The present guidance is intended to provide all necessary support to the shippers and forwarders as well as the booking staff of the shipping lines and persons directly involved in packing various dangerous cargoes into transport units for their further transportation by sea. The authors would like to underline that the assisting parties shall have clear understanding of their duties since it will allow to enhance the communication between different participants of the transport chain and achieve compliance.

The provisions of the IMDG Code Amdt 38-16 has been reflected in this publication. The material in this guide is arranged in two parts. The first part describes operational steps breaking down the whole process of preparation and booking the goods into several steps, from their classification and selection of their packaging to packing the unit and producing the packing certificate.

In turn, the second part of the guidebook is giving readers a background to the Code and numerous useful references. The document will be of great practical interest to all people engaged in marine transportation of goods falling under the provisions of the IMDG Code and is therefore recommended to be placed on board.

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This Standard Club publication is dealing with marine transportation of seedcake. Let us see what the seedcake is. In fact, it is the residue that remains upon removal of the oil from the oil bearing seeds as well as cereals and relevant products. This is normally achieved by either solvent extraction or mechanical crushing. The seedcake is used as fertilized or animal feed and is the by-product of the vegetable oil production process.

Seedcakes are considered hazardous cargoes since they can self-heat. Even though the process of self-heating is quite slow, it can eventually result in the rise of the bulk temperature of the cargo and at some point the self-ignition will inevitably take place. Therefore the shippers are required to provide relevant certification from the person recognized by the competent authority that would confirm the moisture and oil content of the cargo based on the UN number.

The high moisture content of the cargo will promote significant microbiological activity resulting in the rise of the temperature to as high as seventy degrees and to deterioration in the quality. This will normally not cause ignition; however the accelerated oxidation of the residual oil will take place in this case. As a result, the temperature will sufficiently rise.

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This informational booklet released by Signum has been devoted solely to this unique organization engaged in the investigation of the maritime crime for the Members of the UK P&I Club. This is the in-house investigation department operating as an integral part of the Club and offering bespoke investigation services. The main and primary task of this entity is to make sure that the confidential, professional and immediate responses are provided during the investigation of the various maritime crimes.

The professionals of this company have been providing their services for more than sixty years accumulating huge experience and knowledge. The qualifications of the Signum investigators enables the company to get involved in the investigation of any maritime incidents involving criminality. One of the typical investigations conducted by the Signum specialists involves containerized transportations of the high value cargoes gone missing.

The requests for assistance and investigation are normally received from the Club's executives; alternatively, they may be initiated directly by the Club Members. The problems are then identified and all available documentation collated and reviewed.

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The present booklet which has been officially published by The Standard Club is devoted to the misdeclared cargo. The transportation of such cargo can actually become a worst nightmare for any ship owner. It can sometimes lead even to the major casualties and put the safety of the crew, the vessel and cargo on board, as well as the environment at significant risk. In fact misdeclaration of the cargoes should not be treated as any new phenomenon.

There have been numerous incidents involving misdeclared cargo. The content of this document has been arranged in five sections with the first section being purely introductory. The second section is dealing with the misdeclared transportation of the calcium hypochlorite. The next two sections address the cargo incident notification system, organization, and the experience of the P&I Club members in the field of misdeclared goods.

The publication concludes with the information about the rights of recovery relating to the misdeclared dangerous goods. Though the volume is very compact, its content will be very useful to any person engaged in transportation of the cargoes by sea that is why we recommend everyone to have a close look in it.

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The official guidance publication issued by the UK P&I Club to provide information about the so-called PEME, standing for the pre-employment medical examination programme. Subject UK P&I Club programme has been named the leading and most effective initiative in the field of loss prevention within the Club. All clinics approved under PEME will be accountable to the Club and all its Members for performance.

The scheme has been specifically designed in order to protect owners of the ships from the claims that commonly arise from the medical conditions that were existing before employment. Another goal is to provide the crew members with the perfect health checks before they go to work at sea.

In fact this program is deservedly considered most inclusive and remarkably extensive system currently available in the maritime shipping industry and is one of the fundamental elements of the loss prevention scheme established in the Club.

This compact booklet will provide the basic information about the program, starting with the introduction. The chapters of the booklet cover the examination schemes, the Crew Health process and relevant advice, testimonials and other information.

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The UKDC publication dated November 2014 and giving the clear answers to the most important and frequently answers about the OW bunkers, e.g. what OW entities are actually affected, whether they could act as physical suppliers/intermediaries or not, what approach should ship owners apply when facing a threat of arrest by the physical supplier, what conditions/terms shall be applied to the contracts with OW, and some other questions of critical importance. The content of this compact yet practical and informative booklet will be appreciated by anyone involved in the shipping business.

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This official UKDC publication was released to cover such critically important aspects of the counterparty risk as causation, development of the law, remoteness, mitigation, accepting repudiator breaches, assessment of damages, date that damages are assessed, wasted expenditure as basis for damages, "cost of cure" basis of assessment.

It is important to define if the certain loss types would be recoverable in any case. And the main problem associated with this is to show that they were actually not too remote. After that, the claimant proceeds with the assessment of the damages incurred. In most cases courts look to the assessment in monetary loss terms...

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As a legal costs insurer it is clear that controlling the cost of litigation is of crucial importance to the Association. In July, 2012 a Circular was issued to the Membership on the "Effective Management of Claims and Control of Costs" which highlighted the importance of the accurate estimating of costs. In recent years the Board has seen a number of costly cases where lawyers have significantly underestimated the costs to be incurred in resolving the dispute.

Whilst estimating is not an exact science, the accurate estimating of costs is crucial and the Circular highlighted that if it becomes apparent that an estimate is likely to be exceeded then the service provider must raise this with the Managers at the earliest opportunity. Furthermore, in the case of an inadequate or inappropriate estimate the service provider will be expected to honour the estimate previously given unless there are mitigating circumstances. Through their Value For Money programme, and ongoing work with Preferred Legal Partners, the Managers continue to do their utmost to control the costs of handling and litigating claims.

This includes requesting lawyers to consider alternative fee arrangements to the usual approach of hourly billing and the use of an independent cost draftsman where appropriate. Historically, this has been limited to assessing the costs incurred by an opponent. However, going forward the Managers envisage using a costs draftsman to review cost estimates and also the fees incurred on certain cases with a view to encouraging a much greater focus on the cost effectiveness of steps being taken...

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