Table of contents
- Gard Guidance to Masters
- Foreword
- Acknowledgement
- Preface
- Introduction
- Part 1 General
- 1.1 Purpose of the Gard Guidance to Masters
- 1.2 Structure of the Gard Guidance to Masters
- 1.3 Scope of insurance cover
- 1.4 Contacting Gard or the correspondent
- 1.5 Gard publications
- 1.6 Loss Prevention in Gard
- 1.7 Gards website
- 1.8 The difference between P&I and Hull and Machinery insurance
- Part 2 Loss Prevention
- 2.1 General
- 2.1.1 Seaworthiness - Safety - Security
- 2.1.1.1 Seaworthiness - Safety
- 2.1.2 Instructions from the Company
- 2.1.1.2 Security
- 2.1.3 Instructions from charterers
- Reader rating
- Reader rating
- Reader rating
- Reader rating
- Reader rating
- Reader rating
- Reader rating
- Reader rating
- Reader rating
- Reader rating
- Reader rating
- Reader rating
- Reader rating
- Reader rating
- 2.2 Documentation
- 2.2.1 Certificates and documents
- 2.2.2 Logbooks
- 2.2.3 Reporting
- 2.3 Crew manning,documents, competency and fitness
- 2.3.1 Crew manning
- 2.3.2 Crew documents
- 2.3.3 Crew identity
- 2.3.4 Crew competency
- 2.3.5 Crew fitness
- 2.4 Familiarisation with the vessel
- 2.5 Management and communication
- 2.5.1 Teamwork - communication
- 2.5.2 Routine is dangerous
- 2.5.3 Discipline is essential
- 2.5.4 Orders
- 2.5.5 Procedures and reporting
- 2.5.6 Crew information
- 2.6 Health
- 2.6.1 Living quarters - galleys - provision stores - water systems - swimming pools
- 2.6.2 Vessels hospital and medicine
- 2.6.3 Medical care
- 2.6.4 Drugs and alcohol
- 2.6.4.1 Drugs and alcohol policy
- 2.6.4.2 Drugs
- 2.6.4.3 Alcohol
- 2.7 Training and drills
- 2.7.1 The importance of training
- 2.7.2 Safe training
- 2.7.3 Navigational training
- 2.8 Safety
- 2.8.1 General
- 2.8.2 Safety signs - muster lists - safety plans - emergency exits
- 2.8.3 Safe working environment
- 2.8.3.1 General
- 2.8.3.2 Working areas
- 2.8.3.3 Lighting
- 2.8.3.4 Cargo holds
- 2.8.3.5 Engine and pump rooms
- 2.8.4 Safe working equipment
- 2.8.4.1 Safe working clothes - Personal Protective Equipment (PPE)
- 2.8.4.2 Safe working tools
- 2.8.5 Safe working practices
- 2.8.5.1 Safe working practices at all times
- 2.8.5.2 Safe access to the vessel
- 2.8.5.3 On deck - mooring and unmooring
- 2.8.5.4 Overside and underwater works - divers work
- 2.8.5.5 Working aloft
- 2.8.5.6 Working in the engine room and machinery spaces
- 2.8.5.7 Entry into enclosed spaces
- 2.8.5.8 Hot work
- 2.8.5.9 Work in accommodation, galleys and pantries
- 2.8.6 Safe passenger environment
- 2.8.6.1 General
- 2.8.6.2 Accident prone areas and circumstances
- 2.8.6.3 Accident prevention
- 2.8.7 Safe environment for persons other than crew or passengers
- 2.8.7.1 Pilots
- 2.8.7.2 Supercargoes
- 2.8.7.3 Surveyors
- 2.8.7.4 Relatives on board
- 2.8.7.5 Stevedores
- 2.8.7.6 Ships visitors, agents, contracts etc.
