UK P&I Club - LP News Issue 8

Bulk Matters draws on real incidents which have led to bulk cargo damage or loss, and contrasts these with advice and practices by which those claims might have been avoided.
If you have not seen the video please contact your ship operator and ask for copies to be made available to you. The operator needs simply to 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 £25 (subject to availability).

The Mariner's Role in Collecting Evidence

When claims are made, the first step in their investigation is to establish the facts. Only when a clear picture of what happened has emerged can legal analysis be applied. However, the ability to demonstrate, to the satisfaction of the claimant or court, what actually happened depends crucially on the quality of contemporaneous evidence.

In 1989, the Nautical Institute published a book called The Master's Role in Collecting Evidence, which has since become a standard reference work. Since last year, a team from the Managers' Sunderland office has been participating in a project to revive and update the book. The resulting new edition is now being published, with a new title The Mariner's Role in Collecting Evidence to reflect its wider scope. A complimentary copy of the book, and of an explanatory video, are being sent to each UK Club Member.

DRUGS

In the port of Beirut, stringent checks/searches are carried out to identify illegal drugs. The Club has been involved in a number of cases there recently where drugs have been found hidden in cargoes being discharged from Members' vessels. Substantial fines will always be levied by the Port Authority, invariably against the shipowner.

In one recent case handled by the Association, 41 kilos of cocaine was discovered hidden in cargo inside a container discharged from an entered ship. The subsequent fine levied on the ship was equivalent to US$4 million. In such a situation the shipowner has to prove that the infringement was committed without his knowledge, that he could not have discovered it by exercising more care, and that he had taken all precautions to prevent such smuggling of drugs on board. Such a burden of proof is often difficult to discharge. Even when the burden of proof is discharged this may still not fully exempt the shipowner from the fine, which may be reduced but can still be substantial.

If drugs are discovered on board. the best advice that can be given is to co-operate fully with the authorities, and to ask help from the Club's local correspondent to ensure the owners' interests are protected.

The drugs trade in Colombia is well known and ships loading at Colombian ports should take extra care to ensure drugs are not smuggled on board.

Whilst strong measures are being enforced by the Colombian Government in the attempt to restrain the smuggling of drugs, it is reported that the drug cartels are increasing their activities in port areas and escaping the vigilant eyes of the authorities.

Drugs used to be smuggled in large quantities on board small craft, but they are now more commonly smuggled in small shipments of no more than 150 kgs and may be brought on board any vessel calling at a Colombian port. Of course, if drugs are discovered by the authorities either at the origin port or foreign ports, large fines will be levied against the shipowner.

The Club's local correspondent advises that it is of paramount importance for every ship to exercise all possible precautions — such as restricting access to the ship only to those personnel duly authorised and identified, and requesting the attendance of the anti-drugs police to search the vessel prior to departure.

Implementation of such measures will greatly assist as evidence in favour of the ship, should drugs be found on board, and can avoid what might otherwise result in costly delays to the owner.

Remember - whenever drugs are found on board, the Club's local correspondent should be contacted immediately to assist.

NAVIGATION

A collision occurred in clear weather and calm conditions. Our entered vessel was fully laden at maximum draft outbound in a buoyed channel. The other vessel was a state of the art geared container vessel inbound from sea with no draft restrictions.

The two vessels came into heavy contact with each other. Serious damage was sustained by both vessels requiring lengthy permanent repairs.

Lawyers instructed by the Association to investigate causation discovered that the entered vessel, although navigating under pilot's advice, was using a British Admiralty chart which was both uncorrected and out of date. On this occasion the collision was caused by the failure of the inbound vessel to keep clear of our entered vessel. The use of the chart was not causative, however it could have had serious implications for the Member's defence to claims arising from the incident; the vessel was technically unseaworthy.

Members will be aware that the introduction of the ISM Code requires ship owners to establish safety objectives and establish systems to meet those objectives. One objective common to all shipowners is to ensure that their ships are supplied with up to date navigational aids/information as required by the provisions of SOLAS. Failure by the shipowner to establish safeguards to prevent his vessel from sailing with inadequate navigational information for a particular voyage will constitute a breach of the ISM Code. In the eyes of the courts and responsible authorities the vessel will be unseaworthy; no defence will be available to an owner in such circumstances.

This incident highlights the importance to owner Members of taking all steps to ensure;

(1) that the most up to date navigational information for any proposed voyage is on board their vessel at all times; and,

(2) that the good management and administrative practices promoted by the ISM Code are put into practice and adhered to without delay.

