Professional Documents
Culture Documents
All damage and loss which vessel and cargo get during the voyage are called
AVERAGE, in the terms of Maritime Insurance. There are two kinds of average:
GENERAL AVERAGE and PARTICULAR AVERAGE.
G.Av is a partial loss when incurred all contracting parties.
P.Av is a loss
incurred by the party at fault only. Contracting parties are usually the Charterers
(Freight) , he Ship owners (Ship) and Cargo owners (Cargo).
Main factors contributing G.Av are contained in York-Antwerp Rules 1974.
There is GENERAL AVERAGE ACT when and only when any extraordinary
sacrifice is intentionally and reasonably made for the common safety.
Here is the example of G.Av: The fire is discovered on board the loaded vessel.
So the following points make up the G.Av loss:
-
cost of using the ship's equipment and the reward to the crew during G.Av
incident
Average adjustment - valuation of each party's contribution. Average
adjustment is done in accordance with Y.-A. Rules by average adjuster who is
appointed by the ship owner to collect all the facts surrounding the incident to
ensure payment of the contribution.
Contribution -
radiotelephone
or
SINGLE-LETTER
SIGNALS
of
the
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. ( 8434/88).
(e) A vessel other than a crossing vessel or a vessel joining or leaving a lane shall not normally enter a
separation zone or cross a separation line except:
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, :
(i) in cases of emergency to avoid immediate danger;
(i) ;
(ii) to engage in fishing within a separation zone.
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(f) A vessel navigating in areas near the terminations of traffic separation schemes shall do so with
particular caution.
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.
(g) A vessel shall so far as practicable avoid anchoring in a traffic separation scheme or in areas near
its terminations.
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.
(h) A vessel not using a traffic separation scheme shall avoid it by as wide a margin as is practicable.
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.
(i) A vessel engaged in fishing shall not impede the passage of any vessel following a traffic lane.
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.
(j) A vessel of less than 20 metres in length or a sailing vessel shall not impede the safe passage of a
power-driven vessel following a traffic lane,
(j) 20
, .
(k) A vessel restricted in her ability to manoeuvre when engaged in an operation for the maintenance of
safety of navigation in a traffic separation scheme is exempted from complying with this Rule to the
extent necessary to carry out the operation.
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,
,
.
(1) A vessel restricted in her ability to maneuver when engaged in an operation for the laying, servicing
or picking up of a submarine cable, within a traffic separation scheme, is exempted from complying
with this Rule to the extent necessary to carry out the operation.
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.
Rule 19
(a) This Rule applies to vessels not in sight of one another when navigating in or near an area
of restricted visibility.
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.
(b) Every vessel shall proceed at a safe speed adapted to the prevailing circumstances and
conditions of restricted visibility. A power-driven vessel shall have her engines ready for
immediate manoeuvre.
(b) ,
.
.
(c) Every vessel shall have due regard to the prevailing circumstances and conditions of
restricted visibility when complying with the Rules of Section I of this Part.
(c) I
.
(d) A vessel which detects by radar alone the presence of another vessel shall determine if a
closequarters situation is developing and/or risk of collision exists. If so, she shall take
avoiding action in ample time, provided that when such action consists of an alteration of
course, so far as possible the following shall be avoided:
(d) ,
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(i) an alteration of course to port for a vessel forward of the beam,
other than for a vessel being overtaken;
(i) ,
;
(ii) an alteration of course towards a vessel abeam or abaft the beam.
(ii) , .
(e) Except where it has been determined that a risk of collision does not exist, every vessel
which hears apparently forward of her beam the fog signal of another vessel, or which cannot
avoid a close-quarters situation with another vessel forward of her beam, shall reduce her
speed to the minimum at which she can be kept on her course. She shall if necessary take all
her way off and in any event navigate with extreme caution until danger of collision is over.
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It often happens that vessel cant effect an immediate entry into the port. So
they may anchor either in the open roadstead or in inner harbour.
Before bringing the ship to anchor the watch officer should study anchorage
place carefully and must communicate with the port authorities or traffic service to
report about ship's arrival, time of anchoring and berth location. He also has to
prepare light and sound signaling and sends the boatswain to prepare the anchor
gear.