- 2.9 Security
- 2.9.1 General access to the vessel
- 2.9.2 Refugees
- 2.9.3 Stowaways
- 2.9.3.1 General
- 2.9.3.2 Problems caused by stowaways
- 2.9.3.3 Access to the vessel
- 2.9.3.4 Measures prior to and upon departure
- 2.9.4 Violent attacks and piracy
- 2.9.4.1 Circumstances surrounding violent attacks
- 2.9.4.2 Action to prevent attacks
- 2.9.5 Drug smuggling
- 2.9.5.1 General
- 2.9.5.2 Motivate the crew to co-operate
- 2.9.5.3 National legal requirements
- 2.9.5.4 Measures to prevent drug smuggling
- 2.10 Inspection, Maintenance and Repair
- 2.10.1 General
- 2.10.2 Vessels seaworthiness
- 2.10.3 Lifesaving equipment and firefighting appliances
- 2.10.3.1 Lifesaving equipment
- 2.10.3.2 Fire fighting documents and appliances
- 2.10.4 Safety and environmental protection equipment
- 2.10.5 Navigational aids and equipment - sea charts and publications
- 2.10.6 Vessels computers - integrated bridge systems - engine automation systems
- 2.10.6.1 General
- 2.10.6.2 Basic bridge configuration
- 2.10.6.3 Voyage management system
- 2.10.6.4 Engine room automation system
- 2.10.6.5 Purpose of electronic systems
- 2.10.6.6 Causes of incidents
- 2.10.6.7 Sufficient training required
- 2.10.7 Vessels openings
- 2.10.8 Cargo holds and tanks, bulkheads and platings, structure and fittings
- 2.10.9 Cargo gear and lashings
- 2.10.10 Machinery - inspection, maintenance and repair
- 2.11 Cargo Ships and Cargo Operations
- 2.11.1 Cargo - general advice
- 2.11.2 The vessel and cargo holds
- 2.11.2.1 Clean holds, dry and free from smell
- 2.11.2.2 Fumigation
- 2.11.2.3 Hatchcovers and other openings
- 2.11.2.4 Pipes and manhole covers
- 2.11.2.5 Cargo gear
- 2.11.2.6 Cargo tackle
- 2.11.2.7 Stowage and securing
- 2.11.2.8 Ventilation
- 2.11.3 Cargo precautions under charterparty provisions
- 2.11.3.1 General
- 2.11.3.2 Typed amendments
- 2.11.3.3 Dunnage and shifting boards provided by charterers
- 2.11.3.4 Tallies, stowage, lashing and securing of cargo
- 2.11.3.5 Ventilation of cargo - monitoring of cargo temperatures
- 2.11.4 Signing bills of lading - letters of indemnity
- 2.11.4.1 General
- 2.11.4.2 Description, condition and quantity of the cargo
- 2.11.4.3 Date of issue
- 2.11.4.4 Authority on behalf of the Master to sign bills of lading
- 2.11.4.5 Letters of indemnity
- Reader rating
- 2.12 Selected cargoes
- 2.12.1 General
- 2.12.2 Bulk cargoes - dry
- 2.12.2.1 General
- 2.12.2.2 Condition of holds and portable bulkheads
- 2.12.2.3 Loading and unloading dry bulk cargoes
- 2.12.2.4 Shifting of moist bulk cargoes
- 2.12.2.5 Cargoes emitting gas
- 2.12.2.6 Concentrates
- 2.12.2.7 Heating of cargo
- 2.12.2.8 Draft survey
- 2.12.2.9 Cargo sampling dry bulk cargoes
- 2.12.3 Liquid bulk cargoes
- 2.12.3.1 General
- 2.12.3.2 Preparations prior to loading
- 2.12.3.3 Tank inspection prior to loading
- 2.12.3.4 The loading of liquid cargo
- 2.12.3.5 Cargo samples
- 2.12.3.6 Cargo quantity and signing bills of lading
- 2.12.3.7 The discharge of liquid cargo
- 2.12.4 Containers
- 2.12.4.1 General
- 2.12.4.2 Condition of containers
- 2.12.4.3 Seals and doors
- 2.12.4.4 IMDG labels
- 2.12.4.5 Flat racks
- 2.12.4.6 Container weight and stability
- 2.12.4.7 Lashing and securing of deck containers
- 2.12.4.8 Unrestricted bridge visibility
- 2.12.4.9 Special stowage instructions
- 2.12.5 General cargoes
- 2.12.5.1 General
- 2.12.5.2 Condition prior to shipment
- 2.12.5.3 Damaged cargo
- 2.12.5.4 Damage caused by stevedores
- 2.12.5.5 Photographic and video evidence
- 2.12.5.6 No loading during rain or snow
- 2.12.5.7 Separation - marking of cargo
- 2.12.5.8 Dunnage, lashing and separation material
- 2.12.6 Heavy lift cargoes
- 2.12.6.1 General
- 2.12.6.2 Loading, stowage and lashing plans
- 2.12.6.3 Loading gear and tackle
