UNIT 1 - PROCEDURES ON ARRIVAL AT A PORT

1. What signals, flags or lights, should a ship exhibit when arriving at a port? What should the master
radio to the port health authorities?
If the ship is healthy, she should fly a Q or show lights red over white. If the ship is an infected or
suspected ship, she should fly or flash QQ or show the white over red light. In any case, where it is
possible, the port health authority should be notified in advance by radio.
He should radio port health authoritis full particulars such as ETA and all important details about
the health of his ship.

2. What are the documents that the Master should prepare for the Health, Immigration, Customs, and
Port authorities?
The Master should have ready full list of crew and passengers and ports of call throughout the
voyage or at any rate for the last six weeks, Maritime Declaration of Health and Deratting (or
Exemption) Certificate.

3. Explain and discuss Maritime Declaration of Health.

Maritime declaration of health is a document containing bassic data required by port health
authorities relating to the state of health on board a ship during voyage and on arrival at port
concerning any infectious disease among crew or passenger on ship. It should be countersigned
by ships surgeon if there is one. It should be send not more than 12 and not less than 4 hours
before arriving in port.

4. What is Free Pratique, and who grants it?

Free Partique is a permission given by the Customs for a vessel to enter once it has been
certified free of infectious disease by the competent health authorities.

6. Where are the inward light dues paid?

Light dues are paid at the Custom House when reporting the vessel.

7. What is a Jerque Note?

Jerque Note is a certificate issued to the Master by the Customs stating that the Master is
satisfied that the cargo on his ship has been correctly entered on the manifest and that no
unentered cargo has been found after searching the ship.

8. What does “bringing to” mean?

Bringing to means that the ship must be brought to at the outer boarding station of the port
where the master should have ready for production teh maritime declaration of health as well
as the Derrating (or Exemption) certificate.

9. What must the surveyor make sure to repudiate claims against the ship?
If the surveyors find that the hatches had been properly covered and secured, that the top
stowage was in order, the ventilation and dunnaging arrangements were satisfactory, and that
any water damage was not due to salt water, that will be sufficient to defeat claims against the
ship.
UNIT 2 - PROCEDURES ON DEPARTURE (CLEARANCE OUTWARDS)
1. What data should the Entry Outwards and Declaration contain?
The Entry Outwards and Declaration should contain name of ship, name of Master, port of
registry, net tonnage, number of crew, where the ship is lying, name of any previous loading
port, destination, whether with or without passengers, particulars of any inward cargo,
particulars of previous voyage and the name and address of the agent.

2. What dues must be paid in order to clear the ship outwards? When is the ship exempted from the
payment of such dues?
Outward light dues must be paid in order to clear the ship outwards. If they have beein paid fully for the
current financial year.

3. What are the documents that must be presented to the Inspector before clearance outwards is
issued?
Certificate of Registry, Deck Cargo Certificate, Safety Certificate (or Certificates),
Outward Light Bill Receipt, Load Line Certificate, Clearance Outwards and Victualling Bill,
Manifest (or Declaration that one will be delivered within 14 days of vessel's departure) List of
Outgoing Passengers (if any), signed by Master and countersigned by Emigration Officer, Inward
Clearing Bill (Jerque Note).

4. When is the Dock Pass required?

The Dock Pass is required when the ship is in an encloed dock. The Dock Master will require to
see the Dock Pass before permiting the vessel to leave.

5. What information is entered in the Manifest?

It should contain a detailed description of the ship's cargo showing marks and numbers of
packages or other units, weights or quantities, name of shipper, name of consignee (or to
order), port of shipment, intended port of discharge, reference number of the B/L for each
package or unit, name and particulars of the vessel, and the name of the master.
UNIT 3 - VESSEL ACCIDENTS
1. What does marine insurance indemnify the company against? What is covered by the Protection
and Indemnity Clubs? It indemnifies the company against damage to or loss of the vessel or cargo and
collision with other vessels.
By the Protection and Indemnity Clubs: Loss of life, injury to crew members and others, hospitalization
of crew members in foreign ports, repatriation of crew members of stranded or lost vessel, loss or
damage to cargo, liabilities for damage to docks, cables, shore instalations, bridges and other fixed or
movable properties, damage to property of any kind caused by excessive speed in harbour.

