1. AVERAGE, TYPES OF AVERAGE, AVERAGE ADJUSTMENT.

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 damage caused by water used to extinguish the fire

cost of repairs if ships structure has to be changed to get access to fire

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 -

2. DUTIES OF THE CARGO OFFICER.

On board ship the Cargo Officer is responsible for the safe and effective
handling and stowage of cargo in full compliance with all general regulations and
local customs. This officer should guarantee correct preparation of the holds
before loading. He also supervises during the ship is receiving or delivering the
cargo.

Cargo Officer prepares a number of cargo documents which must be drawn up

before and during the loading or discharging.
He takes measures to prevent any damage to the cargo or to the vessel due to
negligent loading; arrange careful tally of the goods taken on board. He must
instruct foremen and stevedores concerning the proper stowage of goods,
effective lashing and securing. His duty is also to make out a Cargo Plan.

3. CAUSES OF DAMAGE TO CARGO.

Damage to cargo may result if due care is not paid to its handling. Sometimes
the effect of damage is not immediately noticed, it may begin to show during the
voyage.
Examples of damage owing to bad handling can be:
1) Inefficient and improper slinging:
Case goods should be arranged in comparable sizes before slinging. Heavy
cases should not be slung with light cases.
With some classes of goods, as for example, bags of cement, cases of fruit and
so on the use of trays is the best way. Also due attention should be given to the
weight of the cargo in the sling. Excessive loads may result in crushing packages.
2) The use of cargo hooks:
This practice is a frequent cause of damage. The hooks mustn't be used with
any bagged cargo, bales of cotton and drums of liquids.
3) Crushing.
Damage to cargo from crushing is mainly due to lack of care in stowing. It can
happen due to incorrect use of wooden dunnage, order of stowage or insufficient
attention to the type of cargo.
4) Cargo gear.
A lot of damage to cargo results from slings contacting with hatch-coamings
and barriers inside a hold and as well as careless winch work.

4. CAUSES OF DISPUTES RELATED TO CARRIAGE OF CARGO.

In marine practice disputes may arise in connection with short-delivery of
goods or damage to cargo, in connection with non-payment of money or nonfollowing of some clauses of contract, a wrong calculation and in connection with
many other reasons.
All the causes of disputes can be divided into 3 parts:
1) Disputes arising during the loading: short-shipment of goods for loading,
improper packing or its insufficiency, quantity of cargo to load is incorrectly
stated, damage to cargo or it's packing, non-compliance with clauses of the Bill of
Lading or the Charter Party, wrong calculation during the loading.
2) During the voyage the master may make the claims against the owner of the
cargo if the description of cargo is incorrect or insufficient, some properties of
cargo are not indicated, the cargo was not securely fastened, the goods were
loaded in bad conditions.
3) Disputes arising during the discharging: short-delivery of cargo, damage to
cargo or its packing, wrong calculation during discharging.
To avoid claims for loss or damage to cargo the Master should follow the
conditions of the Contract of Carriage and he should note the Sea Protest within 24
hours of arrival but before breaking bulk.

6. TOWIN ON HIGH SEAS AND IN PORT WATERS.

The act of drawing a vessel through water, which doesnt use her own power
is called TOWING. Towing is provided by a TUG-BOAT (a special craft with specific
equipment on board). PUSHER TUG can be used in some cases.
Vessels may need towing both in ports and on high seas. In most ports any
unassisted maneuvering within the harbour limits is prohibit. Mooring of vessels,
especially large ones, is effected with tug assistance too. Tugs may also assist in
taking a vessel into dry dock.
Vessels may need towing on high seas when she cannot be kept under control
or becomes disabled due to some failure of her steering gear, broken engine,
accident at sea. In such cases special SALVAGE VESSELS or ocean-going tugs will
immediately come out to carry out SEARCH AND RESCUE OPERATIONS, render
necessary assistance and tow the damaged vessel to the nearest port for repairs.
While towing on high seas or in port waters the tug and tow maintain constant
communication with each other to coordinate their movements and maneuvers.
VHP

radiotelephone

or

SINGLE-LETTER

SIGNALS

of

INTERNATIONAL CODE OF SIGNALS are usually used for the purpose.

7. ACTIONS TO AVOID COLLISION.

the

Rule 8. Action to avoid Collision.

