131n\u0131 d\u00fczenli olarak yat\u0131rd\u0131g\u0131n\u0131n ve aidat \u00f6demesinden dolay\u0131 poli\u00e7enin<\/strong><\/span>
\nge\u00e7erliligni kaybetmeiginin ispat\u0131 i\u00e7in talep edilmelidir.<\/strong><\/span>
\nB-\u00d6ZEL GE\u00c7CS SARTINA TABC GEMCLER C\u00c7CN YAPILAN BASVURULARDA<\/strong><\/span>
\n1-Geminin idaresinden veya klas\u0131 taraf\u0131ndan verilmis Gemi tonaj sertifikas\u0131,klas veya register sertifikas\u0131,safety<\/strong><\/span>
\nequipment sertifikas\u0131, load line sertifikas\u0131,safety construction sertifkas\u0131(4)<\/strong><\/span>
\n2-P & I sigortas\u0131n\u0131n full cover oldugunu g\u00f6sterir belgeler(5)<\/strong><\/span>
\na)P&I sigorta kul\u00fcb\u00fc taraf\u0131ndan verilmis olan confirm mektubu(asag\u0131daki bilgiler bu mektupta baska bir yere at\u0131f<\/strong><\/span>
\nyap\u0131lmadan a\u00e7\u0131k\u00e7a belirtilmis olacak)<\/strong><\/span>
\ni)Geminin P&I sigorta kapsam\u0131nda bulundugu<\/strong><\/span>
\nii)geminin sigortas\u0131n\u0131n hali haz\u0131rda devam etmekte oldugu(finansal update)(6)<\/strong><\/span>
\nb)P&I sigorta kul\u00fcb\u00fc taraf\u0131ndan verilmis olan ge\u00e7erli P&I sertifikas\u0131(sertifika i\u00e7inde herhangi bir muafiyet ibaresi<\/strong><\/span>
\nbulunmayacakt\u0131r.)<\/strong><\/span>
\nc)Geminin ge\u00e7erli tekne ve makine sigorta poli\u00e7eleri<\/strong><\/span>
\n3-Tankerler i\u00e7in ge\u00e7erli CLC sertifikas\u0131<\/strong><\/span>
\nDilek\u00e7e ve dilek\u00e7e ekinde istenilen belgeler eksiksiz olarak idareye sunulduktan sonra<\/strong><\/span>
\n1-Bas vuru dilek\u00e7esi ve ekinde sunulan belgelerb\u00f6lge m\u00fcd\u00fcrl\u00fcg\u00fcnce olusturulan komisyon taraf\u0131ndan<\/strong><\/span>
\nCncelenir.<\/strong><\/span>
\n2-Bogaz ge\u00e7isi uygun g\u00f6r\u00fclenler i\u00e7in ge\u00e7is sartlar\u0131 an\u0131lan komisyonca belirlenir<\/strong><\/span>
\n3-gemi boyu veya toplam yedek boyu 300 metre ve \u00fcst\u00fc olan basvurular i\u00e7in M\u00fcstesarl\u0131ktan izin al\u0131n\u0131r<\/strong><\/span>
\n4-Gemi boyu veya toplam yedek boyu 300 metre ve dah \u00fczeri olan basvurular i\u00e7in m\u00fcstesarl\u0131k makam\u0131ndan izin<\/strong><\/span>
\nal\u0131nanlar veya digerleri i\u00e7in bogaz ge\u00e7is sartlar\u0131 b\u00f6lge m\u00fcd\u00fcrl\u00fcg\u00fcm\u00fczce ilgili kurum kurulus (bilgi i\u00e7in sahil g\u00fcvenlik<\/strong><\/span>
\nkomutanl\u0131g\u0131 ,deniz polisi,geregi i\u00e7in \u00e7anakkale deniz trafik kontrol merkezi ,istanbul deniz kontrol merkezi,<\/strong><\/span>
\nTDI liman isletmesi m\u00fcd\u00fcrl\u00fcg\u00fc) ve ilgili acetaya (geregi i\u00e7in)bildirilir.<\/strong><\/span>
\nGe\u00e7is kosullar\u0131n\u0131 saglayan gemi veya yedekli gemi ,B\u00f6lge m\u00fcd\u00fcrl\u00fcg\u00fcnce kontrol edilerek ge\u00e7is sartlar\u0131n\u0131 yerine<\/strong><\/span>
\ngetirdigi tespit edildigi taktirde bogaz ge\u00e7isine izin verilir.<\/strong><\/span>
\nA\u00e7\u0131klama:<\/strong><\/span>
\n4-Bu sertifikalar\u0131n ya orjinalleri idareye sunulacak yada s\u00f6z konusu sertifikalar\u0131n ge\u00e7erli olduguna dair registerden<\/strong><\/span>
\nveya klastan orj\u0131nal bir yaz\u0131 idareye sunulacakt\u0131r.<\/strong><\/span>
\n5-Bu madde alt\u0131nda belirtilen sertifika ve belgelerin as\u0131llar\u0131 ile birlikte yeminli terc\u00fcme b\u00fcrosu taraf\u0131ndan idareye<\/strong><\/span>
\nsunulacakt\u0131r.<\/strong><\/span>
\n6-Sigortal\u0131 taraf\u0131ndan \u00fcyelik aidatlar\u0131n\u0131 d\u00fczenli olarak yat\u0131rd\u0131g\u0131n\u0131n ve aidat \u00f6demesinden dolay\u0131 poli\u00e7enin<\/strong><\/span>
\nge\u00e7erliligni kaybetmeiginin ispat\u0131 i\u00e7in talep edilmelidir.<\/strong><\/span>
\nKAPTANDAN ZABITLERE TAVSIYELER<\/strong><\/span>
\nIYI BIR YONETICI NASIL OLMALI<\/strong><\/span>
\nD\u00fcnyada gelisen ticaret sonras\u0131nda insan iliskileride olduk\u00e7a fazla \u00f6nem kazanm\u0131st\u0131r.<\/strong><\/span>
\n_nsanlar\u0131 y\u00f6netmek iyi bir y\u00f6netici olmak art\u0131k \u00f6nem kazanmaktad\u0131r.<\/strong><\/span>
\n_yi bir y\u00f6netici \u2018amaca ulasman\u0131n mutlulugunun bilincinde olmal\u0131 ve \u00e7al\u0131san a\u00e7\u0131s\u0131ndanda ayn\u0131<\/strong><\/span>
\nseyin ge\u00e7erli oldugunu kavramal\u0131d\u0131r.<\/strong><\/span>
\n_yi bir y\u00f6netici ,y\u00f6netmenin bir bilim ,sanat ve meslek oldugunu bilmelidir.<\/strong><\/span>
\n_yi y\u00f6netici, y\u00f6nettigi sistemin ge\u00e7misinden dersler \u00e7\u0131kararak g\u00fcn\u00fcn\u00fc ve gelecegini,<\/strong><\/span>
\nsistemi daha da b\u00fcy\u00fct\u00fcp etkin k\u0131lacak sekilde kontrol edebilen kisidir. Y\u00f6netici olgun<\/strong><\/span>
\ndavranmal\u0131, kendine g\u00fcvenmeli ve baskalar\u0131na g\u00fcven vermelidir. Samimi, iliski kurma ve<\/strong><\/span>
\nempati(kars\u0131s\u0131ndakinin hislerine \u00f6nem vermek) yapma yetenegine sahip olup, ileriyi<\/strong><\/span>
\ng\u00f6rmelidir. Duygusal olgunluk i\u00e7inde a\u00e7\u0131k s\u00f6zl\u00fc, etkili konusup, dogru, bilgili, inisiyatif<\/strong><\/span>
\nsahibi, kararl\u0131 ve d\u00fcr\u00fcst olmal\u0131d\u0131r. \u00c7at\u0131smalar\u0131 da uygun yollarla \u00e7\u00f6z\u00fcp, faydaya<\/strong><\/span>
\nd\u00f6n\u00fcst\u00fcrerek, riskleri ve krizleri en uygun sekilde y\u00f6netmesini bilmelidir.\u201d<\/strong><\/span>
\n_letisim ger\u00e7eginin bir y\u00f6netici i\u00e7in ne kadar \u00f6nemli oldugunu \u00e7ok iyi kavray\u0131p, bunu<\/strong><\/span>
\nastlar\u0131na da \u00f6gretmelidir. Ortak ama\u00e7lar belirleme, emrindekileri bu ama\u00e7lara y\u00f6neltmede<\/strong><\/span>
\nmaharetli, olumlu elestirilere duyarl\u0131 olmal\u0131 ve astlar\u0131n da is tatminini saglamak i\u00e7in<\/strong><\/span>
\ngereken her seyi yapmal\u0131d\u0131r\u201d<\/strong><\/span>
\nY\u00f6netici kisi inan\u00e7 ve tutumlara sayg\u0131 g\u00f6sterip, stratejik davranmal\u0131d\u0131r.<\/strong><\/span>
\nBir y\u00f6neticinin dikkat etmesi gerekli 13 alt\u0131n kural asag\u0131dad\u0131r.<\/strong><\/span>
\n1- SINIRLARINIZI GEN_S TUTUN:<\/strong><\/span>
\nHer insan\u0131n hayatta kendisi i\u00e7in belirledigi s\u0131n\u0131rlar vard\u0131r. \u00d6nemli olan bu s\u0131n\u0131rlar\u0131 genis<\/strong><\/span>
\ntutabilmeyi bilmektir. Neden mi? \u00c7\u00fcnk\u00fc s\u0131n\u0131rlar sorumluluk alan\u0131n\u0131z\u0131 belirler. Kendinizi<\/strong><\/span>
\nyaln\u0131z belirlediginiz alanla s\u0131n\u0131rlamay\u0131n, tabi eger istediginiz y\u00f6neticilikten \u00fcst d\u00fczey<\/strong><\/span>
\ny\u00f6neticilige ge\u00e7mek ise .. Peki ama s\u0131n\u0131rlar\u0131n\u0131z\u0131 genis tutman\u0131n size saglayacag\u0131 ne gibi<\/strong><\/span>
\nfaydalar\u0131 olabilir? Bir kere her seyden \u00f6nce belirlediginiz alanda ilerlemek i\u00e7in kars\u0131n\u0131za<\/strong><\/span>
\ndaha iyi ve daha b\u00fcy\u00fck f\u0131rsatlar \u00e7\u0131kacakt\u0131r. Hem unutmay\u0131n ki ne kadar y\u00fckselirseniz o<\/strong><\/span>
\noranda da kazanc\u0131n\u0131z artacakt\u0131r. Yapman\u0131z gerekenler \u00e7ok basit; sadece ne istediginizi<\/strong><\/span>
\nd\u00fcs\u00fcn\u00fcn ve bir plan haz\u0131rlay\u0131n, kendinize g\u00fcveninizi Kaybetmeyin, as\u0131l yapman\u0131z gereken<\/strong><\/span>
\nise planlar\u0131n\u0131za bagl\u0131 kal\u0131n!<\/strong><\/span>
\n295<\/strong><\/span>
\n2-Y\u00d6NET_C_L_K VASFINIZI SAHS_ AMA\u00c7LAR,KAZAN\u00c7LAR _\u00c7_N KULLANMAYIN:<\/strong><\/span>
\nBu c\u00fcmledeki sahsi kazan\u00e7lar \u00fclkem insanlar\u0131n\u0131n pek te yabanc\u0131 olmad\u0131g\u0131 2 kelime olsa<\/strong><\/span>
\ngerek. Hemen hemen her g\u00fcn TV de izler, gazetelerde okuruz, insanlar\u0131n bulunduklar\u0131<\/strong><\/span>
\nkonumu sahsi kazan\u00e7lar\u0131 i\u00e7in kulland\u0131klar\u0131n\u0131, \u00e7ogu zaman da bu konular\u0131n kahramanlar\u0131 is<\/strong><\/span>
\nadamlar\u0131, sanayiciler, belediye baskanlar\u0131, askerler, politikac\u0131lard\u0131r. . \u00d6rnekler<\/strong><\/span>
\n\u00e7ogalt\u0131labilir ama gelin bulundugu konumu k\u00f6t\u00fcye kullanmayan y\u00f6neticinin kendisi i\u00e7in<\/strong><\/span>
\nsaglayacag\u0131 faydalar\u0131 s\u0131ralayal\u0131m, mesela kendi kendinize yetmenin gururunu<\/strong><\/span>
\nyasayabilirsiniz,g\u00fcven duyulan insan ilan edilebilirsiniz, \u00f6rnek al\u0131nan kisiler oldugunuzdan<\/strong><\/span>
\niyi bir \u00f6rnek teskil edebilirsiniz. En \u00f6nemlisi de d\u00fcr\u00fcstl\u00fcg\u00fcn\u00fcz\u00fc kaybetmeyeceksiniz.<\/strong><\/span>
\n3-VERECEG_N_Z KARARLARDAN KORKMAYIN :<\/strong><\/span>
\nY\u00f6neticilik s\u0131fat\u0131yla elde ettiginiz en \u00f6nemli olanaklardan biri de d\u00fcs\u00fcncelerinizi hayata<\/strong><\/span>
\nge\u00e7irebilmektir. Ama \u00e7ogu y\u00f6netici, y\u00f6neticilik kademesine ulast\u0131ktan sonra genelde ayn\u0131<\/strong><\/span>
\nhataya d\u00fcser. Yani d\u00fcs\u00fcncelerini hayata ge\u00e7irmek i\u00e7in verecekleri karar\u0131 bir t\u00fcrl\u00fc<\/strong><\/span>
\nveremezler. \u00c7\u00fcnk\u00fc verilecek yanl\u0131s bir karar\u0131n sorumlulugunu tas\u0131maktan \u00e7ekinirler. . .<\/strong><\/span>
\nKarar\u0131n\u0131z\u0131 vermeden \u00f6nce iyice d\u00fcs\u00fcn\u00fcn mesela neden o karar\u0131 ald\u0131g\u0131n\u0131z\u0131. Yapman\u0131z<\/strong><\/span>
\ngerekenler t\u00fcm ger\u00e7ekleri ortaya koymak, dogruluk ve uygunluk testi de yapabilirsiniz bu<\/strong><\/span>
\nger\u00e7ekler \u00fczerine, avantajlar ve dezavantajlar\u0131 degerlendirmelisiniz, deneyimlerinizi g\u00f6z<\/strong><\/span>
\n\u00f6n\u00fcnde bulundurarak ta karar\u0131n\u0131z\u0131 bir baska a\u00e7\u0131dan degerlendirebilirsiniz -\u201ctecr\u00fcbe bir<\/strong><\/span>
\ng\u00f6zl\u00fckt\u00fcr,onlar\u0131n sayesinde ikinci defa daha iyi g\u00f6r\u00fcr\u00fcz\u201d- Kuruntular\u0131n\u0131zdan kurtulun, son<\/strong><\/span>
\nve en \u00f6nemli ad\u0131m\u0131 at\u0131n!D\u00fcs\u00fcncelerinizi hayata ge\u00e7irin!<\/strong><\/span>
\n4-KEND_ ALANINIZI _LG_LEND_REN DEG_S_MLER_ VE GEL_S_MLER_ TAK_P ED_N<\/strong><\/span>
\nGelisimleri takip etmek demek alan\u0131n\u0131zda uzmanlasmak demektir. Alan\u0131n\u0131zdaki<\/strong><\/span>
\nnoksanl\u0131klar\u0131n\u0131z\u0131 degistirmek sizin elinizde, yeni fikirlere a\u00e7\u0131k olun, elestiriler<\/strong><\/span>
\ndogrultusunda kendinizi gelistirmek bab\u0131nda hareket edebilirsiniz. Y\u00f6neticilik demek \u00e7ok<\/strong><\/span>
\ny\u00f6nl\u00fcl\u00fck demek, uzmanl\u0131k alan\u0131n\u0131z ne olursa olsun, t\u00fcm alanlar sizin i\u00e7in \u00e7ok degerlidir.<\/strong><\/span>
\nEksik oldugunuz alanda a\u00e7\u0131g\u0131n\u0131z\u0131 kapatmak i\u00e7in harekete ge\u00e7melisiniz. Gelismeleri takip<\/strong><\/span>
\netmenin en iyi yolu size hitap eden etmeyen her t\u00fcr gazete dergi, ve kitaplar\u0131 okumakt\u0131r.<\/strong><\/span>
\n5- GEREKL_ DENET_MLER_ YAPIN :<\/strong><\/span>
\nEger \u00fcretiminizin artmas\u0131n\u0131, daha uygun, temiz sartlar alt\u0131nda \u00e7al\u0131smak ve \u00e7al\u0131st\u0131rmak, ve<\/strong><\/span>
\n\u00e7a\u0131l\u0131sanlarla iletisiminizi g\u00fc\u00e7lendirmek istiyorsan\u0131z yap\u0131lanlar\u0131 denetleme konusunda \u00e7ok<\/strong><\/span>
\ndikkatli olmal\u0131s\u0131n\u0131z. Kendinize denetlemek i\u00e7in bir nokta belirleyin, her g\u00fcn denetim isi<\/strong><\/span>
\ni\u00e7in kendinize bir zaman aral\u0131g\u0131 belirleyin, buldugunuz yanl\u0131slar\u0131 not edin ve tekrar kontrol<\/strong><\/span>
\nedin ve denetimleri kesmeyin. \u00c7al\u0131sanlar\u0131n\u0131z\u0131 ve yap\u0131lan isleri denetlemenin en uygun<\/strong><\/span>
\nzaman\u0131 \u00e7al\u0131sanlar\u0131n en verimsiz olduklar\u0131 vakitler yani Pazartesi sabahlar\u0131 ve Cuma \u00f6gleden<\/strong><\/span>
\nsonralar\u0131d\u0131r.<\/strong><\/span>
\n296<\/strong><\/span>
\n6-FAZLA SORUMLULUKTAN KA\u00c7MAYIN :<\/strong><\/span>
\nSorumluluk almaktan korkmay\u0131n! Eger bir \u00fcst d\u00fczey y\u00f6netici olmak istiyorsan\u0131z, olmazsa<\/strong><\/span>
\nolmaz denen bir kurald\u0131r. Sorumluluk almak size karar almay\u0131 \u00f6gretir, hem g\u00fcven hem<\/strong><\/span>
\nsayg\u0131, hem de destek kazan\u0131rs\u0131n\u0131z. Y\u00fckselmenin tek ve \u00e7abuk yolu, \u00fcstlerinize daha fazla<\/strong><\/span>
\nsorumluluk almak istediginizi g\u00f6stermektir. Fazla sorumluluk \u00fcstlenmeden \u00f6nce yapman\u0131z<\/strong><\/span>
\ngerekenler ise; 1.Kendi sorumluluklar\u0131n\u0131z\u0131 bilin 2.Kararl\u0131 ve istikrarl\u0131 olun 3.Hatalar\u0131n\u0131z\u0131<\/strong><\/span>
\nreddetmeyin 4.Elestiriye a\u00e7\u0131k olun 5.Y\u00fckselmek istediginizin bilinmesini saglay\u0131n.<\/strong><\/span>
\n7- \u00c7ALISANA Y\u00dcKLED_G_N_Z SORUMLULUGUN ANLASILDIGINDAN EM_N OLUN :<\/strong><\/span>
\nBazen verilen isin tam anlam\u0131yla yap\u0131lamamas\u0131 iletisim eksikliginden kaynaklan\u0131r. Ya<\/strong><\/span>
\ny\u00f6netici yap\u0131lacak isi yeterince a\u00e7\u0131k anlatamam\u0131st\u0131r ya da isi yapacak olan\u0131n dinleme<\/strong><\/span>
\neksikligi vard\u0131r. Bu eksikligi telafi etmenizin yollar\u0131 ise gereksiz is y\u00fcklemeyin, dogru<\/strong><\/span>
\nkisiye dogru isi verdiginizden emin olun; unutmay\u0131n ki herkesin bir kapasitesi vard\u0131r,<\/strong><\/span>
\nvereceginiz isi \u00e7al\u0131san\u0131n\u0131za emir seklinde degil de bir rica olarak sunun, sade ve anlas\u0131l\u0131r<\/strong><\/span>
\nbir \u00fcslupla anlat\u0131n; h\u0131zl\u0131 ve karmas\u0131k konusmay\u0131n, \u00e7al\u0131san\u0131n\u0131za anlay\u0131p anlamad\u0131g\u0131n\u0131 sorun,<\/strong><\/span>
\nanlamad\u0131g\u0131 taktirde tekrarlamaktan ka\u00e7\u0131nmay\u0131n, gerekirse talimat\u0131n\u0131z\u0131 anlay\u0131p<\/strong><\/span>
\nanlamad\u0131g\u0131ndan emin olmak i\u00e7in tekrarlatabilirsiniz, onlar\u0131n da size soru sormalar\u0131na<\/strong><\/span>
\nf\u0131rsat verin. Bunlar\u0131 uygulad\u0131g\u0131n\u0131zda zahmetinizin kars\u0131l\u0131g\u0131n\u0131 alacag\u0131n\u0131zdan ve \u00e7al\u0131sanlar\u0131n<\/strong><\/span>
\nsizin i\u00e7in ellerinden geleni yapacaklar\u0131ndan emin olun.<\/strong><\/span>
\n8-AYRINTILARLA VAK_T KAYBETMEY_N :<\/strong><\/span>
\n_yi bir y\u00f6netici ayr\u0131nt\u0131larla fazla zaman kaybetmez, sorumluluk vermekten korkmaz. Hem<\/strong><\/span>
\nunutmay\u0131n ki eger \u00e7al\u0131san\u0131n\u0131za sorumluluk y\u00fcklemeyi basarabilirseniz onlar\u0131n sayg\u0131s\u0131n\u0131<\/strong><\/span>
\nkazan\u0131rs\u0131n\u0131z ve kendilerini gelistirmelerine, yeteneklerini fark etmelerine f\u0131rsat vermis<\/strong><\/span>
\nolacaks\u0131n\u0131z. Amac\u0131n\u0131z denetimi elden b\u0131rakmadan serbestligi saglamak olmal\u0131. B\u00f6ylece her<\/strong><\/span>
\niki taraf ta kazanacakt\u0131r.<\/strong><\/span>
\n9-KEND_N_Z_ ELEST_RMEY_ B_L_N :<\/strong><\/span>
\nHer asamada kendinize d\u00fcr\u00fcst olun, kendinizi elestirmeyi bilin, b\u00f6ylelikle eksik yanlar\u0131n\u0131z\u0131<\/strong><\/span>
\ntamamlar, g\u00fc\u00e7l\u00fc yanlar\u0131n\u0131z\u0131 ise daha da g\u00fc\u00e7lendirirsiniz<\/strong><\/span>
\n297<\/strong><\/span>
\n10-\u00c7ALISANLARINIZIN S_KAYETLER_N_ \u00d6NEMSEY_N :<\/strong><\/span>
\nElemanlar\u0131n\u0131z\u0131n size getirdigi sikayetleri \u00f6nemsemeniz, size hem \u00e7al\u0131sanlar\u0131n\u0131z\u0131 anlamay\u0131<\/strong><\/span>
\nsaglayacakt\u0131r, hem de \u00e7al\u0131san memnuniyeti i\u00e7in yapman\u0131z gerekenleri \u00f6gretecektir.<\/strong><\/span>
\nUnutmay\u0131n ki \u00e7al\u0131san memnuniyeti ile \u00fcretim verimliligi dogru orant\u0131l\u0131d\u0131r. \u00c7al\u0131sanlar\u0131n\u0131za<\/strong><\/span>
\nverdiginiz \u00f6nem size sayg\u0131, sevgi olarak geri d\u00f6necektir. Hem problemleri dinlemek ve<\/strong><\/span>
\nbunlara \u00e7\u00f6z\u00fcm yollar\u0131 bulmak sizin g\u00f6reviniz, dolay\u0131s\u0131yla iyi bir dinleyici olmal\u0131, dogru<\/strong><\/span>
\niletisimi saglayabilmelisiniz. Anlay\u0131s ve sabr\u0131n bu isin alt\u0131n kural\u0131 oldugunu unutmay\u0131n!<\/strong><\/span>
\n11-\u00c7ALISANLARINIZIN \u00d6NER_LER_NE KULAK VER_N :<\/strong><\/span>
\nBunun i\u00e7in \u00f6ncelikle \u00e7al\u0131sanlar\u0131n\u0131za bu isin, tak\u0131m\u0131n bir par\u00e7as\u0131 olduklar\u0131n\u0131<\/strong><\/span>
\nhissettirebilmelisiniz. Daha sonra \u00f6neri ve yard\u0131mlar\u0131 kabul edebilirsiniz, bu isi<\/strong><\/span>
\nkolaylast\u0131rmak i\u00e7in \u00f6rnegin bir \u00f6neri kutusu haz\u0131rlayabilirsiniz, ancak bir \u00f6d\u00fcl<\/strong><\/span>
\nkoyabilirseniz daha etkili olacag\u0131n\u0131 akl\u0131n\u0131zdan \u00e7\u0131karmay\u0131n, taktir edilmekten herkes<\/strong><\/span>
\nhoslan\u0131r, D\u00fcs\u00fcn\u00fcn, \u00f6neri ve yard\u0131mlara basvurdugunuzda yeni yetenekler kesfetmis<\/strong><\/span>
\nolacaks\u0131n\u0131z, fikir al\u0131sverisi yapm\u0131s olacaks\u0131n\u0131z, \u00e7al\u0131sanlar \u00f6nemli olduklar\u0131n\u0131 hissedecekler<\/strong><\/span>
\nve ellerinden geleni sizin i\u00e7in yapacaklard\u0131r. B\u00f6ylece \u00e7al\u0131san performans\u0131 da artacakt\u0131r.<\/strong><\/span>
\n12-\u00c7ALISANLARINIZA YARDIMLASMA DUYGUSU YASATIN :<\/strong><\/span>
\n\u00c7al\u0131sanlar\u0131na yard\u0131m g\u00f6stermeyen bir y\u00f6netici, ayn\u0131 sekilde yard\u0131m g\u00f6remez ya da g\u00f6rse<\/strong><\/span>
\nde isteksiz \u00e7al\u0131san grubun yard\u0131m\u0131n\u0131 g\u00f6r\u00fcr ve bu da pek te g\u00fcvenilir bir yard\u0131m olmaz<\/strong><\/span>
\nsan\u0131r\u0131m…Siz yard\u0131m g\u00f6sterirseniz, \u00e7al\u0131sanlar\u0131n\u0131z da size ayn\u0131 kars\u0131l\u0131g\u0131 verecek, sizinle is<\/strong><\/span>
\nbirligi i\u00e7ine girecektir. Bunu basarmak i\u00e7in onlar\u0131n da y\u00f6netimin bir par\u00e7as\u0131 olduklar\u0131n\u0131<\/strong><\/span>
\nhissettirin, kararlar vermelerine yard\u0131mc\u0131 olun, toplant\u0131lara kat\u0131l\u0131mlar\u0131n\u0131 saglay\u0131n,<\/strong><\/span>
\n13-\u00c7ALISANLARA _Y_ \u00d6RNEK OLUN :<\/strong><\/span>
\nSiz bir y\u00f6netici olarak ayn\u0131 zamanda \u00e7al\u0131sanlar\u0131n\u0131z i\u00e7in \u00f6rnek kisisinizdir, \u00e7\u00fcnk\u00fc onlar da<\/strong><\/span>
\nbir g\u00fcn sizin kariyerinize sahip olmak isteyeceklerdir. Siz onlara \u00e7al\u0131smalar\u0131n\u0131zla,<\/strong><\/span>
\nzaman\u0131n\u0131z\u0131 nas\u0131l degerlendirdiginiz ile, g\u00f6sterdiginiz performans\u0131n\u0131zla \u00f6rnek olacaks\u0131n\u0131z.<\/strong><\/span>
\nSiz ne kadar olumlu davran\u0131slar sergilerseniz, \u00e7al\u0131sanlar\u0131n\u0131z da o kadar olumlu davran\u0131s<\/strong><\/span>
\ng\u00f6stereceklerdir. Disiplinsiz bir y\u00f6neticinin disiplinli \u00e7al\u0131sanlar\u0131 olma ihtimali \u00e7ok d\u00fcs\u00fckt\u00fcr<\/strong><\/span>
\nherhalde..<\/strong><\/span>
\n298<\/strong><\/span>
\nGEM_LER_N T\u00dcRK BOGAZLARINDAN GE\u00c7_S_ _LE _LG_L_ UYGULAMA ESASLARI<\/strong><\/span>
\nT\u00dcRK BOGAZLARI DEN\u0002Z TRAF\u0002K D\u00dcZEN\u0002 T\u00dcZ\u00dcG\u00dc UYGULAMA TAL\u0002MATI<\/strong><\/span>
\nI\u00c7INDEKILER<\/strong><\/span>
\nKISALTMALAR…………………………………………………………………………………………I<\/strong><\/span>
\nGENEL……………………………………………………………………………………………………..1<\/strong><\/span>
\nGiris ……………………………………………………………………………………………………………………. 1<\/strong><\/span>