CARGO

This is a cargo which is classified by the IMO as being hazardous when carried in bulk and is therefore subject to the regime of the IMO Bulk Cargo Code. It is a cargo which may produce an explosive gas mixture in the atmosphere of cargo spaces and may be prone to spontaneous combustion. Owners/Masters should take great care to ensure that the hatch covers are in good order prior to the voyage, for if seawater comes into contact with the DRI then the cargo may heat to extreme temperatures and receivers will be unable to take delivery.

The Club has recently dealt with a case involving a cargo of DRI which heated as the result of seawater ingress through a ventilator shaft. The quick thinking of the Master averted a potentially dangerous situation developing. When heat spots were discovered in the cargo and the receivers refused to accept it, the Master ordered gangs to discharge the hot spots in order to save the rest of the cargo from heating. This prompt and timely action cost US$ 30,000 but saved over US$ 1 million!

There have been reports of at least six incidents since 1994 in which containerised shipments of a commodity identified variously as "thiourea dioxide" or "formamidine sulphinic acid" underwent a violent exothermic decomposition (a lot of heat given off) involving toxic sulphurous gases and contaminating holds and adjacent containers with a solid residue. Most, if not all, of these shipments originated in the People's Republic of China.

Thiourea Dioxide has only recently been reclassified from non-hazardous to hazardous and has officially been listed as a spontaneously combustible substance by the United Nations Committee of Experts.

When loading and carrying this cargo the following points should be noted in order to reduce the risk of contamination:

• Treat thiourea dioxide as though it were a class 4.2 spontaneously combustible substance, UN No 3088 and STOW ON DECK ONLY.

• Keep commodity cool as heat can decompose this product giving off sulphur dioxide gas.

• If there is any doubt about the quality of the thiourea dioxide it is advisable to refuse shipment.
Provided by: Dr Douglas B. Inglis Independent Dangerous Goods Consultant

A double contamination occurred when a cargo of bauxite was contaminated by pieces of jute bags and a general cargo stowed in the same hold was contaminated by the bauxite.

Proper separation material had not been available at the load port so the supercargo bought empty jute bags which the crew cut into strips and tried to glue over the tween deck hatch seams. Unfortunately the glue was unfit for the job so the jute bag pieces were glued to the deck with red paint from the ship's stores. The bauxite was loaded in the upper hold whilst general cargo was stowed in the lower hold.

During discharge the grabs tore up the jute bags which in turn became mixed with the bauxite. The removal of the bags allowed the bauxite to leak between the tween deck hatch cover seams and contaminate the general cargo below.

Although unpopular with stevedores the ship should insist that cargo in the vicinity of separations should be handled with great care and, if necessary, manually by use of brooms shovels and buckets.

CARGO CARE

A cargo of fresh fruit was loaded at Buga. Loading was stopped when the shipper detected a foul smell emanating from one of the hatches. On close investigation, worms were found crawling around a corner of the tween deck. The shipper therefore decided to discharge the cargo that had been loaded and hired a pest exterminator to treat the hold. On further inspection by the pest exterminator, the residue of a previous cargo were found: the eyes and heads of squid were found sticking to inaccessible sections of the tween deck. The previous cargo had been frozen squid; and hence the foul smell was explained. The holds were subsequently treated and cleaned and two days after discharging had stopped the holds were passed as fit for loading once more. However the cargo which had been discharged from the vessel, whilst found to be dry and free of worms, was refused by the master of another vessel loading fruit.

Cleaning of the holds had not been properly carried out after discharge of the previous cargo prior to loading of the fresh fruit. The owners faced an off-hire claim for the delay subsequently caused.

It is desirable that holds are allowed to cool or warm to ambient temperature before cleaning begins. The odours of residue from previous cargo are then more readily detectable and are not masked by the residue remaining in frozen state. In the above case detection of the putrefaction was delayed by the gradual rise in the temperature from hard frozen to chilled.

A cargo of soya meal was loaded in bulk at Paranagua for discharge at European ports. The previous cargo had been wheat.

On discharge at the first disport, it was noticed that some quantity of soya meal was coloured black and mixed with a gluey black material, which was also on the sides of the holds. Aluminium paint, which had covered the sides of the holds, was missing in places and in these bare places the gluey black material was apparent.

