LP News Issue 7 - May 1996
Cargo Matters
 The Club's latest loss prevention video is the first in a series dealing with cargo matters. More videos will be issued in the next two years focusing on cargo loss prevention in particular kinds of ships bulk carriers, tankers, and containerships.
In the video, examples are taken from actual claims to increase awareness of the physical and commercial risks on board ship. It complements the joint UK Club/Nautical Institute book "Watchkeeping Safety and Cargo Management in Port" which was published last November, emphasising that safety and commercial profitability go hand in hand in a successful shipping operation.
Because the video is longer than others issued by the Club (45 minutes), it is divided into seven modules, each of which can be viewed independently. The modules deal with the separate stages of operations that must be undertaken properly if cargo is to be carried safely and profitably. A detailed contents guide makes it easy to find particular modules and easy to use the video in crew training and education.
The video is being issued in a variety of formats and languages. We want to get copies on board each cargo ship entered in the Club in the format and languages most appropriate to each ship. If you have not seen or heard of the video, please contact your ship-operator and ask for copies to be made available to you. The operator can simply contact Thomas Miller P&I Ltd, London, who will be glad to supply the copies as requested. Copies are also available to non-members at a nominal charge of £10 inclusive of postage and packing.
Maritime Excellence exhibition
For those in London on 26th/27th June, UK Club Loss Prevention activities will be included in the Nautical Institute's 'Maritime Excellence' exhibition at the Baltic Exchange. Please bring the enclosed invitation to gain entrance. | Steel coils ex US Gulf
We have received reports of completely unsatisfactory procedures being employed in US Gulf ports in relation to the lashing and securing of steel coil cargoes. One report referred to the use of unskilled labour using simple hand tools to try to tension and secure the steel banding which is used for lashing and securing the coils.
As was noted in the report, it is essential for such procedures to be undertaken by skilled, competent labour using proper, purpose-designed, pneumatic tools. The compressor fed tools will tension the bands a good ten times more effectively than hand tensioning.
The attending surveyor said the hand tensioned steel banding "felt like rubber bands." With unit weights approaching 20 tonnes it should be obvious that the consequences of coils coming adrift at sea are potentially disastrous. |
Containers
ALL ABOARD?
The carriage of containers on deck regularly gives rise to claims resulting from units being washed overboard. It is wishful thinking to suppose that because the cargo is carried on deck the carrier will somehow be immune from liability for containers lost over the side; and whilst it may be tempting to blame the weather for such losses, the problems are quite often man-made.
The following are among the more common causes of problems:
 Right: Rusted shoes and incompatible twist-locks used indiscriminately
1. Failure to follow Class approved lashing plans for the ship.
2. Failure to ensure that stack weights and tier weights do not exceed their designated limits.
3. Failure to secure containers properly with suitable twistlocks, link plates and wire lashings.
4. Failure to maintain locking and securing equipment in first class order and condition, free from rust and corrosion.
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It is essential for your own safety that your ship has in place good working procedures to ensure that:
LIGHTENING THE LOAD
We have received notice of a spate of problems involving stolen cars loaded undeclared and undocumented into house to house containers shipped from USEC ports to East European ports and thereafter to Russian destinations.
Such shipments have been targeted by the US authorities. The stolen cars have been removed and recovered. The carrier then has to face the problem of a receiver who will get only what it says on the shipping documents and not the bonus he was expecting!
In some cases inland transportation arrangements are being cancelled for fear of potential retribution against innocent truckers and delivery of such containers is being offered to the receiver at the ocean port of discharge.
 THIS IS OBVIOUSLY CONTRARY to usual practice. It is usually a matter of fundamental importance that delivery of cargo is given at the place agreed in the contract of carriage; Club cover may be prejudiced by any failure to do this. However, sometimes a choice has to be made for whichever is the lesser of two evils.
TWO DOWN
After a stack of three 40' containers had been stowed improperly, the top two boxes were lost when the ship encountered severe bad weather. Contrary to both proper practice and common sense, the heaviest container was placed on top of the stack.
Bad weather was encountered on the passage and the ship's stability was compromised. As the vessel rolled heavily the twistlocks securing the containers sheared and two from the stack were lost overboard, together with their high value contents.
National Issues
IN THE BAG
India now exports several break bulk cargoes (bagged rice, soya bean meal and sugar). These commodities are always susceptible to claims for shortlanding, slackage from torn/bleeding bags and wetting and staining.