- 2.12.6.4 Co-operation during cargo operations
- 2.12.6.5 Completion of loading -lashing survey
- 2.12.7 On-deck cargoes
- 2.12.7.1 General
- 2.12.7.2 Clausing bills of lading
- 2.12.7.3 Lashing and securing
- 2.12.7.4 Timber deck cargoes
- 2.12.8 Reefer cargo and reefer containers
- 2.12.8.1 General
- 2.12.8.2 Reefer instructions from shippers
- 2.12.8.3 Refrigeration machinery and reefer compartments
- 2.12.8.4 Reefer containers
- 2.12.9 Ro-ro cargo
- 2.12.9.1 General
- 2.12.9.2 Negligent declaration of dangerous cargo
- 2.12.9.3 Checking of cargo to be loaded
- 2.12.9.4 Trailers
- 2.12.9.5 Uneven distribution of weights - negligent lashing of cargo
- 2.12.9.6 Negligent lashing on board the vessel
- 2.12.9.7 Improper securing of doors and ramps
- 2.12.10 Steel cargoes
- 2.12.10.1 General
- 2.12.10.2 Steel pre-shipment and outturn surveys
- 2.13 Voyage preparation, planning and performance
- 2.13.1 Sufficient supplies - bunkers and stores
- 2.13.2 Bunkering operations - bunker quality
- 2.13.2.1 General
- 2.13.2.2 Qualified and experienced personnel in attendance
- 2.13.2.3 Equipment used
- 2.13.2.4 Bunker quality - proper sampling
- 2.13.2.5 Emergency Response Plan
- 2.13.2.6 Bunkering from a tanker barge
- 2.13.2.7 Singapore Bunker Procedure (SBP)
- 2.13.3 Passage Planning - departure and arrival
- 2.13.3.1 General
- 2.13.3.2 Proper passage planning from berth to berth
- 2.13.3.3 Review of passage plan before execution
- 2.13.3.4 Unsafe port - unsafe berth
- 2.13.3.5 Proceeding on critical revolutions over a longer period of time
- 2.13.3.6 Check navigational instruments, propulsion and steering elements
- 2.13.3.7 Adjustment of ships clocks
- 2.13.4 Navigation in confined waters - Bridge Resource Management
- 2.13.5 Pilot assistance
- 2.13.5.1 General
- 2.13.5.2 Responsibility rests with the Master
- 2.13.5.3 Pilot assistance and SMS
- 2.13.5.4 Pilots experience and competency - intervention where required
- 2.13.5.5 Operational information to be relayed to the pilot
- 2.13.5.6 Information to and close observation of the pilot
- 2.13.6 Sufficient tug assistance - tug operations
- Reader rating
- 2.14 Watchkeeping and navigation
- 2.14.1 General
- 2.14.2 Watchkeeping underway
- 2.14.2.1 Watchkeeping performance
- 2.14.2.2 Masters orders and instructions
- 2.14.2.3 Handing over the watch
- 2.14.2.4 Taking over the watch
- 2.14.2.5 Proper lookout
- 2.14.2.6 Compliance with Collision Regulations and Traffic Separation Schemes
- 2.14.2.7 Weather reports
- 2.14.2.8 Keeping proper logs
- 2.14.2.9 Distractions by domestic radios and entertainment devices
- 2.14.2.10 Regular soundings
- 2.14.2.11 Vessels behaviour during passage - parametric rolling
- 2.14.3 Anchoring - watckeeping at anchorage
- 2.14.3.1 General
- 2.14.3.2 Anchoring as part of the passage plan
- 2.14.3.3 Proper selection of anchorage
- 2.14.3.4 Watchkeeping at anchorage
- 2.14.3.5 Maintenance of anchor gear
- 2.14.3.6 Securing of anchor gear during passage
- 2.14.4 Watchkeeping in port
- 2.14.5 Stay in shipyard or dry-dock
- 2.15 Ballast water operations
- 2.15.1 General
- 2.15.2 Automated cargo, ballast monitoring and control systems
- 2.15.3 Ballast water exchange at sea
- 2.15.4 Ballast water exchange in freezing conditions
- 2.16 Matters affecting voyage performance
- 2.16.1 Providing security - Letter of Undertaking
- 2.16.2 Fines
- 2.16.3 Pollution
- 2.16.3.1 General
- 2.16.3.2 Pollutants
- 2.16.3.3 Types and causes of pollution
- 2.16.3.4 Control and measures to avoid pollution
- 2.16.4 Collision
- 2.16.4.1 Causes of collision
- 2.16.4.2 Insurance cover
- 2.16.4.3 Collision at sea
- 2.16.4.4 Collision in confined waters
- 2.16.4.5 No use of GSM or other mobile telephones
- 2.16.4.6 Collisions may consittute a criminal offence!