The black substance was odourless, but was discovered upon analysis to be residue of an oil-based cargo carried some months previously. The residue in the holds had been painted over without proper cleaning. The oil residue on the shipsides melted during the carriage of the soya meal. It is a common characteristic of soya to heat up and this effect was exacerbated by the fact that the soya meal was loaded in a hot country and discharged in Europe during Summer.

Evidently a large claim and a lot of problems could have been avoided had thorough cleaning been carried out to remove any oil residue prior to the painting of the holds. Thorough cleaning should be carried out as a matter of course in any event to prevent potential disputes arising regarding unclean holds.

The thought of a jacket potato with a lump of butter sounds appetising. Unfortunately the potatoes in the hold of this ship never made it to the kitchen table.

The unloading of this consignment of potatoes in bags was delayed for two months due to the non-arrival of the consignee and a delay in local customs formalities. It was at the height of summer. The fact that the hatches were sealed meant that ventilation was not possible during this waiting time.

On the unsealing of the hatches, most of the potatoes were found to be heavily compressed and rotten. Foul smelling water had gathered on the tanktops. Dead potatoes were also evident.

Although some delays cannot be anticipated, owners and Masters should take care to ensure that cargoes which may suffer damage due to prolonged storage periods are discharged timely. Full fresh air ventilation should be undertaken at night when the ambient temperature is lower.

Loading operations are sometimes interrupted by periods of very heavy rain. Once cargo is loaded on board it is the duty of the Master and owners to protect and care for it, and many claims are made against shipowners by shippers as a result of wet damage occurring to cargo loaded on board, caused by the fact that hatch covers are not closed quickly enough after the onset of heavy rain.

During rainy periods a `weather watch' should be maintained on the bridge. From such a high location it is often easier to spot the squalls and the use of radar may be of additional benefit. During night operations, sufficient crew should be available to ensure that hatches are rapidly closed.

It follows that owners should ensure that the hatch covers themselves are fully operational and capable of being closed rapidly in such circumstances.

PAPERWORK

A vessel recently called at the port of Mumbai in India. She had loaded UN cargo in Haiti, and two out of the eighteen containers were declared as containing arms and munitions in transit for Bangladesh. The vessel's last port of call had been Karachi and upon the local agent filing the inward bound cargo manifest, the ship was given top priority and docked by the harbour master. She was cordoned off for three days whilst customs and police carried out investigations.

During a search of the Master's cabin the customs authority found a packing list which indicated that a third container also contained arms, although it had not been declared as such. All three containers were off-loaded and de-stuffed. Their contents tallied with the packing list and were re-stuffed after packing.

The vessel was detained for a technical breach of customs regulations involving the misdeclaration of inward bound cargo. Nevertheless, the containers in question were not confiscated as the UN had categorically assumed responsibility for the cargo and were protected from legal proceedings by the Convention on the Privileges and Immunities of the United Nations, to which India is a party.

A fine of five times the value of the cargo could have been imposed and this would have run into millions of dollars. However, by virtue of the UN immunity a relatively small fine was imposed, paid and the vessel sailed.

Needless to say, proper declaration of all cargo, particularly arms and munitions, to customs authorities upon entering a port is important.

Dispute Between Master and French Customs

A ship was discharging cargo in a French port. The Master had a dispute with the French customs and he contacted the local correspondent. The Master had failed to declare on the animal list a small caged goldfinch which he kept in his cabin. Furthermore, under the Washington Convention on the Protection of Nature it is forbidden to keep such birds in cages.

These offences were not terribly significant and would not normally have had serious consequences. However, during a discussion with the customs authorities, the Master hurled racist abuse at the customs officers, and to quote the correspondent, "Everybody became very nervous except the bird who was philosophically considering the situation!" The correspondent successfully calmed everyone down and whilst the vessel was not detained, the Master will undoubtedly be fined.

HEALTH & SAFETY

Shortly after departing Nigeria, a crew member fell ill with a high temperature. Medication was taken which stabilised his condition. After a few days at sea his temperature had not decreased so the Master decided to deviate the ship in order to obtain further medical treatment. The crew member was disembarked and was taken to a local hospital where he was diagnosed as suffering from malaria. Sadly, his condition deteriorated, and he died a few days later. On investigation, it was established that the Master had provided the appropriate anti-malaria tablet to all the ships personnel, but the crew member decided not to take it. It would appear that he thought that this tablet was optional.