Before such cargoes are loaded they ought to be subject to pre-loading surveys to ascertain their apparent condition. Tallies should be arranged by the carrier for his own benefit (not relying on the tally usually arranged by the shipper). Masters should also undertake thorough draft surveys before commencement and upon completion of loading in order to verify the results of the tallies as far as possible. The same applies for procedures at discharging ports.
| THE LOCAL CORRESPONDENT in Bombay tells us that he is often called in AFTER the Master has encountered a problem (and perhaps had to stop loading). He says this is like fire fighting; it is always less effective than fire prevention. |
MEXICAN MUGGING
A tanker arrived at Dos Bocas to load crude for carriage to the LOOP terminal. During the course of loading a sheen was noted on the water in the way of the shell plating by No 2 starboard tank. Loading was halted immediately, the cause of the leak established and the situation rectified. The attending consulting surveyor calculated the escape amounted to roughly six barrels.
Following the incident the Naval authorities required reasonable security (US$15,000) to cover a potential legal penalty in respect of the incident . Security was provided and the penalty proceedings were processed in a straight-forward manner through the Club's local correspondent.
Unfortunately a large local commercial company also demanded security from the shipowner in the sum of US$70,000 to cover alleged costs of clean up and pollution prevention measures. In fact no substantial clean up operations and no pollution prevention measures were undertaken.
The company refused to discuss the matter through the Club's local correspondent and demanded the security should be in the form of a bankers' draft made out in their favour! Fearing the prolonged detention of his ship, the shipowner arranged for the local agent to secure the claim. The local agent immediately paid over the US$70,000 demanded and called in the counter-security which the shipowner was powerless to prevent.
Prolonged negotiations followed through the Club's local lawyers seeking justification and support for the expenses claimed'. Following prolonged discussions a small credit was eventually conceded against other claims pending.
Masters will from time to time encounter circumstances where customary claim handling procedures are simply not recognised. Opposing parties may try to gain undue advantage by means of duress and a shipowner may be powerless to resist. Claimants who are inclined to act in such ways can often manufacture circumstances to suit their aims, but it is much more likely that it will simply be opportunities presented to them that are exploited as much as possible.
THE BEST ADVICE must always be to adopt the highest professional standards of conduct and care in order to minimise the opportunities afforded to oppressive claimants.
IRANIAN OUTTURN
The Iranian Customs Administration has agreed that the control and clearance of dry and liquid bulk goods should be controlled by measurement of the ship's draft or ullages as performed by one of a number of specified surveying companies.
These surveys are conducted for the benefit of the owner of the goods concerned and the related costs are to be borne by them. It is obviously in the interest of all parties that these surveys are conducted as accurately as possible. Cargoes will still be measured at road weighbridges in order to provide a cross-check against shipboard figures.
The Customs Administration also indicates that in order to allow for discrepancies arising from differences in conditions at loading and discharging ports and difficulties in reading the draft line, decreases in weight of up to one part per thousand (0.1%) should be accepted and taken into account before drawing up the "proces verbal".
Panama regulations
The Club's correspondents in Panama reminds us that the Canal Commission takes a strict view of failure to comply with their regulations, especially the contravention of maximum draft regulations.
Failure to comply with the Commission's regulations may well lead to delay or the denial of transit; at the very least it will require the shipowner to provide a waiver of any claims against the Commission. You should therefore check carefully with your local agent, to obtain full detail s of the Commission's regulations relating to booking and transit in good time so that you may avoid the possibility of delay or denial of transit.
Ships have been made to off-load bunkers or tranship cargo to comply with maximum draft regulations; the costs and delays involved can be enormous.
Good Practice
NICE WEATHER!
Commenting on a number of deficiencies found in ship-board procedures, a surveyor recently made the following comments concerning ventilation:
"According to the master, no such temperature records were maintained for the subject voyage. Little attention appeared to have been paid to any comprehensive ventilation programme. The Captain advised that the cargo was mechanically ventilated "when the weather was nice." His definition of "nice" weather was an absence of rain, snow or sea spray. It did not appear to involve a consideration of external or hold air temperatures or their moisture content.”
 The cargo in this particular case was newsprint, but any water/moisture sensitive cargoes require the ship's staff to MONITOR AND RECORD wet and dry bulb air temperatures regularly, both in the hold (internal) and outside (external). Consideration of this information enables the moisture content and dewpoint of the air to be determined.