\nisletim………………………………………………………………………………………………………………….. 1<\/strong><\/span>
\nYetkili Otorite………………………………………………………………………………………………………. 1<\/strong><\/span>
\nidare …………………………………………………………………………………………………………………… 1<\/strong><\/span>
\nT\u00fcrk Bogazlar\u0131 Gemi Trafik Hizmetleri (TBGTH) Otoritesi ………………………………………. 1<\/strong><\/span>
\nVerilen Hizmetler …………………………………………………………………………………………………. 1<\/strong><\/span>
\nHizmet Alan\u0131………………………………………………………………………………………………………… 1<\/strong><\/span>
\nAktif Kat\u0131l\u0131mc\u0131 Deniz Ara\u00e7lar\u0131 ……………………………………………………………………………….. 1<\/strong><\/span>
\nPasif Kat\u0131l\u0131mc\u0131 Deniz Ara\u00e7lar\u0131………………………………………………………………………………… 1<\/strong><\/span>
\nUyar\u0131…………………………………………………………………………………………………………..1<\/strong><\/span>
\nT\u00dcRK BOGAZLARI RAPORLAMA S_STEM_ (T\u00dcBRAP) ………………………2<\/strong><\/span>
\nTrafik Ay\u0131r\u0131m D\u00fczeni ……………………………………………………………………………………………. 2<\/strong><\/span>
\nSeyir Plan\u0131 1 ( SP 1)………………………………………………………………………………………………. 3<\/strong><\/span>
\nSeyir Plan\u0131 2 (SP 2)……………………………………………………………………………………………….. 4<\/strong><\/span>
\nMevki Raporu ………………………………………………………………………………………………………. 4<\/strong><\/span>
\n\u00c7ag\u0131rma Noktas\u0131 Raporu ……………………………………………………………………………………….. 4<\/strong><\/span>
\nHABERLESME ………………………………………………………………………………………..5<\/strong><\/span>
\nHaberlesme Dili ve Sekli ……………………………………………………………………………………….. 5<\/strong><\/span>
\nSekt\u00f6rler ve Haberlesme Kanallar\u0131 ………………………………………………………………………….. 5<\/strong><\/span>
\nVER_LEN H_ZMETLER ………………………………………………………………………..10<\/strong><\/span>
\nBilgi Hizmeti ……………………………………………………………………………………………………… 10<\/strong><\/span>
\nSeyir Yard\u0131m\u0131 Hizmeti…………………………………………………………………………………………. 10<\/strong><\/span>
\nTrafik Organizasyon Hizmeti ……………………………………………………………………………….. 10<\/strong><\/span>
\nTBGTH TARAFINDAN KULLANILAN ANA MESAJ SARETLERININ<\/strong><\/span>
\nTANIMLAMALARI\u2026\u2026\u2026\u2026\u2026\u2026\u2026\u2026\u2026\u2026\u2026\u2026\u2026\u2026\u2026\u2026\u2026\u2026..\u2026\u2026\u2026……11<\/strong><\/span>
\nGEMILERIN TABI OLACAGI PROSED\u00dcRLER……………… ………………….12<\/strong><\/span>
\nGenel…………………………………………………………………………………………………………………. 12<\/strong><\/span>
\nDemirleme ve Demir Yerinden Ayr\u0131lma ………………………………………………………………… 12<\/strong><\/span>
\nLimana Yanasma ve Ayr\u0131lma ……………………………………………………………………………….. 12<\/strong><\/span>
\nYavaslama………………………………………………………………………………………………………….. 12<\/strong><\/span>
\nBaska Gemiyi Ge\u00e7mek ………………………………………………………………………………………… 13<\/strong><\/span>
\nKazalar\u0131n Rapor Edilmesi …………………………………………………………………………………….. 13<\/strong><\/span>
\nOlaylar\u0131n ve Deniz Kirliliginin Rapor Edilmesi ………………………………………………………. 13<\/strong><\/span>
\nYerel Deniz Trafigi ……………………………………………………………………………………………… 13<\/strong><\/span>
\nSagl\u0131k Denetimleri………………………………………………………………………………………13<\/strong><\/span>
\nBunker Gemileri …………………………………………………………………………………………………. 13<\/strong><\/span>
\nBal\u0131k\u00e7\u0131 Tekneleri…………………………………………………………………………………………………. 14<\/strong><\/span>
\nYelken ve K\u00fcrekle Seyreden Gemiler ……………………………………………………………………. 14<\/strong><\/span>
\nAt\u0131k Al\u0131m Gemileri………………………………………………………………………………………………. 14<\/strong><\/span>
\nKISALTMALAR<\/strong><\/span>
\nAB : Avrupa Birligi<\/strong><\/span>
\nAIS : Otomatik Tan\u0131mlama Sistemi<\/strong><\/span>
\nCOLREG : Denizde \u00c7at\u0131smay\u0131 \u00d6nleme T\u00fcz\u00fcg\u00fc<\/strong><\/span>
\nDF : Y\u00f6n Bulucu<\/strong><\/span>
\nDSC : Dijital \u00c7agr\u0131 Se\u00e7ici<\/strong><\/span>
\nENC : Elektronik Seyir Haritas\u0131<\/strong><\/span>
\nETA : Tahmini Var\u0131s Zaman\u0131<\/strong><\/span>
\nGTH : Gemi Trafik Hizmetleri<\/strong><\/span>
\nGTHM : Gemi Trafik Hizmetleri Merkezi<\/strong><\/span>
\nIALA : Uluslararas\u0131 Seyir Yard\u0131mc\u0131lar\u0131 ve Fener Otoriteleri Birligi<\/strong><\/span>
\nIMO : Uluslararas\u0131 Denizcilik \u00d6rg\u00fct\u00fc<\/strong><\/span>
\nLOA : Tam Boy<\/strong><\/span>
\nRT : Radyo Telefon<\/strong><\/span>
\nMMSI : Deniz Seyyar Tan\u0131t\u0131m Numaras\u0131<\/strong><\/span>
\nSMCP : Standart Denizcilik Haberlesme Kal\u0131plar\u0131<\/strong><\/span>
\nSOLAS : Uluslararas\u0131 Denizde Can Emniyeti S\u00f6zlesmesi<\/strong><\/span>
\nSP : Seyir Plan\u0131<\/strong><\/span>
\nTAD : Trafik Ay\u0131r\u0131m D\u00fczeni<\/strong><\/span>
\nTBGTH : T\u00fcrk Bogazlar\u0131 Gemi Trafik Hizmetleri<\/strong><\/span>
\nT\u00dcBRAP : T\u00fcrk Bogazlar\u0131 Raporlama Sistemi<\/strong><\/span>
\nUTC : Evrensel Zaman<\/strong><\/span>
\nVHF : \u00c7ok Y\u00fcksek Frekans<\/strong><\/span>
\nWGS : D\u00fcnya Jeodetik Sistemi<\/strong><\/span>
\nGENEL<\/strong><\/span>
\nGiris<\/strong><\/span>
\nTBGTH, T\u00fcrk Bogazlar\u0131\u2019nda ilgili ulusal ve uluslararas\u0131 d\u00fczenlemelere uygun olarak ve teknolojinin<\/strong><\/span>
\nsaglad\u0131g\u0131 imkanlardan faydalan\u0131larak seyir, can, mal ve \u00e7evre emniyetinin art\u0131r\u0131lmas\u0131 amac\u0131yla tesis<\/strong><\/span>
\nedilmistir. Kullan\u0131c\u0131 rehberi, rehberde belirtilen TBGTH alan\u0131nda seyreden ve bu hizmetlerden<\/strong><\/span>
\nyararlanacak olan gemilere ihtiya\u00e7 duyacaklar\u0131 bilgileri saglamak ve tabi olacaklar\u0131 usul ve esaslar\u0131<\/strong><\/span>
\nbelirtmek \u00fczere haz\u0131rlanm\u0131st\u0131r. Bu rehber, 06 Kas\u0131m 1998 tarih ve 23515 m\u00fckerrer say\u0131l\u0131 Resmi<\/strong><\/span>
\nGazete\u2019de yay\u0131mlanan T\u00fcrk Bogazlar\u0131 Deniz Trafik D\u00fczeni T\u00fcz\u00fcg\u00fc g\u00f6z \u00f6n\u00fcnde bulundurularak<\/strong><\/span>
\nkullan\u0131lacakt\u0131r.<\/strong><\/span>
\nIsletim<\/strong><\/span>
\nTBGTH, 06 Kas\u0131m 1998 tarih ve 23515 m\u00fckerrer say\u0131l\u0131 Resmi Gazete\u2019de yay\u0131mlanan T\u00fcrk Bogazlar\u0131<\/strong><\/span>
\nDeniz Trafik D\u00fczeni T\u00fcz\u00fcg\u00fc\u2019ne g\u00f6re, IMO\u2019nun A.857(20) ve A.827(19) no\u2019lu kararlar\u0131 dikkate<\/strong><\/span>
\nal\u0131narak isletilecektir.<\/strong><\/span>
\nYetkili Otorite<\/strong><\/span>
\nT.C. Ulast\u0131rma Bakan\u0131\u2019d\u0131r.<\/strong><\/span>
\nIdare<\/strong><\/span>
\nDenizcilik M\u00fcstesarl\u0131g\u0131\u2019d\u0131r.<\/strong><\/span>
\nTBGTH Otoritesi<\/strong><\/span>
\nK\u0131y\u0131 Emniyeti ve Gemi Kurtarma _sletmeleri Genel M\u00fcd\u00fcr\u00fc\u2019d\u00fcr.<\/strong><\/span>
\nVerilen Hizmetler<\/strong><\/span>
\nTBGTH, IALA\u2019n\u0131n GTH ile ilgili karar ve tavsiyeleri dikkate al\u0131narak belirlenmis olup, IMO\u2019nun<\/strong><\/span>
\nA.857(20) ve A.827(19) no\u2019lu kararlar\u0131na da uygun olarak; Bilgi Hizmeti, Seyir Yard\u0131m\u0131 Hizmeti ve<\/strong><\/span>
\nTrafik Organizasyon Hizmetini verir.<\/strong><\/span>
\nHizmet Alan\u0131<\/strong><\/span>
\nTBGTH, sekil 1, 2, ve 3 \u2019de g\u00f6sterilen alanlar\u0131 kapsar (Yak\u0131n bir gelecekte Marmara Denizi de<\/strong><\/span>
\nsisteme dahil edilerek T\u00fcrk Bogazlar\u0131\u2019n\u0131n tamam\u0131 TBGTH\u2019nin hizmet alan\u0131 i\u00e7inde olacakt\u0131r).<\/strong><\/span>
\nAktif Kat\u0131l\u0131mc\u0131 Deniz Ara\u00e7lar\u0131<\/strong><\/span>
\nYerel Trafik kapsam\u0131ndaki gemiler hari\u00e7 olmak \u00fczere, her ne maksatla olursa olsun TBGTH alan\u0131nda<\/strong><\/span>
\nbulunan tehlikeli y\u00fck tas\u0131yan t\u00fcm gemiler ile T\u00fcrk Bogazlar\u0131\u2019ndan ugrakl\u0131 veya ugraks\u0131z ge\u00e7is yapacak<\/strong><\/span>
\ntam boyu 20 metre ve daha b\u00fcy\u00fck gemiler, TBGTH alan\u0131 i\u00e7inde \u201cAktif Kat\u0131l\u0131mc\u0131\u201d olarak<\/strong><\/span>
\ntan\u0131mlan\u0131rlar. Bu gemilerin raporlama sistemine uymalar\u0131 siddetle tavsiye edilir.<\/strong><\/span>
\nPasif Kat\u0131l\u0131mc\u0131 Deniz Ara\u00e7lar\u0131<\/strong><\/span>
\nHer ne maksatla olursa olsun TBGTH alan\u0131nda bulunan tam boyu 20 metreden k\u00fc\u00e7\u00fck gemilerle, Yerel<\/strong><\/span>
\nTrafik kapsam\u0131ndaki gemiler, TBGTH alan\u0131 i\u00e7inde \u201cPasif Kat\u0131l\u0131mc\u0131\u201d olarak tan\u0131mlan\u0131rlar. Pasif<\/strong><\/span>
\nkat\u0131l\u0131mc\u0131 deniz ara\u00e7lar\u0131 aktif raporlama yapmazlar; ancak bulunduklar\u0131 sekt\u00f6r\u00fcn VHF kanal\u0131n\u0131 s\u00fcrekli<\/strong><\/span>
\ndinlemeli ve TBGTH taraf\u0131ndan verilecek talimatlara uymal\u0131d\u0131rlar.<\/strong><\/span>
\nUyar\u0131<\/strong><\/span>
\nTBGTH sistemi i\u00e7inde WGS 84 datumu esas al\u0131narak haz\u0131rlanm\u0131s ENC kullan\u0131lmaktad\u0131r. Farkl\u0131<\/strong><\/span>
\ndatumda harita kullanan kat\u0131l\u0131mc\u0131 gemiler, TBGTH taraf\u0131ndan enlem ve boylam olarak verilen t\u00fcm<\/strong><\/span>
\nmevkiler i\u00e7in gerekli datum d\u00fczeltmesini uygulamal\u0131d\u0131r.<\/strong><\/span>
\nT\u00dcRK BOGAZLARI RAPORLAMA SISTEMI<\/strong><\/span>
\nTrafik Ay\u0131r\u0131m D\u00fczeni<\/strong><\/span>
\nT\u00fcrk Bogazlar\u0131 ile yaklas\u0131mlar\u0131nda, COLREG\u2019in 10\u2019uncu Kural\u0131na g\u00f6re d\u00fczenlenen ve IMO<\/strong><\/span>
\ntaraf\u0131ndan kabul edilen trafik ay\u0131r\u0131m d\u00fczeninin s\u0131n\u0131rlar\u0131 asag\u0131da g\u00f6sterilmistir.<\/strong><\/span>
\nKuzeyde: G\u00fcneyde:<\/strong><\/span>
\n41\u00b016_N \/ 028\u00b055_E 40\u00b005_N \/ 026\u00b011_E<\/strong><\/span>
\n41\u00b021_N \/ 028\u00b055_E 40\u00b002_N \/ 025\u00b055_E<\/strong><\/span>
\n41\u00b021_N \/ 029\u00b016_E 39\u00b050_N \/ 025\u00b053_E<\/strong><\/span>
\n41\u00b014_N \/ 029\u00b016_E 39\u00b044_N \/ 025\u00b055_E<\/strong><\/span>
\n39\u00b044_N \/ 026\u00b009_E<\/strong><\/span>
\nNoktalar\u0131n\u0131 birlestiren alan kuzey s\u0131n\u0131r\u0131d\u0131r. Noktalar\u0131n\u0131 birlestiren alan g\u00fcney s\u0131n\u0131r\u0131d\u0131r.<\/strong><\/span>
\nSP 1 Raporu<\/strong><\/span>
\nTehlikeli y\u00fck tas\u0131yan gemiler ile 500 GT ve daha b\u00fcy\u00fck gemilerin kaptan, donatan ya da acenteleri,<\/strong><\/span>
\ngemi T\u00fcrk Bogazlar\u0131\u2019na girmeden en az 24 saat \u00f6nce; tam boylar\u0131 200\u2013300 metre aras\u0131nda ve\/veya su<\/strong><\/span>
\n\u00e7ekimleri 15 metreden daha b\u00fcy\u00fck olan gemiler T\u00fcrk Bogazlar\u0131\u2019na girmeden en az 48 saat \u00f6nce ilgili<\/strong><\/span>
\nGTHM\u2019ye yaz\u0131l\u0131 olarak SP 1 Raporunu verirler.<\/strong><\/span>
\nTam boylar\u0131 300 metre ve daha b\u00fcy\u00fck olan gemilerle, n\u00fckleer g\u00fc\u00e7le y\u00fcr\u00fct\u00fclen, n\u00fckleer y\u00fck veya at\u0131k<\/strong><\/span>
\ntas\u0131yan gemilerin donatan, acente ya da isleticisi taraf\u0131ndan, seferlerinin planlanmas\u0131 asamas\u0131nda ve 72<\/strong><\/span>
\nsaatten az olmamak kosuluyla _dare\u2019ye, gemi nitelikleri ve y\u00fck\u00fc hakk\u0131nda bilgi verecekler ve geminin<\/strong><\/span>
\nIMO standartlar\u0131 ve ilgili diger uluslar aras\u0131 anlasmalarda \u00f6ng\u00f6r\u00fclen kurallara uygun nitelikte<\/strong><\/span>
\noldugunu ve y\u00fck\u00fcn uygun sekilde tas\u0131nd\u0131g\u0131n\u0131 g\u00f6stermek \u00fczere bayrak devleti taraf\u0131ndan d\u00fczenlenen<\/strong><\/span>
\nbelgeleri ileteceklerdir. _dare, gemiler hakk\u0131ndaki bu bilgilere dayanarak, gemilerin boyutlar\u0131 ve<\/strong><\/span>
\nmanevra yetenegi de dahil b\u00fct\u00fcn \u00f6zelliklerini, T\u00fcrk Bogazlar\u0131\u2019n\u0131n morfolojik ve fiziksel yap\u0131s\u0131n\u0131,<\/strong><\/span>
\nmevsim sartlar\u0131n\u0131, seyir, can, mal ve \u00e7evre emniyetiyle deniz trafiginin durumunu g\u00f6z \u00f6n\u00fcnde<\/strong><\/span>
\nbulundurarak, T\u00fcrk Bogazlar\u0131\u2019ndan emniyetli bir ge\u00e7isi saglamak i\u00e7in gerekli olan sartlar\u0131 ilgili<\/strong><\/span>
\ngeminin donatan\u0131na, acentesine, isletenine ya da kaptan\u0131na bildirir. Bahse konu gemilerden ge\u00e7is i\u00e7in<\/strong><\/span>
\ngerekli sartlar\u0131 tas\u0131yanlar en az 72 saat \u00f6nceden SP 1 Raporunu verir.<\/strong><\/span>
\nSP 1 RAPORU FORMU<\/strong><\/span>
\nKodu Anlam\u0131<\/strong><\/span>
\nA GEMI ADI, \u00c7AGRI ISARETI BAYRAGI, IMO No, MMSI No<\/strong><\/span>
\nB TARIH VE ZAMAN (UTC)<\/strong><\/span>
\nC MEVK_I (ENLEM\/BOYLAM)<\/strong><\/span>
\nF DEVAMLI MANEVRA S\u00dcRATI(KNOTS) (ondal\u0131k k\u0131s\u0131m da yaz\u0131lacak)<\/strong><\/span>
\nG KALKIS LIMANI<\/strong><\/span>
\nH BOGAZA GIRIS TARIHI VE ZAMANI (UTC)<\/strong><\/span>
\nI VARIS LIMANI<\/strong><\/span>
\nJKILAVUZ KAPTAN ISTEGI(EVET\/HAYIR)<\/strong><\/span>
\nISTANBUL BOGAZI<\/strong><\/span>
\nMARMARA DENIZ_<\/strong><\/span>
\n\u00c7ANAKKALE BOGAZI<\/strong><\/span>
\nO BASTA VE KI\u00c7TA SU \u00c7EKIMI, AZAMI HAVA \u00c7EKIMI (BOGAZ GIRISINDE)<\/strong><\/span>
\nP Y\u00dcK (Y\u00dcK\u00dcN CINSI VE MIKTARI)<\/strong><\/span>
\nQ ARIZA\/HASAR\/YETERSIZLIK\/DIGER KISITLAYICI NEDENLER<\/strong><\/span>
\nR TEHLIKELI, N\u00dcKLEER VE KIRLETICI Y\u00dcK ILE ILGILI A\u00c7IKLAMA (IMDG, IGC, IBC,<\/strong><\/span>
\nGC, INF) *<\/strong><\/span>
\nT GEMI ACENTASI \/ TEMSILCISI ve VERGI NOSU<\/strong><\/span>
\nU<\/strong><\/span>
\nGEMI TIPI<\/strong><\/span>
\nTAM BOY \/ EN (METRE)<\/strong><\/span>
\nGRT \/ NRT<\/strong><\/span>
\nW GEMIDEKI PERSONEL SAYISI<\/strong><\/span>
\nX P&I SIGORTA BILGISI (P&I Kl\u00fcp Ad\u0131 \/ Poli\u00e7e Numaras\u0131 \/ Ge\u00e7erlilik Tarihi)<\/strong><\/span>
\nGEMIDEKI YAG YAKIT MIKTARI (Fuel Oil\/ Diesel Oil\/ Lubricating Oil)<\/strong><\/span>
\n\u2022 Y\u00fckle ilgili daha detayl\u0131 bilgi istenilebilecektir.<\/strong><\/span>
\nMarmara limanlar\u0131ndan kalkacak tehlikeli y\u00fck tas\u0131yan gemilerle 500 GT ve daha b\u00fcy\u00fck gemiler SP 1<\/strong><\/span>
\nraporunu kalk\u0131slar\u0131ndan en az 6 saat \u00f6nce vermelidirler.<\/strong><\/span>
\nT\u00fcm T\u00dcBRAP raporlar\u0131 GTHM\u2019ye zaman\u0131nda ve dogru olarak g\u00f6nderilmelidir.<\/strong><\/span>
\nSP 1 raporu etkin bir trafik d\u00fczenlemesi yap\u0131labilmesi i\u00e7in \u00e7ok \u00f6nemli olup, zaman\u0131nda SP 1 raporu<\/strong><\/span>
\ng\u00f6ndermeyen gemiler trafigin aksamas\u0131na, gecikmelere ve beklemelere yol a\u00e7abileceklerinden,<\/strong><\/span>
\ng\u00fcncel trafik planlamas\u0131n\u0131n d\u0131s\u0131nda kalabilirler.<\/strong><\/span>
\nSP 1 raporu, Istanbul veya \u00c7anakkale GTH Merkezlerinin asag\u0131daki adreslerine g\u00f6nderilir:<\/strong><\/span>
\nIstanbul GTHM<\/strong><\/span>
\n\u0095 Faks: + 90 212 323 48 06<\/strong><\/span>
\n323 48 07<\/strong><\/span>
\n323 48 08<\/strong><\/span>
\n\u0095 Teleks: 26699 VTCI<\/strong><\/span>
\n\u0095 INM-C: 492868022<\/strong><\/span>
\n\u0095 Kurye Servisi\/GTHM\u2019ye elden teslimat.<\/strong><\/span>
\nAdres: Istanbul Gemi Trafik Hizmetleri Merkezi<\/strong><\/span>
\nIstinye Cad. Eski Tersane i\u00e7i<\/strong><\/span>
\n34460 Istinye\/Istanbul<\/strong><\/span>
\n\u0095 Tel: + 90 212 323 48 00 PBX<\/strong><\/span>
\n\u00c7anakkale GTHM<\/strong><\/span>
\n\u0095 Faks: + 90 286 2131240<\/strong><\/span>
\n2131241<\/strong><\/span>
\n2133077<\/strong><\/span>
\n\u0095 Teleks: 58104 VTCC<\/strong><\/span>
\n\u0095 INM-C: 492868021<\/strong><\/span>
\n\u0095 Kurye Servisi\/GTHM\u2019ye elden teslimat.<\/strong><\/span>
\nAdres: \u00c7anakkale Gemi Trafik Hizmetleri Merkezi<\/strong><\/span>
\nAkbas MEVKISI<\/strong><\/span>
\n17900 Eceabat\/\u00c7anakkale<\/strong><\/span>
\n\u0095 Tel: + 90 286 213 48 00 PBX<\/strong><\/span>
\nSP 2 Raporu<\/strong><\/span>
\nSP 1 raporunda teknik bak\u0131mdan gemisinin uygun durumda oldugunu rapor eden gemi kaptanlar\u0131 ile<\/strong><\/span>
\nsavas gemileri ve ticari ama\u00e7la kullan\u0131lmayan diger devlet gemilerinin kaptanlar\u0131, Istanbul veya<\/strong><\/span>
\n\u00c7anakkale Bogaz\u0131\u2019na giristen 2 saat \u00f6nce ya da 20 mil kala (hangisi \u00f6nce ger\u00e7eklesirse) belirlenmis<\/strong><\/span>
\nVHF\/RT kanal\u0131ndan TBGTH\u2019ye SP 2 raporu verirler.<\/strong><\/span>
\nGemiler SP 2 raporu verdikten sonra, TBGTH taraf\u0131ndan verilecek bilgileri g\u00f6z \u00f6n\u00fcnde tutarak<\/strong><\/span>
\nhareket eder ve SP 2 raporu verdiklerini ve Bogaz trafigi ile ilgili ald\u0131klar\u0131 bilgileri jurnallerine<\/strong><\/span>
\nkaydederler.<\/strong><\/span>
\nSP 2 raporu, TBGTH alan\u0131na girisin ger\u00e7eklesecegi sekt\u00f6re verilir.<\/strong><\/span>
\nSP 2 RAPORU FORMU<\/strong><\/span>
\nKodu Anlam\u0131<\/strong><\/span>
\nA GEM_ ADI, \u00c7AGRI _SARET_, BAYRAGI, IMO NO, MMSI NO<\/strong><\/span>
\nD MEVK_S_ (KERTER_Z\/MESAFE)<\/strong><\/span>
\nH BOGAZA G_R_S TAR_H_ VE ZAMANI<\/strong><\/span>
\nJ<\/strong><\/span>
\nKILAVUZ KAPTAN ISTEGI (EVET\/HAYIR)<\/strong><\/span>
\nISTANBUL BOGAZI<\/strong><\/span>
\nMARMARA DEN_Z_<\/strong><\/span>
\n\u00c7ANAKKALE BOGAZI<\/strong><\/span>
\nT GEMI ACENTESI \/ TEMSILCISI<\/strong><\/span>
\nQ ARIZA\/HASAR\/YETERSIZLIK\/DIGER KISITLAYICI NEDENLER<\/strong><\/span>
\n\u201cD\u201d maddesindeki mevki i\u00e7in referans noktalar\u0131:<\/strong><\/span>
\nT\u00fcrkeli Feneri : 41\u00b0 14.10\u2019 N \/ 029\u00b0 06.70\u2019 E<\/strong><\/span>
\nAh\u0131rkap\u0131 Feneri : 41\u00b0 00.40\u2019 N \/ 028\u00b0 59.20\u2019 E<\/strong><\/span>
\nGelibolu Feneri : 40\u00b0 24.60\u2019 N \/ 027\u00b0 41.00\u2019 E<\/strong><\/span>
\nMehmet\u00e7ik Feneri : 40\u00b0 02.70\u2019 N \/ 026\u00b0 10.50\u2019 E<\/strong><\/span>
\nMevki Raporu<\/strong><\/span>
\n\u0131stanbul ve \u00c7anakkale Bogazlar\u0131\u2019na girecek tam boyu 20 metre ve daha b\u00fcy\u00fck gemiler, Bogaz<\/strong><\/span>
\ngirislerine 5 deniz mili kala VHF\/RT ile giris taraf\u0131ndaki TBGTH sekt\u00f6r\u00fcne kendilerini tan\u0131tacak<\/strong><\/span>
\nbilgileri i\u00e7eren \u201cMevki Raporu\u201dnu vermelidirler.<\/strong><\/span>
\nMEVK_ RAPORU FORMU<\/strong><\/span>
\nKodu Anlam\u0131<\/strong><\/span>
\nA GEMI ADI<\/strong><\/span>
\nD MEVKISI<\/strong><\/span>
\n\u00c7ag\u0131rma Noktas\u0131 Raporu<\/strong><\/span>
\nIstanbul Bogaz\u0131 ve \u00c7anakkale Bogaz\u0131\u2019ndan ge\u00e7is yapan tam boyu 20 metre ve daha b\u00fcy\u00fck gemiler,<\/strong><\/span>
\nbelirlenmis mevkilerde ilgili TBGTH sekt\u00f6r\u00fcne VHF\/RT ile \u201c\u00c7ag\u0131rma Noktas\u0131 Raporu\u201dnu<\/strong><\/span>
\nvermelidirler. Bu mevkiler TBGTH sistemine giris ve \u00e7\u0131k\u0131s noktalar\u0131d\u0131r. Ayr\u0131ca gemiler her sekt\u00f6r<\/strong><\/span>
\ndegisiminde girdikleri sekt\u00f6re VHF\/RT kanal\u0131ndan bu raporu vermelidirler.<\/strong><\/span>
\n\u00c7AGIRMA NOKTASI RAPORU FORMU<\/strong><\/span>
\nKodu Anlam\u0131<\/strong><\/span>
\nA GEMI ADI<\/strong><\/span>
\nD MEVKISI<\/strong><\/span>
\nHABERLESME<\/strong><\/span>
\nHaberlesme Dili ve Sekli<\/strong><\/span>
\n\u0095 TBGTH\u2019nin haberlesme dili _ngilizce olup dogru bir haberlesme i\u00e7in SMCP kullan\u0131lmal\u0131d\u0131r.<\/strong><\/span>
\n\u0095 T\u00fcrk gemileri ve k\u0131lavuz kaptanl\u0131 gemiler ile haberlesmede T\u00fcrk\u00e7e kullan\u0131labilir.<\/strong><\/span>
\n\u0095 TBGTH ile haberlesme i\u00e7in asag\u0131daki mesaj isaretleri kullan\u0131lmal\u0131d\u0131r:<\/strong><\/span>
\nHaberlesme T\u00fcrk\u00e7e Yap\u0131ld\u0131g\u0131nda Haberlesme _ngilizce Yap\u0131ld\u0131g\u0131nda<\/strong><\/span>
\n\u0095 BILGI<\/strong><\/span>