Some countries do present a high risk of contracting certain illnesses. Therefore when medication is recommended and prescribed in respect of a visit to a certain country, it is important that this advice is followed. As illustrated by this case the consequences of not following advice could be fatal.

1. Ensure that there are a variety of anti-malarial drugs on board. It is essential that sufficient information is obtained prior to arrival at the next port of call to ensure that the most effective drug is taken.

2. Whilst working outside it is advisable that crew members should wear long trousers and long sleeved shirts. All exposed areas should be sprayed with mosquito repellents.

3. Mosquitoes found inside the ship should be killed immediately using an insecticide spray.

COUNTRY FOCUS

The Association has been involved with a number of bunker quality disputes in Singapore. It might therefore be useful to outline advice provided by the Club's local correspondents. It is important to abide by the recommended bunkering procedures. However, whilst the Singapore bunkering procedures recommend a continuous drip sample being taken at the barge manifold, the procedures are not mandatory and the local correspondents suggest that where possible a continuous drip sample should be taken at the ship manifold. If this recommendation is followed and ship's staff only sign for samples they have witnessed being drawn and decanted, it is believed that the problem of off-specification supplies will be reduced.

If any dispute arises it is recommended that the Club's local correspondents are contacted immediately.

One of the Club's correspondents in Brazil has brought to our attention the increasing vigilance of the Brazilian health authorities and a corresponding increase in the number of vessels being fined by the authorities. For example, the galleys, hospitals and crew quarters of ships in port are commonly inspected and if standards do not meet the authorities' approval a fine can be expected. Vessels can also be fined for not having rat shields on mooring ropes.

Whilst the levying of a fine will be announced at the time, the amount will not be fixed until the Chief of the National Health Authority in Brasilia hands down his final decision. The level of the fine may, therefore, not be decided for up to a year or longer.

Local agents are liable to pay or collect the fine and will invariably demand either a letter of guarantee, or will hold back owners' funds pending official notice of the fine award.

It is suggested by the correspondents that owners should be aware of the authority's stringent checks and that precautionary measures are taken when visiting Brazilian ports in order to avoid such health authority fines.

Medical treatment in Brazil can be a source of many complicated and expensive problems. The provision of suitable treatment, and control of the cost of that treatment requires early, active, intervention if a reasonable and appropriate outcome is to be achieved. If such intervention is not made at an early stage then inappropriate treatment may be provided by medical facilities who are prepared to increase the cost of treatment on the basis that it is being provided to a foreign crew member. Once the crew member has been located in a medical facility it is often difficult, if not impossible, to remove him to another, more suitable, facility and control of costs becomes problematic.

In a recent case, a crew member received medical treatment at a Brazilian medical facility which then appointed a related company to effect the repatriation of the crew member once treatment had been completed. The cost of both aspects of the case seemed extremely high, and the local correspondents were requested to investigate in conjunction with Brazilian doctors known to the Club. It was discovered that the crew member had received ineffective treatment for his condition but, nevertheless, had been kept in the medical facility for longer than necessary in order to increase costs. The cost of repatriation had also been exaggerated. After lengthy negotiations, the amount that was paid was approximately one-third of the amount originally invoiced, but this was probably still too high.

In order to avoid such difficulties it is necessary for any case requiring medical treatment or hospitalisation in Brazil, other than minor or routine matters, to be notified to the Club immediately. It will then be possible to arrange appropriate treatment, and medical repatriation if necessary, at a reasonable cost. It is possible that the actual treatment will still be provided by the same medical facilities as before, but their recommendations and actions will be monitored and approved for reasonableness and cost effectiveness from the start. Significant savings have been achieved in all recent cases where this procedure has been followed.

Disputes are common between the Master and the stevedores with regard to the loading and stowage of the cargo (often steel cargo). The attitude tends to be to get the job done as quickly and easily as possible even though safe methods of loading and securing may be jeopardised.

The Club's local correspondents give a particular example with the method of loading wire rods in coils. The three lower tiers are stowed in the holds with the help of forklifts. Once these tiers have been stowed the stevedores continue to load the cargo in a bulk manner by lowering the bundles onto the stow and releasing by drawstring. However no stevedores are present in the hold. Whilst this method ensures fast loading, it may also lead to a lot of additional defects and damage to the cargo. Local regulations do not permit labour within the holds during the loading of wire rods in coils, following the death of a worker at Odessa port four years ago. Whilst new handling technology could be introduced, this would also cost money and require additional effort. Therefore the bulk manner of loading the coils remains the same. The correspondents advise that a large number of disputes have arisen between Masters and the port stevedores as a result of such loading and stowing of wire rod coils. The correspondents' advice is to carefully inspect the condition of the cargo in the vessel's holds and to indicate the additional defects arising from such bulk stowage. An additional remark is suggested in clausing the mate's receipts and bills of lading; "cargo loaded in bulk as per custom of the ports".