2. Explain the terms “hospitalization” and “repatriation”.

Hospitalization is an act of placing a person i a hospital as a patient.
Repatriation is a process of returning a person to its country of origin or country of citizenship.

3. How does the Owner prove that the damage or loss has occurred?
It is determined by surveys, entries in the log, reports and statements submitted by the Master.

4. Who makes use of your reports or statements on the accidents, injuries, etc.?
Companies, Safety professionals and legal profesionals.

5. What should you do in case of an injury to a person on board?

First aid should be rendered immediately. If in port and if it's necessary the doctor should be
called or the injnured person shoul be admitted to the hospital. Next the Injury Reports should
be filled and all details should be entered in medical log, if a crew memeber is involved it should
also be noted in the official log.

6. Why are accidents on going or leaving drydock or docks in general so frequent?

Due to closequarters in some drydocks accidents where your ship touches another vessel or
craft occurs occasionally.

7. What is the procedure followed in case of cargo damage? What should you do as master in such a
case?
The chief officer who must write a statement and make a report giving the reason for the
damage. If it was caused by salt water, he should note in the statement that the hatches were
properly battened down and the number of tarps used on each. Provided all facts are correct, the
statement and report are countersigned by you.
The Master should countesign a report and make an abstract of the log (six copies) covering the
period of the heavy weather

8. Describe the procedures involved in reporting and recording the collision with another vessel.
First of all, fill out the required form sending one copy to your insurance department. A number
of statements and reports will have to be made. Therefore, start taking notes immediately or put
an officer on the job. Don't forget to serve notice on the master of the other vessel.

9. Why should you not admit any liability or a fault? Who is supposed to deal with it?
Because chances are that he will serve same kind of notice you served him and no one will admit
to guilt. Company Insurance Department should deal with it if they think it is necessary.
UNIT 4 - PORT STRUCTURES AND MANAGEMENT
1. Define the term “port authority”. What are the common legal powers that a port authority has?
Port authority is a term used to indicate governing body in ports. European Union defined port authority
as a state, municipal, public or private body. Port authority: The tasks of construction, administration
and sometimes the operation of port facilities and in certain circumstances for security.

2. What is the harbour master in charge of?

He is responsible for ensuring the efficient flow of traffic through port and coastal waters.
Frequently, harbour masters have police powers, enforcing the port bylaws, especially with
respect to traffic regulations, protection of the environment and accident prevention. When
part of a port authority, the harbour master also usually serves as head of the pilotage service.

3. Who is in charge of handling and oversight of dangerous goods in port terminals?

Harbor master.

4. Why are ship captains sometimes tempted to dump waste into the sea or port waters?
Proper waste management can be expensive for shipping lines.

5. What does a pilot do? Why is it risky to privatise pilotage services?

Pilot is an essential part of traffic management and a safe passage of vessels through a port area
requires expert teamwork of a vessel traffic management organisation, tugs, mooring gangs and
pilots.

6. Name at least five port structures mentioned in the text.

Harbour, port, quay, pier, jetty, mole, dock, slipway, wharf.

7. Explain the difference between a harbour and a port.

Harbours can be natural or man made. . A natural harbour is a bay protected against waves and
currents and deep enough for anchoring. A man-made harbour will have breakwaters and may
require dredging. A port is a harbour where a town or city is situated. It is a man-made coastal
or riverine facility suitable for embarking men, where boats and ships can load and unload. It
may have warehouses and transport facilities for sending goods inland.