(a) Any action taken to avoid collision shall, if the circumstances of the case admit, be positive, made in
ample time and with due regard to the observance of good seamanship.
(a) , ,
, ,
.
(b) Any alteration of course and/or speed to avoid collision shall, if the circumstances of the case
admit, be large enough to be readily apparent to another vessel observing visually or by radar; a
succession of small alterations of course and/or speed should be avoided.
(b) () ,
, , ,
,
; ()
.
(c) If there is sufficient sea room, alteration of course alone may be the most effective action to avoid a
close quarters situation provided that it is made in good time, is substantial and does not result in
another closequarters situation.
(c) ,
,
,
.
(d) Action taken to avoid collision with another vessel shall be such as to result in passing at a safe
distance. The effectiveness of the action shall be carefully checked until the other vessel is finally past
and clear.
(d) , ,
, .
,
.
(e) If necessary to avoid collision or allow more time to assess the situation,
a vessel shall slacken her speed or take all way off by stopping or reversing her means of propulsion.
(e)
, ,
.
(f) (i) A vessel which, by any of these Rules, is required not
to impede the passage or safe passage of another vessel shall, when required by the circumstances of
the case, take early action to allow sufficient sea room for the safe passage of the other vessel.
(f) (i) , -
, , ,
,
.
(ii) A vessel required not to impede the passage or safe passage of another vessel is not relieved of
this obligation if approaching the other vessel so as to involve risk of collision and shall, when taking
action, have full regard to the action which may be required by the Rules of this Part.
(ii) , ,
,
, , ,
, .
(iii) A vessel the passage of which is not to be impeded remains fully obliged to comply with the Rules
of this Part when the two vessels are approaching one another so as to involve risk of collision. (
8434/88)

(iii) , ,
, ,
. ( 8434/88).

8. NAVIGATION IN NARROW WITH THE TRAFFIC SEPARITION SCHEME .

Rule 10 Traffic Separation Schemes
() This Rule applies to traffic separation schemes adopted by the Organization and does not relieve
any vessel of her obligation under any other Rule. ( 8434/88).
() ,
, ,
.
(b) A vessel using a traffic separation scheme shall:
(b) , , :
(i) proceed in the appropriate traffic lane in the general direction of traffic flow for that lane;
(i)
;
(ii) so far as practicable keep clear of a traffic separation line or separation zone;
(ii) , ,
;
(iii) normally join or leave a traffic lane at the termination of the lane, but when joining or leaving from
either side shall do so at as small an angle to the general direction of traffic flow as practicable.
(iii) , ,
,
.
(c) A vessel shall so far as practicable avoid crossing traffic lanes, but if obliged to do so shall cross on
a heading as nearly as practicable at right angles to the general direction of traffic flow.
(c) , , ,
, , ,
.
(d) (i) A vessel shall not use an inshore traffic zone when she can safely
use the appropriate traffic lane with the adjacent traffic separation scheme. However, vessels of less
than 20 metres in length, sailing vessels and vessels engaged in fishing may use the inshore traffic
zone.
(d) (i) ,

. 20 , ,
, .
(ii) Notwithstanding sub-paragraph (d) (i), a vessel may use an inshore traffic zone when on route to or
from a port, offshore installation or structure, pilot station or any other place situated within the inshore
traffic zone, or to avoid immediate danger. ( 7875/90)
(ii) (d) (i)
, , , , , ,
. ( 7875/90)

(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:
(e) , ,
, , ,
, :
(i) in cases of emergency to avoid immediate danger;
(i) ;
(ii) to engage in fishing within a separation zone.
(ii) , .
(f) A vessel navigating in areas near the terminations of traffic separation schemes shall do so with
particular caution.
(f) , ,
.
(g) A vessel shall so far as practicable avoid anchoring in a traffic separation scheme or in areas near
its terminations.
(g) , ,
.
(h) A vessel not using a traffic separation scheme shall avoid it by as wide a margin as is practicable.
(h) , ,
.
(i) A vessel engaged in fishing shall not impede the passage of any vessel following a traffic lane.
(i) , , ,
.
(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.
(k) , ,
,
,
.
(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.
(1) , , ,
,
,
.

9. CONDUCT OF VESSELS IN RESTRICTED VISIBILITY.

Rule 19
(a) This Rule applies to vessels not in sight of one another when navigating in or near an area
of restricted visibility.
(a) ,
.
(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) ,
, ,
() . ,
,
, , , :
(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.
(e) , , ,
, , - ,

, , ,
. , ,
,
.

10. PROCEDURE OF BRINGING THE SHIP TO ANCHOR. DUTIES OF DECK OFFICER.

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.

11. CUSTOMS REQUIREMENTS TO CLEAN THE SHIP IN AND OUT.

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 -

12. PILOTAGE SERVICE. REQUIREMENTS FOR VESSELS.

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).

13. DUTIES OF THE DECK OFFICER WHILE MOORING THE SHIP.

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.

15. MOORING DEPENDING ON TYPES OF VESSELS.

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.