\n\u0095 TAVSIYE<\/strong><\/span>
\n\u0095 UYARI<\/strong><\/span>
\n\u0095 TALIMAT<\/strong><\/span>
\n\u0095 SORU<\/strong><\/span>
\n\u0095 CEVAP<\/strong><\/span>
\n\u0095 TALEP<\/strong><\/span>
\n\u0095 NIYET<\/strong><\/span>
\n\u0095 INFORMATION<\/strong><\/span>
\n\u0095 ADVICE<\/strong><\/span>
\n\u0095 WARNING<\/strong><\/span>
\n\u0095 INSTRUCTION<\/strong><\/span>
\n\u0095 QUESTION<\/strong><\/span>
\n\u0095 ANSWER<\/strong><\/span>
\n\u0095 REQUEST<\/strong><\/span>
\n\u0095 INTENTION<\/strong><\/span>
\n\u0095 Deniz Trafik Operat\u00f6r\u00fc gerekli g\u00f6rd\u00fcg\u00fc durumlarda, Ingilizce bir mesaj\u0131 T\u00fcrk\u00e7e, T\u00fcrk\u00e7e bir<\/strong><\/span>
\nmesaj\u0131 da Ingilizce olarak tekrarlayabilir.<\/strong><\/span>
\n\u0095 TBGTH ile haberlesirken h\u0131zl\u0131 konusmamaya ve kelimelerin dogru telaffuzuna dikkat edilmelidir.<\/strong><\/span>
\nTBGTH 11, 12, 13 ve 14. VHF\/ RT kanallar\u0131nda \u00e7al\u0131sacakt\u0131r.<\/strong><\/span>
\n\u201cBu kanallar \u00fczerinden seyir emniyeti d\u0131s\u0131nda haberlesme yap\u0131lamaz\u201d.<\/strong><\/span>
\nIlgili sekt\u00f6r\u00fcn TBGTH operat\u00f6r\u00fc kendi sekt\u00f6r\u00fcnde d\u00fczg\u00fcn haberlesmeden ve haberlesme disiplininin<\/strong><\/span>
\nkorunmas\u0131ndan sorumlu olup, kanal\u0131n her yanl\u0131s kullan\u0131m\u0131n\u0131 otoritelere rapor etmekle y\u00fck\u00fcml\u00fcd\u00fcr.<\/strong><\/span>
\nVHF 06 acil m\u00fcdahale kanal\u0131 olarak kullan\u0131lacakt\u0131r.<\/strong><\/span>
\nVHF 67 meteorolojik yay\u0131n ama\u00e7l\u0131 olup gerektiginde TBGTH taraf\u0131ndan genel duyuru amac\u0131yla da<\/strong><\/span>
\nkullan\u0131lacakt\u0131r.<\/strong><\/span>
\nTBGTH alan\u0131 i\u00e7inde genel prensip m\u00fcmk\u00fcn oldugunca gemiler aras\u0131 haberlesmenin yap\u0131lmamas\u0131, t\u00fcm<\/strong><\/span>
\nbilgi ak\u0131s\u0131n\u0131n TBGTH taraf\u0131ndan y\u00fcr\u00fct\u00fclmesidir. TBGTH \u00e7al\u0131sma kanallar\u0131 amac\u0131 d\u0131s\u0131nda<\/strong><\/span>
\nkullan\u0131lmamal\u0131d\u0131r.<\/strong><\/span>
\nVHF \u00e7\u0131k\u0131s\u0131 yapan t\u00fcm gemilerin mevkilerinin sistem taraf\u0131ndan VHF\/DF ile tespit edildigi ve<\/strong><\/span>
\nt\u00fcm haberlesmenin kay\u0131t alt\u0131na al\u0131nd\u0131g\u0131 hat\u0131rda tutularak gereksiz konusmalardan ka\u00e7\u0131n\u0131lmal\u0131<\/strong><\/span>
\nve her zaman haberlesme disiplinine uyulmal\u0131d\u0131r.<\/strong><\/span>
\nSekt\u00f6rler ve Haberlesme Kanallar\u0131<\/strong><\/span>
\nGTH Sekt\u00f6r S\u0131n\u0131rlar\u0131<\/strong><\/span>
\nSekil 1<\/strong><\/span>
\nIstanbul Bogaz\u0131\u2019ndaki sekt\u00f6rler ve tahsis edilmis VHF\/RT \u00e7al\u0131sma kanallar\u0131 kuzeyden g\u00fcneye<\/strong><\/span>
\nasag\u0131daki gibidir:<\/strong><\/span>
\nSEKT\u00d6R ADI \u00c7ALISMA KANALI \u00c7AGRI ISARETI<\/strong><\/span>
\nT\u00dcRKELI VHF\/RT Kanal 11 SEKT\u00d6R T\u00dcRKELI<\/strong><\/span>
\nKAVAK VHF\/RT Kanal 12 SEKT\u00d6R KAVAK<\/strong><\/span>
\nKANDILLI VHF\/RT Kanal 13 SEKT\u00d6R KANDILLI<\/strong><\/span>
\nKADIK\u00d6Y VHF\/RT Kanal 14 SEKT\u00d6R KADIK\u00d6Y<\/strong><\/span>
\nIstanbul GTH\u2019n\u0131n kuzey s\u0131n\u0131r\u0131 asag\u0131daki mevkileri birlestiren hatt\u0131r.<\/strong><\/span>
\nA : 410 10.5\u2019 N \/ 0290 35\u2019 E<\/strong><\/span>
\nB : 410 32.5\u2019 N \/ 0290 35\u2019 E<\/strong><\/span>
\nC : 410 32.5\u2019 N \/ 0280 45\u2019 E<\/strong><\/span>
\nD : 410 19\u2019.0 N \/ 0280 45\u2019 E<\/strong><\/span>
\nIstanbul GTH\u2019n\u0131n g\u00fcney s\u0131n\u0131r\u0131 asag\u0131daki mevkileri birlestiren hatt\u0131r.<\/strong><\/span>
\nA: 400 53.1\u2019 N \/ 0290 10.8\u2019 E<\/strong><\/span>
\nB: 400 52.4\u2019 N \/ 0290 08.2\u2019 E<\/strong><\/span>
\nC: 400 50.3\u2019 N \/ 0290 07.5\u2019 E<\/strong><\/span>
\nD: 400 45.2\u2019 N \/ 0290 07.4\u2019 E<\/strong><\/span>
\nE: 400 49.1\u2019 N \/ 0280 42.6\u2019 E<\/strong><\/span>
\nF: 400 57.3\u2019 N \/ 0280 37.5\u2019 E<\/strong><\/span>
\n9<\/strong><\/span>
\nT\u00fcrkeli Sekt\u00f6r\u00fc<\/strong><\/span>
\nKuzey s\u0131n\u0131r\u0131; _stanbul GTH\u2019n\u0131n kuzey s\u0131n\u0131r\u0131d\u0131r.<\/strong><\/span>
\nG\u00fcney s\u0131n\u0131r\u0131; Fil Burnu Feneri (410 12.4\u2019 N \/ 290 07.13\u2019 E) ile \u00c7al\u0131 Burnu Feneri\u2019ni<\/strong><\/span>
\n(410 12.43\u2019 N \/ 290 06.37\u2019 E) birlestiren hatt\u0131r.<\/strong><\/span>
\nKavak Sekt\u00f6r\u00fc<\/strong><\/span>
\nKuzey s\u0131n\u0131r\u0131; T\u00fcrkeli sekt\u00f6r\u00fcn\u00fcn g\u00fcney s\u0131n\u0131r\u0131d\u0131r.<\/strong><\/span>
\nG\u00fcney s\u0131n\u0131r\u0131; Fatih Sultan Mehmet K\u00f6pr\u00fcs\u00fcd\u00fcr.<\/strong><\/span>
\nKandilli Sekt\u00f6r\u00fc<\/strong><\/span>
\nKuzey s\u0131n\u0131r\u0131; Fatih Sultan Mehmet K\u00f6pr\u00fcs\u00fcd\u00fcr.<\/strong><\/span>
\nG\u00fcney s\u0131n\u0131r\u0131; Haydarpasa Liman\u0131 ve Kad\u0131k\u00f6y Mendiregi dahil olmak \u00fczere Haydarpasa Mendiregi<\/strong><\/span>
\n(410 00.6\u2019 N \/ 0290 00.1\u2019 E) kuzey ucunu sahildeki 410 00.6\u2019 N\/ 280 59.23\u2019 E mevkisine birlestiren<\/strong><\/span>
\nhatt\u0131r.<\/strong><\/span>
\nKad\u0131k\u00f6y Sekt\u00f6r\u00fc<\/strong><\/span>
\nKuzey s\u0131n\u0131r\u0131; Kandilli sekt\u00f6r\u00fcn\u00fcn g\u00fcney s\u0131n\u0131r\u0131d\u0131r.<\/strong><\/span>
\nG\u00fcney s\u0131n\u0131r\u0131; _stanbul GTH\u2019n\u0131n g\u00fcney s\u0131n\u0131r\u0131d\u0131r.<\/strong><\/span>
\n\u00c7anakkale Bogaz\u0131\u2019ndaki sekt\u00f6rler ve tahsis edilmis VHF\/RT \u00e7al\u0131sma kanallar\u0131 kuzeyden g\u00fcneye<\/strong><\/span>
\nasag\u0131daki gibidir.<\/strong><\/span>
\nSEKT\u00d6R ADI \u00c7ALISMA KANALI \u00c7AGRI ISARETI<\/strong><\/span>
\nGELIBOLU VHF\/RT Kanal 11 SEKT\u00d6R GELIBOLU<\/strong><\/span>
\nNARA VHF\/RT Kanal 12 SEKT\u00d6R NARA<\/strong><\/span>
\nKUMKALE VHF\/RT Kanal 13 SEKT\u00d6R KUMKALE<\/strong><\/span>
\n\u00c7anakkale GTH\u2019nin kuzey s\u0131n\u0131r\u0131 asag\u0131daki mevkileri birlestiren hatt\u0131r.<\/strong><\/span>
\nA: 400 36.47\u2019 N \/ 0270 06.8\u2019 E<\/strong><\/span>
\nB: 400 26.65\u2019 N \/ 0270 06.8\u2019 E<\/strong><\/span>
\n\u00c7anakkale GTH\u2019 nin g\u00fcney s\u0131n\u0131r\u0131 asag\u0131daki mevkileri birlestiren ve\/veya k\u0131y\u0131 seridini izleyen hatt\u0131r.<\/strong><\/span>
\nA: 390 44\u2019 N \/ 0260 09.2\u2019 E<\/strong><\/span>
\nB: 390 44\u2019 N \/ 0250 55\u2019 E<\/strong><\/span>
\nC: 390 52.6\u2019 N \/ 0250 47\u2019 E<\/strong><\/span>
\nD: 400 06\u2019 N \/ 0250 47\u2019 E<\/strong><\/span>
\nE: 400 09\u2019 N \/ 0260 00.9\u2019 E<\/strong><\/span>
\nF: 400 09\u2019 N \/ 0260 14.2\u2019 E<\/strong><\/span>
\nGelibolu Sekt\u00f6r\u00fc<\/strong><\/span>
\nKuzey s\u0131n\u0131r\u0131, asag\u0131da belirtilen mevkileri birlestiren hatt\u0131r.<\/strong><\/span>
\nA: 400 36.47\u2019 N \/ 0270 06.8\u2019 E<\/strong><\/span>
\nB: 400 26.65\u2019 N \/ 0270 06.8\u2019 E<\/strong><\/span>
\nG\u00fcney s\u0131n\u0131r\u0131, asag\u0131da belirtilen mevkileri birlestiren hatt\u0131r.<\/strong><\/span>
\nA: 400 21.56\u2019 N \/ 0260 37.65\u2019 E<\/strong><\/span>
\nB: 400 20.15\u2019 N \/ 0260 39.75\u2019 E<\/strong><\/span>
\nNara Sekt\u00f6r\u00fc<\/strong><\/span>
\nKuzey s\u0131n\u0131r\u0131, Gelibolu Sekt\u00f6r\u00fcn\u00fcn g\u00fcney s\u0131n\u0131r\u0131d\u0131r.<\/strong><\/span>
\nG\u00fcney s\u0131n\u0131r\u0131, asag\u0131da belirtilen mevkileri birlestiren hatt\u0131r.<\/strong><\/span>
\nA: 400 06.8\u2019 N \/ 026020.2\u2019 E<\/strong><\/span>
\nB: 400 05.7\u2019 N \/ 0260 21.75\u2019 E<\/strong><\/span>
\nKumkale Sekt\u00f6r\u00fc<\/strong><\/span>
\nKuzey s\u0131n\u0131r\u0131, Nara Sekt\u00f6r\u00fcn\u00fcn g\u00fcney s\u0131n\u0131r\u0131d\u0131r.<\/strong><\/span>
\nG\u00fcney s\u0131n\u0131r\u0131, \u00c7anakkale GTH\u2019n\u0131n g\u00fcney s\u0131n\u0131r\u0131d\u0131r.<\/strong><\/span>
\nVERILEN HIZMETLER<\/strong><\/span>
\nTan\u0131mlanm\u0131s TBGTH alan\u0131ndaki deniz trafigi radar, AIS, kapal\u0131 devre televizyon kameralar\u0131, ENC,<\/strong><\/span>
\nVHF cihazlar\u0131 (RT, DSC, DF) kullan\u0131larak izlenir. TBGTH ayr\u0131ca kat\u0131l\u0131mc\u0131 gemileri ilgilendiren seyir<\/strong><\/span>
\nyard\u0131mc\u0131lar\u0131 bilgilerini, seyre etki edecek tehlikeleri ve olas\u0131 gemi hareketlerini degisik kaynaklardan<\/strong><\/span>
\nelde eder.<\/strong><\/span>
\nBilgi Hizmeti<\/strong><\/span>
\n\u0095 Deniz trafigi bilgisi<\/strong><\/span>
\n\u0095 Gemilerin diger gemilere g\u00f6re mevki bilgisi<\/strong><\/span>
\n\u0095 Bilgi verilen gemiye g\u00f6re diger gemilerin mevkileri, rota ve yere g\u00f6re h\u0131z bilgisi<\/strong><\/span>
\n\u0095 Diger gemilerin olas\u0131 hareketlerinin bilgisi<\/strong><\/span>
\n\u0095 Denizcilere uyar\u0131lar<\/strong><\/span>
\n\u0095 Hidro-Meteorolojik bilgiler<\/strong><\/span>
\n\u0095 Seyir yard\u0131mc\u0131lar\u0131n\u0131n durumu hakk\u0131nda rapor edilen bilgiler<\/strong><\/span>
\n\u0095 TBGTH taraf\u0131ndan gerekli g\u00f6r\u00fclen diger bilgiler<\/strong><\/span>
\nSeyir Yard\u0131m\u0131 Hizmeti<\/strong><\/span>
\nSeyir yard\u0131m\u0131 hizmeti zor seyir ve meteoroloji kosullar\u0131nda, ge\u00e7is s\u0131ras\u0131nda ar\u0131za veya bir eksiklik s\u00f6z<\/strong><\/span>
\nkonusu oldugu durumlarda, gemi kaptan\u0131 taraf\u0131ndan talep edildiginde veya TBGTH taraf\u0131ndan gerekli<\/strong><\/span>
\ng\u00f6r\u00fcld\u00fcg\u00fcnde verilecektir. TBGTH gemilere asag\u0131daki bilgileri saglayarak gemi kaptan\u0131n\u0131n, gemisinin<\/strong><\/span>
\nseyir emniyetiyle ilgili karar\u0131n\u0131 olusturmas\u0131na katk\u0131da bulunabilir:<\/strong><\/span>
\n\u0095 TAD i\u00e7inde gemilerin emniyetli seyir yapabilmelerini saglamak i\u00e7in pozisyon bilgisinin<\/strong><\/span>
\naktar\u0131lmas\u0131<\/strong><\/span>
\n\u0095 \u00c7evresindeki diger gemilerle ilgili bilgi verilmesi<\/strong><\/span>
\n\u0095 Olusabilecek tehlikeli durumlarla ilgili uyar\u0131lar<\/strong><\/span>
\nSeyir Yard\u0131m\u0131 Hizmeti verilirken gemi kaptan\u0131 taraf\u0131ndan talep edildiginde veya TBGTH operat\u00f6r\u00fc<\/strong><\/span>
\ntaraf\u0131ndan gerekli g\u00f6r\u00fcld\u00fcg\u00fcnde hizmeti saglayan operat\u00f6r taraf\u0131ndan rota ve s\u00fcrat tavsiyesi verilebilir.<\/strong><\/span>
\nB\u00f6yle bir durumda, rota ve s\u00fcrat tavsiyesine uymak ya da uymamak konusundaki karar ile bu karar\u0131n<\/strong><\/span>
\nsonucundaki t\u00fcm sorumluluk gemi kaptan\u0131na aittir.<\/strong><\/span>
\nSeyir Yard\u0131m\u0131 Hizmeti\u2019nin baslang\u0131c\u0131 ve sonu (tarih\/saat), gemi ve TBGTH taraf\u0131ndan a\u00e7\u0131k bir sekilde<\/strong><\/span>
\nmutabakatla kay\u0131t alt\u0131na al\u0131nmal\u0131d\u0131r.<\/strong><\/span>
\nTrafik Organizasyon Hizmeti<\/strong><\/span>
\n\u0095 Geminin seyir plan\u0131, _stanbul ve \u00c7anakkale Bogaz\u0131\u2019na giris izni, tarihi ve zaman\u0131<\/strong><\/span>
\n\u0095 Geminin seyir plan\u0131ndaki olas\u0131 bir degisiklik<\/strong><\/span>
\n\u0095 Bogazlara giris yapmadan \u00f6nce gemilere Trafik Organizasyonu ile ilgili gerekli operasyonel<\/strong><\/span>
\nbilgiler<\/strong><\/span>
\n\u0095 Bogazlardaki t\u00fcm gemilere T\u00fcrk Bogazlar\u0131 Deniz Trafik D\u00fczeni T\u00fcz\u00fcg\u00fc\u2019ne g\u00f6re operasyonel<\/strong><\/span>
\nbilgiler<\/strong><\/span>
\n\u0095 SP 1\/SP 2 raporlar\u0131, TBGTH\u2019n\u0131n verecegi trafik organizasyonu hizmetinin ana kaynag\u0131d\u0131r. Bu<\/strong><\/span>
\nraporlar\u0131n zaman\u0131nda ve dogru olarak verilmesi deniz trafik organizasyonunun verimliligini<\/strong><\/span>
\nartt\u0131racakt\u0131r<\/strong><\/span>
\nZaman\u0131nda ve dogru bilgi vermeyen gemiler deniz trafiginin d\u00fczenli isleyisini aksatacaklar\u0131ndan<\/strong><\/span>
\ngecikmelere maruz kalabilirler.<\/strong><\/span>
\nTBGTH TARAFINDAN KULLANILAN ANA MESAJ ISARETLERININ<\/strong><\/span>
\nTANIMLAMALARI<\/strong><\/span>
\nBilgi: TBGTH, sistem bilesenlerinden ve diger kaynaklardan elde ettigi verileri analiz ederek kat\u0131l\u0131mc\u0131<\/strong><\/span>
\nt\u00fcm gemilerin istekleri ve gereksinimleri dogrultusunda dag\u0131t\u0131r. Bu bilgilendirme, d\u00fczenli aral\u0131klarla<\/strong><\/span>
\nolabilecegi gibi gemilerin talepleri \u00fczerine veya TBGTH taraf\u0131ndan gerek g\u00f6r\u00fcld\u00fcg\u00fc hallerde de<\/strong><\/span>
\nyap\u0131labilir. Yap\u0131lan bilgilendirmenin amac\u0131, kat\u0131l\u0131mc\u0131 gemilerin emniyetli bir sekilde seyir<\/strong><\/span>
\nyapabilmelerini kolaylast\u0131rmak ve gemi kaptanlar\u0131n\u0131n bu y\u00f6nde alacaklar\u0131 kararlara yard\u0131mc\u0131 olmakt\u0131r.<\/strong><\/span>
\nTavsiye: Olas\u0131 tehlikeli durumlar\u0131n \u00f6nlenmesi amac\u0131 ile gerek g\u00f6r\u00fcld\u00fcg\u00fc zamanlarda kat\u0131l\u0131mc\u0131 t\u00fcm<\/strong><\/span>
\ngemilere, olas\u0131 tehlikeyi zaman\u0131nda ortadan kald\u0131rabilmeleri i\u00e7in gerek k\u0131lavuz kaptan almalar\u0131 (sadece<\/strong><\/span>
\naktif kat\u0131l\u0131mc\u0131lara) y\u00f6n\u00fcnde gerekse yapacaklar\u0131 manevra ile ilgili olarak TBGTH operat\u00f6r\u00fc taraf\u0131ndan<\/strong><\/span>
\ntavsiyelerde bulunulabilecektir. Tavsiyelere uyup uymamas\u0131 kaptan\u0131n kendi inisiyatifindedir. Ancak<\/strong><\/span>
\nTBGTH sistemi i\u00e7inde \u00e7al\u0131san t\u00fcm Bas Operat\u00f6r ve Operat\u00f6rlerin ehliyetli, IALA kriterlerine g\u00f6re<\/strong><\/span>
\negitim alm\u0131s Uzak Yol Kaptan\u0131 olduklar\u0131 unutulmamal\u0131d\u0131r.<\/strong><\/span>
\nUyar\u0131: TBGTH, bilgi ve tavsiye d\u0131s\u0131nda, bir geminin tehlikeye girdigini veya yak\u0131n bir tehlike<\/strong><\/span>
\ndurumunun gelismekte oldugunu g\u00f6zlemlediginde gemiyi uyar\u0131r. Uyar\u0131 yap\u0131ld\u0131g\u0131 andan itibaren,<\/strong><\/span>
\nTBGTH, uyar\u0131n\u0131n dikkate al\u0131n\u0131p al\u0131nmad\u0131g\u0131n\u0131 ve tehlikeyi \u00f6nlemeye y\u00f6nelik uygun manevralar\u0131n<\/strong><\/span>
\nyap\u0131l\u0131p yap\u0131lmad\u0131g\u0131n\u0131 g\u00f6zlemleyecektir.<\/strong><\/span>
\nTalimat: Yak\u0131n ve ka\u00e7\u0131n\u0131lmaz bir seyir tehlikesi ihtimalinin belirmesi durumunda, kurallar\u0131n ihlal<\/strong><\/span>
\nedildigi saptand\u0131g\u0131nda veya acil ve g\u00f6r\u00fcn\u00fcr bir tehlikenin kat\u0131l\u0131mc\u0131 gemi taraf\u0131ndan fark edilmedigi<\/strong><\/span>
\nveya fark edilemedigi d\u00fcs\u00fcn\u00fcld\u00fcg\u00fcnde ya da TBGTH taraf\u0131ndan yap\u0131lan uyar\u0131lar\u0131n dikkate al\u0131nmad\u0131g\u0131<\/strong><\/span>
\ndurumlarda TBGTH taraf\u0131ndan gemilere talimat verilebilir.<\/strong><\/span>
\nEmniyet a\u00e7\u0131s\u0131ndan bir \u00e7eliski olmad\u0131k\u00e7a gemiler, TBGTH taraf\u0131ndan verilecek talimatlara<\/strong><\/span>
\nuyacaklard\u0131r. Sayet gemi kaptan\u0131, emniyet a\u00e7\u0131s\u0131ndan sak\u0131ncal\u0131 buldugu bir talimata uyamayacaksa bu<\/strong><\/span>
\ndurumu nedenleri ile birlikte TBGTH\u2019ye bildirecektir.<\/strong><\/span>
\nTBGTH taraf\u0131ndan verilecek talimatlar her zaman sonuca y\u00f6nelik kararlar olacak; d\u00fcmen ya da<\/strong><\/span>
\nmakine kumandalar\u0131 gibi sadece gemide bulunanlar taraf\u0131ndan yap\u0131lmas\u0131 gereken uygulamalar gemi<\/strong><\/span>
\nkaptan\u0131 veya k\u0131lavuz kaptana b\u0131rak\u0131lacakt\u0131r.<\/strong><\/span>
\nBu hizmetler yerine getirilirken, emniyetli seyir hakk\u0131nda gemi kaptan\u0131n\u0131n sorumlulugunun g\u00f6z ard\u0131<\/strong><\/span>
\nedilmemesine ve gemi kaptan\u0131 ile k\u0131lavuz kaptan aras\u0131ndaki geleneksel iliskinin bozulmamas\u0131na \u00f6zen<\/strong><\/span>
\ng\u00f6sterilecektir.<\/strong><\/span>
\nSeyir emniyeti ile ilgili nihai karar\u0131n gemi kaptan\u0131na ait oldugu genel prensibi g\u00f6z\u00f6n\u00fcnde<\/strong><\/span>
\nbulundurularak; TBGTH taraf\u0131ndan verilecek olan hi\u00e7bir bilgi, tavsiye, uyar\u0131 ve talimat kaptan\u0131n<\/strong><\/span>
\nprofesyonel bilgi ve yetenegi ile gemiyi idare etme sorumlulugunu ortadan kald\u0131rmaz ve kaptan\u0131n<\/strong><\/span>
\nkararlar\u0131ndan ve hareketlerinden TBGTH sorumlu tutulamaz.<\/strong><\/span>
\nGEMILERIN TABI OLACAGI PROSED\u00dcRLER<\/strong><\/span>
\nGenel<\/strong><\/span>
\n\u0095 T\u00dcBRAP\u2019a g\u00f6re TBGTH\u2019ye SP 1 raporu g\u00f6nderilmelidir.<\/strong><\/span>
\n\u0095 T\u00dcBRAP\u2019a g\u00f6re TBGTH\u2019ye SP 2 raporu verilmelidir.<\/strong><\/span>
\n\u0095 \u00c7ag\u0131rma noktas\u0131 raporu, TBGTH giris-\u00e7\u0131k\u0131s sekt\u00f6rlerinde ve sekt\u00f6r ge\u00e7islerinde verilmelidir.<\/strong><\/span>
\n\u0095 TBGTH alan\u0131 i\u00e7inde demirde veya seyir halinde i\u00e7inde bulunulan sekt\u00f6r\u00fcn VHF kanal\u0131<\/strong><\/span>
\ndinlenmelidir.<\/strong><\/span>
\n\u0095 TBGTH alan\u0131ndan \u00e7\u0131k\u0131s TBGTH\u2019ye daima bildirilmelidir.<\/strong><\/span>
\n\u0095 T\u00fcrk Bogazlar\u0131\u2019nda seyreden gemiler devaml\u0131 olarak TBGTH yay\u0131nlar\u0131n\u0131 dinlemeli ve verilen<\/strong><\/span>
\nbilgi, tavsiye, uyar\u0131 ve talimatlar\u0131 seyir, can, mal ve \u00e7evre emniyeti a\u00e7\u0131s\u0131ndan dikkate almal\u0131d\u0131rlar.<\/strong><\/span>
\n\u0095 T\u00fcrk Bogazlar\u0131\u2019nda seyreden gemiler seyir emniyeti ile ilgili sak\u0131ncal\u0131 durumlar\u0131 tespit ettiklerinde<\/strong><\/span>
\nGTH Merkezlerine bildireceklerdir.<\/strong><\/span>
\n\u0095 Marmara Denizi\u2019nde TAD i\u00e7inde seyreden ugrakl\u0131 veya ugraks\u0131z t\u00fcm gemiler, r\u0131ht\u0131mlara veya<\/strong><\/span>
\niskelelere yanasma, samand\u0131ralara baglama, demirleme, geri d\u00f6nme, ar\u0131za, olagan\u00fcst\u00fc durum ve<\/strong><\/span>
\nbenzeri nedenlerle TAD d\u0131s\u0131na \u00e7\u0131kmalar\u0131n\u0131 gerektiren durumlar ile ETA\u2019lar\u0131ndaki 2 saati asan<\/strong><\/span>
\ngecikmeleri ilgili GTH Merkezi\u2019ne bildireceklerdir.<\/strong><\/span>
\n\u0095 T\u00fcrk Bogazlar\u0131\u2019ndan ugraks\u0131z ge\u00e7is yapan gemiler seyirde ve demirde, g\u00fcnd\u00fcz \u201cT\u201d sancag\u0131n\u0131<\/strong><\/span>
\n\u00e7ekecekler, gece ufkun her yerinden g\u00f6r\u00fclebilen yesil fener g\u00f6stereceklerdir.<\/strong><\/span>
\n\u0095 K\u0131lavuzluk hizmeti ile ilgili t\u00fcm haberlesme VHF kanal 71\u2019den yap\u0131lacakt\u0131r.<\/strong><\/span>
\nT\u00fcrk Bogazlar\u0131\u2019ndan ugraks\u0131z ge\u00e7is yapacak gemilere seyir, can, mal ve \u00e7evre emniyeti<\/strong><\/span>
\nbak\u0131m\u0131ndan k\u0131lavuz kaptan almalar\u0131 siddetle tavsiye edilir.<\/strong><\/span>
\nDemirleme ve Demir Yerinden Ayr\u0131lma<\/strong><\/span>
\n\u0095 Demir yeri, ilgili GTHM taraf\u0131ndan belirlenir.<\/strong><\/span>
\n\u0095 Demirleyen gemi, demir mevki ve zaman\u0131n\u0131 ilgili GTHM\u2019ye bildirmelidir.<\/strong><\/span>
\n\u0095 Demir yerindeyken sekt\u00f6r kanal\u0131 s\u00fcrekli dinlenmelidir.<\/strong><\/span>
\n\u0095 Gemi demirini vira etmeden 1 saat \u00f6nce ilgili GTHM\u2019ye bilgi vermelidir.<\/strong><\/span>
\n\u0095 Gemi demir ald\u0131g\u0131nda, demir alma zaman\u0131 ile var\u0131s liman\u0131 ve ETA\u2019s\u0131n\u0131 ilgili GTHM\u2019ye<\/strong><\/span>