- 2.16.4.7 Note of protest after collision
- 2.16.5 Damage to fixed and floating objects (FFO)
- 2.16.5.1 Insurance cover
- 2.16.5.2 Objects likely to be damaged
- 2.16.5.3 Damage to lock gates and walls
- 2.16.5.4 Damage to navigation aids
- 2.16.5.5 Damage to aqua farms and fishing gear
- 2.16.6 Damage to other property
- 2.16.6.1 Insurance cover
- 2.16.6.2 Damage caused by manoeuvring the vessel
- 2.16.6.3 Damage caused by the vessels anchors or mooring lines
- 2.16.6.4 Damage to shore installations and property
- 2.16.7 General average - grounding and salvage - fire
- 2.16.7.1 General average
- 2.16.7.2 Grounding and salvage
- 2.16.7.3 Fire
- 2.16.8 Diversion - deviation
- Reader rating
- Reader rating
- Reader rating
- Reader rating
- Part 3 P&I Response Advice
- 3.1 General response advice
- 3.1.1 Companys and vessels Emergency Contingency Plan
- 3.1.2 Purpose of Incident Response Advice
- 3.1.3 Be prepared!
- 3.1.4 The Master is the leader!
- 3.1.5 Do not underestimate an incident!
- 3.1.6 Contacts and instructions
- 3.1.7 Reporting the incident
- 3.1.8 Securing evidence
- 3.1.9 Access to the vessel, crew and documentation - no admission of liability
- 3.1.10 Correspondents - surveyors - lawyers
- 3.1.11 Giving statements to the representatives of the insurer
- 3.1.12 Issuing and receiving protests in connection with an incident
- 3.1.12.1 Issuing a protest
- 3.1.12.2 Receiving a protest
- 3.2 Cargo
- 3.2.1 Action to be taken
- 3.2.1.1 Cargo damage
- 3.2.1.2 Cargo lost overboard creating a hazard to navigation
- 3.2.2 Evidence to be collected
- 3.2.3 Documents to be retained
- 3.3 Collison
- 3.3.1 Action to be taken
- 3.3.1.1 Emergency Contingency Plan
- 3.3.1.2 General
- 3.3.1.3 Reporting
- 3.3.1.4 Personal injury
- 3.3.1.5 Cargo damage
- 3.3.1.6 Pollution
- 3.3.2 Evidence to be collected
- 3.3.2.1 General information
- 3.3.2.2 Navigation and communication in use at the time of collision
- 3.3.2.3 Persons involved
- 3.3.3 Documents to be retained
- 3.4 Damage to FFO (Fixed and Floating Objects) and other property
- 3.4.1 General - Reporting
- 3.4.2 Action to be taken
- 3.4.3 Evidence to be collected
- 3.4.3.1 General information
- 3.4.3.2 Navigation and communication equipment in use at the time of the incident
- 3.4.3.3 Personsl involved
- 3.4.3.4 Documents to be retained
- Reader rating
- Reader rating
- Reader rating
- 3.5 Diversion - Deviation
- 3.5.1 Diversion - deviation
- 3.5.2 Justifiable diversions
- 3.5.3 Diversion to undertake repairs
- 3.5.4 Action to be taken (in all cases of diversion - deviation)
- 3.5.5 Evidence to be collected (in all cases of diversion - deviation)
- 3.5.6 Documents to be retained (in all cases of diversion - deviation)
- 3.6 Drug smuggling
- 3.6.1 General
- 3.6.2 Action to be taken
- 3.6.3 Criminal investigations
- 3.6.4 Evidence to be collected
- 3.6.5 Documents to be retained
- 3.7 Fines - Criminal investigations
- 3.7.1 General
- 3.7.2 Criminal investigations
- 3.7.3 Action to be taken
- 3.7.4 Evidence to be collected
- 3.7.5 Documents to be retained
- 3.8 Fire
- 3.8.1 Immediate action to be taken
- 3.8.1.1 Emergency Contingency Plan
- 3.8.1.2 Reporting
- 3.8.2 Evidence to be collected
- 3.9 Grounding and salvage - General Average
- 3.9.1 Grounding
- 3.9.1.1 Action to be taken
- 3.9.1.2 Evidence to be collected
- 3.9.2 General average
- 3.9.2.1 General
- 3.9.2.2 Action to be taken
- 3.9.2.3 Evidence to be collected
- 3.9.3 Salvage
- 3.9.3.1 General
- 3.9.3.2 Reporting
- 3.9.3.3 Action to be taken