8. What is a slipway?
That is a ramp on the shore by which ships or boats can be moved to and from the water.
UNIT 5 - GENERAL AVERAGE AND THE YORK-ANTWERP RULES
1. What is general average? What is its purpose and who shares the losses? Which losses does General
Average cover? What are the common mishaps where a general average can be declared?
General Average is a long-established principle of Maritime Law which requires contribution from all
whose goods were saved to the losses of those whose goods were sacrificed.
It's purpouse is to proportionately share any loses resulting from volountary sacrifice od part of the ship
or cargo to save a whole in an emergency and all stakeholders in a venture share losses.
Common mishaps: ship fire, strom ate sea, mechanical breakdown, vessel running aground.

2. What are the York-Antwerp rules? What general conditions must be met to apply the York-Antwerp
Rules? The York Antwerp Rules are a set of internal maritime rules concerning the rights and obligations
of vessel and cargo owners when cargo aboard a vessel must be jettisoned.
General conditions:
1. There is an imminent danger to the ship (hull damage, weather, etc.);
2. A portion of the ship's cargo must be jettisoned to save the ship or the remainder of the cargo (there
must be no time to arbitrage); and
3. The attempt to avoid disaster must be successful (the ship survives).

3. What is an average adjuster in charge of? How is general average calculated?

The adjuster calculates and determines the contribution each party must pay.
One of their first jobs is to decide if an incident qualifies as a general average act or if there are
alternative ways for the parties to make up for their losses.
General average is calculated by going through the case details, especially the sacrifices made and
expenses incurred.

4. Describe one case study where the general average clause was invoked.
Ever Given:
One of the most recent disruptions to global trade was the six-day blockage of the Suez Canal by the
megaship Ever Given in March 2021. The ship’s Japanese owner declared a general average on April 1.
With 18,300 containers of cargo involved, this was one of the most complicated general average claims.
The ship owner is facing a $900- million compensation claim from Egyptian authorities over loss of
income from transit fees, damage to the canal caused by salvage efforts, and equipment and labour
costs.
UNIT 6 - CARGO DAMAGE AND CLAIMS
1. Name some of the main reasons why cargo damage happens in containerised shipments.

• Lack of proper packaging to protect the cargo on its long voyage

• Incorrect container type used
• Incorrect temperature and humidity settings in a temperature controlled or reefer container
• Overloading or improper weight distribution
• Incorrect labelling of hazardous container leading to incorrect stowage on board a ship

2. Name five types of cargo damage?

Physical damage, wet damage, contamination damage, reefer related damage, infestation
damage

3. Describe physical cargo damage.

Cargoes packed inside a container can be subjected to intense longitudinal and transverse forces during
sea transport and these forces can cause physical damage. However, the most important cause of
physical damage is bad stowage inside the container, improper and insuffucient securing of cargo or
incorrect weight distribution and imporper loading of cargo.

4. Describe wet cargo damage.

Wet damage could be related to moisture, condensation, rain, or seawater ingress into the
Container. It forms inside a container due to condensation, which is usually caused by changes
in climate conditions during transit through various climate zones. Condensation can also
happen when an incorrect type of container is used.

5. Describe contamination cargo damage.

It can occur in both liquid and solid cargoes in the instances when the cargo was contaminated through
pollution, poisoning etc., which makes it unsafe for human consumption or unfit for other industrial
uses.

6. Describe reefer related cargo damage.

Apart from the obvious factors such as malfunctioning of reefer equipment, power failure, etc., reefer
cargo damage can occur due to improper setting of temperature.

7. Describe infestation cargo damage.

Infestation is defined as the presence of a large number of insects or animals in a place, typically causing
damage to cargo or diseases, and is generally found in the shipment of agricultural products.