The boatswain checks windlass, slacken off the chain and screw stoppers,
disconnects the gypsy he checks the work of windlass. Approaching to the
anchorage the watch officer notifies the master and chief engineer, checks
communication with the engine room and with the forecastle.
Procedure of bringing a ship to anchor is effected under supervision of the
master. While anchoring the watch officer checks the ship's position and keeps a
constant lookout. Ships speed must be reduced to slow or dead slow. Finally her
engines must be stopped or should works astern to run off ship's headway.
An anchor must be let go under the order of the master. The boatswain
reports how many shackles are paid out. Then the anchor chain becomes taut, the
boatswain must use screw stopper and the band brake to secure the anchor chain.
Then the boatswain must display the black ball in daytime or white light signal at
night.
After anchoring the watch officer takes anchorage bearings and soundings
and makes constant entries into the logbook.
Approaching the port of destination the Master of the ship must inform about
arrival of his vessel to the Custom House during 24 hours before arrival.
Immediately after the mooring of the vessel the Customs Officers attends on
board to clear her in. They look through the ship's documents, such as Cargo
Manifest, List of Personal Effects, Store List, Crew List and Masters Declaration,
which must contain general information about vessel and particulars of dutiable
goods. On board the vessel shouldn't be neither any prohibited goods nor any
excessive quantity of dutiable goods.
All dutiable goods, which are in excess of the permitted quantity, must be kept
in the ship's store-room, which the Customs Officer must seal, unnecessary
removal of the seal is consider as an illegal act which involves a heavy fine. After
all formalities are complied the Customs officer issues the Inward Clearing Bill.
After living the Customs Officer crew member may go ashore. During 24 hrs
before leaving the port the Master must inform about it to the Customs. And when
the Customs officer on board the ship Master must produce the Cargo Manifest,
Crew List, Store List. Customs Officer can check the seal in the ships store-room.
After that he issues the Clearance Outward and vessel can leave the country.
seal -
The process of entering or leaving almost any port in the world, a good many
of which are situated in inner waters difficult of access, requires great skill and
attention on the part of the navigator. A special service aimed at rendering
assistance to vessels is organized.
PILOT is a qualified person who is authorized to pilot vessels in a PILOTAGE
AREA. Every pilot must have a PILOT LICENCE (PILOT CERTIFICATE).
Vessels may order pilots by various means. Usually they send a radiogram to
the port PILOT STATION indicating their name and ETA. Flag G (Golf) of the
INTERNATIONAL CODE OF SIGNALS, meaning "I require a pilot", is usually
hoisted. In case of poor visibility sound signals may be used for the purpose. Light
signals may be used at night.
Vessels are met by PILOT BOATS. PILOT LADDER or electrically operated lift
assists pilots in boarding. In fresh wind the pilot ladder is rigged on the vessel's
LEE SIDE.
The Officer responsible for embarkation or disembarkation of the pilot is a
WATCH-KEEPING DECK OFFICER whose duty is also to take the pilot to the ship's
NAVIGATING BRIDGE. As soon as the pilot is on board, flag H (Hotel), meaning "I
have a pilot on board", must be substituted for flag Golf.
When pilot is on board the ship he gives advises her Master. But when
weather conditions prevent the pilot from embarkation, he remains in the pilot
launch and leads the vessel, maintaining constant communication with the vessel
and giving orders by VHF.
After the pilotage master fill in the PILOTAGE NOTE (PILOTAGE BILL).
Master is responsible for the safety of the ship, cargo and his crew members
during mooring. He stays on the navigating bridge and gives orders to the engine
room and mooring teams.
Chief Mate is also on the bridge and operates the actions of the helmsman.
Third Mate and Second Mate are usually commanders of the bow and stern
mooring teams.
Boatswain and AB check the work of the windlass and capstan. Other
members of the mooring teams prepare the mooring lines.
When the vessel approaches to the certain distance from the berth, the first
line is given ashore. Depending on the weather conditions and vessels position
the first line may be head or stern. After this the mooring line is heaved by means
of windlass or capstan other mooring ropes are given ashore. In case of strong
wind or strong current the number of mooring ropes may be increased. The rat
guards must be placed on each mooring rope.
All mooring ropes given ashore should constantly be watched.