\nbildirmeli, trafik durumu ile ilgili bilgi almal\u0131d\u0131r.<\/strong><\/span>
\n\u0095 T\u00fcrk Bogazlar\u0131\u2019ndan ugraks\u0131z ge\u00e7is yapan gemiler ilgili GTHM\u2019den izin almak<\/strong><\/span>
\nkosuluyla serbest pratika almaks\u0131z\u0131n en fazla 48 saat demirde kalabilirler.<\/strong><\/span>
\nLimana Yanasma ve Ayr\u0131lma<\/strong><\/span>
\n\u0095 Gemiler limana yanast\u0131klar\u0131nda, yanasma zaman\u0131n\u0131 ilgili GTHM\u2019ye bildirmelidir.<\/strong><\/span>
\nLimanda bagl\u0131 bulunduklar\u0131 s\u00fcrece sekt\u00f6r kanal\u0131n\u0131 dinlemeleri gerekli degildir.<\/strong><\/span>
\n\u0095 Limandan kalkacak gemiler kalk\u0131slar\u0131ndan 1 saat \u00f6nce ilgili GTHM\u2019ye bilgi vermeli ve<\/strong><\/span>
\nhalatlar\u0131 teklemeden \u00f6nce GTHM\u2019den hareket izni almal\u0131d\u0131r.<\/strong><\/span>
\n\u0095 R\u0131ht\u0131mdan ayr\u0131lan gemiler, trafige kat\u0131lmadan \u00f6nce ayr\u0131l\u0131s zaman\u0131 ile var\u0131s liman\u0131 ve<\/strong><\/span>
\nETA\u2019s\u0131n\u0131 ilgili GTHM\u2019ye bildirmeli, trafik bilgisi alarak ilerlemelidir.<\/strong><\/span>
\nYavaslama<\/strong><\/span>
\nBir gemi _stanbul ve \u00c7anakkale Bogazlar\u0131 i\u00e7inde yavaslamak zorunda kald\u0131g\u0131nda durumu derhal ilgili<\/strong><\/span>
\nGTHM\u2019ye bildirecektir. GTHM taraf\u0131ndan trafik durumu degerlendirilerek durum hakk\u0131nda bilgi,<\/strong><\/span>
\ntavsiye ve talimatta bulunulur.<\/strong><\/span>
\nBaska Gemiyi Ge\u00e7mek<\/strong><\/span>
\nGemiler zorunlu olmad\u0131k\u00e7a \u00f6nlerinde giden gemiyi ge\u00e7meyeceklerdir. \u00d6nden giden yavas gemiyi<\/strong><\/span>
\nge\u00e7mek zorunlulugu duyan bir gemi b\u00f6yle bir ge\u00e7ise baslamadan \u00f6nce ilgili GTHM\u2019ye bilgi<\/strong><\/span>
\nverecektir. _lgili GTHM trafik durumunu degerlendirerek ge\u00e7is hakk\u0131nda bilgi, tavsiye, uyar\u0131 ve<\/strong><\/span>
\ntalimat verir. \u00d6ndeki gemiyi ge\u00e7is manevras\u0131 tek rotada ger\u00e7eklestirilmeye \u00e7al\u0131s\u0131lacakt\u0131r.<\/strong><\/span>
\nAncak, _stanbul Bogaz\u0131\u2019nda Vanik\u00f6y ve Kanl\u0131ca aras\u0131 ile \u00c7anakkale Bogaz\u0131\u2019nda Nara ve Kilitbahir<\/strong><\/span>
\naras\u0131nda \u00f6nde seyreden gemi ge\u00e7ilmeyecektir.<\/strong><\/span>
\nKazalar\u0131n Rapor Edilmesi<\/strong><\/span>
\nTBGTH alan\u0131 i\u00e7inde meydana gelen bir kaza, gerek kazaya dahil olan gemi(ler) taraf\u0131ndan gerekse<\/strong><\/span>
\nkazaya sahit olan gemi(ler) taraf\u0131ndan i\u00e7inde bulunulan TBGTH sekt\u00f6r\u00fcne derhal rapor edilmelidir.<\/strong><\/span>
\nTBGTH, al\u0131nmas\u0131 gerekli \u00f6nlemler ve kazada olmus veya olabilecek can, mal kay\u0131plar\u0131n\u0131n en aza<\/strong><\/span>
\nindirilmesi ve \u00e7evrenin korunmas\u0131 a\u00e7\u0131s\u0131ndan ilk irtibat noktas\u0131 olup, bu t\u00fcr rapor\/ihbarlar\u0131 almas\u0131ndan<\/strong><\/span>
\nsonra ilgili otoritelere ulast\u0131racakt\u0131r.<\/strong><\/span>
\nOlaylar\u0131n ve Deniz Kirliliginin Rapor Edilmesi<\/strong><\/span>
\nTBGTH alan\u0131 i\u00e7inde gemilerin emniyetli manevra kabiliyetini olumsuz etkileyen aksakl\u0131klar meydana<\/strong><\/span>
\ngelirse veya deniz \u00e7evresini ve komsu alanlar\u0131 tehlikeye maruz b\u0131rakan bir durum olusursa, gerekli<\/strong><\/span>
\n\u00f6nlemlerin zaman\u0131nda al\u0131nmas\u0131 a\u00e7\u0131s\u0131ndan durum gemi(ler) taraf\u0131ndan TBGTH\u2019 ye derhal rapor<\/strong><\/span>
\nedilmelidir.<\/strong><\/span>
\nYerel Deniz Trafigi<\/strong><\/span>
\nYerel Deniz Trafigi, Ugrakl\u0131 ve ugraks\u0131z gemi trafigi d\u0131s\u0131nda, _stanbul ve \u00c7anakkale Bogaz\u0131 ile yak\u0131n<\/strong><\/span>
\n\u00e7evrelerinde yolcu ve y\u00fck tas\u0131yan tekneler ile gezi, eglence ve bal\u0131k\u00e7\u0131 teknelerinin olusturdugu deniz<\/strong><\/span>
\ntrafigidir.<\/strong><\/span>
\nFeribotlar, sehir hatlar\u0131 gemileri, deniz otob\u00fcsleri, d\u00fczenli sefer yapan yolcu tekneleri, gezi tekneleri,<\/strong><\/span>
\nbal\u0131k\u00e7\u0131 tekneleri, acente motorlar\u0131, kamuya ait botlar, r\u00f6mork\u00f6rler, sivil toplum \u00f6rg\u00fctlerine ait tekneler,<\/strong><\/span>
\nsu alt\u0131 ve s\u00f6rvey \u00e7al\u0131smas\u0131 yapan tekneler ve benzerleri yerel trafik kapsam\u0131ndad\u0131r.<\/strong><\/span>
\nYerel deniz trafigini olusturan t\u00fcm deniz ara\u00e7lar\u0131, SOLAS S\u00f6zlesmesi kapsam\u0131nda olsun ya da olmas\u0131n<\/strong><\/span>
\ni\u00e7inde bulunduklar\u0131 sekt\u00f6r\u00fcn VHF kanal\u0131n\u0131 dinlemek ve TBGTH taraf\u0131ndan verilecek talimatlara<\/strong><\/span>
\nuymakla y\u00fck\u00fcml\u00fcd\u00fcrler.<\/strong><\/span>
\nYerel trafige ait deniz ara\u00e7lar\u0131 T\u00fcrk Bogazlar\u0131 i\u00e7inde COLREG\u2019e g\u00f6re hareket ederek TAD\u2019\u0131 en k\u0131sa<\/strong><\/span>
\nyoldan ve dik bir a\u00e7\u0131 ile ge\u00e7ecekler, bogaz ge\u00e7isi yapan gemilerin yollar\u0131ndan \u00e7\u0131kacak ve bu gemilere<\/strong><\/span>
\n\u00e7apariz vermeyeceklerdir. Aksine hareket edenler GTH Merkezlerine rapor edilmelidir.<\/strong><\/span>
\nSagl\u0131k Denetimleri<\/strong><\/span>
\nT\u00fcrk Bogazlar\u0131\u2019ndan ge\u00e7ecek gemiler, Montr\u00f6 Bogazlar S\u00f6zlesmesi geregi T\u00fcrk Bogazlar\u0131 Deniz<\/strong><\/span>
\nTrafik D\u00fczeni T\u00fcz\u00fcg\u00fc\u2019nde belirtilen yerlerde sagl\u0131k denetimine tabi olacakt\u0131r.<\/strong><\/span>
\nBunker Gemileri<\/strong><\/span>
\n\u0095 Bunker islemleri TAD d\u0131s\u0131nda ve ilgili GTHM\u2019ye bilgi verilerek ger\u00e7eklestirilir.<\/strong><\/span>
\n\u0095 Bunker gemileri ikmal yapacaklar\u0131 geminin \u00fczerine yanasmalar\u0131ndan sonra ilgili GTHM\u2019ye<\/strong><\/span>
\nasag\u0131daki bilgileri i\u00e7eren bir rapor vermelidir:<\/strong><\/span>
\n– Bunker gemisinin ad\u0131<\/strong><\/span>
\n– _kmal yap\u0131lan geminin ad\u0131<\/strong><\/span>
\n– Aborda zaman\u0131<\/strong><\/span>
\n\u0095 Bunker gemileri ikmal islemlerinin bitisinden sonra ilgili GTHM\u2019ye asag\u0131daki bilgileri i\u00e7eren<\/strong><\/span>
\nbir rapor vermelidir:<\/strong><\/span>
\n– Gemiye yap\u0131lan ikmalin cinsi ve miktar\u0131<\/strong><\/span>
\n– Avara zaman\u0131<\/strong><\/span>
\n\u0095 TBGTH, verilen bilgileri veritaban\u0131na ekleyecektir.<\/strong><\/span>
\n\u0095 TBGTH ikmalin yap\u0131ld\u0131g\u0131 b\u00f6lgede manevra yapmakta olan gemileri bilgilendirecektir.<\/strong><\/span>
\n\u0095 Herhangi bir yak\u0131t s\u0131z\u0131nt\u0131s\u0131 veya d\u00f6k\u00fclmesi durumu, gerekli \u00f6nlemlerin al\u0131nabilmesi i\u00e7in<\/strong><\/span>
\nderhal ilgili GTHM\u2019ye rapor edilmelidir.<\/strong><\/span>
\nBal\u0131k\u00e7\u0131 Tekneleri<\/strong><\/span>
\nTam boyu ne olursa olsun bal\u0131k\u00e7\u0131l\u0131kla ugrasan hi\u00e7bir tekne TAD i\u00e7inde avlanmayacak, TAD d\u0131s\u0131nda<\/strong><\/span>
\niken de gemilerin ge\u00e7islerine engel olusturmayacakt\u0131r.<\/strong><\/span>
\nYelken ve K\u00fcrekle Seyreden Gemiler<\/strong><\/span>
\nT\u00fcrk Bogazlar\u0131\u2019nda TAD i\u00e7inde yelkenle, k\u00fcrekle seyretmek, y\u00fczmek ve avlanmak yasakt\u0131r. Ancak,<\/strong><\/span>
\nsportif ama\u00e7l\u0131 yelken, k\u00fcrek ve y\u00fczme yar\u0131slar\u0131 ile g\u00f6steri ve merasim ge\u00e7isleri _dare\u2019nin iznine ve<\/strong><\/span>
\nyap\u0131lacak d\u00fczenlemeye tabidir.<\/strong><\/span>
\nAt\u0131k Al\u0131m Gemileri<\/strong><\/span>
\n\u0095 At\u0131k al\u0131m islemleri TAD d\u0131s\u0131nda ve ilgili GTHM\u2019ye bilgi verilerek ger\u00e7eklestirilir.<\/strong><\/span>
\n\u0095 At\u0131k al\u0131m gemileri ilgili geminin \u00fczerine yanasmalar\u0131ndan sonra ilgili GTHM\u2019ye asag\u0131daki<\/strong><\/span>
\nbilgileri i\u00e7eren bir rapor vermelidir:<\/strong><\/span>
\n– At\u0131k al\u0131m gemisinin ad\u0131<\/strong><\/span>
\n– At\u0131k veren geminin ad\u0131<\/strong><\/span>
\n– Aborda zaman\u0131<\/strong><\/span>
\n\u0095 At\u0131k al\u0131m islemlerinin bitisinden sonra ilgili GTHM\u2019ye asag\u0131daki bilgileri i\u00e7eren bir rapor<\/strong><\/span>
\nverilmelidir:<\/strong><\/span>
\n– Al\u0131nan at\u0131g\u0131n cinsi ve miktar\u0131<\/strong><\/span>
\n– Avara zaman\u0131<\/strong><\/span>
\n\u0095 TBGTH, verilen bilgileri veritaban\u0131na ekleyecektir.<\/strong><\/span>
\n\u0095 TBGTH at\u0131k al\u0131m\u0131n\u0131n yap\u0131ld\u0131g\u0131 b\u00f6lgede manevra yapmakta olan gemileri bilgilendirecektir.<\/strong><\/span>
\n\u0095 Herhangi bir at\u0131k s\u0131z\u0131nt\u0131s\u0131 veya d\u00f6k\u00fclmesi derhal ilgili GTHM\u2019ye rapor edilmelidir.<\/strong><\/span>
\nSTEEL CARGO CLAIMS \/ VENTILATION PRACTICES<\/strong><\/span>
\n\u00c7ELIK YUK CLAIMLERI\/HAVALANDIRMA UYGULAMALARI<\/strong><\/span>
\nTtransit related damage to steel cargoes on account of improper ventilation practices<\/strong><\/span>
\nand condensation related issues. While most Masters and Chief Officers are no doubt<\/strong><\/span>
\naware of the importance of ventilating cargoes during the voyage, it has become<\/strong><\/span>
\nincreasingly more common to find officers that are not aware of the specific<\/strong><\/span>
\nrequirements for proper ventilation of steel cargoes.<\/strong><\/span>
\nTransit ile ilgili y\u00fck hasarlar\u0131 genelde uygun olmayan havaland\u0131rma uygulamas\u0131 yap\u0131larak<\/strong><\/span>
\nambar i\u00e7indeki yogunlast\u0131rmay\u0131 art\u0131r\u0131lmas\u0131ndan olusmaktad\u0131r.Bir \u00e7ok kaptan ve ikinci<\/strong><\/span>
\nkaptan sefer boyunce y\u00fck\u00fcn havaland\u0131r\u0131lmas\u0131na \u00f6nem verirler fakat bu konuda \u00f6zel<\/strong><\/span>
\nisteklere uygun havaland\u0131rma yapan ikinci kaptan bulmak olduk\u00e7a zordur.<\/strong><\/span>
\nIn many cases, vessel Masters and\/or Chief Officers are of the opinion that steel<\/strong><\/span>
\ncargoes are to be ventilated as much as possible during periods of good weather. This<\/strong><\/span>
\npractice, of course, gives no consideration to the prevailing humidity conditions, dew<\/strong><\/span>
\npoints and temperatures. In most cases, when ventilation is carried out in this manner<\/strong><\/span>
\nwithout proper regard for dew point and relative humidity, condensation in the form of<\/strong><\/span>
\ncargo sweat and\/or ship’s sweat will form resulting in potentially significant cargo<\/strong><\/span>
\nclaims.<\/strong><\/span>
\nBir \u00e7ok olayda gemi kaptan\u0131 ve ikinci kaptan\u0131 iyi havalarda y\u00fck\u00fcn havaland\u0131racag\u0131 fikrine<\/strong><\/span>
\nsahiptirler.Fakat pratikte y\u00fck\u00fcn havaland\u0131r\u0131lmas\u0131 mevcut neme,s\u0131cakl\u0131ga ve yogunlasma<\/strong><\/span>
\nnoktas\u0131(\u00e7iy noktas\u0131)na bagl\u0131d\u0131r.Bir \u00e7ok olayda y\u00fck havaland\u0131r\u0131l\u0131d\u0131g\u0131nda \u00e7iy noktas\u0131, relative<\/strong><\/span>
\nhumidity dikkate al\u0131nmaz ve ambar i\u00e7inde yogusma olusmas\u0131 sonucunda b\u00fcy\u00fck claimlerle<\/strong><\/span>
\nkars\u0131 kars\u0131ya gelinir.<\/strong><\/span>
\nVessel Owners should take steps to insure that their Masters and Chief Officers are<\/strong><\/span>
\naware of the proper steps to be taken in order to determine whether ventilation of a<\/strong><\/span>
\nsteel cargo is necessary. In order to determine whether or not to ventilate a cargo hold<\/strong><\/span>
\nloaded with a steel cargo, the dew point of the outside air should be compared to the<\/strong><\/span>
\ndew point of the air within the hold. Owners should insure that their vessels are<\/strong><\/span>
\nprovided with a hygrometer (an instrument consisting of both a wet and dry bulb<\/strong><\/span>
\nthermometer that is utilized to determine dew point\/relative humidity). Furthermore,<\/strong><\/span>
\ninexpensive portable wet\/dry bulb thermometers should be placed in each cargo hold in<\/strong><\/span>
\norder to determine the dew point of the air in the cargo hold. A sling psychrometer can<\/strong><\/span>
\nalso be utilized to measure dew point in the cargo holds.<\/strong><\/span>
\nGemi sahibi gemi kaptan\u0131 ve ikinci kaptan\u0131n vantilasyon yap\u0131lmas\u0131 veya yap\u0131lmamas\u0131 ile ilgili<\/strong><\/span>
\nolarak uygun ad\u0131mlar\u0131 att\u0131g\u0131ndan emin olmas\u0131 gerekir.Ambardaki y\u00fck\u00fcn havaland\u0131r\u0131lmas\u0131<\/strong><\/span>
\nveya havaland\u0131r\u0131lmamas\u0131 gerektigini belirlenmesi i\u00e7in d\u0131sar\u0131da ki havan\u0131n dew point(\u00e7iy<\/strong><\/span>
\nnoktas\u0131) ile ambardaki havan\u0131n dew point(\u00e7iy noktas\u0131)ile kars\u0131last\u0131r\u0131lmal\u0131d\u0131r.<\/strong><\/span>
\nGemi sahibi gemide uygun bir hygrometr(\u0131slak kuru termometre dew point\/relative<\/strong><\/span>
\nhumidity belirlemek i\u00e7in)oldugundan emin olmal\u0131d\u0131r.Her ambara pahal\u0131 olmayan bu<\/strong><\/span>
\ntermometrelerden koyarak ambardaki dew pointi belirleyebiliriz.veya bir<\/strong><\/span>
\npsychrometer(nem \u00f6l\u00e7er)de kullan\u0131labilir.<\/strong><\/span>
\nThe basic dew point rules relating to ventilation are as follows:<\/strong><\/span>
\nVantilasyonla ilgili ana havaland\u0131rma kural\u0131 k\u0131saca s\u00f6yledir.<\/strong><\/span>
\nIf the dew point of the air inside the cargo hold is lower than the dew point of the<\/strong><\/span>
\noutside air, ventilation should NOT be carried out.<\/strong><\/span>
\nEger ambar i\u00e7indeki havan\u0131n dew pointi d\u0131sar\u0131daki havan\u0131n dew pointinden az sa<\/strong><\/span>
\nambarlar\u0131 havaland\u0131rmaya gerek yoktur.<\/strong><\/span>
\nIf the dew point of the air inside the cargo hold is higher than the dew point of the<\/strong><\/span>
\noutside air, ventilation should be carried out.<\/strong><\/span>
\nEger ambar i\u00e7indeki havan\u0131n dew pointi d\u0131sar\u0131daki havan\u0131n dew pointinden y\u00fcksekse<\/strong><\/span>
\nhavaland\u0131rma gereklidir.<\/strong><\/span>
\nConsideration should be given to the surface temperature of the cargo, particularly<\/strong><\/span>
\nwhen cargo is loaded in a cold climate and designated for discharge in a warm climate.<\/strong><\/span>
\nAlthough it is often difficult to accurately determine the surface temperature of steel<\/strong><\/span>
\ncargoes during the voyage without the use of expensive thermocouples, it should be<\/strong><\/span>
\nnoted that the temperature of steel cargoes would increase slowly during a given voyage.<\/strong><\/span>
\nIn cases where steel cargoes are loaded in cold climates (such as Baltic Sea and<\/strong><\/span>
\nRussian\/Ukrainian ports) and designated for delivery in warmer climates (such as the<\/strong><\/span>
\nU.S. Gulf of Mexico or South America), there will be little to no need for ventilation and<\/strong><\/span>
\nsteps should be taken to insure that the warm outside air is not introduced into the<\/strong><\/span>
\nhold. If this warmer air is introduced into the hold, condensation will form on the<\/strong><\/span>
\nsurface of the relatively colder steel cargoes.<\/strong><\/span>
\nBu olaylar y\u00fck\u00fcn y\u00fczey s\u0131cakl\u0131g\u0131yla da ilgilidir.\u00d6zellikle y\u00fck soguk iklimden y\u00fcklenmisse<\/strong><\/span>
\nve tahliyesi s\u0131cak \u00fclkede yap\u0131lacaksa bu \u00f6nemlidir.Sefer s\u0131ras\u0131nda y\u00fck\u00fcn y\u00fczey s\u0131cakl\u0131g\u0131n\u0131<\/strong><\/span>
\nbelirlemek olduk\u00e7a zordur bunun i\u00e7in pahal\u0131 thermocouple lar gerekir.Sunu not etmeliyiz<\/strong><\/span>
\nki sefer s\u0131ras\u0131nda \u00e7elik y\u00fck\u00fcn\u00fcn s\u0131cakl\u0131g\u0131 yavas bir sekilde artar.<\/strong><\/span>
\nMesela \u00c7elik y\u00fck\u00fc soguk iklimlerden y\u00fcklenmis (Baltic Sea and Russian\/Ukrainian limanlar\u0131<\/strong><\/span>
\ngibi)Ve tahliyesi s\u0131cak iklimde olacaksa(U.S. Gulf of Mexico or South America limanlar\u0131<\/strong><\/span>
\ngibi) belkide y\u00fck\u00fcn havaland\u0131rmas\u0131 gerekmeyebilir s\u0131cak havay\u0131 ambarlar\u0131 havaland\u0131rarak<\/strong><\/span>
\nambarlara sokman\u0131n bir anlam\u0131 yoktur.<\/strong><\/span>
\nIs\u0131nan hava soguk y\u00fck\u00fcn \u00fcst\u00fcndeki yogunlast\u0131rmay\u0131 art\u0131racakt\u0131r.<\/strong><\/span>
\nAs a general rule, cargoes loaded in a cold climate and being transported to a warmer<\/strong><\/span>
\nclimate should NOT be ventilated. Conversely, cargoes loaded in a warm climate and<\/strong><\/span>
\nbeing transported to a colder climate should be ventilated.<\/strong><\/span>
\nGenel kural olarak eger bir y\u00fck soguk iklimden y\u00fcklenmisse ve s\u0131cak iklime transport<\/strong><\/span>
\nediliyorsa HAVALANDIRMA YAPMAYINIZ.<\/strong><\/span>
\nIt is essential that vessel’s carrying steel cargoes maintain a clear and concise record of<\/strong><\/span>
\nthe temperature, dew point, humidity and prevailing weather conditions be maintained in<\/strong><\/span>
\nthe form of a ventilation log. A proper bilge sounding log should also be maintained in<\/strong><\/span>
\norder to document any increase in bilge levels due to condensation formation. Without<\/strong><\/span>
\nthe benefit of such records, defending Owner’s interests against claims of condensation<\/strong><\/span>
\nrelated rust damage claims is difficult.<\/strong><\/span>
\nEsas olan sey a\u00e7\u0131k ve net olarak ; s\u0131cakl\u0131g\u0131, dew pointi, nemi ve o andaki hava sartlar\u0131n\u0131<\/strong><\/span>
\ndevaml\u0131 kay\u0131t edin.Uygun sintine iskandillerini al\u0131n ve sintinede art\u0131s varm\u0131 kontrol edin<\/strong><\/span>
\nkay\u0131t lar\u0131n\u0131 tutun.Bu t\u00fcr kay\u0131tlar y\u00fck\u00fcn \u00fczerinde olusan pas ile ilgili olarak a\u00e7\u0131lan<\/strong><\/span>
\nclaimlerde gemi sahibini m\u00fcdafa i\u00e7in degeri taktir edilemeyecek kadar \u00f6nemlidir.<\/strong><\/span>
\nVessel Owners that intend to employ their vessels in the steel cargo trade should be<\/strong><\/span>
\naware of the potential for these costly condensation damage related claims and insure<\/strong><\/span>
\nthat their Masters and officers take the proper steps to prevent condensation<\/strong><\/span>
\nformation during the voyage.<\/strong><\/span>
\nGemi sahibi \u00e7elik y\u00fck\u00fc tas\u0131ma niyetinde olursa yogunlasma sonucu olusacak hasarlara<\/strong><\/span>
\ndikkat etmelidir.Ve Gemi kaptan\u0131 ile ikinci kaptan\u0131n yogunlasmadan dolay\u0131 olusacak<\/strong><\/span>
\nhasarlar\u0131 engellemek i\u00e7in uygun ad\u0131mla\u0131 att\u0131g\u0131ndan emin olmal\u0131d\u0131r.<\/strong><\/span>
\nKolay Gelsin.<\/strong><\/span>
\nR.O.B. and the Charter Party Freight Retention Clause<\/strong><\/span>
\n1.0 Introduction<\/strong><\/span>
\nIn nearly all Crude Oil tankers\u2019 Charter Parties there is a provision for Charterers to<\/strong><\/span>
\ndeduct from freight due an amount of money equivalent to cargo remaining onboard<\/strong><\/span>
\nafter completion of a discharge programme. As examples of this provision, the relevant<\/strong><\/span>
\nclause in a charter Party may have the following form of wording:<\/strong><\/span>
\nExxon Mobil VOY2000 clause 18(h) provides “In the event that any liquid cargo remains<\/strong><\/span>