The Club recommends the appointment of a surveyor to carry out preloading surveys in respect of steel cargoes. The surveyor will examine the condition of the cargo prior to shipment noting any defects of preshipment origin. The surveyor will then assist the Master with the clausing of the mate's receipts/bills of lading. Such steel preload surveys are for the Association's account.

Whilst there is often a police presence at ports in Peru, this appears to have little effect on the occurrence of pilferage, particularly of foodstuff cargoes such as sugar, wheatflour, corn, etc. This is also despite the presence of watchmen and security guards hired by the ship's agents. In order to minimise pilferage, a number of precautions have been suggested by the Club's local correspondents Andes Pacific surveyors Intersea (Lima).

• Seal the hatchcovers and accesses at the load port under supervision; break the seals at the Peruvian discharge port under supervision.

• If the vessel part discharges a cargo at one port to complete in another Peruvian port, have the hold re-sealed again, both under supervision.

• Carry out a draft survey using the UN ECE code in order to establish the weight of cargo discharged.

• Arrange for proper security to prevent and discourage pilferage and intentional perforation of bags.

When high value shipments are being discharged, such as cars, it is suggested that armed off-duty police officers be employed; they are apparently the only officials to be taken seriously by the longshoremen.

Many of you will be familiar with the so-called paper shortages which have been common at Saudi Arabian ports in the past. Recently the Club has come across a number of significant shortages of grain in bulk. In one case the ship discharged at two ports. After discharge at the first port, no shortage was declared. A surveyor had been appointed at the second port as a matter of course and an initial draft survey was carried out upon the ship's arrival. No irregularities were noted by the surveyor or ship during discharge. However some days before completion of discharge (when about 12000 m.t. remained on board), the (charterers) agents advised that about 300 m.t. of cargo would be shortlanded! Finally, upon completion a shortlanding of over 400 m.t. was declared. However according to the final draft survey (on the basis that the manifested quantity had been discharged at the first port) there should have been an overlanding of almost 40 m.t. No cargo remained on board. On investigation it was noted that the majority of the shortage arose from the hold that had part discharged at the first port; it appears that quantities in excess of the bill of lading figure may have been discharged there.

To minimise the risk of such a situation occurring the holds should be sealed and the seals broken in the presence of surveyors for each concerned party. It is also prudent to conduct draft surveys at load port(s) and prior to discharge and on completion at each discharge port. Whilst such action cannot guarantee the avoidance of similar shortage claims, the owners' position may be strengthened.

LOSS PREVENTION INITIATIVES

Since August 1996, the Club has been running a pre-employment medical examination pilot scheme (PEME) involving three clinics in Manila and a selected group of shipowners. The results have shown that the costs of carrying out these enhanced medical examinations are greatly outweighed by the resultant fall in the number and cost of health-related claims.

During the first year of the scheme, some 977 applicants for crew positions were subjected to the Club's more stringent health tests. Of these, some 94 or 9.6% have been adjudged medically unfit. It is believed that the greater majority of these seamen would have been certified fit via the established examination procedures; thus the cost of consequent illnesses and repatriations would have been borne by the shipowner. Certainly anecdotal and statistical evidence suggests that the quality of pre-employment medical examinations is one factor in the high numbers of repatriations and medical bills. Under the Philippines Overseas Employment Administration contract the shipowner, as employer, is liable for repatriation, seaman's wages, medical costs and any resulting disability costs.

Illness claims throughout the world account for a substantial proportion of the Club's claims — many fall below insured levels and are consequently paid for out of the Members' pockets. UK Club's paid and estimated illness claims in 1994, 1995 and 1996 amounted to $30m. For the 15 clubs in the International Group, the cost of claims in the Philippines rose from US$5.77 million in 1995 to US$ 7.18 million in 1996. In 1997, they have again been rising swiftly — although the UK Club's proportion of those claims is now dropping.

As a loss prevention initiative the PEME project is achieving very positive results for Members and their P&I records.

The UK P&I Club is firmly committed to safety and loss prevention initiatives. This programme has been stepped up over the past three years to offset rising claims and to support the Club's strategic aim of quality improvement among the Members.