18. Procedure of mooring.

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 heaving lines, mooring ropes and fenders
which must be ready for use in time.
When approaching a berth ships must proceed at a slow speed. The anchors
must be ready to let go.
At an appropriate distance from the berth the engine is stopped. Ships
headway should be just enough to keep the ship moving ahead and without losing
steerage. To reduce ships headway only engine or anchor must be used. Then a
heaving line is passed ashore a head-rope, a bow spring and two breast lines are
run out from the ship and secured to shore bollards.
After the ship is secured in her berth rat-guards should be placed on all
mooring ropes. All mooring ropes given ashore should constantly be watched.

fenders -

19. CARGO OPERATION ON BOARD. PROCEDURE. PERSONNEL INVOLVED.

Before the commencement of cargo operation all necessary preparations
should be made in the port and on board the ship. On board the ship the boatswain
and seamen get ready the ship's winches, derricks and cranes and check them
against damage. Then the crew rolls down the tarpaulins from hatches. In mean
time the Cargo Officer makes the Notice of Ship's Readiness to Load or Discharge,
which must be signed by Master and after all preparations he must tender this
Notice on the Ship Agent. And the Cargo Plan must be drawn up by the Cargo
Officer in advance and it must be approved by the Master.
Cargo operations usually are effected by the stevedores, but under
supervision of the Cargo Officer or Watch Officer, instructed by the Cargo Officer.
They must keep tally constantly or arrange constant tally by seamen. The Cargo
Officer must compare the Tally-Sheets on board the ship and on the quay and he
must put the total amount of the cargo. He also must check the stability of the
ship, her draught and trim, proper stowage and allotment of the cargo by
stevedores, proper lashing or slinging, which sometimes are effected by ship's
crew. For each shipment of cargo received on board the Cargo Officer must draw
up the Mate's Receipt, where he must indicate all facts of damage or defects of
cargo or their packing or fact of short-shipment. These Mate's Receipt must be
included in the Bill of Lading, which must be drawn up by the Master. After loading
the Stowage Plan and Manifest of Cargo must be drawn up by the Cargo Officer.
Different kinds of cargo require different equipment. So the cargo is pumped
on board of tankers or discharged by shore pumps. The bulk cargo such as coal,
sugar is usually loaded automatically by conveyor belt system or by grabs or
through large tubes, but it is usually discharged by grabs only. General cargo is
loaded or discharged by cranes or derricks with using steel or natural slings, nets
or pallets. Containers are loaded or discharged by gantry cranes or container
bridges having container claws. For cargo handling on board the Ro-Ro vessels
different kinds of vehicles, such as trucks, forklift trucks or trailers are used.
allotment -
forklift truck -

20. EMERGENCY ORGANIZATION ON THE SHIP AND PROCEDURES.

The ship's emergency organization involves all members of the crew.
The emergency organization is centered on an emergency squad which
includes a number of selected officers and ratings and which will take any actions
necessary and possible to deal with an emergency.
On sounding the emergency station signal or fire alarms the emergency squad
will muster at the emergency headquarters from which position they will collect
their equipment.
Selected personnel will be assigned to special duties. Their actions will be
controlled by the circumstances but their principal functions will be to provide
technical support.
Emergency squad will normally consist of the following personnel: Chief
Officer, 2nd Engineer., 2nd Officer., 3rd Engineer., 3rd Officer., Boson, selected
deck and engine ratings.
The Chief Officer and the 2nd Engineer will always be numbers 1 and 2 of the
emergency squad, with the Chief Officer normally in charge when tackling
emergencies outside of the engine room and the 2nd Engineer taking charge of
emergencies within machinery spaces.
The final structure of the emergency squad will always rest with the Master. All
members will be chosen from the most suitable officers and ratings. The
emergency squad must be chosen so that at least 4 officers are available to muster
at the emergency headquarters at any time.
The support squad will be in charge of a deck officer and its main function will
be to provide support and back up for the emergency squad. Its main duties will be
to:
supply extra equipment to the emergency squad
provide extra manpower;
form additional hose parties if instructed;
prepare lifeboats and life-rafts if required.
The first aid and provisions squad will include all members of the catering
staff in charge of the chief steward and will muster outside the hospital. The main
duties will be the transportation and care of casualties and the supply of extra
water and blankets to the lifeboats. An EHQ will be established in the
accommodation or at a suitable place where:
- it is unlikely to be cut off by fire or smoke;
- it allows reasonable access to upper deck, engine room, accommodation.
The Master will be in overall command of the emergency and will normally
proceed to the bridge whether the ship is at sea or in port.
Catering - ,
Unlikely -