\non board at completion of discharge for the final voyage under this charter, then<\/strong><\/span>
\ncharterers shall have the right to deduct from freight an amount equal to the Free On<\/strong><\/span>
\nBoard (FOB) port of loading value of such cargo plus freight due with respect thereto.<\/strong><\/span>
\nThe quantity and quality of such liquid hydrocarbon material shall be determined by a<\/strong><\/span>
\nmutually agreeable independent cargo inspector. The quantity of Remaining On Board<\/strong><\/span>
\n(ROB) material shall be measured using the vessel’s wedge tables, if available, or<\/strong><\/span>
\notherwise by wedge formula.”<\/strong><\/span>
\nShell’s clause:<\/strong><\/span>
\n\u201cIf on completion of discharge any liquid cargo of a pumpable nature remains on board<\/strong><\/span>
\n(the presence and quantity of such cargo having been established, by application of the<\/strong><\/span>
\nwedge formula in respect of any tank the contents of which do not reach the forward<\/strong><\/span>
\nbulkhead, by an independent surveyor, appointed by charterers and paid jointly by<\/strong><\/span>
\nowners and charterers),charterers shall have the right to deduct from freight an<\/strong><\/span>
\namount equal to the FOB loading port value of such cargo, cargo insurance plus freight<\/strong><\/span>
\nthereon; provided, however, that any action or lack of action hereunder shall be without<\/strong><\/span>
\nprejudice to any other rights or obligations of charterers, under this charter or<\/strong><\/span>
\notherwise, and provided further that if owners are liable to any third party in respect<\/strong><\/span>
\nof failure to discharge such pumpable cargo, or any part thereof,<\/strong><\/span>
\ncharterers shall indemnify owners against such liability up to the total amount deducted<\/strong><\/span>
\nunder this clause.”<\/strong><\/span>
\nAs can be seen from the above examples of these types of clauses, there are many<\/strong><\/span>
\ndifferent criteria and concepts that are contained in the clause. However, due to the<\/strong><\/span>
\ngeneral form of<\/strong><\/span>
\nthe clause and its consequences, the clause has to be treated as a form of penalty clause<\/strong><\/span>
\nwhich imposes an obligation upon the Charterer, who would claim under the terms of the<\/strong><\/span>
\nclause, to abide by and fulfil all the terms and conditions required by the clause before<\/strong><\/span>
\nthe clause can be used to deduct a sum of money from the freight payment.<\/strong><\/span>
\nGiven the content of the foregoing types of clauses, it is necessary to consider the<\/strong><\/span>
\nvarious<\/strong><\/span>
\ncriteria amongst which are the following:<\/strong><\/span>
\n\u00b7 The term \u201cCargo\u201d<\/strong><\/span>
\n\u00b7 The term \u201cLiquid\u201d<\/strong><\/span>
\n\u00b7 The term \u201cPumpable\u201d<\/strong><\/span>
\n\u00b7 The term \u201cReachable\u201d<\/strong><\/span>
\n\u00b7 The term \u201cFreight\u201d<\/strong><\/span>
\n\u00b7 The term \u201cInsurance\u201d<\/strong><\/span>
\n\u00b7 The term \u201cIndependent Cargo Inspector\u201d or \u201cSurveyor\u201d<\/strong><\/span>
\n\u00b7 The application of the term \u201cWedge Formula\u201d<\/strong><\/span>
\n\u00b7 The use of the term \u201cHydrocarbon material\u201d<\/strong><\/span>
\nIn addition to the foregoing, due to the terms of the clause and its requirements,<\/strong><\/span>
\nalternative clauses in the Charter Party may impose alternative operational standards<\/strong><\/span>
\nand requirements that could be in conflict with the requirements of this clause.<\/strong><\/span>
\nSuch circumstances will be discussed in this document.<\/strong><\/span>
\nFinally, this type of clause can been seen as a “penalty” type of clause as only one party<\/strong><\/span>
\nto the contract, the Charterer, will gain from the terms contained within it. This being<\/strong><\/span>
\nso, an Arbitrator should apply a rule of English Law called the “contra proferentum” rule<\/strong><\/span>
\nwhich means that when only one party to a contract will benefit from the terms of a<\/strong><\/span>
\nspecific clause then, before such a benefit can be given by the Arbitrator, the full<\/strong><\/span>
\nterms and specific requirements of the clause have to be strictly complied with in full.<\/strong><\/span>
\n2.0 The Cargo<\/strong><\/span>
\n2.1 What is Cargo?<\/strong><\/span>
\nThe reference to \u201ccargo\u201d in this clause must refer to the cargo as loaded onboard the<\/strong><\/span>
\nvessel for the voyage referred to in the relevant Charter Party. In general terms the<\/strong><\/span>
\nword \u201ccargo\u201d could be defined as.<\/strong><\/span>
\nAny legal goods or merchandise loaded on board a vessel for transportation, as<\/strong><\/span>
\ndescribed in the contract for freightment (the Bill of Lading) for the goods or<\/strong><\/span>
\nmerchandise, for which consideration (freight) for its transportation is payable<\/strong><\/span>
\nThis general definition gives rise to the first area of regular dispute with respect to the<\/strong><\/span>
\ninterpretation\/operation of this clause. The clause refers to the presence of \u201cany liquid<\/strong><\/span>
\ncargo remaining onboard upon completion of discharge\u201d and goes on to define the manner<\/strong><\/span>
\nby which the independent cargo inspector shall quantify the volume of liquid remaining as<\/strong><\/span>
\na result of the tank survey (ROB survey). The clause does not stipulate that any liquid oil<\/strong><\/span>
\nonboard the vessel prior to loading of the current cargo (OBQ) should be deducted from<\/strong><\/span>
\nthe total volume calculated as being present after the discharge programme but the use<\/strong><\/span>
\nof the word cargo would require such a volume to be taken into consideration in the<\/strong><\/span>
\nvolumetric calculation.<\/strong><\/span>
\nGiven this circumstance, when a financial statement is presented for the deduction of<\/strong><\/span>
\nfreight pursuant to the terms of this type of clause then, the total calculated remaining<\/strong><\/span>
\nliquid volume is often used for the calculated sum of the deduction. When such<\/strong><\/span>
\ncircumstances occur then it must be considered that the form of calculation for the<\/strong><\/span>
\ndeduction from freight due is not in line with the intentions of the parties to the<\/strong><\/span>
\ncontract (Charter Party) at the inception of the contract and is certainly not an<\/strong><\/span>
\nequitable interpretation of the terms of the generalised type of clause.<\/strong><\/span>
\n2.2 The Material in the Cargo Tank<\/strong><\/span>
\nThe type of clauses discussed in this paper state in general terms that the Vessel\u2019s<\/strong><\/span>
\nCharterers have the right to deduct from the freight due an amount equal to the FOB<\/strong><\/span>
\ncargo value of the liquid cargo volume remaining onboard upon completion of discharge.<\/strong><\/span>
\nThis term of the clause raises the question as to the identity of the material left in the<\/strong><\/span>
\ncargo tank and whether it is cargo \u2013 by this it is meant hydrocarbon liquid similar to the<\/strong><\/span>
\ndescription given in the Bill of Lading.<\/strong><\/span>
\nPursuant to the Contract of Sale the price paid by the Cargo Receivers would be only for<\/strong><\/span>
\nthe hydrocarbon volume, i.e. the Total Volume received less any water corrected to a<\/strong><\/span>
\nstandard temperature (normally 60 oF or 15 oC). Thus, for the terms of the clause and<\/strong><\/span>
\nequity to prevail for the freight deduction, the same conditions should apply to the<\/strong><\/span>
\nmeasured liquid cargo volume found upon completion of discharge. This circumstance<\/strong><\/span>
\nimmediately considers the term within the clause relating to<\/strong><\/span>
\n\u201cHydrocarbon material\u201d and raises the question as to the water content of the volume<\/strong><\/span>
\nremaining onboard \u2013 the question of temperature correction will be discussed below<\/strong><\/span>
\nwhen considering the survey and reporting practises followed\/utilised by the<\/strong><\/span>
\nIndependent Inspector\/Surveyor.<\/strong><\/span>
\nCrude Oil will always contain an amount of water. Depending upon the type of crude oil it<\/strong><\/span>
\ncould be generally stated that when the water content of the crude oil exceeds 500 ppm<\/strong><\/span>
\non loading, water will separate to form its own phase beneath the oil phase. This free<\/strong><\/span>
\nwater phase will be discharged in the early stages of the discharge programme forming<\/strong><\/span>
\npart of the original cargo received onboard.<\/strong><\/span>
\nHowever, a significant water volume (significant in terms of Freight retention value) can<\/strong><\/span>
\nexist in cargo tanks upon completion of discharge. This can occur for two primary<\/strong><\/span>
\nreasons that are beyond the control of the vessel:<\/strong><\/span>
\n(1) Free water precipitating from the original cargo as loaded can combine with other<\/strong><\/span>
\nhydrocarbons to form loose emulsions or sludges which due to their potential<\/strong><\/span>
\nviscosities become unpumpable.<\/strong><\/span>
\n(2) The International SOLAS Regulations require a tanker to maintain a positive<\/strong><\/span>
\npressure of Inert Gas in its tanks at all times especially when loaded with a volatile<\/strong><\/span>
\nhydrocarbon cargo in order to prevent Oxygen entering the vapour space. Thus<\/strong><\/span>
\nduring discharge with the ever increasing vapour space Inert Gas is produced from<\/strong><\/span>
\nBoiler Exhaust\/Flue Gases in order to meet this requirement.<\/strong><\/span>
\nPrior to the Inert Gas being placed in the cargo vapour space it is cleaned by passing<\/strong><\/span>
\nthe gas through a water scrubber and thereafter possibly a Wet Deck Seal (a form of<\/strong><\/span>
\nnon return valve). This process will saturate the cleaned vapours with water.<\/strong><\/span>
\nNotwithstanding the efficiency of the de-mister facilities within the scrubber unit for<\/strong><\/span>
\nthe removal of water droplets from the gas stream water in the form of gas will be<\/strong><\/span>
\ncarried into the cargo tanks. As the gas cools in the cargo tanks this water will<\/strong><\/span>
\nprecipitate into its liquid phase and drop to the floor of the cargo tank. It is estimated,<\/strong><\/span>
\nby reference to Figure 4.20 of the SIGTTO Manual\/Publication, that the extent of<\/strong><\/span>
\nwater precipitation by this circumstance for a VLCC discharge would be<\/strong><\/span>
\napproximately 12 M. Tons (90 bbls).<\/strong><\/span>
\nGiven that oil floats on water and the possibility of a thin liquid oil strata floating on<\/strong><\/span>
\ntop of such a precipitated water volume, then the Cargo Inspector\/Surveyor could be<\/strong><\/span>
\nmislead into believing that the whole volume would be oil when examining the<\/strong><\/span>
\nsounding rod upon recovery on deck for a particular measurement. Care should be<\/strong><\/span>
\ntaken to establish the actual water content of any liquid volume in a cargo tank<\/strong><\/span>
\npursuant to the requirements of this clause.<\/strong><\/span>
\n3.0 The Characteristics of Material Remaining Onboard<\/strong><\/span>
\n3.1 Liquid and Liquidity<\/strong><\/span>
\nThis term raises the first technical issue surrounding the characteristics of the type of<\/strong><\/span>
\nmaterial remaining onboard from the cargo carried. Before discussing this issue it is<\/strong><\/span>
\nnecessary to \u201cset the scene\u201d for sources of any technical guidance that may be available.<\/strong><\/span>
\nElsewhere in a Tanker\u2019s normal Charter Party will be a clause that requires the vessel to<\/strong><\/span>
\nuphold and comply with all current International Regulations such as SOLAS and<\/strong><\/span>
\nMARPOL, amongst the many.<\/strong><\/span>
\nWithin the MARPOL regulations, Regulation 13B provides for the requirements<\/strong><\/span>
\nnecessary for Crude Oil Washing (COW). Regulation 13B (5) requires that the vessel has<\/strong><\/span>
\nand Operation and Equipment Manual (often termed \u201cThe COW Manual\u201d) that supplies<\/strong><\/span>
\nguidance as to how COW could be undertaken, the equipment available onboard the<\/strong><\/span>
\nvessel to undertake the operation safely, and the characteristics of the wash medium<\/strong><\/span>
\nfor an effective COW operation. This later information has recently been amended and<\/strong><\/span>
\nnow supplies additional guidelines for the physical characteristics of a Crude Oil cargo<\/strong><\/span>
\nfor the purposes of achieving the intentions of the COW operation, namely, a reduction<\/strong><\/span>
\nof a pollution threat from the Crude Oil onboard the vessel.<\/strong><\/span>
\nOn its own, the term \u201cliquid\u201d, without any supporting definition, could have many<\/strong><\/span>
\nmeanings.<\/strong><\/span>
\nAfter all, all substances can exhibit the three standard physical phases of solid, liquid<\/strong><\/span>
\nand vapour if the relevant temperature requirements are present. Thus, it could be<\/strong><\/span>
\nargued that the term \u201cliquid\u201d within the Freight Retention Clause has an implied meaning<\/strong><\/span>
\nthat the material has a liquidity characteristic that is capable of being discharged and<\/strong><\/span>
\ndelivered to the Cargo Receiver by the vessel\u2019s standard cargo handling equipment \u2013 the<\/strong><\/span>
\nvessel\u2019s pumps, stripping pumps or eductor system. Such a characteristic is often taken<\/strong><\/span>
\nto be the material\u2019s viscosity for it is this criterion that impacts a vessel\u2019s pump\u2019s ability<\/strong><\/span>
\nto pump the material (see INTERTANKO publication \u2013 An Explanation and Guideline for<\/strong><\/span>
\nPumping Calculations).<\/strong><\/span>
\nThus, reverting to the COW manual and in particular the \u201cnew\u201d Section 9, a guideline for<\/strong><\/span>
\nthis characteristic is supplied as follows:<\/strong><\/span>
\nPumpability Criterion is determined by the oil\u2019s Kinematic Viscosity at the observed<\/strong><\/span>
\ntemperature of the cargo prior to its discharge. In order to attain optimum efficiency<\/strong><\/span>
\nfor discharge this viscosity should not exceed 250 centistokes and never in excess of<\/strong><\/span>
\n600 centistokes<\/strong><\/span>
\nFrom the foregoing, it could be argued that the required characteristic of material<\/strong><\/span>
\nremaining from a cargo should have a viscosity of less than 600 centistokes before it<\/strong><\/span>
\ncan be classified as being liquid. It is therefore incumbent upon the specified Cargo<\/strong><\/span>
\nInspector\/Surveyor to undertake the required determination at the time of the survey<\/strong><\/span>
\nbefore the material remaining from the cargo can be classified as Liquid.<\/strong><\/span>
\n3.2 Pumpable and Pumpability<\/strong><\/span>
\nThe term \u201cPumpable\u201d is, in some respects, synonymous with the term \u201cLiquid\u201d. If the<\/strong><\/span>
\nmaterial residues in the cargo tank have the correct physical characteristics to define<\/strong><\/span>
\nthem as being \u201cLiquid\u201d for the purposes of this clause then they should be pumpable.<\/strong><\/span>
\nHowever, such a statement generalises the circumstances required for \u201cPumpability\u201d.<\/strong><\/span>
\nIn order for a liquid to become fully pumpable by the vessel\u2019s standard cargo handling<\/strong><\/span>
\nequipment then other physical characteristics are required to be in place. For example, a<\/strong><\/span>
\nliquid residue in a cargo tank may be unpumpable due to its volatility that impacts an<\/strong><\/span>
\nengineering criterion of the pump, namely, The Net Positive Suction Head of the pump.<\/strong><\/span>
\nFor further technical details regarding this parameter reference can be made to the<\/strong><\/span>
\nINTERTANKO publication – An Explanation and Guideline for Pumping Calculations.<\/strong><\/span>
\nIt should be stated that even if the term \u201cLiquid\u201d is not included into the descriptive<\/strong><\/span>
\nterms for the material remaining in a cargo tank that is deemed dischargeable, then the<\/strong><\/span>
\nterm pumpable will imply the same physical characteristics criterion as discussed above,<\/strong><\/span>
\nnamely, that the residue material must have a viscosity of less than 600 centistokes for<\/strong><\/span>
\neffective pumpability to be achievable.<\/strong><\/span>
\nPumpability can also be synonymous with the term \u201cReachability\u201d. The term \u201cPumpable\u201d<\/strong><\/span>
\nimplies that a defined liquid volume that is capable of being pumped (i.e. the criterion of<\/strong><\/span>
\nNet Positive Suction Head) surrounds and covers the relevant pump suction in a cargo<\/strong><\/span>
\ntank. If, however, the depth of liquid is such that it does not cover the pump suction<\/strong><\/span>
\nthis will result in the pump casing being filled with Vapour or Gas and the residue liquid<\/strong><\/span>
\nnot being \u201cPumpable\u201d or \u201cReachable\u201d by the pump.<\/strong><\/span>
\n3.3 Reachable and Reachability<\/strong><\/span>
\nAs stated above, the term \u201cReachable\u201d can be synonymous with the concept of<\/strong><\/span>
\npumpability in so far that if a liquid volume is pumpable it must also be reachable by the<\/strong><\/span>
\nvessel\u2019s pumps.<\/strong><\/span>
\nHowever, reachability also contains other concepts for the limitation of the discharge of<\/strong><\/span>
\nresidue material within a cargo tank.<\/strong><\/span>
\nReachability of liquid material for discharge within a cargo tank can be explained by the<\/strong><\/span>
\nlocation of the liquid volume and the ability of that volume to become pumpable, namely,<\/strong><\/span>
\nits potential to flow to the fixed and designated pump suction position in a cargo tank. If<\/strong><\/span>
\nthe volume is remote from the pump suction location then it is not \u201cReachable\u201d.<\/strong><\/span>
\nWhat circumstances could be envisaged for such an event to occur? For Pre MARPOL<\/strong><\/span>
\nand Single Hulled SBT type vessels with the extensive furniture in their cargo tanks,<\/strong><\/span>
\nentrapment of pools of liquid by sludge remote from the tank suction point is a real<\/strong><\/span>
\npossibility. Thus, if by chance the sounding of the residues in the tank were to detect<\/strong><\/span>
\nsuch a volume then a false impression could be gained by the surveyor as to the total<\/strong><\/span>
\nresidue content of the tank without regard to the location of the sounding position in<\/strong><\/span>
\nthe cargo tank.<\/strong><\/span>
\nSuch a circumstance as described above raises alternative issues relating the<\/strong><\/span>
\nmethodology of the survey undertaken such that \u201creachability\u201d of any liquid volume can<\/strong><\/span>
\nbe assessed. In this regard, the method of survey becomes important such that this<\/strong><\/span>