8. What mixtures of cargo cause the majority of claims? How can damages and losses from cargo
mixtures be avoided?
Mostly bulk grain and cargo seed as well as china clay and silver sand, seeds with jaggery, oil
with ore, cahrchoal with sugar and plastic granules with rice.
1. Overstowing: goods should be selected for stowing on or over others with a view to
eliminating or minimising the risk of such mixtures, avoiding where possible, such stowage as
bagged seeds over jaggery, powdery goods over sugar or seeds, oil over ores, plastic granules
over bagged rice, etc.
2. Separations: when different lots of bulk grain, etc., or bagged goods are carried, the contents
of which are liable to mix as a result of torn packages or of sifting, they should be separated in
such a manner as to preclude mixture and facilitate the collection of "sweepings" from the
top cargo before disturbing the stow below

9. How is pilferage or broaching of cargo prevented? What precautions should the cargo officer
undertake?
Incoming cargo should be carefully examined - which is best done on the dock or wharf rather
than on board - and every unsound or suspicious package rejected until its contents have been
ascertained. When discharging, clean receipts for all packages delivered should be demanded
except, of course, for those actually found to be short of contents.
To prevent broaching of cargo the cargo officer should organise a close watch on the holds and
other cargo liable to be broached. When many holds containing broachable cargo are being
worked, responsible ship's personnel should be employed in watching cargo.
UNIT 7 - CHARTER PARTIES
1. What is a charter party? What are the main types of charter parties?
A charter party is a document of contract by which a shipowner agrees to lease, and the charterer
agrees to hire, a vessel or all the cargo space, or a part of it.
The main types of charter parties are: Bareboat Charter Party (sometimes called a Demise Charter),
Time Charter Party and Voyage Charter Party.

2. How does the charterer operate the ship under a bareboat C/P? What are the duties and liabilities
of the charterer under a bareboat C/P? What is another term for a bareboat C/P?
By this type of charter, the shipowner leases his entire vessel and the charterer has the responsibility of
operating it as though it were his own vessel.
The charterer pays all expenses: fuel, stores, provisions, harbour dues, pilotage, etc. and employs and
pays the crew.

3. What are the duties and liabilities of the owner and charterer under a voyage C/P? What is the
Master particularly concerned with in voyage C/P?
This is a charter party for the carriage of a full cargo, not for a period of time, but at a stipulated rate per
ton, for one voyage only, between named ports to be named on arrival in a given area.
In a voyage charter party, the charterer assumes no responsibility for the operation of the vessel but
generally pays stevedoring expenses in and out.

4. What are laydays? How are laydays stipulated in the C/P? When does demurrage start?
The days are called laydays (or laytime) and are stipulated in the charter party as working days, weather
working days, running days and excepted days.
If the charterer loads or discharges his cargo in less time than the number of laydays allowed, he earns
dispatch money at so much a day or part of a day saved. If he takes longer to load or discharge than the
number of laydays allowed, he must pay demurrage at so much a day. Both dispatch and demurrage
may be the cause of much disagreement and argument in which the vessel's logbook can play an
important part.

5. What is a Time Charter Party? What responsibility does the charterer assume under a Time C/P?
What is the shipowner responsible for? Who pays for fuel, tugs and pilots?
By this charter the charterer hires the vessel and her entire carrying capacity for a specified time and for
a specified sum per day, payable at specified periods. All the proper cargo space, including that for deck
cargo, is at the charterer's disposal.
The charterer pays for fuel, tugs and pilots; he also pays harbour dues, stevedoring expenses and
entering and clearing fees, but not expenses pertaining to the crew, with the exception of overtime if
any of the crew work on the cargo.

5. Explain and discuss the Off Hire Clause, and what it refers to. What time does the off hire period
cover when the ship must deviate from her course and put into a port of refuge? Where must the
particulars of the deviation be recorded?
This clause stipulates that “In the event of loss of time from deficiency of stores or crew, breakdown of
machinery, stranding, fire or any damage preventing the working of the vessel for more than ...... hours,
the payment of hire shall cease until she is again in an efficient state to resume her service”. The time
allowed is usually 24 hours. Off hire also includes drydocking, breakdown of boilers, machinery or
winches in port or any other difficulty that prevents the working of the cargo or delays the sailing of the
vessel.