- 3.9.3.4 Evidence to be collected
- 3.10 Persons overboard or missing
- 3.10.1 Actions to be taken
- 3.10.2 Evidence to be collected
- 3.11 Personal injury, crew illness and death
- 3.11.1 Personal injury
- 3.11.1.1 General
- 3.11.1.2 Action to be taken
- 3.11.1.3 Evidence to be collected
- 3.11.2 Stevedore injury
- 3.11.2.1 Action to be taken
- 3.11.2.2 Evidence to be collected in addition to section 3.11.1 Personal injury, above
- 3.11.3 Passenger injury
- 3.11.3.1 Actions to be taken
- 3.11.3.2 Evidence to be collected in addition to section 3.11.1 Personal injury, above
- 3.11.4 Illness
- 3.11.4.1 Actions to be taken
- 3.11.4.2 Evidence to be collected
- 3.11.5 Death
- 3.11.5.1 Actions to be taken
- 3.11.5.2 Evidence to be collected
- 3.12 Pollution
- 3.12.1 General
- 3.12.1.1 Insurance cover
- 3.12.1.2 Reference and national contact points
- 3.12.1.3 Co-operation with authorities - no admission of liability
- 3.12.2 Pollution by oil
- 3.12.3 Pollution by noxious liquid substances in bulk - chemicals
- 3.12.4 Pollution by harmful substances in packaged form - dangerous cargoes
- 3.12.5 Pollution in non US waters - underway, alongside or at anchor
- 3.12.6 Pollution in US waters
- 3.12.6.1 Immediate notification and contacts
- 3.12.6.2 Criminal investigations
- 3.12.7 Co-operation with contractors
- 3.12.8 No chemicals to be used unless approved!
- 3.12.9 Vessels plans
- 3.12.10 Evidence to be collected
- 3.12.10.1 Description of the incident
- 3.12.10.2 Description of the operation during which pollution occurred
- 3.12.10.3 Other companies involved in the pollution - bunker and other suppliers
- 3.12.10.4 Property damaged by pollution
- 3.13 Refugees
- 3.13.1 General
- 3.13.2 Action to be taken
- 3.13.3 Information to be provided
- 3.13.4 Evidence to be collected
- 3.14 Stevedore damage - damage to the own vessel caused by third parties
- 3.14.1 General
- 3.14.2 Reporting
- 3.14.3 Actions to be taken
- 3.14.4 Evidence to be collected
- 3.15 Stowaways
- 3.15.1 Actions to be taken
- 3.15.2 Evidence to be collected
- 3.16 Structural failure - Loss of propulsion and/or steerage - call for assistance
- 3.16.1 General
- 3.16.2 Action to be taken - Emergency Contingency Plan
- 3.16.3 Reporting
- 3.16.4 Evidence to be collected
- 3.16.4.1 General information
- 3.16.4.2 Navigation and communication equipment in use at the time of the incident
- 3.16.4.3 Persons involved
- 3.16.4.4 Documents to be retained
- 3.17 Towage - Damage caused to or by a tug
- 3.17.1 Actions to be taken
- 3.17.2 Evidence to be collected
- 3.18 Violent Acts, Piracy, Robbery and Others
- 3.18.1 General advice
- 3.18.2 Do not risk life defending property!
- 3.18.3 Reporting
- 3.18.3.1 General
- 3.18.3.2 Use of radio signals by vessels under attack
- 3.18.3.3 Pirates detected prior to boarding the vessel
- 3.18.3.4 Pirates boarded unnoticed
- 3.18.4 Evidence to be collected
- Part 4 Annexes
- Annex 1 Certificates and documents required to be carried on board ships
- Annex 2 List of abbreviations
- Annex 3 Communications while loading and discharging
- Annex 4 "Hold Harmless" visitor agreement
- Annex 5 Pilot card
- Annex 6 Ship to shore Master/pilot exchange (MPX)
- Annex 7 Shore to ship Master/Pilot exchange (MPX)
- Annex 8 Stowaways Questionnaire
- Annex 9 Piracy and maritime violence incidence report
Introduction
INTRODUCTION
I consider it a very great honour and privilege to have been invited to prepare
an introduction for this, the Second Edition, of the Gard Guidance to Masters
published by Gard.