\nexclusion could be used for this type of event. Typically, a ROB survey as undertaken by<\/strong><\/span>
\na Cargo Inspector\/surveyor relies upon the findings\/measurements from one sounding in<\/strong><\/span>
\neach cargo tank. The sounding location usually selected by the Inspector\/Surveyor will<\/strong><\/span>
\nbe as close to the aft bulkhead of the cargo tank as is possible given the availability of<\/strong><\/span>
\naccess points in each tank.<\/strong><\/span>
\nReverting to the discussion above regarding the mandatory COW Manual to be found<\/strong><\/span>
\nonboard every crude oil tanker, this Manual contains guidelines as to how to determine<\/strong><\/span>
\nthe \u201cdryness\u201d of each cargo tank and establish the effectiveness of a COW operation.<\/strong><\/span>
\nParagraph 4.4.4. of this manual prescribes the location and number of the necessary<\/strong><\/span>
\nsounding points for undertaking this task and states:<\/strong><\/span>
\nMeans such as level gauges, hand dipping and stripping system performance gauges as<\/strong><\/span>
\nreferred to in 4.4.8. (see below for discussion) shall be provided for checking that the<\/strong><\/span>
\nbottom of every cargo tank is dry after crude oil washing. Suitable arrangements for<\/strong><\/span>
\nhand dipping must be provided at the aftermost portion of a cargo tank and in three<\/strong><\/span>
\nother suitable locations unless other approved means are fitted for efficiently<\/strong><\/span>
\nascertaining that the bottom of every cargo tank is dry. For the purpose of this<\/strong><\/span>
\nparagraph, the cargo tank bottom shall be considered \u201cdry\u201d if there is no more than a<\/strong><\/span>
\nsmall quantity of oil near the stripping suction with no accumulation of oil elsewhere in<\/strong><\/span>
\nthe tank.<\/strong><\/span>
\nIf the foregoing survey method and equipment were to be used instead of the regular<\/strong><\/span>
\none sounding then, a better indication (statistical) of the diversity of the type of<\/strong><\/span>
\nmaterial remaining in the cargo tank could be established and a better assessment of<\/strong><\/span>
\nthe \u201creachability\u201d of any localised liquid volumes remote from the pump suction point<\/strong><\/span>
\ncould be achieved.<\/strong><\/span>
\nOther benefits to be derived from such a survey practice will be discussed below in this<\/strong><\/span>
\npaper.<\/strong><\/span>
\nAn example of an alternative \u201creachability\u201d problem relates to the construction of<\/strong><\/span>
\ncertain Double Hulled tankers. Certain of this type of tanker have their pump suctions<\/strong><\/span>
\nlocated in a well at the aft end of the cargo tank. This well could contain about 3 m3 of<\/strong><\/span>
\ncargo volume. If,however, the cargo type is paraffinic\/waxy and cold ballast is taken in<\/strong><\/span>
\nthe double hull\/bottom space adjacent to a tank being discharged then the content of<\/strong><\/span>
\nthe well could start to solidify (subject to the Pour Point temperature of the cargo)<\/strong><\/span>
\nthereby obstructing liquid access to the pump suction point. The liquid remaining in the<\/strong><\/span>
\ntank, therefore, would not be reachable by the pumps as it would be remote from the<\/strong><\/span>
\npump suction point. Such a design feature may not be known by\/to the attending Cargo<\/strong><\/span>
\nInspector\/surveyor who would report that liquid volumes were present in the tank upon<\/strong><\/span>
\ncompletion of discharge.<\/strong><\/span>
\n4.0 The ROB Report<\/strong><\/span>
\nHaving examined many hundreds of this type of report it never ceases to amase the<\/strong><\/span>
\nauthor that a Cargo Inspector\/surveyor is able to establish that either only Liquid or<\/strong><\/span>
\nSludge (N.B. not Sediment \u2013 see below for discussion) is present in the cargo tank. Logic<\/strong><\/span>
\ndictates that both phases of the crude oil will be present in every cargo tank but in<\/strong><\/span>
\ndiffering proportions dependent upon the type of crude oil, the effectiveness of the<\/strong><\/span>
\nCOW undertaken and the efficiency of the discharge\/stripping programme. The reason,<\/strong><\/span>
\nof course, for such a clear statement on the ROB survey document is the use of a single<\/strong><\/span>
\nsounding in each cargo tank which must produce one single finding for the nature of the<\/strong><\/span>
\nmaterial in each cargo tank.<\/strong><\/span>
\nThe MARPOL Regulations supply guidance as to how the survey should be undertaken \u2013<\/strong><\/span>
\nreference paragraph 4.4.4. of the COW Manual \u2013 and by use of this method a clearer<\/strong><\/span>
\nindication of the nature of the bottom material residues could be obtained.<\/strong><\/span>
\nThe current practices of Cargo Inspectors\/surveyors, when only obtaining one sounding<\/strong><\/span>
\nin a tank, are contravening the best practice guidelines as provided for under MARPOL<\/strong><\/span>
\nwhich the Charterer requires to be observed by reference to an alternative clause in<\/strong><\/span>
\nthe Charter Party that typically requires that the vessel is and will comply with all<\/strong><\/span>
\ncurrent International Regulations. This situation is further provoked by alternative<\/strong><\/span>
\nterms of the typical Freight Retention Clause which requires the recorded to volume to<\/strong><\/span>
\nbe calculated by use of the Wedge Formula. This aspect will be further discussed below<\/strong><\/span>
\nin this document.<\/strong><\/span>
\n4.1 Is the Material Sediment or Sludge?<\/strong><\/span>
\nAlthough this section discusses material that is not liquid, for which a Freight deduction<\/strong><\/span>
\nmay be applicable, the use of terminology on the agreed ROB report is very important<\/strong><\/span>
\nfor it could have alternative consequences for the vessel. Before providing an example<\/strong><\/span>
\nof an impact for 1the misuse of terminology the relevant terms should be defined. The<\/strong><\/span>
\nfollowing definitions can be found in the ISO TR 8338 document dealing with ROB<\/strong><\/span>
\nvolumes on vessels.<\/strong><\/span>
\nSediment – “The element of non-free-flowing material left in a ship’s cargo tank which is<\/strong><\/span>
\nessentially inorganic in nature, for example sand, rust articles etc. It is not<\/strong><\/span>
\nsoluble in hydrocarbon oil.”<\/strong><\/span>
\nSludge – “That element of material in a ship’s cargo tank which is essentially not free<\/strong><\/span>
\nflowing. It consists of hydrocarbon waxes and may contain water\/oil<\/strong><\/span>
\nemulsions and sediments”<\/strong><\/span>
\nThe common description used for non-liquid and unpumpable residues in a cargo tank is<\/strong><\/span>
\nthat of \u201cSediment\u201d. Reviewing the foregoing description it becomes clear that such a<\/strong><\/span>
\ndescription, in the majority of events, is not correct and inapplicable for the residues<\/strong><\/span>
\nfound on the sounding rod. However, for someone reviewing the ROB report at a later<\/strong><\/span>
\ntime, and not present for the survey, could construe that the depth of material left in<\/strong><\/span>
\nthe cargo tank was inorganic material such as rust or sand. Notwithstanding general<\/strong><\/span>
\nimpressions at the time of an ROB survey, crude oil generally contains little or no<\/strong><\/span>
\nsubstance such as sand, although on some occasions it can be found in trace quantities.<\/strong><\/span>
\nGiven the foregoing circumstance it could be understood therefore that the inorganic<\/strong><\/span>
\nmaterial found on the tank bottom at the end of discharge, not associated with the<\/strong><\/span>
\ncrude oil cargo,<\/strong><\/span>
\nmust have been present in the cargo tank prior to loading. If this material, as described<\/strong><\/span>
\nas sediment, caused an inability of the vessel to discharge some unreachable liquid<\/strong><\/span>
\n(entrapped by the sediment, as distinct from sludge which could have emanated from<\/strong><\/span>
\nthe cargo, in a remote location in the cargo tank) then the vessel could be found liable<\/strong><\/span>
\nfor any resulting cargo shortage. Thus, from the foregoing, the description and<\/strong><\/span>
\nterminology used on the agreed ROB report is very important and should be precise.<\/strong><\/span>
\n5.0 The term \u201cFreight\u201d<\/strong><\/span>
\nCharter Party Freight (as distinct from Bill of Lading freight) is the monetary<\/strong><\/span>
\nconsideration paid for the Charter of the vessel. Although, when a vessel is chartered<\/strong><\/span>
\ngenerally she has to make available the total cargo space to the Charterer, the total<\/strong><\/span>
\ncargo space may not be used by the Charterer. Thus, the reason for deadfreight terms<\/strong><\/span>
\nwithin a Charter Party. Likewise within a Charter Party there is generally a clause \u2013<\/strong><\/span>
\nsometimes termed the Clean Seas Clause \u2013which allows the Charterer to pay additional<\/strong><\/span>
\nfreight for the collected slops in a slop tank if the Charterer wishes them transported<\/strong><\/span>
\nto a discharge port for discharge to his orders.<\/strong><\/span>
\nAs an aside it is questionable to the writer whether the payment of freight value alone<\/strong><\/span>
\nfor the recovered volumes in the vessel\u2019s slop tank could be considered adequate<\/strong><\/span>
\nconsideration (payment) for the transfer of custody of the volume given the expenses<\/strong><\/span>
\nincurred in the volumes collection and the previous sums of money that may have been<\/strong><\/span>
\npaid for the same volumes by way of Freight Retention.<\/strong><\/span>
\nThe Freight paid for by the Charterer to charter a vessel will depend upon the quantity<\/strong><\/span>
\nof cargo loaded as described on the cargo\u2019s Bill of Lading. The Bill of Lading cargo<\/strong><\/span>
\nfigure, in turn, is said to represent the quantity of cargo delivered to the vessel by the<\/strong><\/span>
\nshipper of the cargo. As has been implied above in the definition for Cargo, the material<\/strong><\/span>
\nalready onboard the vessel, whether it be slops or OBQ volume, does not constitute a<\/strong><\/span>
\npart of the Bill of Lading volume and therefore freight will not be paid for the volume<\/strong><\/span>
\nunless the Clean Seas clause applies.<\/strong><\/span>
\nTherefore, turning to the meaning or content of the Freight Retention Clause, freight<\/strong><\/span>
\ncan only be deducted for a cargo volume remaining onboard and not for material existing<\/strong><\/span>
\nonboard prior to loading. If the existing material onboard were to be included in the<\/strong><\/span>
\ncalculation for freight retention then, not only would such an act be unequitable and not<\/strong><\/span>
\nfollowing the strict meaning of the clause, but would expose the Owner to the retention<\/strong><\/span>
\nof freight for volumes for which compensation would have been paid pursuant to the<\/strong><\/span>
\nfreight retention clause in previous Charter Parties \u2013 i.e. a double or triple deduction for<\/strong><\/span>
\nthe same volumes.<\/strong><\/span>
\nFinally under this section it is worthwhile briefly discussing the legal principles behind<\/strong><\/span>
\nthe concepts of \u201cAdmixture\u201d and \u201cComixture\u201d that, in turn, will emphasise the<\/strong><\/span>
\nimportance of clear records being maintained for the OBQ and Slop measurement survey<\/strong><\/span>
\nand its quantification. In the case referring to “Ypatiania”, the vessel had collected a<\/strong><\/span>
\nsignificant volume of slop within the vessel’s slop tank. The vessel was chartered and<\/strong><\/span>
\ncargo was loaded on top of the defined and measured slop volume. At the discharge port<\/strong><\/span>
\nthe receivers required the vessel to discharge total volumes on board the vessel but the<\/strong><\/span>
\nOwners refused and retained on board a volume equivalent to the originally measured<\/strong><\/span>
\nslop volume. The High Court decided that such an action was in order and that the<\/strong><\/span>
\noriginal Bill of Lading cargo volume had been discharged.<\/strong><\/span>
\nWithout discussing all the legal implications, the principles involved within the case were<\/strong><\/span>
\nthose of distinguishing admixture of a cargo from co-mixture with a cargo.<\/strong><\/span>
\n6.0 The term \u201cInsurance\u201d<\/strong><\/span>
\nThe term \u201cInsurance\u201d within this clause could relate to differing insurance policies.<\/strong><\/span>
\nTaking the most obvious first, namely, the main insurance policy for the cargo described<\/strong><\/span>
\nand defined within the Bill of Lading, then clearly, if a proportion of the cargo that is<\/strong><\/span>
\ncapable of discharge has not been discharged then compensation for this expense could<\/strong><\/span>
\nbe sought for the lost expense to the insured.<\/strong><\/span>
\nHowever, what happens when the Charterer pays the freight for the Slop volume and<\/strong><\/span>
\ntherefore obtains an \u201cinsurable interest\u201d in the volume and a proportion of this volume<\/strong><\/span>
\nremains onboard. It is reasonable to believe that the original insurance policy for the Bill<\/strong><\/span>
\nof Lading cargo as purchased would not cover this additional volume. Thus, which<\/strong><\/span>
\ninsurance premium should be used in order to calculate the recoverable sum for the ROB<\/strong><\/span>
\nvolumes remaining in the vessel\u2019s slop tank particularly when \u201cload on top\u201d has been<\/strong><\/span>
\nexercised by the vessel upon authorisation from the Charterer. In such a situation the<\/strong><\/span>
\nunit value for the diverse volumes would be different thereby attracting a differing<\/strong><\/span>
\nrate of insurance premium.<\/strong><\/span>
\nAn equitable remedy to such a situation would be the proportioning of the premium in<\/strong><\/span>
\naccordance with the proportions of the volumes in the slop tanks.<\/strong><\/span>
\n7.0 The term \u201cIndependent Cargo Inspector\u201d or \u201cSurveyor\u201d<\/strong><\/span>
\nReference to this term in the clause raises two issues with respect to the operation of<\/strong><\/span>
\nthe clause, namely,<\/strong><\/span>
\nArbitration decisions considering disputes relating to this clause have required that the<\/strong><\/span>
\nindependent surveyor nominated to undertake the required survey for the assessment<\/strong><\/span>
\nof the nature of the material remaining in the cargo tanks and the subsequent<\/strong><\/span>
\nvolumetric calculation must make the determination at the time of the survey. A<\/strong><\/span>
\nstatement on a subsequently typewritten ROB report relating to the liquidity,<\/strong><\/span>
\npumpability or even possibly of reachability would not be acceptable. Further, printed<\/strong><\/span>
\ndefinitions on an ROB report as to the similarity between a liquid determination and the<\/strong><\/span>
\nconcept of pumpability as well as similar statements made by others \u2013 the survey office<\/strong><\/span>
\nmanager \u2013 will not be acceptable for the fulfilment of the surveyor\u2019s responsibilities as<\/strong><\/span>
\nrequired by the clause. In short, the assessment of the nature and volume of ROB<\/strong><\/span>
\nmaterial relating to the cargo has to be established and recorded at the time of the<\/strong><\/span>
\nsurvey.<\/strong><\/span>
\nIndependent \u2013 what does this really mean in the context of the operation of this clause?<\/strong><\/span>
\nIn general terms it would imply that the surveyor used for this task is not in the direct<\/strong><\/span>
\nemploy of either parties to the Charter Party contract. However, in this particular case<\/strong><\/span>
\nit is believed that the term goes beyond such a general meaning.<\/strong><\/span>
\nFor example, is the cargo inspector being used as the custody transfer inspector under<\/strong><\/span>
\nthe requirements and terms of the Sale contract sufficiently independent for the<\/strong><\/span>
\npurposes of this Charter Party clause? In order to determine the answer to this<\/strong><\/span>
\nquestion it is necessary to look at each case individually together with the commercial<\/strong><\/span>
\nand corporate relationships between the contracting parties to both the Contract<\/strong><\/span>
\nof Sale and the Charter Party and the agents or \u201cservants\u201d used pursuant to<\/strong><\/span>
\nrequirements in these Contracts.<\/strong><\/span>
\nOther issues arise with respect to the appointment of the Independent Inspector or<\/strong><\/span>
\nSurveyor?<\/strong><\/span>
\nIn certain of these types of clauses there is an allowance for each party to appoint their<\/strong><\/span>
\nown surveyor. What happens then if the two surveyors do not agree on their<\/strong><\/span>
\nindependent findings<\/strong><\/span>
\nat the time of the survey? Which surveyor\u2019s report prevails? What happens when one<\/strong><\/span>
\nparty fails to appoint a surveyor or the surveyor arrives after the ROB survey is<\/strong><\/span>
\ncompleted? In the event that the parties agree to a sole Surveyor and agree to pay the<\/strong><\/span>
\nsurvey fees proportionally \u2013 does the non payment of fees by one party invalidate one of<\/strong><\/span>
\nthe strict requirements of the clause and therefore the proposed deduction in the<\/strong><\/span>
\namount of freight due? The answers to all these question would depend upon the facts in<\/strong><\/span>
\nthe issue but non payment of survey fees, it is thought, would not allow the defaulting<\/strong><\/span>
\nparty to avoid the findings of a properly executed survey.<\/strong><\/span>
\n8.0 The term \u201cWedge Formula\u201d<\/strong><\/span>
\nBy reference to the foregoing discussions the author has great difficulty in<\/strong><\/span>
\nunderstanding why a Charterer would require a vessel to undertake this type of<\/strong><\/span>
\nmeasurement calculation when such a calculation method implies a direct breach of the<\/strong><\/span>
\nInternational Regulation (MARPOL)<\/strong><\/span>
\nGuidelines. This observation is particularly pertinent given the Charterer\u2019s requirements<\/strong><\/span>
\nin an alternative clause that requires the vessel to comply with all the relevant<\/strong><\/span>
\nInternational Regulations throughout the period of the Charter.<\/strong><\/span>
\nBy use of the \u201cWedge Formula\u201d to calculate the final \u201cliquid\u201d volume in the cargo tank\/s<\/strong><\/span>
\nit implies that the Charterer will accept the depth reported for the single sounding in<\/strong><\/span>
\neach cargo tank \u2013 normally taken close to the aft bulkhead of the cargo tank. As<\/strong><\/span>
\ndiscussed above, a single sounding does not supply a reasonable indication of the extent<\/strong><\/span>
\nand nature of residue material left in a cargo tank. Relying upon this one sounding in a<\/strong><\/span>
\ncargo tank for such purposes is similar to selecting one thousand people and selecting<\/strong><\/span>