WHERE FOR EXAMPLE, the dewpoint of external air is below the temperature of air in a particular cargo hold, ventilating that hold will certainly lead to water condensation on the cargo and will result in wetting damage to the cargo."
SOUNDINGS
 The failure of crew to take soundings of cargo-hold bilges and to pump out water collected in the wells resulted in a large quantity of water lying free in the ship's hold and seriously damaging a cargo of paper rolls.
Bilge sounding should be a formal, regular, procedure conducted at least every day (weather conditions permitting if the soundings are taken by hand). The soundings should be entered in a bilge sounding record book and posted in the deck log book for record purposes.
If soundings cannot be taken, perhaps due to the press of bad weather, it is wise in any case to conduct regular bilge pumping in case any water has found its way into the wells or hold.
A SMALL AMOUNT of water in a hold can cause a huge amount of damage to sensitive cargoes. The effect will be multiplied enormously if the ship is being tossed about as it passes through bad weather conditions.
HEAVYWEIGHT -- UP TO A POINT!
 Damage can easily be caused to hatchcovers by the careless positioning of dunnage. Such was the case where deflections were noted on hatch covers following the discharge of deck cargo.
Investigations revealed that the unit weight of the deck cargo was acceptable when considered in relation to its overall unit area. However, during loading the stevedores placed transverse battens under the cargo. These battens were placed on the hatch cover panels between their transverse framing.
The weight of the cargo thus bore down on the hatchcover through the dunnage. This meant that locally, in the way of the battens, the point loading exceeded the maximum permitted loading for the panels. This resulted in them being locally set down and deflected.
THE REPAIRS TO THE PANELS themselves were not difficult or costly but the unseen and incidental costs, the loss of time and the cost of removing and back-loading cargo, made the whole operation very expensive. These losses would have been avoided if the crew had taken care to ensure that the battens were located above the stronger transverse framing of the hatchcover panels.
DEPENDABLE?
Of the many deficiencies noted in the course of their work, Australian Maritime Safety Authority inspectors have found that deficiencies in life saving and fire fighting equipment account for more than 50% of all deficiencies recorded.
YOUR LIFE MAY WELL depend on life saving and fire fighting equipment functioning properly. Does it work on your ship or are you taking a risk?
DON’T DELAY
The ISM Code will become mandatory for passenger ships, high sped vessels, tankers, bulk carriers and gas carriers of more than 500gt from July 1998, and for the other ships from July 2002.
The new Code requires suitable regimes to be in place, on board and ashore, designed to ensure the safe management of ships, with the aim of avoiding personal injuries, marine casualties, and pollution incidents.
Practically speaking, these regimes will be defined by industry's 'best practices' as currently understood and will, by their very nature, be subject to constant review.
Industry 'best practice' may also be relevant to the assessment of seaworthiness in cargo claims. Nearly all contracts for the carriage of goods by sea require a carrier to take good care to make the ship seaworthy prior to undertaking its voyage. To decide whether or not a carrier has done this, the court will assess what steps were taken to make the ship fit for its voyage and will compare this with what might have been expected of a wise and careful shipowner undertaking the same voyage.
IT IS THEREFORE IMPORTANT that if you do not already have in place the regimes and practices which the ISM Code will impose as a formal requirement, you should begin to establish these as soon as possible.
This will not only help to protect you legally, but its also important for your professional satisfaction. It applies both to the on-board procedures which you adopt and to your links with your shipowner or ship manager. It will take time to achieve, so don't delay!
Evidence
THE COMPLETE PICTURE
In LPN-5 we emphasised the value of photographs and videos to supplement written re ports and to assist claims handling. These records are much more valuable if the photographs or videos clearly identify their subject matter and the date and time they were taken. It is also important to be able to identify the person who took them, in case he (she) is required to give evidence.
Many modern cameras can automatically log the date and time a photograph is taken. The subject matter of photographs can be clarified in many different ways. For example, chalk marks may be used to identify damaged corrugations of bulkheads; simple arrows can pinpoint the location of damage on a container. As a matter of routine, surveyors will often take a general photograph of the ship on which they are working simply to identify its name.
Video recordings are very helpful evidence. Imagine a recording of heavy weather encountered on a voyage. By knowing the date and time the footage is shot it can be matched to the contemporary log book record. For a video recording, some preliminary footage could easily identify the ship concerned; the identity of the cameraman could be sound recorded at the start of each section of filming.
