P&I Publications

Please have a close look into this practical publications worked out and released by the UK P&I Club specialists with the objective to address a critically important aspect of the maritime industry of today. The document is originally intended for the owners of the vessels and brokers and it was designed to outline the P&I coverage of the vessels in the course of the towage to a ship repair facility. Such towage usually follows a casualty/event that gives rise to a H&M claim; the owners shall ensure that the P&I risks have been fully considered and the process required to maintain the P&I coverage has been clearly understood.

This is a very small, only two-page paper which provides the information related to the relatively newly introduced "inspection regime" of the Paris MOU on PSC in force since January 2011. A new system of targeting vessels was implemented in order to properly determine how often particular ships are selected to be inspected and also replace the existing practice of the previous regime where a pre-determined percentage of the individual ships were chosen for the inspection.

This would typically rely on the company performance plus on the ship risk profile. This new inspection regime is imposing completely new master's obligations directly relating to the reporting for every vessel arriving in the ports/anchorages or leaving them in the Paris MOU. The risk profile is replacing the "target factor" which is in place, and implies classification of the vessels into three fundamental categories on the basis of the technical details of ship inspections.

These three categories are LRS, SRS and HRS, standing for the low-risk, standard risk and, finally, high-risk ships. The list of criteria used for the subject profile include type/age of the vessel, number of detentions and deficiencies, company performance, Flag and RO performance and other factors...

This publication was specifically released to familiarize the readers with the Loss Prevention Programme of the Club. This risk management programme is combining various effective practical solutions addressing the real life needs of the Club members and their professional experience with the research into the broader issues that are directly impacting on the insurance as well as exposure to claims.

The Club is deals with so many claims every year, using the professional experience and knowledge of the claims handlers, lawyers and former seafarers. The insight that has been gained from numerous claims has enabled us to develop and implement a structured approach to the risk analysis, engaging both company managers and ship crew members to take part in and prioritize the risk management processes on board their vessels. Subject methodology is aimed to demonstrate how exactly the major hazards may occur and what measures can be taken in order to prevent them.

The development of the straightforward diagrams of the incident causes and their consequences with the crew members, management and Club helps is very beneficial. The transparency of such approach will definitely enable the risk management to be prioritized, reducing the associated risks in today's tough financial times...

The MARPOL infringements could easily result in the seafarers and the management of the shipping company being held liable to the real criminal prosecution and even imprisonment for the violation of the requirements outlined in the text of the MARPOL convention and its annexes or falsification of the associated shipboard records. Moreover, the serious risks are there associated with the huge fines.

The authors of this booklet have conducted a thorough investigation and analysis of the specifically collected and selected data including the PSC, i.e. port state control deficiencies directly related to the prevention of the marine pollution from ships. Their combined efforts have eventually resulted in this convenient checklist; its content is intended to highlight the most commonly found deficiencies. There is an appendix to the main content of this checklist dedicated to the BWM, i.e. ballast water management.

In order to reduce the risks of detention, as a minimum, all items listed on the page 4 of the checklist shall be included n the scope of the final check conducted prior to the voyage and prior to the each port entry to make sure that they fully conform with the requirements of MARPOL. We strongly advise that all of the listed items are checked on a regular basis supplementing the established operational/maintenance procedures...

A truly excellent text dealing mainly with almost each type of marine claims and showing how exactly specific marine claims can arise and what could be done to prevent them, and also how the claims shall be handled. The maritime shipping industry of today required the highest level of professionalism as the modern technologies request the required data to be available at once. The authors of the present volume have made every attempt to provide the immediately available and easily accessible information plus the expert comment.

The original release of the volume did identify the requirement for the accurate information and technical expertise. The requirement for these is constantly growing and is not expected to ever diminish, and this fact has been exemplified in this second release of the title, giving readers the comfort and making them confident when performing their professional duties; the content will definitely be highly appreciated and well met by all categories of the readers working in every field of the shipping industry, including ship operators, P&I managers, correspondents, average adjusters, lawyers and brokers, and marine surveyors. Prepared using the valuable contribution provided by the recognized industry experts, this title will be practically useful to all participants of the maritime activities.

The P&I publication addressing the reduction of the potential claims and costs associated with the bunkering. It is intended to provide the crew members and other interested parties with the information that would help them with reducing of the risks of both quality and quality claims and also with minimization of the associated costs.

Commonly, the disputed related to the quality and quantity of the fuel are difficult to resolve; the satisfactory outcome would mainly rely on the evidence that is provided by the crew. The correct and duly detailed documentation is considered vitally important. The steps demonstrated in the present publication shall be followed as necessary in order to assist with prevention of the associated problems and also to provide the basic reference should the claim arise.

The quantity claims commonly arise during the delivery and can actually get minimized - to reach this, the correct procedures shall be followed. If a cargo shortage cannot be identified and if the correct actions have not been undertaken during the delivery then it would be next to impossible to recover any potential losses.

The publication provides explanations of several advisable pre-delivery checks including the segregation of the new bunkers from the pre-existing fuels - it is recommended to load into empty tanks in order to avoid any incompatibility problems and make the measurements easier plus reduce the chances of spills etc...

This informative publication is addressing the most important aspects of the prevention of the cargo shortage claims in case of transportation by tankers and contains the information relating to the main causes of such claims and ways to avoid them at different stages, i.e. pre-loading of tankers, their loading and subsequent unloading.

The book starts with the information about the pre-loading of the tankers addressing the suitability of the vessels for the nominated cargo. The charterers shall provide full details of the cargo together with the reference to its quality and quantity as well as carriage/discharge information - all of that information shall be provided prior to the commencement of the loading.

The cargo lines and tanks shall be duly prepared for the loading of the nominated cargo and verified to be completely empty of any fresh water of traces of the last carried cargo. The vessel shall be verified as being capable to load, transport and discharge the nominated quantity of the cargo in a safe manner and be compliant with all applicable instructions for the segregation of the cargo provided by the charterers and the vapor side of each parcel  shall be segregated throughout the whole voyage; in addition, the RVP, standing for the Reid vapor pressure shall be within the capacity of the vessel in order to avoid significant vapor losses...

The publication dedicated to the prevention of the claims associated with the contamination of the tanker cargo. The booklet starts with the information about the recognition of the main contamination causes both shoreside and shipboard.

The shoreside causes would typically include the residues of the previous cargoes of the tanks, hoses and transfer lines, cleaning media for the tanks and lines, impurities, fresh water including one coming from the leaking tank roofs or heating coils, valve leakage, poor in-line blending, salt water coming from the leaking pipelines etc, while the shipboard causes would additionally include dirty ullaging/sounding equipment and deficiencies of the coatings, vapor via common IGS, copper leaching utilized for the manufacturing of the heating coils.

In order to make sure that the vessel means all applicable conditions related to the cargo quality, following shall be considered - have the carried products been included in the ship's IMO Certificate of Fitness and could the different types of carried cargoes by the vessel be arranged well enough for the maintenance of the required separation degree etc.

In addition, it shall be ensured that the vessel maintains the required carriage and discharge temperatures of the cargo. The coating in the tanks shall be fully suitable for the intended cargo and shall be in satisfactory technical condition. The tanks and transfer lines shall ne duly prepared for loading the cargoes...