6. Discuss the form and purpose of the Statement of Facts.

Satement of Facts covering the time the breakdown occurred and deviation commenced to the time the
vessel returned to the point of deviation and the voyage was resumed.
UNIT 8 – SHIPPING PROCEDURE
1. What information must be known before the shipping of goods by sea starts?
Estimated date when she will be ready to start loading for the next voyage.

2. What information is given in the application to the port authority?

Application is made to the Port Authority for a berth giving the date she will proceed alongside and
later, when it is known, the actual time, particulars of draught, information regarding the tonnage and
type of cargo she will work, and the maximum draught anticipated when loading has been completed.

3. What are the "receiving days"?

Directly the berth has been made known to the owners, agents or brokers, this information is then sent
to the shippers concerned together with loading dates, and ports of destination. Ideally, the cargo
should arrive at the berth five or six days before the ship docks or is ready to load. This period is
generally known as "receiving days".

4. Who often works on behalf of exporters?

Clearing and forwarding agents very often act on behalf of exporters.

5. What is the function of the Shipping Note?

This note gives details of marks, references, number and description of packages, weight, measurement
and port of destination.

6. What is the "leading mark"?

Each package making up a shipping consignment must be distinguished by mark which is known as the
leading mark and is necessary for identification of the goods.

7. What is a cargo plan? What are the basic conditions for stowing cargo on board?
The cargo plan shows in diagrammatic form the longitudinal section of the ship and each hold with its
respective decks, with main consignments marked off by coloured blocks related to each port of
discharge.

8. When is the Ship's Manifest prepared?

When the ship has completed loading, specification of all cargo on board is prepared, and this is known
as the ship's manifest.
UNIT 9 - FUNCTION OF THE BILL OF LADING
1. What are the three principal functions of the bill of lading? Who issues, fills in, and signs the B/L?
The bill of lading has three main functions:
1) Receipt of goods shipped - it provides an exact assessment as to the quantity or weight of the
commodity, its condition on loading and even its value
2) Good evidence of contract – it provides the name of the ship and its owner, and where and when
goods were loaded
3) Document of title – it allows the lawful possessor of the bill to be considered the lawful owner of the
cargo described on it, thereby enabling the holder to demand the cargo.
The goods are signed for by the vessel's chief officer.

2. Explain the procedure of issuing B/L: the role of the Shipper, Owner.
Process of bill of lading: the shipper or his agent communicates with the shipowner to book cargo space
on the vessel or container. If satisfactory arrangements have been concluded, the shipper forwards the
cargo. At this stage, it is important to note that the shipper always makes the offer by forwarding the
consignment, whilst the shipowner either accepts of refuses it. Furthermore, it is the shipper's duty, or
that of his agent, to supply details of the consignment; normally this is done by completing the shipping
company's form of bill of lading, and the shipping company then signs the number of copies requested.

3. When will a B/L bear an endorsement?

If the goods are damaged or a portion of the consignment is missing, the document will be suitably
endorsed by the Master or his agent.

4. What does the Master or the shipowner's agent require at the port of destination before handing
the goods over?
The shipowner or his agent at the port of destination will require one original bill of lading to be
presented to him before the goods are handed over. Furthermore, he will normally require payment of
any freight due, in case it has not been paid at the port of shipment. When one of a set of bills of lading
has been presented to the shipping company, the other bills in the set lose their value.

5. What procedure is normally followed if the B/L has been lost or delayed?
In the event of the bill of lading being lost or delayed in transit, the shipping company will allow delivery
of the goods to the person claiming to be the consignee, if he gives a letter of indemnity; this is normally
countersigned by a bank, and relieves the shipping company of any liability should another person
eventually come along with the actual bill of lading.
UNIT 10 - SALVAGE CLAIMS
1. What is marine salvage? Which two meanings does this term have?
Salvage is the term for providing aid to the ship or recovering the vessel and the cargo from a peril.
The meaning of the term salvage is twofold - saving property and remuneration for saving property.