A number of loss prevention services the Club provides are now available on the Internet. For example copies of Loss Prevention News and Carefully to Carry can be found on this web site. A special loss prevention page provides regular loss prevention bulletins and there are forums where topics of interest can be raised and discussed. We are also pleased to announce the arrival of the Miller Encyclopaedia and Environmental Encyclopaedia on the Club web site. These two encyclopaedias are electronic databases in which much of the Club's knowledge and information is stored. The encyclopaedias contain the texts of many conventions (with signatories), a wealth of legal and shipping information from numerous maritime jurisdictions, articles and commentaries from lawyers and specialist information on a wide range of subjects including cargoes and stowage, crewing matters and many more.

A selection of some of the other loss prevention and safety initiatives the UK Club is involved with and which may interest you are as follows:

Counting the Cost and Taking Care were produced for use on board Members' ships. They feature a series of reconstructions of real incidents, highlighting what can go wrong, their costs to shipowners and insurers, and how such situations might be avoided.

Cargo Matters is a series of new videos on best practice in the context of commercial management. The first is a general account of cargo loss prevention on all types of ships, entitled Cargo Matters - Introduction, which was launched in March 1996. The second is Bulk Matters, which was released in June 1997. Further videos will target the commercial problems of other types of ship, including tankers and container vessels.

Key phrases from the IMO's Standard Marine Navigational Vocabulary have been produced to help mariners whose first language is not English to recognise spoken English terms and phrases and to pronounce them correctly. The cassette is available in 13 languages.

Expert advice is essential to investigate problems and to recommend solutions. Since 1995 the Club has had available `expertise data' on some 2,000 consultants/surveyors all over the world; ensuring that the best man for the job can be tracked down easily and quickly.

To promote commercial awareness and highest standards of operational practice, the UK P&I Club has sponsored and distributed to Members a number of books published by the Nautical Institute. They are The Development of Maritime Commercial Practice, and Watchkeeping, Safety and Cargo Management in Port (a practical guide for junior officers, published October 1995) also Commercial Management for Shipmasters (a practical guide of value to both masters and chief officers, published December 1996).

For further information please contact: K S Lumbers, telephone +44 (0)171 204 2307, fax +44 (0)171 204 2167, e-mail karl.lumbers@thomasmiller.com

CORRECTION ISSUE 7

If you cast your mind back to issue 7, you may recall an item headed "Nice Weather" which concerned the ventilation of cargo. We received a number of queries regarding this item. Please note that the final paragraph should read as follows:

"For example, if the dewpoint of the external air was above the temperature of the air in the cargo compartment, ventilation would be likely to lead to cargo sweat and water damage to the newsprint."

We apologise for any confusion caused by the wording of the original item and thank those who pointed out the error.

STOP PRESS

Recent problems at West African and Jordanian ports have concerned Vietnamese bagged rice, discharged with serious wet, mould and caking damage leading to large demands for security. Whilst not yet fully identified, one of a possible combination of causes is cargo with an above normal moisture content.

Owners intending to load similar cargoes out of Vietnam should contact the correspondent in Ho Chi Minh City for the latest developments. Owners without mechanical ventilation should consider refusing such cargoes, especially where it is impossible to obtain adequate dunnaging or achieve suitable stowage.

Acknowledgements

DRUGS - Columbia: page 2. Information kindly provided by Carlos Alvarez, Operations Director, Consulpandi Barranquilla

COUNTRY FOCUS - Health Authority Fines in Brazil: page 6. Information kindly provided by Club's local correspondents, Williams.

LOSS PREVENTION NEWS

is published by Thomas Miller P&I Ltd

Editor: Janette Burton
International House, 26 Creechurch Lane, London EC3A 5BA

Telephone 0171-283 4646
Fax 0171-283 5614

For and on behalf of the Managers of

The United Kingdom Mutual Steam Ship Assurance Association (Bermuda) Limited
The United Kingdom Freight Demurrage and Defence Association Limited

LP News Issue 8 - December 1997

New Loss Prevention Initiatives

The Mariner's Role in Collecting Evidence

DRUGS

NAVIGATION

CARGO

CARGO CARE

PAPERWORK

HEALTH & SAFETY

COUNTRY FOCUS

LOSS PREVENTION INITIATIVES

CORRECTION ISSUE 7

STOP PRESS

Acknowledgements


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