According to the maritime law regulations, actually in force, the carrier is free from liability for the cargo damages resulting from perlis of the sea. There are many causes that the judicatures of many maritime countries conform severa restrictions of "an act of Cod " to the idea of "perils of the sea". The idea of "perila of the sea" exists, however, independently of "an act of God" and should be deflnited as another logical category of the maritime law. It is possible to do it as the result of the interpretation of that law. Than it is the risk resulting from sea elements during navigation in epite of taking care of loading by the carrier and placing the ship prepared and brought to a proper condition for carriage of the cargo according to its natura.

Maritime avereges including navigation averages too, are closely connected with the technical structure of fleet, as well as with the qualifications of shlp’s crew, and further with the navigation conditions existing ln regions in which the ship sails . The technical, human and exploitation factors have decisive influence upon lnteneivity, extension and results of maritime navigation averages. 1270 researches of average have been made and basing on them there is pointed out that a man participates most seriously in navigation average of the merchant marine. The influence of: general education, job competence, and stability of ship's a crew have been analysed on the base of presented statistical materials. Presented comments and causes of ship averages are followed by conclusions that if being applied, will be able to prevent increasing the number of sea accidents, and cut losses of the national economy.

A shipowner is hard hit by withdrawing a ship from the exploitation caused by damage not onlu directly i.e. at great expense of ship repairs but also he is not ralived of costs of ship maintenance and he misses suposed profits for cargoes. Profit is connected with time. The longer a ship is exploited the greater profit she yields. Then famages cause not only the direct losses of supposed profits that the greater, the longer is ship repair time. The choice of less expensive tenderer based on the calculation method of ship's damages repairs is one of the way to preventing from economic results of ship averages, presented here. The calculation presented in this article has been worked out in different variants including offer repair costs in foreign and country ship repair yards. The place and extension of average, the cost of towage and the waste of time are also considered in this paper.

There is the szstematicallz ordered essential problem of loads receptive to smells in the maritime transport, known by experience, based on observations and periphery mentions in expert literatura. Proper concluaions followed at the end. In this article there are talked over: loads receptive to smells, sources of smells, losses followed, and means as well as methods of overcoming harmful smelle in ships's holds during the process of carrying General Cargo. Insufficient knowledge and methods of estimation the harm of smells are underlined in the conclusions and there are marks about actuality of that problem also ln the future in spite of the expansion of the container transport. The loads smelling harmful are suggested to be meant as an other dangerous material and included to appropriate regulations.

Lorries and trailers are the main kinds of cargoes in the ferryboat navigation. The quanitity of that cargo goes up from year to year. The lorries and trailers are, or may be carried under bills of lading or under ferry ticket, what depends on a ferrybost ahipowner. It is not lndifferent to that matter because the kind of document influences the reeponsi-billty of a carrier for the transported cargo. There is the necessity to unify ferryboat documents, to introduce the proper form of the ferry ticket, according to the Polish Maritime Law actually in force.

Marine fouling of fishing vessels on the African fishery grounds was investigated with a skin diving method /SCUBA/ during five fishing cruises in the years 1969-1972 with a 73 days stay at Las Palmas included. The fouling was beeing found during the whole year with a particularly extensive growth in the summer months. Cirripedia Thorecica, algea and other attached animals were found to be the chief fouling organisms. It was noticed that the process of esttling during the veseel exploitation time partly differed from that during the long stay in a harbour period with a simultaneously similar vertlical distribution of organisms on a submerged part of ship. It was concluded that the Polish antifouling paint did not eliminate the settling. The paper is illustrated with tables and the author's own photographs.

Studies on the non-fish catches on the African fishery grounds have been carried out since 1969 within the Szczecin Maritime High Sehool research program. This paper presents the preliminary analysis of the non-fish catches species composition and percentage in the total Polish catches from Cap Blanc area in 1971. It was found that the cephalopods were basic oomponents of the non-fish catches, amounting to 0.3-0.4 % of the whole catch. The length composition end the mantle length -total weight relatlonship were analysed in Loligo vulgaris, Sepia officinalis and Octopus vulgaris. Small amounts of crustaceans, dolphins, tortoises and snails were found beside the cephalopods. The composition of the non-fish catch was different in pelagic and bottom fishing, it depended also on the depth and the time of day. The cephalopods in Polish catches yielded ca 200-300 tonns per year; lt could allow for their possible industrial use.

In the paper there have been analysed the power and energy losses in transformators working at bulk cargo loading berth. The single work of two transformators and parallel on as well has been considered. At the end of the paper the practical conclusions are communicated.

In the paper there have been talked ober energy lasses in an electroenergetistic mains feeding electrical devices working at a bulk cargo loading berth. The dependences which allow to estimate the losses in cables feeding the sliding cenal itave been described on diagrams.

In the paper there has been described the measurement method of the linear /a,b,c/ and angular translocations of any machine part to accepted frelly the reference scheme. These considerations are based on the theoretical elements of rigid substance movement in the space. The design solution of measuring scheme secures the simple interdependence between indicator indications and the linear and angular translocations.