Since the launch of the first edition of this excellent book in 2000 I have
been a great fan – and a well thumbed copy has never been far away from
my desk top. This second, revised and updated, edition has made a first class
publication even better!
The Master of a commercial ship seems to be on the receiving end of not only
an apparent endless steam of legislation, rules and regulation with which he
or she must comply but also increasingly severe punishment in the event of any
failure to comply or other violation. It is perhaps worth reflecting for a moment
upon the requirement of Section 1.2.3 of the ISM Code:
1.2.3 The safety management system should ensure:
.1 compliance with mandatory rules and regulations; and
.2 that applicable codes, guidelines and standards recommended by the Organization,
Administrations, classification societies and maritime industry organizations
are taken into account.
Whilst the primary obligation is upon ‘The Company’ to develop,
implement and maintain the Safety Management System – it will be very
much the responsibility of the Master to ensure onboard implementation. The
‘mandatory rules and regulations’ which are referred to in Section
1.2.3.1 of the Code will include not only the Legislation of the Flag State
Administration – but also the laws, rules and regulations of each of the
many different countries which the vessel might visit. Fortunately most maritime
nations of the world tend to adopt and ratify IMO and ILO conventions which
makes compliance somewhat more manageable. However, some countries – notably
the USA and increasingly the European Union – introduce additional or
different legislation – which increases the burden of compliance. However,
such legislation can, perhaps with some difficulty at times, be identified and
complied with. But what about Section 1.2.3.2? What should be included, or excluded,
from those categories of guidelines and publication – which must be taken
into account? I can certainly imagine that, following some maritime incident,
the Master will be criticised for not having taken into account a particular
Code or set of guidelines or ‘industry publication’. This is a very
real, practical, dilemma facing the modern day Master – and Company –
basically there is so much out there to comply with and to ‘take into
account’!
What I think the Gard Guidance to Masters does, more then any other single
achievement, is to provide a passage plan to steer a navigable course through
that dilemma. In other words it is a very practical and helpful filter to guide
the Master as to where his/her attention should be focussed. Of course the Guide
itself is not intended to replace any of the ‘mandatory rules and regulations’
or ‘applicable codes, guidelines etc.’ referred to in Section 1.2.3
of the ISM Code – but it will help to make them a little more manageable.
It is highly commendable therefore that one of the worlds leading P&I clubs
took the initiative to produce such a publication. However, a real dilemma which
must have confronted Gard is how to actually prepare such a set of guidelines
and who would be suitably qualified and experienced to take on such an enormous
task and responsibility.
Such an author, or general editor, would have to have the legal knowledge to
be aware of the all the various rules and regulation – not only as a practicing
maritime lawyer but also, ideally, having had experience working at a senior
level within a Flag State Administration. The individual would, ideally, have
had many years of practical experience of dealing with the whole range of maritime
accidents and incidents which might occur during the commercial operation of
vessels – a P&I correspondent in a large, busy, sea port would probably
be the most suitable candidate. On top of that the individual MUST have had
extensive seagoing experience on a range of vessels who would be in a position
to empathise with the Masters dilemma and really understand the job of commanding
a commercial vessel. Finally, the individual must not only promote and support
the professionalism of the serving Master but must also have the enthusiasm
and the ability to communicate and to motivate serving Masters to share in that
professionalism and enthusiasm – to consult and follow the Guidelines
provided. I know of only one person who could satisfy this almost impossible
set of criteria – and Gard had already secured this Captain to steer their
ship – Captain Ronald Wöhrn.
It is with great pride therefore that I extend my congratulations to Gard, Captain
Ronald Wöhrn and the editorial support team who have worked so hard to
produce this most valuable book. I know that their greatest reward will be the
assurance that serving Masters are using the Guidelines to help them perform
their day to day work of operating their ships safely and efficiently. Aspiring
Masters as well as ship operators, maritime lawyers, surveyors, consultants
and anyone else involved in the operation of vessels and in dealing with problems
if things go wrong will also find the Gard Guidance to Masters an invaluable
addition to their reference library.
1st May 2006
Dr. Phil Anderson, BA(Hons.), D.Prof., FNI, MEWI, AMAE, Master Mariner
President – The Nautical Institute