BUT DO REMEMBER, you can't just produce a selection of the best photographs to support your case. You will be expected to produce all the photographs you have taken on the film or the complete videotape. Also, if the record is to be really useful it will have to tell a complete story, not just the bits you prefer.
SALE AHOY!
Time and time again the defence or prosecution of claims is compromised because vital evidence is lost to the shipowner. One of the most common examples is when a ship is sold. At such a time it is not unusual for rough books, some plans and other documents to be discarded. After the ship has been delivered to her new owners, there is unlikely to be any further opportunity to gain access to the ship to take photographs or to check specific details.
MOST CLAIMS AND DISPUTES are won or lost on the quality of the available evidence rather than difficult points of law. Make it part of your general practice, when preparing to deliver a ship to buyers, to check in good time whether any material from the ship is still required by your claims department, your Club or the shipowner's lawyers in connection with any outstanding claims. Effectively it will be their last chance to obtain it.”
People
UNFINISHED BUSINESS
Following the arrival of a ship in Ceuta, the Club's local correspondent was asked to help identify and repatriate a stowaway who had boarded the ship in East Africa.
The correspondent carried out preliminary inquiries on board. In due course the ship completed operations and shifted to the anchorage. From then on the correspondent was unable to find out whether or not the stowaway was still on board. Shortly afterwards the ship sailed for her next port.
In fact the stowaway was no longer on board. It seems the Master was suspicious of the answers given by the stowaway to the correspondent's questions and he decided to leave him behind in Spanish territory.
That could prove to be an unsatisfactory decision. Spain has recently increased the level of fines applying to such cases. If the authorities catch a stowaway whom they believe has been helped to enter Spanish territory illegally by the Master, officers or crew of a ship, then the shipowner, Master or agent is liable to a fine of up to US$250,000.
THE SHIPOWNER THEREFORE remains vulnerable to a heavy penalty if the stowaway is picked up and the authorities identify the ship on which he travelled.
Nautical
AFTER YOU?
Having taken a pilot on board, a ship left anchorage to enter port and go to berth. At the same time, a second ship was making for the fairway ready to enter the port. Within 15 minutes the two ships had collided. One sustained extensive bow damage, the other suffered a flooded engine-room and cargo space.
The second ship had the first on her starboard side; heading to cross, she was the give way ship. But the pilot on board wanted to enter port first; he indicated this and thereafter took no action to give way and keep clear of the first ship. The action taken by the first ship to avoid the collision also proved inadequate.
Had the pilot of the first ship been more aware of the imminent arrival of the second, the whole close quarters situation would have been avoided by a further 5 minutes standing by. The decision of the second pilot to proceed contrary to the provisions of the Collision Regulations should not have been based on anything less than a crystal clear agreement not only between the two pilots, but between both of the Masters as well.
ANY PORT IN A STORM?
Following heavy weather encountered on a trans-atlantic voyage, a ship suffered serious structural damage. It was eventually beached and wrecked in England. The P&I Club had to pay for the removal of the wreck as well as for the loss of all the cargo; the total cost of the claims arising from the casualty was nearly US$6,000,000.
Prior to the final beaching in England, the Irish authorities had refused permission for the ship to enter their territorial waters for refuge. The Irish courts subsequently rejected a claim by the shipowner for indemnities in respect of that refusal of refuge.
The court acknowledged the established custom whereby a stricken merchant ship has a right to expect access to a port of refuge in times of peril. But the court also considered that a new custom is evolving to refuse access to some ships which pose grave and imminent danger to coastal waters; particularly when a refusal of refuge would result solely in economic loss, for example where the crew has been or can be airlifted to safety.
Cargo Surveys
IF IN DOUBT, SHOUT!
A pre-shipment survey was performed on a consignment of steel which was shipped from Brazil to Australia. The cargo was reportedly in good condition on shipment but on arrival the receiver complained of rust damage. The Master was questioned about the damage by surveyors representing both the receiver and the charterer but he failed to inform the shipowner or obtain assistance from the Club's local correspondent.
A) Steel
Seven months later the shipowner was presented with a claim for US$300,000. Because of the Master's failure to give notice of the problem, the shipowner had no evidence with which to answer the allegations concerning the nature, cause and extent of the damage which had been noted by the receiver's surveyor and was confirmed by the charterer's.