21. ORGANIZATION OF SEARCH AND RESCUE.

As long as ship goes down to the sea this will be always connected with a great
risk. The purpose of the IAMSAR MANUAL is to provide guidance for those who
may require assistance from others or who may be able to render such assistance.
The manual provides guidelines for organizing and providing SAR services.
The SAR system has three general levels of coordination: SAR coordinators
(SCs), SAR mission coordinators (SMCs) and on scene coordinators (OSCs).
SCs are the top level SAR managers. Each country normally has one or more
persons or Agencies. SCs have the overall responsibility for staffing, equipping
and managing the SAR system, for establishing RCCs and rescue sub-center
(RSCs).
Each SAR operation is carried out under the guidance of an SMC. Usually
operating from an RCC or RSC, the SMC will obtain SAR facilities, plan SAR
operation and provide overall co-ordination.
When two or more SAR facilities are working together on the same mission, the
SMC should appoint an OSC to co-ordinate the activities of all participating
facilities at the scene.
Any vessel carrying GMDSS compatible equipment should use it, and must at
any time to be prepared to receive distress alerts. This equipment includes:
Inmarsat station, digital selective calling radios (DSC), VHF equipment, EPIRBs,
SARTs.
When a vessel or aircraft becomes aware of a SAR incident directly, it should
alert the appropriate RCC or RSC. The first facility to arrive at the scene should
take upon yourself OSC duties and if necessary, SMC duties until an SMC has been
chosen. Ship masters perform the OSC function unless more skillful facility will
arrive.
The OSC should obtain a search action plan from the SMC via the RCC or RSC
as soon as possible. Planning a search plan is based on: establishing a datum,
which is the most probable position of a distressed craft or survivors, taking drift
effect into account; determine the search area, selecting SAR facilities and
equipment to be used and selecting a search pattern.
When the location of the search object is known within relatively close limits,
the most effective search pattern will be Expanding Square Search (SS).
When a search facility arrives on-scene before of the others, it should proceed
directly to datum and commence an SS. As other facilities arrive, the OSC should
select one of the search patterns.
In good visibility and with sufficient search facilities, the OSC may let the first
facility continue us SS while the others conduct a parallel sweep search through
the same area. In poor visibility, or if sufficient search facilities are not available it
will be better to commence initiation of a parallel sweep or track search.
The OSC should continue the search until all reasonable hope of rescuing
survivors has passed or if the OSC decides to finish an unsuccessful search after
consultation with other vessels and SMC. He should inform land-based authority
and send a message to all ships in the area asking them to continue to keep a
lookout.

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 -

22. Principles of survival.

Survival is the ability to stay alive after a shipping casualty.

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 -

25. LIFE-SAVING APPLIANCES.

Life-saving appliances are means with the help of which a person can survive
after abandoning a ship. They are divided into 2 big groups: personal LSA and
Collective LSA.
The first group includes lifebuoys, lifejackets, immersion suits and thermal
protective aids. Lifebuoy is made of cork or foamed plastic. It may be supplied with
retro-reflective stripes, lines, lights and smoke buoys. Smoked lifebuoys are
located on the both wings of the bridge and are intended to indicate position of
man overboard. Lifejackets are located in cabins and additionaly in places where
watch are kept. Lifejacket is supplied with retro-reflective stripes and bands, light
with chemical sea battery and whistle. Immersion suit is intended to prevent loss
of body heat and may be buoyant or used with lifejacket.

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 -

25. Marine Environment Protection.

Nowadays we often meet the problem of marine environment pollution.
Usually reasons are accidents with ships, spillage of dangerous liquids or just non
following of MARPOL such as oil water's pumping out.
Different Ecological Services were established to prevent these accidents and
to fight their consequences. So every port has its own service that controls
MARPOL rules. Modem ports has special facilities that allow collection of different
kinds of waste: garbage, sludge waters etc. So every m/v must follow the MARPOL
Regulations.
A special room must be allocated and different types of waste should be
stored in different containers. Every m/v must carry special equipment designated
to fight oil spills, they are: appliances, which minimize the spill of oil, among them
different kind of absorbents: sawdust, sand etc. The Master of m/v must control
the realization of oil spill drills. During them all crewmembers must train how to
fight with oil spillages, how to use special equipment and detergents.
Oil covers water with slick which can be removed only with special devices,
and very often birds understand oil slick as earth. To prevent such considerable
slicks, a distressed m/v (pollutant) is surrounded with booms. After that with the
use of skimmers oil is removed from the surface of water.
Very often controlling organizations use helicopters and air crafts to observe
m/v in the open sea, and so if the m/v is observed with the oil traces behind her,
the crew will be found guilty in pollution of sea, and will face serious problems. So
if the crew of m/v observes some oil traces, they should immediately report to the
nearest Port Control, with the description of observation.

environmental consequences -
sawdust -