\none of the persons as being the person representing the average height of the original<\/strong><\/span>
\nthousand chosen. Luck may allow the surveyor to be correct for the volume reported but<\/strong><\/span>
\nthe probability is small.<\/strong><\/span>
\nThe reference to the use of a wedge formula does not define which wedge formula for<\/strong><\/span>
\nthere are probably as many as there are Cargo Inspectors. Some wedge formulas are<\/strong><\/span>
\nderived from first principles of geometry whereas others are developed from the<\/strong><\/span>
\noriginal types of the geometric wedge formulas for ease of calculation or<\/strong><\/span>
\ncomputerisation. In this regard it should be stressed that, although this ROB survey is<\/strong><\/span>
\nprobably one of the most important surveys to be carried out for the efficient<\/strong><\/span>
\ntransportation of a crude oil cargo, the current culture and procedures used for this<\/strong><\/span>
\nsurvey are those of speed \u2013 which implies potential inaccuracy. An examination of a<\/strong><\/span>
\nvessel\u2019s time sheet bears witness to this fact.<\/strong><\/span>
\n8.1 The Geometric Form of the Wedge Formula(DAHA ONCEKI BOLUMLERDE<\/strong><\/span>
\nANLATILMISTIR.)<\/strong><\/span>
\nThis form of the wedge formula assumes that the cargo tank is \u201cboxed shaped\u201d with no<\/strong><\/span>
\ninternal \u201cdeadwood\u201d or furniture (pipeline systems, heating coils etc) that would impact<\/strong><\/span>
\nthe accuracy of the volume calculated from the sounding. Further the wedge formula<\/strong><\/span>
\ncalculation makes an enormous assumption that any \u201cliquid\u201d found in a cargo tank is in the<\/strong><\/span>
\nform of a regular wedge shape with its base at the aft bulkhead of the cargo tank.<\/strong><\/span>
\nClearly, such a series of assumptions can normally invalidate the absolute accuracy of<\/strong><\/span>
\nthe calculation immediately given, amongst other issues, the shape of wing cargo tanks<\/strong><\/span>
\n(the turn of the bilge) and in particular those wing tanks at the fore and aft parts of<\/strong><\/span>
\nthe vessel \u2013 No. 1 wing tanks and slop tanks. However, this type of wedge calculation can<\/strong><\/span>
\nbe undertaken as follows (ref appendix 1):<\/strong><\/span>
\nThe Calculation Method for Geometric form of the Wedge Formula<\/strong><\/span>
\nAssumption:- Given the small angle involved with the trim of the vessel then the “Sine”<\/strong><\/span>
\nof an angle is the same as the “Tan” of the angle.<\/strong><\/span>
\nTherefore:-<\/strong><\/span>
\nStep 1 Correct the position of the sounding position with respect to the aft bulkhead of<\/strong><\/span>
\nthe tank<\/strong><\/span>
\ndue to the trim of the vessel – distance = A<\/strong><\/span>
\nA = Tank Reference Height (Observed Height) x Tan X<\/strong><\/span>
\nWhere X is the Trim angle of the vessel and,<\/strong><\/span>
\nTan X = (Aft Draught – Forward Draught)\/ Length Between Perpendiculars (L.B.P.) of<\/strong><\/span>
\nthe vessel<\/strong><\/span>
\nStep 2 Determine the distance of the apex of the wedge from the aft bulkhead in order<\/strong><\/span>
\nto discover whether (1) should a wedge formula be used at all (N.B. a wedge formula is<\/strong><\/span>
\nnot applicable if (a) the liquid surface covers the total tank floor or the calculated apex<\/strong><\/span>
\nof the wedge is at or beyond the forward bulkhead of the tank or (b) sludge R.O.B.<\/strong><\/span>
\nvolumes) and (2) whether the wedge is a regular wedge (this can be checked by<\/strong><\/span>
\ncomparison with alternative soundings)<\/strong><\/span>
\nDistance of the apex of the wedge from Sounding position is F<\/strong><\/span>
\nObserved Sounding is S<\/strong><\/span>
\nF = S Tan X<\/strong><\/span>
\nThe Distance of the apex of the wedge to the aft bulkhead is E<\/strong><\/span>
\nWhere E = (F – A) + B<\/strong><\/span>
\nand B is the distance on deck from the point of sounding to the aft bulkhead<\/strong><\/span>
\nStep 3 Determine the depth of the wedge at the aft bulkhead of the tank – D<\/strong><\/span>
\nD = E Tan X Step 4 Knowing D (sounding depth at the aft bulkhead) and E (the distance<\/strong><\/span>
\nfrom the aft bulkhead to the apex of the wedge), then the area of the longitudinal cross<\/strong><\/span>
\nsection of the wedge may be calculated. Thus:-<\/strong><\/span>
\nAs the area of a triangle = (Base x Height) \/ 2 then;<\/strong><\/span>
\n(D x E) \/ 2 = cross sectional area of wedge<\/strong><\/span>
\nStep 5 Having obtained the cross sectional area of the wedge the volume of the wedge<\/strong><\/span>
\nmay be calculated by multiplication by the breadth of the tank (N.B. The Breadth of the<\/strong><\/span>
\ntank should be measured at the bottom of the tank at the aft bulkhead position and not<\/strong><\/span>
\nat deck level or elsewhere within the tank)<\/strong><\/span>
\nThus:-<\/strong><\/span>
\nVolume of Wedge = Cross sectional Area x Breadth of Tank<\/strong><\/span>
\nThroughout this calculation it is of importance that all distances are in meters. Do not<\/strong><\/span>
\ntherefore use centimetres for the observed sounding.<\/strong><\/span>
\n8.2 I.S.O. 8697 Wedge Method<\/strong><\/span>
\nAs an alternative to the foregoing method an I.S.O. standard method is also available.<\/strong><\/span>
\nThis method depends upon the accuracy of the vessel\u2019s tank calibration tables for the<\/strong><\/span>
\nlarger ullages\/smaller soundings in the cargo tank. If the tank calibration tables are<\/strong><\/span>
\naccurate for this region of the cargo tanks then this method will give added accuracy to<\/strong><\/span>
\nthe general method of calculating tank residues after discharge. The method is as<\/strong><\/span>
\nfollows:-<\/strong><\/span>
\nStep 1 Calculate DA, the Corrected liquid sounding at the aft bulkhead position:<\/strong><\/span>
\nDA = D + [f(Y – Hf)]<\/strong><\/span>
\nWhere: D is the observed liquid sounding<\/strong><\/span>
\nf is the Trim factor (Ts\/Ls)<\/strong><\/span>
\nTs is the vessel’s trim<\/strong><\/span>
\nY is the distance of the sounding point to the aft bulkhead<\/strong><\/span>
\nH is the reference height of the Tank<\/strong><\/span>
\nLs is the vessel’s Length Between Perpendiculars<\/strong><\/span>
\nStep 2 Calculate Ct, the Tank Constant:<\/strong><\/span>
\nCt = Ls\/(2 x Ts x Lt)<\/strong><\/span>
\nWhere: Lt is the Length of the Tank<\/strong><\/span>
\nStep 3 Calculate the “k” coefficient:<\/strong><\/span>
\nk = DA x Ct<\/strong><\/span>
\nIf k > 0.5 there is no wedge<\/strong><\/span>
\nIf k \u00a3 0.5 there is a wedge<\/strong><\/span>
\nStep 4 If k > 0.5; calculate the volume of the liquid contained in the tank from the tank<\/strong><\/span>
\ncalibration tables using the Observed sounding, D, applying the trim corrections.<\/strong><\/span>
\nStep 5 If k \u00a3 0.5; calculate DX, the wedge sounding:<\/strong><\/span>
\nDX = DA\/2<\/strong><\/span>
\nStep 6 Enter the tank calibration tables with DX, without applying trim corrections to<\/strong><\/span>
\nobtain the equivalent volume VO.<\/strong><\/span>
\nStep 7 Calculate the liquid wedge volume, V1;<\/strong><\/span>
\nV1 = VO x 2 x k<\/strong><\/span>
\n8.3 The alternative Residue Calculation<\/strong><\/span>
\nIf the procedures as specified in the COW manual are followed for the determination of<\/strong><\/span>
\nthe \u201cDryness\u201d of a cargo tank, namely, the sounding of the residues in four differing<\/strong><\/span>
\nlocations within the cargo tank, then the foregoing methods of calculation can be<\/strong><\/span>
\navoided. Such a method will provide a clearer indication as to the type and nature of the<\/strong><\/span>
\nresidues on the tank floor as well as provide clearer indications as to the profile of the<\/strong><\/span>
\nresidues within the cargo tank.<\/strong><\/span>
\nAssuming the shape of the individual cargo tanks is fairly regular\/constant in a fore and<\/strong><\/span>
\naft direction and, notwithstanding the fact that the vessel will be significantly trimmed<\/strong><\/span>
\nby the stern, then the four measurements, as suggested in the COW Manual guidelines,<\/strong><\/span>
\nas obtained by sounding can be used to calculate an average sounding so as to obtain a<\/strong><\/span>
\nsingle sounding.<\/strong><\/span>
\nThe single average sounding can be used directly to obtain an equivalent volume from the<\/strong><\/span>
\nvessel\u2019s tank calibration tables.<\/strong><\/span>
\n9.0 Conclusions<\/strong><\/span>
\nAlthough in the recent years the number of occasions that this clause has impacted the<\/strong><\/span>
\npayment of the full freight due on completion of the voyage are few. However, with the<\/strong><\/span>
\ncurrent increased value of Crude Oil it is thought that potentially the number of such<\/strong><\/span>
\nissues could rise.<\/strong><\/span>
\nNotwithstanding the foregoing and given the guidelines supplied above for both the<\/strong><\/span>
\nrespective operational and survey parameters, a vessel\u2019s freight account should not be<\/strong><\/span>
\nimpacted by this clause if diligent operations for a discharge of cargo are observed. It<\/strong><\/span>
\nis, of course, accepted that a crude oil cargo can exhibit inherent vices (sludging) which<\/strong><\/span>
\ncould impact such operations but with the use of more searching survey procedures<\/strong><\/span>
\n(obtaining a more relevant profile of residues than currently undertaken) for this<\/strong><\/span>
\nimportant survey the vices of the cargo should become irrelevant for the interpretation<\/strong><\/span>
\nof this clause and its defining parameters.<\/strong><\/span>
\nThe foregoing discussion will hopefully supply the necessary scope of information to<\/strong><\/span>
\nVessel\/Charterer\u2019s Operations as well as Independent Surveyors as to the defining<\/strong><\/span>
\nparameters involved within the general types of Freight Retention Clauses so that<\/strong><\/span>
\ndisputes concerning the operation of this clause can be avoided.<\/strong><\/span>
\nTRAINING AND DRILL<\/strong><\/span>
\nOLMASI GEREKENLER VE YAPILMASI GEREKLI ARALIKLAR NORMALINDE ASAGIDAKI GIBIDIR<\/strong><\/span>
\n1-FIRE(AYLIK)<\/strong><\/span>
\nA-IN ACCOMMODATION<\/strong><\/span>
\nB-IN ENGINE ROOM<\/strong><\/span>
\nC-ON DECK<\/strong><\/span>
\nD-IN DANGEROUS CARGO<\/strong><\/span>
\nHER IKI DRILLDEN BIR TASNESI MUTLAKA MAKINE DAIRESI OLMALI<\/strong><\/span>
\n2-DAMAGE TO SHIP<\/strong><\/span>
\nA-ABANDON SHIP(AYLIK)<\/strong><\/span>
\nB-ABANDON SHIP WITH USE OF LIFEBOAT(FREE FAL ICIN 3 AYDA BIR YERINDEN OYNATILMALI<\/strong><\/span>
\nSIMULTANATION YAPILACAK\/6 AYDA BIR SUYA VERILECEK)<\/strong><\/span>
\nC-EMERGENCTY STEERING(3 AYDA BIR)<\/strong><\/span>
\n3-POLLUTION(3 AYDA BIR)<\/strong><\/span>
\nA-DANGEROUS CARGO ON DECK CH.HANDL.<\/strong><\/span>
\nB-OIL SPILL DRILL<\/strong><\/span>
\n4-PERSONAL ACCIDENTS<\/strong><\/span>
\nA-MAN OVERBOARD(3 AYDA BIR)<\/strong><\/span>
\nB-PERSONAL SAFETY AND EDUCATION<\/strong><\/span>
\n(KAPALI YERLERE GIRIS VE ADAM KURTARMA(2 AYDA BIR)<\/strong><\/span>
\n5-EMERGENCY ASSIST TO OTHER VESSELS<\/strong><\/span>
\nA- SAR OPR.(6 AYDA 1)<\/strong><\/span>
\nHERKES MKNDE<\/strong><\/span>
\nINCINERATOR \/SEWAGE VE 15 PPM CIHAZINI CALISTIRABILECEK\/BLACK OUT OLDUKTAN<\/strong><\/span>
\nSONRA<\/strong><\/span>
\nHANGI SISTEMLER DEVREYE ALINMALI CHF ENGINEER STANDING ORDER EKLENMESI VE<\/strong><\/span>
\nHERKESCE<\/strong><\/span>
\nBILINMESI.EGER YOKSA BUNUN SIRAYA KONARAK LISTENIN ASILMASI<\/strong><\/span>
\nTUP PERSONEL ISE<\/strong><\/span>
\n1-YANGIN POMPALARINI CALISTIRACAK EMG.DAHIL<\/strong><\/span>
\n2-EMG.SINTINE POMPASI CALISTIRMA VE VALFLERIN YERLERI<\/strong><\/span>
\n3-FILIKA VE RESCUE BOAT INDIRME MOTOR CALISTIRMA<\/strong><\/span>
\nFILIKADA HERKES YERINI BILECEK AYLIK DRILLERDE HERKES YERINE OTURMALI<\/strong><\/span>
\nCAN YELEKLERI YANLARINDA OLACAK<\/strong><\/span>
\n4-EMG.JENERATOR CALISTIRMA<\/strong><\/span>
\n5-EMG.STEERING GEAR DONANIMININ CALSITIRLMASI,<\/strong><\/span>
\nWATER INGRESS MONITORING MASTER’S GUIDE<\/strong><\/span>
\nGEMINIZDE BULUNAN WIM(WATER INGRESS MONITOR)HER ZAMAN FIRE ALARM GIBI<\/strong><\/span>
\nDUSUNULECEK VE ACIL MUDAHALE YAPILMASI GEREKLI OLDUGU HATIRLANACAKTIR.<\/strong><\/span>
\nEGER SINYAL GELIYORSA VE DURUM DEVAM EDIYORSA GEREKIRSE GEMIYI TERK<\/strong><\/span>
\nEDILECEGI UNUTULMAMALIDIR.<\/strong><\/span>
\nBU NEDENLE EGER ALARM CALARSA SORUMLU ZABIT HIC VAKIT GECIRMEDEN DURUMUN NE<\/strong><\/span>
\nOLDUGUNU TESPIT ETMEK UZERE NERDE CALDIGINA VE GERCEK OLUP OLMADIGINI<\/strong><\/span>
\nANLAMAK ICIN ORAYA GIDECEK.<\/strong><\/span>
\nDIGER PERSONEL ISE HEMEN TOPLANMA YERLERINE GECECEKTIR.<\/strong><\/span>
\nARASTIRMA HAYAT KAYBETTIRMEYECEK SEKILDE YAPILMALI.PERSONELIN AGIR HAVA<\/strong><\/span>
\nSARTLARINDA ARASTIRMA ICIN GUVERTEYE CIKMASI OLDUKCA TEHLIKELIDIR.GEMI<\/strong><\/span>
\nKAPTANI BASKA BIR ALTERNATIF OLMADIGINI GORURSE BUNA MUSADE EDECEKTIR.<\/strong><\/span>
\nWIM IN AMACI HER AMBARDAKI DURUMU OLAY YERINE GITMEDEN ARASTIRMA IMKANI<\/strong><\/span>
\nVERMESIDIR.<\/strong><\/span>
\nEGER BIR ALARM CALDIGINDA GEMI KAPTANI HIC BIR GECIKMEYE SEBEP VERMEDEN<\/strong><\/span>
\nDIGER GOSTERGELERIN(BU GOSTERGELER HEEL INDICATORLER,TRIM INDICATORLER VE<\/strong><\/span>
\nDRAFT GEYCLERI OLABILIR)DURUMUNUDA ARASTIRACAKTIR..<\/strong><\/span>
\n*GEMI YANA YATMAYA BASLADIMI<\/strong><\/span>
\n*GEMI TRIMI FAZLA BIR SEKILDE ARTIYORMU<\/strong><\/span>
\n*GUVERTEDE DIKKATI CEKEN GORUNEN HERHANGI BIR SEY VARMI MESELA YERINDEN<\/strong><\/span>
\nATMIS VEYA ARALIK BIR AMBAR KAPAGI VARMI,VEYA SUYUN GELEBILCEGI YERLER VARMI<\/strong><\/span>
\nDRY SPACELERDEN BASKA,<\/strong><\/span>
\nSUNU HER ZAMAN HATIRLAMALIYIZ KI BU ARASTIRMANIN ILK AMACI GERCEK DURUMUN<\/strong><\/span>
\nOLUP OLMADIGININ ARASTIRILMASI IKINCISI ISE DURUMUN GELISIMININ NE DURUMDA<\/strong><\/span>
\nOLDUGUNUN TESPITIDIR.<\/strong><\/span>
\nWIM BELKIDE BU AKTIVITEYI YAKALMISTIR MESELA BIR AMBARDAN SONRA DIGER<\/strong><\/span>
\nBITISIK AMBARDANDA VEYA LOKAL OLARAK ZOR TESPIT EDILEBILECEK BIR YERDENDE<\/strong><\/span>
\nAYNI ALARMIN YUKSELMESI OLABILIR.BU DURUMUN SONUCU GERCEKTEN CIDDI OLABILIR.<\/strong><\/span>
\nSUNU UNUTMAMALIYIZ KI BIR DOKMECI GEMIDE IKI AMBARIN SU ALMASI SONUCUNDA<\/strong><\/span>
\nGEMININ HALA YUZER DURUMDA OLMASI OLDUKCA ZORDUR.<\/strong><\/span>
\nGEMI KAPTANININ HAREKETI SIG SULARDA GEMI BATMADAN OTURTMA SEKLINDE<\/strong><\/span>
\nOLABILECEGI ICIN BUNUN HARICINDE GEMIDE BULUNAN HAYATLARI KURTARMA UZERINE<\/strong><\/span>
\nOLMALIDIR.<\/strong><\/span>
\nVE PERSONEL HIC BIR VAKIT GECIRMEDEN GEMIYI TERK ETMEK UZERE HAREKETE<\/strong><\/span>
\nGECMELI AMA SON SOZ KAPTANIN OLDUGU ICIN MUTLAKA GEMI KAPTANININ TALIMATINI<\/strong><\/span>
\nBEKLEMELIDIRLER.<\/strong><\/span>
\n-TEDBIRLER;<\/strong><\/span>
\nWIM HAREKETE GECTIGINDE BAZI ONEMLI ANAHTAR HAREKETLER ASAGIDADIR.<\/strong><\/span>
\n*PRE ALARM CALDIGINDA PERSONEL HEMEN EMERGENCY STATION LARA GIDECEKTIR.<\/strong><\/span>
\nBUNUN AMACI LIFE SAVING TECHIZATININ HAZIRLANMASIDIR.ASLA HIC BIR LIFEBOAT<\/strong><\/span>
\nASLA ASAGIYA INDIRILMEYECEK VE BINILMEYECEKTIR.<\/strong><\/span>
\nSAHIL RESCUE CO-ORDINATION ISTASYONALARINA URGENCY ALERTI VERILECEKTIR.<\/strong><\/span>
\nEGER GEMIDE HIZLI BIR SEKILDE BATMA TESPIT EDILIRSE BU DISTRESS ALARMI<\/strong><\/span>
\nOLACAKTIR.<\/strong><\/span>
\nMAIN ALARM,MUSTER(ALL PERSONEL)BUNUN AMACI ARASTIRMAYA GIDEN VEYA SISTEMI<\/strong><\/span>
\nCALISIR HALDE TUTAMAYA CALISAN PERSONEL HARIC TUM PERSONELIN TOPLANMASI<\/strong><\/span>
\nICINDIR.<\/strong><\/span>
\nURGENCY SINYALI DISTRESS OLARAK YUKSELTEBILIRIZ<\/strong><\/span>
\nIKINCI SAPACE ALARM HAREKETE GECTIGINDE (PRE ALARM VE MAIN ALAM)TUM<\/strong><\/span>
\nPERSONELIN VE ARASTIRMAYA GIDEN VEYA BASKA BIR GOREV VERILEN PERSONELIN<\/strong><\/span>
\nGERIYE CAGRILDIGINDAN TOPLANMA YERINDE OLDUGUNDAN EMIN OL.<\/strong><\/span>
\n*GEMI KAPTANINDAN EMIR GELMEDIGI SURECE ASLA HIC BIR LIFE SAVING TECHIZATINI<\/strong><\/span>
\nSUYA INDIRMEYIN GEMI KAPTANI GEMIYI TERK EMRINI ASAGIDAKILERDEN EMIN<\/strong><\/span>
\nOLDUGUNDA VERECEKTIR.<\/strong><\/span>
\n*GEMI GERCEKTEN BATIYORSA.BUTUN GEYCLERI VE INDIKATORLERI INCELEYECEK (DRAFT<\/strong><\/span>
\nINDICATOR,HEELING INDICATOR GIBI)VANTILASYONLARDA HIZLI BIR HAVA CIKISI<\/strong><\/span>
\nVARSA VE SU GIRDIGI TESPIT EDILIRSE,AMBAR KAPAGI ATARSA\/ACILIRSA UMULMADIK<\/strong><\/span>
\nBIR YERE SU GIRERSE.<\/strong><\/span>
\n*EGER GEMININ ALTINDAKI SU DERINLIGI HULL YUKSEKLIGINI GECIYORSA(KUMLUGA<\/strong><\/span>
\nOTURTMA DUSUNULEBILIR EGER SIG SU VARSA) *BATISIN HIZI GEMININ SUYA<\/strong><\/span>
\nGOMULMEDEN EVVEL LIFE SAVING TECHIZATININ SUYA INDIRILEBILMESI ICIN ONEMLI<\/strong><\/span>
\nBIR UNSURDUR.<\/strong><\/span>
\nAGIR YUKLERDE OZELLIKLE IRON ORE GIBI YUKLERDE GEMI OLDUKCA HIZLI BATAR.<\/strong><\/span>
\n-IKAZ<\/strong><\/span>
\nBIR COK GEMICI GEMI BATARKEN GEMIYI TER ETME ZAMANI BULAMADIGI ICIN<\/strong><\/span>
\nKAYBEDILMISTIR.<\/strong><\/span>
\nVE BIR COK GEMICI DISTRESS SINYALI GONDEREMEDEN KAYBOLMUSTUR.<\/strong><\/span>
\nBU IKI GUZEL NEDENDEN DOLAYI WATER INGRESS ALARM OLDUKCA ONEMLIDIR.<\/strong><\/span>
\nDEVAMLI YANLIS ALARM VEREN BIR INDIKATOR VARSA MUTLAKA DEGISTIRLMELIDIR.BU<\/strong><\/span>
\nDURUM GEMI ADAMLARININ OLAYI ONEMSEMEMISINI VE YAVAS HAREKET ETMELERINI<\/strong><\/span>
\nSAGLAR.EGER ALARM YANLISSA PERSONEL YERLERINE ALINMALIDIR.EGER GERCEKSE VE<\/strong><\/span>
\nPERSONEL TOPLANMAMISSA YAPILABILECEKLER ICIN ARTIK COK GEC OLABILIR.UYKUNUZU<\/strong><\/span>
\nKAYBETMENIZ HAYATINIZI KAYBETMENIZDEN DAHA ONEMLI DEGILDIR.<\/strong><\/span>
\nSADECE COK CIDDI YANGINLAR GEMININ KURTARILMASINI TEHDIT EDEBILIR AMA<\/strong><\/span>
\nGEMININ SU ALMASI BATMASI ANLAMINA GELIR.<\/strong><\/span>
\nGEMININ SU ALMASI YANGINLA SAVASMADAN DAHA CIDDI BIR OLAYDIR.BU NEDENLE<\/strong><\/span>
\nGEMININ SU ALMASI DURUMUNU YANGIN DURUMUNDAN DAHA YUKSEK BIR STATUDE<\/strong><\/span>
\nDEGERLENDIRMEMIZ GEREKTIGINI ORTAYA KOYMAKTADIR.<\/strong><\/span>
\nWIM ALARMINI ALINDIGINDA ENYUKSEK DERECEDE ALERT DURUMUNA GECMEMIZ<\/strong><\/span>
\nGEREKTIGINI HERKESIN BILMESI GERKEMEKTEDIR.<\/strong><\/span>
\nYASAMLARIN KURTARILMASI DILEGIYLE KOLAY GELSIN.<\/strong><\/span>
\nBIR YAKIT YUKUNUN HESAPLANMASINDA NELERE DIKKAT<\/strong><\/span>
\nETMELISINIZ.ZABITLERIN OKUMASI.<\/strong><\/span>
\nCALCULATION CARGO QUANTITY FOR OIL CARGO<\/strong><\/span>
\nA-HERKESIN AYNI ASTM TABLE KULLANDIGINDAN EMIN OLUN<\/strong><\/span>
\nB-TABLE 6A VEYA 6B YERINE YUKU FAZLA GOSTERMEK ICIN BAZI ULKELERDE<\/strong><\/span>
\n1980 ONCESI KULLANILAN TABLE 6 KULLANILIR BUNA DIKKAT EDIN.<\/strong><\/span>
\nC-PIPE LINE LAR HESAPLAMAYA DAHILMI BAKIN<\/strong><\/span>
\nD-INSPECTOR UN HESAPLAMASINI ONLY FOR TEMPERATURE AND ULLAGE YAZARAK<\/strong><\/span>
\nIMZALAYIN<\/strong><\/span>
\nE-GEMI VESSEL EXPERIENCE FACTOR(VEF) DIKKATE ALIN<\/strong><\/span>
\nF-EGER GEMI FIGURU SAHILDEN FARKLI ISE HESAPLAMALARI TEKRAR GOZDEN<\/strong><\/span>
\nGECIRIN<\/strong><\/span>
\nG-HESAPLAR YINE FARKLI CIKIYORSA SIRKETE BILDIRIN.TAVSIYE ALIN.<\/strong><\/span>
\nH-OBQ(ONBOARD QUANTITY BIR ONCEKI YUKTEN GEMIDE KALAN MIKTAR)<\/strong><\/span>