B) Bananas
Soon after leaving her load port in Equador, the crew of a reefer ship found some of the bananas they were carrying had ripened. The affected bananas were simply thrown overboard; unfortunately this did not solve the problem. The shipowner was neither notified nor consulted for advice and assistance. At the discharge port in Europe the receiver claimed over-ripening of much of the cargo and presented a claim for US$400,000.
The damage was quite possibly caused by a pre-shipment problem with the fruit, but the burden of proof lay with the ship to show this was likely. The shipowner faced great difficulty gathering evidence to try to demonstrate the cause of the problem; far more than if the problem had been reported as soon as it first presented itself.
C) Cardboard Boxes
Stevedores complained that many of the cardboard boxes they were handling were wet and that consequently the boxes were collapsing during discharging operations.
The ship's Chief Officer would not sign a damage report presented by the stevedores. He had not been on the ship during the passage and so knew nothing of the cause of the problem. But, considering it to be the problem of the former Chief Officer, he also failed to inform the shipowner of the problem or call for the assistance of the Club's local correspondent.
Later on, the receiver submitted a claim to the shipowner for US$135,000; because he had no notice of problem, the shipowner had no contemporary evidence to defend the claim.
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AT THE FIRST indication of a problem you should notify the shipowner (or manager) immediately in order that the extent of the investigations required can be evaluated, so that relevant decisions can be made and valuable evidence collected.
Even if the investigation confirms the cause of the problem is a fault of the carrier, in still help to limit the size of any claim presented. |
EARLY APPOINTMENT
The carriage of a consignment of cocoa beans was complicated by conditions encountered on passage. An enormous claim was made by the receivers of the cargo, who alleged that inadequate care had caused wet damage.
Expert intervention established a principal cause of the problems to be the fact that the cocoa beans were an old consignment whose moisture level had increased as it awaited loading. This was a fact which the Master would have been unaware of and unable to determine for himself at the time of loading.
THE EXPERT WAS appointed as soon as the receivers made their complaints and his intervention enabled the estimated size of the claim to be reduced from US$1,000,000 to something less than US$50,000. The early appointment of the expert was a crucial factor in reducing the estimate of the claim and the receivers' demand for security.
Product Carriers
BLANK LOOKS
First foot samples of a parcel of methanol were taken which showed the product slightly off-spec. The seller continued to load a second foot despite this, hoping the parcel would come back to specification. On taking the second foot samples it became clear this was not happening. The ship had carried methanol previously without problem, but the specification for this particular shipment was higher than previous parcels.
The Master was asked about the cleaning of the ship's tanks and lines. It turned out that some lines had been blanked off for separation purposes during the carriage of a previous cargo of caustic soda. Analysis showed the off-spec samples of methanol did indeed present traces of caustic soda. These blanks were removed and the remaining lines flushed through. This solved the problem and the high spec parcel was then carried without further problems.
Contamination of product is one of the major problems encountered in the carriage of bulk liquid petrochemicals. Tank coating condition, tank cleaning and the cleaning of cargo lines and fittings are all extremely important areas where the carrier is particularly vulnerable to claims.
ALL STEAMED UP
It is not an uncommon sight, seeing steam escaping from heating coils or main steam lines on deck. This is usually because of corrosion and lack of adequate maintenance. This may, in turn, be due to tight schedules for the ship which will not easily accommodate isolating or shutting down lines for hours at a time to repair the sections involved.
The consequences of such failure show themselves most commonly in claims for contamination of the cargo where a line has failed in a tank. But deferring such maintenance can also be dangerous since there may be a risk of a volatile product finding its way back to the engine room.
Regular and prompt maintenance is essential to ensure that lines and coils are kept in good order and condition. Coils should be pressure tested prior to loading each cargo.
| IT IS IMPORTANT to conduct pressure testing to an appropriate pressure and details of the tests performed should be properly recorded in detail, identifying the particular coils, the pressure, the findings and whether repairs were needed and, if so, when they were carried out. |
COOLING DOWN
Following a failure of the ship's boilers, it proved impossible to maintain a cargo of raw palm stearin at its correct carriage temperature. As the product's temperature fell it began to form lumps. Accurate ullaging of the product on arrival at the discharging port was impossible; pumping was difficult and gradually became impossible as the product solidified. The ship was left with large quantities of solidified product in its tanks and the resulting claims for short-landing led receivers to demand security in excess of US$200,000. Settlements of the claims presently total nearly US$100,000.
