Isolated Danger marks. Isolated Danger marks are erected on, or moored on or above, isolated dangers of limited extent which have navigable water all round them. The extent of the surrounding navigable water is immaterial: such a mark can, for example, indicate either a shoal which is well offshore, or an islet separated by a narrow channel from the coast.
LATERAL MARKS REGION B
This diagram is schematic and in the case of pillar buoys in particular, their features will vary with the individual design of the buoys in use.
Remember that the evidence relating to the incident is likely to be found on board the ship and that this evidence will be needed by the Club to defend claims which are received from injured persons, the owners of damaged cargo or property, or from a terminal operator.
The bill of lading is a record of the quantity of cargo and of its apparent order and condition at the time of shipment and, as such, is a vitally important document. Cargo damage or shortage claims can result from errors in the quantity and condition of cargo recorded on the bills of lading.
(1) The master should familiarize himself with the Safety Management System and the Ship Security Plan.
The average adjuster appointed by the party who declared general average (which is most often the ship owner).
Masters should have a watch kept on the gangway. They should prohibit stevedores from certain areas and have a watch kept on them. Searches should be made of the ship before sailing.
Load lines. The deck line and load lines, laid down in Load Line Rules, are marked on the ship’s side as follows.
Timesheets and Laytime calculation. After a fixture has been made and the vessel has commenced performance of the charter, "post-fixture activities" become important.