Anglų savarankiškas darbas.
Introduction. Definitions. Vessel Accidents. Logbook Entries. The Reports and Statements. Accidents Due to Alleged Defective Material. Accidents Going On or Leaving Drydock. Accommodation Ladder Accidents. Breakdown of Equipment. Accidents Caused Thereby. Bursting of Steampipe. Breakage of Shaft. Cargo Damage. Collision with Another Vessel. Collision with Docks, Shore Installations', Navigation Aids. Damage to Another Vessel Caused By Alleged Excessive Speed. Dragging Anchor and Causing Damage to Submerged Cables, Pipelines or to Other Vessels. Deviation. Fire on Board. Fuel Oil Spill In Port. General Average. General Average Adjustment. Inadvertent lifeboat hook release. Winch greasing causes hand injury. Grounding due to distraction. Collision and sinking of small craft. Conclusion. References.
Unfortunately, the reality is that shipping of any type is a risky, dangerous, and sometimes fatal business.
Hospitalization of crew members in foreign ports
You will meet with many kinds of accidents to your vessel and cargo, as well as accidents causing injuries to crew, passengers and stevedores, often resulting in claims against your company. Opposition attorneys, underwriters, cargo surveyors and others may ask to see your logbook or bellbook and may attempt to get statements from you, your officers and crew.
Under no circumstances, except by express permission in writing from your company, should any person be given a statement, either oral or written, regarding accident loss or damage. No one should be permitted to interview any of the officers or crew or to see the logbook or bellbook.
Attorneys, underwriters and surveyors are persuasive talkers. They may try to convince you that since the damages will eventually be paid for anyway there is no reason why they shouldn't get a statement or be allowed access to the logbook or bellbook. Unless such persons have unimpeachable credentials or are vouched for by your company's representative, who is known to you, give them nothing, show them nothing and tell them nothing—except to leave the vessel, and see that they do so. This, of course, does not apply to Coast Guard officials, who will be in uniform or have proper credentials. Names of attorneys and others representing your company, and their firms, should be logged.
If it is necessary to talk to opposition attorneys—and this should be done only with the advice and consent of your company—be careful of what you say. They may try to put words in your mouth and make you think you thought of them yourself. If you must sign any papers, be sure to read them over carefully, every word and every sheet, before signing. Under no condition sign any blank sheets even though you are assured that it will save you time and trouble.
If anyone on board is seriously injured and litigation should result, the opposition lawyers will probably claim the injury was due to rank carelessness and gross incompetence on the part of the master and the company. If they can substantiate this claim it will usually mean a loss to your company and trouble for you.
In most types of accidents six to eight copies of reports and statements are required. Do not type them all in one lot or the bottom copies, as noted above, will be very difficult to read. Too many officers follow the practice of typing multiple copies all at one time; and if the other side of the report must also be filled out, they turn the complete set over, and type the original on the reverse side of the last carbon. Such careless work should be avoided. The reports should be typed no more than three or four at a time, and when necessary to use the other side, the sheets should be stacked so that the original is the original on both sides. Too much trouble cannot be taken with these small but important details. All reports and statements should be clear, neat and legible. Keep in mind that proper and adequate reports and statements will go far towards protecting the interests of your company and will save you the necessity of having to do them over.