LP Ethos
BASIC QUESTIONS
The cost of P&I insurance has increased enormously for shipowners in the last 5-10 years. The main reason for this has been sharp increases in the value of claims paid. The number of claims arising varies from year to year, but their value seems to be constantly increasing.
Faced with this increase in cost, many shipowners realise that claims cannot simply be accepted as a part of shipowning which is tolerated "because the risks are insured." Attention is therefore foc using on risk management and on the reduction of risk to levels which are as low as reasonably practicable.
This involves consideration of four basic questions:
1. What can go wrong?
2. What are the causes of those problems?
3. What are their consequences?
4. What is the likelihood of such a problem occurring?
Take a simple example: a high specification product can easily be put off-spec by traces of a previous cargo in lines or tank coating. There may be no prospect of bringing the product back on-spec or alternative use/market at destination; the product may therefore have to be returned to the port of shipment or written-off. The likelihood of all this happening depends on many things: the nature of the product itself, its intended use, the local market and so on. One thing is certain though: everyone concerned with the cargo will look to place blame for the problem onto the ship which carried it!
BEAR THESE FOUR basic questions in mind so they can guide and inform you as you undertake your current voyage and as you prepare for your next.
The Human Factor
THE LOYAL TOAST
 The Club's report "The Human Factor" provides an excellent base from which further research can be conducted into the relationships between the performance and needs of officers and crew on board ships and the commercial success of the shipping companies who, directly or indirectly, employ them.
Demoralisation of the officers and crew is surely one of the most serious problems affecting performance on board and it is also one of the important underlying issues which is addressed by the ISM Code.
One of the most striking findings set out in "The Human Factor" concerned the number of Masters who felt UNABLE to state that they had the shipowner's best interest at heart. Morale and loyalty were noticeably higher on ships which operated an Active Management Policy. But on owner-operated ships where no Active Management Policy was operational, it was found that one Master in five (actually 19%) felt unable to make a declaration of loyalty to his principals.
DOWN AND OUT
Unfortunately surveyors appointed by the Club occasionally come across really desperate situations. Such was recently the case when a surveyor was asked to report on the outturn condition of a reefer cargo.
His investigations were hampered by the ship's officers who were unco-operative and completely disinterested in the affairs on board. Worse still they were, for the most part, intoxicated. The Master seemed completely unaware of the poor performance and malfunctioning of his ship, especially the reefer plant. He also seemed co mpletely disinterested in maintaining any sort of supervision over the work and conduct of his officers and crew.
It was only following serious off-hire' threats from the charterers and protests addressed by the surveyor to the shipowner (via the correspondent and the Club) that the level of co-operation on board grudgingly improved.
The situation was transformed on the ship's next call at the port, to which it ran a regular service. The same surveyor and supercargo obtained full co-operation from the Master and other officers on board. Unfortunately the reason for this transformation was not a change of heart on the part of the old Master and officers. Quite simply, the shipowner had found it necessary to remove all the senior officers from their posts and replace them with a new Master and new officers.
THIS STORY IS NO credit to the ship's officers concerned but likewise it is no credit to the shipowner either. The morale of all the officers had reached such a low ebb that they were simply no longer interested in the efficient operation of the ship. The fact that this was neither noticed nor addressed by the shipowner casts serious doubt on the effectiveness of his safety management systems.
GETTING YOUR BEARINGS
One of the issues examined in "The Human Factor" concerns handover periods; the time allowed for officers and crew to become familiar with the ship on which they are about to serve.
The need for reasonable time in which new crew members can find their bearings seems to be obvious and common sense. But the co nsistent findings of the Club's ship inspectors (25% of deck and engine officers were allowed no handover period at all; of the remainder, 72% were allowed 7 days or less) seems to suggest that shipowners and operators regard such time as unproductive and to be avoided if at all possible.
One can't help wondering if this is a false economy.
LOSS PREVENTION NEWS is published by Thomas Miller P&I Ltd for and on behalf of the Managers ot the United Kingdom Mutual Steam Ship Assurance Association (Bermuda) Limited and the United Kingdom Freight Demurrage and Defence Association Limited.
Editor: Nigel Carden
Loss Prevention Director
International House,
26 Creechurch Lane
London EC3A 5BA,
Telephone: 0171 283-4646
Fax: 0171 283-5614
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