2. Which three requirements a salvor must meet in order to claim a salvage reward?
In order to claim a salvage reward the salvor must meet three requirements. There must be: a marine
peril, service voluntarily rendered and success in saving persons or property.

3. What are the two ways of handling salvage of the vessel?

The actual salvage of the ship can be handled two ways: The shipowner could contract services to save
the ship and cargo on a time and materials basis, and the second option is a Lloyd’s Open Form. The
Lloyd’s Open Form works on the “no cure, no pay” principle.

4. Explain the principle “No Cure, No Pay”.

If the salvor is successful in saving the ship and cargo, they will be paid an amount determined by a
salvage arbiter. This amount is based on the value of cargo and ship saved. If the salvors fail, they don’t
get paid.

5. In what circumstances is a salvor entitled to an award of “Special Compensation”?

The salvor will, however, be entitled to an award of “Special Compensation”, which is designed to
encourage salvors, even in cases in which saving the vessel is hopeless, to continue to exert their best
efforts to minimize environmental damage (primarily oil pollution).

6. What is the difference between marine towing and marine salvage? How can a boat owner make
sure that he will receive a bill for services and not a bill for salvage reward?
There is a considerable difference between marine towing and marine salvage. It is the boaters who do
not know the difference who are surprised when they receive a bill for a salvage reward instead of a bill
for marine towage or other services based upon an hourly-rate. The difference can be enormous. Take
for example a $150,000 yacht, which is purposefully grounded by its owner because he can’t find the
source of a leak. If a marine tower were called and agreed to assist the vessel on an hourly-rate basis,
then repaired the leak and pulled the boat off in 4 to 5 hours, and billed for its work at an hourly-rate,
the cost might be $500 to $600. However, the same marine tower who arrives and sees a boat in peril
because the weather is deteriorating or because the grounding is close to the shipping channel, and who
enters into no contractual agreement with the owner before providing his services, could demand and
receive a salvage reward of $25,000 for doing essentially the same work.
UNIT 11 - THE PORT OF ZADAR
1. What types of vessels does the port accommodate?
It can accommodate vessels of various sizes, from small fishing boats to large container ships and cruise
liners.

2. What services does the port provide?

The Port of Gaženica is designed to handle a wide range of cargo, including containers, vehicles, and
general cargo. It has state-of-the-art equipment, such as modern cranes, container-handling equipment,
and rail access, which allow for efficient and fast cargo handling operations. In addition, it provides
excellent connectivity, with direct links to major transport networks, such as the A1 motorway and the
Zagreb-Rijeka-Zadar-Split railway line. It is a modern, well-equipped port that plays a crucial role in the
transport infrastructure of the region. Its strategic location, advanced facilities, and connectivity make it
an attractive destination for both cargo and passenger traffic.

3. Where does a port pilot board the approaching vessels?

Pilot boards approaching vessels at anchorage, about 5 cables W of the green light at the W entrance
point to Zadar old port, or at the separate anchorage for tankers carrying dangerous cargo. Pilot VHF
channel 12.

4. Describe the procedure for coastal pilotage.

COASTAL PILOTAGE is compulsory for tankers carrying dangerous liquid chemicals and gas. When calling
Zadar, coastal pilot boards/leaves the vessel near Grujica lighthouse. The ship's 2 agent must advise the
Harbour Master in due time regarding the ETA as well as the ETS. In this respect it is requested 24-hours
ETA at pilot position, then corrected ETA 12 hours before vessel's arrival at pilot position.

5. Describe the tides, currents and winds affecting the navigation through the Port of Gaženica.
The tide is mainly diurnal and rises up to 0.65 m (2'); however, the water level is much affected by
weather conditions. During February-April the sea level may fall 0.5 m below normal. Currents are
negligible. When entering the new basin at Gaženica, S and NW winds could affect navigation.

6. Which commodities does the port import and export?

Imports: soya beans, liquefied gas, various bulk liquid chemicals, softwood, pulpwood, raw jute,
bananas. Exports: softwood, hardwood, logs, PVC, petrochemical products, maize.