Vessels are made fast to piers and quays. Specially designed berths, equipped
with modern cargo-handling facilities, are called TERMINALS. Also there are ports
where cargoes are discharged with the help of lighters or special deep-sea buoys
with hoses to operate with liquid cargoes.
Two main ways, depending on the vessel's type, are used to moor cargo and
passenger vessels. So the vessel becomes made fast to the quay alongside, head
or stern to it. Mooring head or stern became widely used with the development of
RO-RO type vessels and CAR-CARRYING FERRIES. Modern vessels of LASH type
need no mooring berths at all. Usually tug assistance is compulsory while
mooring.
Vessels are made fast to shore BOLLARDS by means of MOORING ROPES.
HEAD, STERN ROPES, SPRINGS and BREAST ROPES are the main mooring ropes.
They are given ashore with the help of a HEAVING LINE, or by help of a MOORING
LAUNCH.
All mooring ropes given ashore should constantly be watched.
NOTE : LASH vessel is a LIGHTERS ABOARD SHIP vessel which carries loaded lighters and launches
them in or off the port of destination.
fenders -
Once the distressed craft or survivors have been sighted, the OSC should
accept the best method for the rescue and direct the most suitably equipped craft
to the scene.
When all rescuing actions have been completed the OSC should immediately
inform all search vessels.
Guidelines -
RCC - rescue coordination center
search pattern -
The main
difficulties and limiting factors facing survivors are drowning and exposure. These
difficulties can be minimized by the correct type of equipment, the correct
knowledge of survivors how to use this equipment and will to survive.
The first actions and attention must be concentrated on protection person
from exposure: water, cold, wind, rain hot sun. In temperate and cold climates heat
loss from the body must be prevented by wearing plenty of clothing.
Search and Rescue services start searching at the last known position of the
ship, so do not attempt to sail away from the immediate area, keep survival craft
secured and grouped together in order to provide a bigger location target. Use the
portable emergency transmitter to send out distress signals. Use distress rockets,
flares and smokes if there is no doubt about the presence of ship or aircraft.
Rations provided in survival craft are chosen for their ability to feed and
prevent loss of body fluids and instructions for their use. Without fresh water the
body will die after only a few days, so the priority is the provision of fresh wafer.
The basic supply of water should be addition with rainwater and condensation
where possible, but sea water and urine should never be drunk.
It is recommended to plan the emergency moves in advance, to plan what to
do if an emergency will arise, where is nearest lifejacket, lifeboat or craft.
Everybody should know how his survival equipment works, because the time
of the emergency is not the time to learn.
Before abandoning ship wear as many layers of clothing as possible to offset
the effects of cold. Wear a waterproof suit if its available.
Put on a lifejacket as soon as possible.
When abandoning ship, try to board the lifeboat or raft dry.
If immersion is necessary try to enter the water slowly.
Swimming increases body heat loss, swim only to a safe place nearby. To
reduce your ody heat loss, float in the water with your legs together, elbows to
your side and arms across the chest.
In a survival situation it is very important to have the will to survive.
Drown
exposure
temperate climate
offset -
The second group includes lifeboats, life rafts and rescue boats. Lifeboats may
be of different types: open, partially enclosed and totally enclosed. They are
launched by davits or free-fall method.
There are of two main types of life rafts: inflatable and rigid. They are launched
by free-fall launching. The above survival crafts are intended for abandoning the
vessel in case of distress. As a result they are supplied with food, water and also
other means which help crewmembers to survive. For example, life craft is
supplied with painter, bailer, paddle, sea anchor, first aid kit, repair kit, day light
mirror, whistle, pyrotechnics, electric torch, fishing tackle, survival instructions
and the selected deck officer takes also EPIRB and SART which are used as
signaling appliances. The former transmits the distress signal to the satellite and
the latter transmits a signal for surrounding vessels and aircrafts.
Rescue boat is the special craft which can be launched for 5 minutes and is
used for rescue man overboard and other purposes.
Cork -
Rigid
Painter-
Bailer-
Paddle
electric torch-
fishing tackle -
EPIRB - emergency position-indicating radio beacon
SART- search and rescue transponder
Former -
environmental consequences -
sawdust -