\nOLANDAN EKSIK GOSTERMEYIN BUDA YUKUN EKSIK CIKMASI SONUCUNU<\/strong><\/span>
\nGETIRIR.<\/strong><\/span>
\nI-ULLAGE ALIMINDA ASLA GEMIDE SAHIL CIHAZINI KULLANDIRTMAYIN.<\/strong><\/span>
\nJ-EGER ISRAR EDILIRSE GEMI VE SAHIL ALETI BIRLIKTE KULLANILACAK<\/strong><\/span>
\nVE HER IKI ALETDE SAHILE VERIFICATION ICIN GONDERILECEK<\/strong><\/span>
\nK-EGER BIR TANKTA HER SEVIYEDE SICAKLIK 5 DERECE OYNUYORSA MUTLAKA<\/strong><\/span>
\nUC SEVIYEDEN SICAKLIK OLCUN VE ORTALAMA SICAKLIGI KULLANIN.<\/strong><\/span>
\nL-HER TANKIN SICAKLIGINI AYRI AYRI DIKKATE ALIN.<\/strong><\/span>
\n1 DERECELIK SICAKLIK FARKI YAKLASIK 100 TON EDER.<\/strong><\/span>
\nM-YUKUN DENSITESININ VACUM VEYA AIR OLMASINA DIKKAT EDIN.<\/strong><\/span>
\n0.0100 LIK BIR HATA YAKLASIK 1000 TONLUK BIR HATA GETIREBILIR.<\/strong><\/span>
\nN-TRIM VE LIST ONEMLIDIR DIKKAT EDIN 1 DERECELIK BIR HATA 150 TON<\/strong><\/span>
\nEKSIK CIKMANIZA NEDEN OLABILIR.<\/strong><\/span>
\nO-ROB(REMAIN ON BOARD) ICIN BUTUN TANKLARI CEK EDIN<\/strong><\/span>
\nP-INSPECTORU YUKUN BASKA YERLERE GITMEDIGINI ISPAT ICIN BALAST<\/strong><\/span>
\nTANKLARININ VE COFER TANKLARIN CEKINE DAVET EDIN.<\/strong><\/span>
\nR-DRY TANK SERTIFIKASI IMZALANANA VEYA ROB UZERINDE ANLASMA SAGLANANA<\/strong><\/span>
\nKADAR ASLA MANIFOLD KOLARI VEYA BAGLANTI HORTUMUNU SOKTURMEYIN.<\/strong><\/span>
\nSEDIMENT(KUM VE SLUDGE KARISIK BASILAMAZ) OLARAK YAZDIRMAK EN IYISI.<\/strong><\/span>
\nS-ROB FIGURU AYRICA KENDINIZ HESAPLAYIN.GEREKIRSE WEDGE FORMUL<\/strong><\/span>
\nKULLANILMASINDA ISRAR EDIN.<\/strong><\/span>
\nAVRUPA MARPOL UYARISI<\/strong><\/span>
\n-marpol 73\/78 annex 6 nin 19 mayis 2005 de devreye girmesiyle<\/strong><\/span>
\nbirlikte AVRUPA limanlarinda yapilan marpol kontrolleri<\/strong><\/span>
\nsikilastirilmistir.bas muhendis ile gorusulerek yakit dosyasinin<\/strong><\/span>
\nve yag kayit defterinin cok iyi bir sekilde tanzim edilmesi<\/strong><\/span>
\ngerektiginin bildirilmesi.son bir yil icerisinde alinan tum<\/strong><\/span>
\nyakitlarin bunker receipt lerinin bu dosya icerisinde olmasi<\/strong><\/span>
\nzorunluluktur.bilgi olarak gemiler her yakit alimlarinda bir adet<\/strong><\/span>
\nmarpol numunesi bulundurmasi gerekmektedir. kontrol edilip bilgi<\/strong><\/span>
\nverilmesi.yapilacak marpol inspection da yag kayit defterindeki<\/strong><\/span>
\nkayitlarin duzgun olduguna ve toplam kullanilan yakitin min binde<\/strong><\/span>
\n15 inin disariya verildiginin yag kayit defterinde belirtilip<\/strong><\/span>
\nreceipt lerinin de hazir edilmesi.geriye donuk bir yillik alinan<\/strong><\/span>
\ntum yakit miktarlarinin toplaminin binde 15 inin islenip disariya<\/strong><\/span>
\nverilmis olmasi zorunluluktur.<\/strong><\/span>
\n-15 ppm cihazi ile ilgili olarak<\/strong><\/span>
\nsistemin alarmlarinin test edilmesi.<\/strong><\/span>
\npompasinin tanktan ve sintineden cektiginin test edilmesi.<\/strong><\/span>
\nsistemin uc yollu valfinin veya selenoidin calisir olmasi sistem<\/strong><\/span>
\nalarm caldiginda bordaya giden suyun kesildigin kesinlikle test<\/strong><\/span>
\nedilmesi cok onemlidir.<\/strong><\/span>
\ngemiye gelecek surveyor borda cikis devresini sokturebilecegi icin<\/strong><\/span>
\ndevrenin varistan once temizlenmesi.(cok temiz olmasi suphe<\/strong><\/span>
\nuyandiracagi icin sadece icinde yag var ise onun temizlenmesi,pas<\/strong><\/span>
\nvs devre icinde kalsin ve devreyi tekrar bagladiktan sonra devrenin<\/strong><\/span>
\ncivatalarinin dahil olmak uzere belli olmayacak sekilde boyanmasi)<\/strong><\/span>
\nyag kayit defterinde belirtilen sludge ve sintine suyu<\/strong><\/span>
\nmiktarlarinin tank iskandilleriyle birebir ayni olmasina dikkat<\/strong><\/span>
\nedilmesi.( survey gemiye geldiginde eger fark var ise limanda<\/strong><\/span>
\ntransfer yaptik gibi bir mazeret kabul edilmemektedir.)<\/strong><\/span>
\n-sintine pompasindan overboard a direk istirak olmadindan emin<\/strong><\/span>
\nolunmasi.<\/strong><\/span>
\n-sludge ve sintine devreleri birbirleriyle istiraki olmayacaktir.<\/strong><\/span>
\nAMMONIUM NITRATE<\/strong><\/span>
\nLoading<\/strong><\/span>
\nTrim in accordance with the cargo information required by solas<\/strong><\/span>
\nregulation VI\/2.If any doubt exist trim<\/strong><\/span>
\nreasonably level to the boundaries of the cargo space so as to<\/strong><\/span>
\nminimize the risk of shifting and to<\/strong><\/span>
\nensure that adequate stability will be maintained during the voyage.<\/strong><\/span>
\nPrior loading,the following measures should be taken<\/strong><\/span>
\n-The temperature of the material should not be above 40 c.A<\/strong><\/span>
\ncertificate signed by the shipper should be<\/strong><\/span>
\npresented to the ship’s master stating this requirement has been met<\/strong><\/span>
\nprior to loading.<\/strong><\/span>
\n-The fuel oil tanks situated under the cargo spaces to be used for<\/strong><\/span>
\nthe transport of this material should<\/strong><\/span>
\nbe pressure-tested to ascerain that there is no leakage of manholes<\/strong><\/span>
\nand piping system leading through<\/strong><\/span>
\nthe spaces.<\/strong><\/span>
\n-All electrical equipment in the spaces to be used for this<\/strong><\/span>
\nmaterialthat is not intrinsically safe<\/strong><\/span>
\nshould be electrically disconnected from the power source at a point<\/strong><\/span>
\nexternal to the space.This<\/strong><\/span>
\nsituation should be maintained as long as material on board.<\/strong><\/span>
\n-The possible need to open hatches in case of fire to provide maximum<\/strong><\/span>
\nventilation and apply water in<\/strong><\/span>
\nan emergency,and the consequent risk to the stability of the ship<\/strong><\/span>
\nthrough fluidization of the material,<\/strong><\/span>
\nshould be considered.<\/strong><\/span>
\nDuring loading,the following measures should be taken<\/strong><\/span>
\n-Bunkering or pumping of oil should not be allowed.<\/strong><\/span>
\n-As far as reasonably practicable,non-combustible securing and<\/strong><\/span>
\nprotecting materials and only a minimum<\/strong><\/span>
\nof wooden dunnage should be used.<\/strong><\/span>
\nTEMIZ KONSIMENTO ESASLARI<\/strong><\/span>
\n-RUSYA LIMANLARI OLSUN DIGER LIMANLAR OLSUNKONSIMENTONUN CLEAN ON<\/strong><\/span>
\nBOARD<\/strong><\/span>
\nDUZENLENICEK OLMASINDAN DOLAYI SADECE TEMIZ VE HASARSIZ YUKUN<\/strong><\/span>
\nGEMIYE YUKLENMESI<\/strong><\/span>
\nCOK ONEMLIDIR.RUSYA LIMANLARINDA GEMIYE VAGONLARLA GELEN YUK ICINDEN<\/strong><\/span>
\nYABANCI MADDELER<\/strong><\/span>
\nCIKABILMEKTE VE HATTA URE GIBI YUKLERIN ALTI YESIL VEYA SIYAH RENKTE<\/strong><\/span>
\nOLABILMEKTEDIR.<\/strong><\/span>
\nBU NEDENLE GELEN VAGONLARI COK IYI KONTROL EDIP EGER YUKUN ICINDE<\/strong><\/span>
\nYABANCI CISIMLER<\/strong><\/span>
\nVEYA RENK BOZUKLUGU OLMAMASINA DIKKAT ETMELISINIZ.<\/strong><\/span>
\nYUKLEMENIN TUM ETAPLARINDA YUKLENEN YUKU TITIZLIKLE TAKIP EDIP<\/strong><\/span>
\nKESINLIKLE ISLAK, TOPAKLANMIS, KIRLI, PASLI, ICINDE YABANCI<\/strong><\/span>
\nMADDELER BULUNAN YUKLERI KABUL ETMEMENIZ. BU GIBI DURUMLARDA<\/strong><\/span>
\nDERHAL YUKLEMEYI DURDURUP ILGILI YERLERE PROTESTO MEKTUBU VERIP<\/strong><\/span>
\nHASARSIZ VE TEMIZ YUK TALEBINDE BULUNMANIZ VE TARAFIMIZA HABER<\/strong><\/span>
\nVERMENIZ.EGER BIZE ULASAMIYORSANIZ EN YAKIN P&I TEMSILCIMIZE<\/strong><\/span>
\nULASARAK ONLARDAN YARDIM<\/strong><\/span>
\nALABILIRSINIZ.<\/strong><\/span>
\nICINDE YABANCI MADDE BULUNAN YUKLER TAHLIYE LIMANLARINDA OLDUKCA<\/strong><\/span>
\nPROBLEM CIKARMAKTA OLUP<\/strong><\/span>
\nKONVEYORLE TAHLIYELRDE ICINDE HURDA PARCALARI BULUNAN YUKLER<\/strong><\/span>
\nKONVEYORU PARCALAYABILIR<\/strong><\/span>
\nVEYA KARANTINA OFISLERI ULKEMIZE COP GETIRDINIZ DIYEREK BUYUK<\/strong><\/span>
\nCLAIMLER ACABILIR<\/strong><\/span>
\nBU COPUN TOPLANMASI VE YOK EDILMESI ICINDE UCRET TALEBINDE<\/strong><\/span>
\nBULUNABILIRLER.<\/strong><\/span>
\nBUDA GEMIMIZIN TAHLIYE LIMANINDA BEKLETILMESINE VE HOS OLMAYAN<\/strong><\/span>
\nOLAYLARLA KARSILASMAMIZI<\/strong><\/span>
\nSAGLAR. BU TUR OLAYLAR ILE KARSILASMAK ISTEMIYORSAK YUKU YUKLEME<\/strong><\/span>
\nLIMANLARINDA<\/strong><\/span>
\nYUKLEMENIN TUM ETAPLARINDA YUKLENEN YUKU TITIZLIKLE TAKIP EDIP<\/strong><\/span>
\nKESINLIKLE ISLAK, TOPAKLANMIS, KIRLI, PASLI, ICINDE YABANCI<\/strong><\/span>
\nMADDELER BULUNAN YUKLERI KABUL ETMEMENIZ<\/strong><\/span>
\nFUEL OIL TASIMA ILE ILGILI YARARLI BILGILER<\/strong><\/span>
\nFO tas\u0131rken dikkat etmeniz gerekli seyler asag\u0131da belirtilmeye<\/strong><\/span>
\n\u00e7al\u0131s\u0131lm\u0131st\u0131r.<\/strong><\/span>
\n1-Ald\u0131g\u0131n\u0131z y\u00fck\u00fcn (POUR POINT)donma noktas\u0131 ka\u00e7 derece inceleyin<\/strong><\/span>
\n2-Y\u00fcksek Pour Pointi olan y\u00fck\u00fcn \u0131s\u0131tmas\u0131n\u0131 y\u00fcksek tut.<\/strong><\/span>
\n3-Ambar coatinglerinizin ka\u00e7 dereceye kadar \u0131s\u0131tmal\u0131 y\u00fck<\/strong><\/span>
\ntas\u0131ma(s\u0131cakl\u0131k degeri)dayanabilecegini \u00f6gren bu s\u0131n\u0131r\u0131 m\u00fcmk\u00fcn<\/strong><\/span>
\noldugunca ge\u00e7me.<\/strong><\/span>
\n4-Flash pointin 10 derece alt\u0131na kadar \u0131s\u0131t.<\/strong><\/span>
\nEger Flash pointin 5 derece alt\u0131na kadar \u0131s\u0131tma yapacaksan INERT<\/strong><\/span>
\nyapmay\u0131 unutma.Flash point y\u00fck\u00fcn gaz \u00e7\u0131karma noktas\u0131d\u0131r.<\/strong><\/span>
\n5-Pour pointin 12-28 derece \u00fcst\u00fcnde tas\u0131maya gayret et<\/strong><\/span>
\n6-Tahliye edilecek limandaki line izalasyonu hakk\u0131nda bilgi edinmeye<\/strong><\/span>
\n\u00e7al\u0131s.<\/strong><\/span>
\n\u00c7\u00fcnk\u00fc mal ge\u00e7isi s\u0131ras\u0131nda pour point gelen y\u00fck donacakt\u0131r.<\/strong><\/span>
\n7-Yak\u0131t\u0131n i\u00e7indeki su kaynayabilir 100 dereceyi ge\u00e7me,y\u00fck tasabilir.<\/strong><\/span>
\n8-Asla %98 kapasitede y\u00fckleme s\u0131cakl\u0131g\u0131n\u0131 ge\u00e7me y\u00fck tasabilir<\/strong><\/span>
\n9-Kargo heating coil max.bas\u0131nc\u0131n\u0131 \u00f6gren buna g\u00f6re bas\u0131n\u00e7 uygula.<\/strong><\/span>
\nUnutma her zaman test bas\u0131nc\u0131 \u00e7al\u0131sma bas\u0131nc\u0131n\u0131n 1.5 kat\u0131d\u0131r.<\/strong><\/span>
\n10-Is\u0131tma kangallar\u0131na giren ve \u00e7\u0131kan suyun s\u0131cakl\u0131g\u0131n\u0131 takip et.Y\u00fck\u00fc<\/strong><\/span>
\nsogotuyor olabilirsiniz.<\/strong><\/span>
\nYavas\u00e7a bas\u0131nc\u0131 art\u0131rmak gelen suyu da steam halinde devreye<\/strong><\/span>
\ngirmesine ve s\u0131cakl\u0131klar\u0131n artmas\u0131n\u0131 saglayavcakt\u0131r.<\/strong><\/span>
\n12-Kangallar\u0131n\u0131z girisleri ve \u00e7\u0131k\u0131slar\u0131 ambar i\u00e7inden ge\u00e7tigi i\u00e7in<\/strong><\/span>
\nher hangi bir fokurdanma sesi devrelerin patlam\u0131s oldugunun<\/strong><\/span>
\nbelirtisidir.<\/strong><\/span>
\n13-Is\u0131tmalar\u0131 yavas\u00e7a ve d\u00f6n\u00fcsten temiz su gelene kadar geri d\u00f6n\u00fcs<\/strong><\/span>
\ndevresine verme.Yak\u0131tl\u0131 su kazan gitmesin.<\/strong><\/span>
\n14-Yavas\u00e7a bas\u0131nc\u0131 art\u0131r\u0131n<\/strong><\/span>
\n15-Ambardaki \u0131s\u0131 kay\u0131plar\u0131n\u0131 her g\u00fcn takip et ve buna g\u00f6re bir<\/strong><\/span>
\nplanlama yap.Ve ne kadar zamanda s\u0131cakl\u0131g\u0131 ne kadar<\/strong><\/span>
\ny\u00fckseletebiliyorsunuz takip edin.Buna g\u00f6re \u0131stma uygulay\u0131n.<\/strong><\/span>
\n16-Su kay\u0131plar\u0131na dikkat edin susuz kalmay\u0131n<\/strong><\/span>
\n17-Ambardan y\u00fck tahliye ederken balast al\u0131m\u0131n\u0131 gravity ile yap\u0131n<\/strong><\/span>
\nAsla balast y\u00fckle ayn\u0131 y\u00fczeye dokunmas\u0131n.Tank topla balast aras\u0131nda<\/strong><\/span>
\n30-35 cm bosluk kals\u0131n.Stabilitenize g\u00f6re bunu ayarlaman\u0131z.<\/strong><\/span>
\nBalast y\u00fck\u00fc sogutur ve basamayabilirsiniz\/basmak\/s\u00fczd\u00fcrmek zorlas\u0131r.<\/strong><\/span>
\nKolay gelsin<\/strong><\/span>
\nKONU : BUNKER LOI<\/strong><\/span>
\nGEMI YUKUNDEN YAKIT OLARAK ALINMASI ILE ILGILI LOI<\/strong><\/span>
\nTo : The Owners : Baben Tasimacilik Insaat Taahhut Ve Tic LTD STI.<\/strong><\/span>
\nThe Managers : Makro Shipping and Ship Management INS and Trading LTD<\/strong><\/span>
\nof m\/v \u201c<\/strong><\/span>
\nDear Sirs,<\/strong><\/span>
\nShip:<\/strong><\/span>
\nCharterparty: TCP DATED 09.08.06<\/strong><\/span>
\nVoyage: FROM SITRA, BAHRAIN TO LAGOS, NIGERIA, OR ALTERNATIVE DISCHARGE PORT TO BE<\/strong><\/span>
\nNOMINATED BY US<\/strong><\/span>
\nThe master and owners of M\/V Pride agree to take about 150 metric tons of gasoil bunkers from cargo<\/strong><\/span>
\nloaded aboard that vessel at Sitra, Bahrain on o7th October 2006 provided that charterers guarantee<\/strong><\/span>
\nthe following conditions:<\/strong><\/span>
\n01) Charterers to issue written orders directing master to transfer bunkers from gasoil cargo.<\/strong><\/span>
\n02) Transfer of gasoil will be performed when master deems safe to do so.<\/strong><\/span>
\n03) Charterers hold master and owners harmless from any liabilities, responsibilities, delays or<\/strong><\/span>
\nconsequences whatsoever resulting from the transfer of gasoil bunkers from the cargo.<\/strong><\/span>
\n04) Owners are not responsible for in transit losses equivalent to the quantity of bunkers taken, without<\/strong><\/span>
\nprejudice to the terms of the timecharter.<\/strong><\/span>
\n05) Charterers to re-imburse Owners, on receipt, and in full, for any claims whatsoever that Owners<\/strong><\/span>
\nmay receive, related to the transfer of bunkers from this cargo.<\/strong><\/span>
\nYours Faithfully<\/strong><\/span>
\nDEMIRLEME HATALARINI NASIL AZALTABILIRIZ.<\/strong><\/span>
\nUNUTMAMAMIZ GEREKEN SEY DEMIRLEME EKIPMANLARI NE AGIR HAVA SARTLARINDA<\/strong><\/span>
\nBIZI KARADAN ACIK TUTMAYA NEDE ACIK DENIZ DE DEMIRLEMEMIZ ICIN<\/strong><\/span>
\nYAPILANDIRILMISLARDIR.<\/strong><\/span>
\nGENEL TALIMATLAR:<\/strong><\/span>
\nBUTUN GUVERTE ZABITLERI VE GUVERTE PERSONELI BDEMIR IRGATLARININ<\/strong><\/span>
\nOPERASYONUNU VE LIMITLERINI BILMEK ZORUNDADIRLAR.<\/strong><\/span>
\nDEMIRLEMEDEN ONCE :<\/strong><\/span>
\n-DEMIRLEMEK ISTEDIGIN MEVKININ DERINLIGINI KOTROL ET<\/strong><\/span>
\n-HARITADAN DENIZ DIBI KARAKTERINE BAK.EGER UYGUN BIR YER DEGILSE ONCEDEN BILGI<\/strong><\/span>
\nEDINMIS OL.<\/strong><\/span>
\n-DERINLIK OLCERI CALISTIR DENIZ DIBINDEKI EGIMLERE DIKKAT ET,VE DIKKATLI OL<\/strong><\/span>
\n-AKINTI VE MEDCE ZIRDE GEMININ SALMASI ICIN UYGUN ALAN VARMI KONTROL ET.<\/strong><\/span>
\n-DEMIR TARADIGINI VARSAYARAK SIG SULARDAN MUMKUN OLDUGUNCA UZAK DUR.<\/strong><\/span>
\nHAZIRLIK VE DEMIRLEME:<\/strong><\/span>
\n-DEMIR BAGLARININ ,CHAIN STOPPERIN COZULDUGUNDEN EMIN OLUN.<\/strong><\/span>
\n-DEMIR IRGATININ HAZIR OLDUGUNDAN EMIN OLUN<\/strong><\/span>
\n-HER ZAMAN DEMIR IRGATINI KULLANARAK DEMIRI KONTROLLU BIR SEKILDE<\/strong><\/span>
\nBIRAKABILMEK ICIN BELIRLI BIR DERINLIGE KADAR VERIN<\/strong><\/span>
\n– DEMIRLEME YAPARKEN MUTLAKA ETRAFI GOZLEYIN<\/strong><\/span>
\n-FUNDA DEMEDEN ONCE GEMININ YERE GORE SURATININ SIFIR OLDUGUNDAN EMIN OLUN.<\/strong><\/span>
\n-DEMIRIN NERYE KUMANDA ETTIGINI VE KACINCI KILITIN SUDA OLDUGUNU KOPRUUSTUNE<\/strong><\/span>
\nSUREKLI MUTLAKA BILDIRIN.<\/strong><\/span>
\n-EGER DEMIR ZINCIRINE COK YUK BINERSE MUTLAKA MAKINE KULLANARAK TANSIYONU<\/strong><\/span>
\nAZALTIN<\/strong><\/span>
\n-NE ZAMAN DEMIR NORMALE GELIRSE KOPRU USTUNE BILDIRIN.<\/strong><\/span>
\n-DEMIRLEME SONRASINDA DEMIRI IRGATTAN AYIRIN,KASTANYOLA IYICE SIKARAK<\/strong><\/span>
\nEMNIYETE ALIN<\/strong><\/span>
\n-EGER DEMIR KACARSA \/FREN TUTMAZSA DEMIR VARDIYASI TUTAN ZABITIN DURUMU<\/strong><\/span>
\nHEMEN ANLIYABILMESI ICIN ZINCIRIN USTUNE BIR KUCUK FLAMA TAKIN.<\/strong><\/span>
\n-EKSTRA TUTMA SAGLAMAK ICIN CHAIN STOPPER (DOMUZ TIRNAGI)KULLANIN<\/strong><\/span>
\n-HARITAYA GEMIN GERCEK YERINI PILOTLAYIN.<\/strong><\/span>
\nDEMIRDE:<\/strong><\/span>
\n-24 SAAT KOPRUUSTUNDE VARDIYA TUTUN<\/strong><\/span>
\n-GEMIN POZISYONUNU DEVAMLI KONTROL EDIN VISUAL VE SEYIR YARDIMCILARI<\/strong><\/span>
\nKULLANARAK<\/strong><\/span>
\n-GUNDE IKI KEZ IKI AYRI YERDEN HAVA DURUMU ALIN<\/strong><\/span>
\n-ANA MAKINE KISA BIR PERYOTTA HAZIR OLACAK SEKILDE STAND BY TUTUN<\/strong><\/span>
\n-DIGER DEMIRI ACIL DURUMDA KULLANILMAK UZERE GOZDEN CIKARIN DENIZ SEVIYESINDE<\/strong><\/span>
\nHAZIR TUTUN<\/strong><\/span>
\n-ACIL DURUMDA ROMORKOR YARDIMI ALABILMEK ICIN ROMORKOR HALATINI HAZIR TUTUN<\/strong><\/span>
\nANA MAKINE PROBLEMLERINDE:<\/strong><\/span>
\nEGER ANAMAKINE ARIZASI VARSA BIR ROMORKOR AYARLAMAYI DIKKATE ALIN<\/strong><\/span>
\nAGIR HAVA SARTLARI VARSA VEYA BEKLENIYORSA:<\/strong><\/span>
\n-ANAMAKINEYI HAZIR TUTUN<\/strong><\/span>
\n-KISA SUREDE ROMORKOR BULUNMA OLANAGINI ACENTADAN ARASTIRIN<\/strong><\/span>
\n-DEMIRDE GEMI ZINCIRINE BINEN YUKU AZALTMAK ICIN ANA MAKINEYI KULLANIN<\/strong><\/span>
\n-ACIL DURUMDA HAREKET ICIN ZINCIRI AYIRMAK GEREKEBILIR BUNUN ICIN ZINCIRI KESMEK<\/strong><\/span>
\nICIN<\/strong><\/span>
\nSALOMA VE BIR KESICI HAZIR BULUNDURUN.<\/strong><\/span><\/h4>\n","protected":false},"excerpt":{"rendered":"

1 index Konu Ad\u0131 Sayfa No. Filomuza A\u0131t Gem\u0131ler ……………………………………………………………………….. 3 Bogazlar Ve Marmara’da Dikkat Edilecek Hususlar ………………………………. 4 SP 1 Mesaj\u0131 …………………………………………………………………………………….. 5 Makina Ar\u0131zalar\u0131………………………………………………………………………………. 5 Kirac\u0131Acenteler ………………………………………………………………………………. 6 Gemiden Ofisin Telefon \u0002le Aranmas\u0131………………………………………………… 7 Yag Kay\u0131t Defteri \u0002le Sintine Seperat\u00f6r\u00fc Ve Sewage Sistemi Kontrol\u00fc …… 8 Port State Control …………………………………………………………………………… 9 Missriver’da ambar […]<\/p>\n","protected":false},"author":1,"featured_media":258,"comment_status":"open","ping_status":"open","sticky":false,"template":"","format":"standard","meta":[],"categories":[16],"tags":[72,88,89,90],"aioseo_notices":[],"_links":{"self":[{"href":"https:\/\/denizcisin.com\/index.php\/wp-json\/wp\/v2\/posts\/257"}],"collection":[{"href":"https:\/\/denizcisin.com\/index.php\/wp-json\/wp\/v2\/posts"}],"about":[{"href":"https:\/\/denizcisin.com\/index.php\/wp-json\/wp\/v2\/types\/post"}],"author":[{"embeddable":true,"href":"https:\/\/denizcisin.com\/index.php\/wp-json\/wp\/v2\/users\/1"}],"replies":[{"embeddable":true,"href":"https:\/\/denizcisin.com\/index.php\/wp-json\/wp\/v2\/comments?post=257"}],"version-history":[{"count":3,"href":"https:\/\/denizcisin.com\/index.php\/wp-json\/wp\/v2\/posts\/257\/revisions"}],"predecessor-version":[{"id":260,"href":"https:\/\/denizcisin.com\/index.php\/wp-json\/wp\/v2\/posts\/257\/revisions\/260"}],"wp:featuredmedia":[{"embeddable":true,"href":"https:\/\/denizcisin.com\/index.php\/wp-json\/wp\/v2\/media\/258"}],"wp:attachment":[{"href":"https:\/\/denizcisin.com\/index.php\/wp-json\/wp\/v2\/media?parent=257"}],"wp:term":[{"taxonomy":"category","embeddable":true,"href":"https:\/\/denizcisin.com\/index.php\/wp-json\/wp\/v2\/categories?post=257"},{"taxonomy":"post_tag","embeddable":true,"href":"https:\/\/denizcisin.com\/index.php\/wp-json\/wp\/v2\/tags?post=257"}],"curies":[{"name":"wp","href":"https:\/\/api.w.org\/{rel}","templated":true}]}}