The present official release by the P&I Club specialists is mainly focusing on several specific issues related to the wet cargo. The booklet starts with the intro followed by some statistical data. Then there is the information on the immediate causes and types of damaged cargo collected in the period 2008-2012, followed by the description of the water ingress detection systems, cargo hatch covers and bilge systems together with their maintenance.

Leaking covers of the manholes have also been addressed. In addition, there are several IRCA cases included in the booklet covering the flooding of the cargo holds and leaking bilge valves plus preventive measures to be implemented. The recurring issues noted when analyzing the numerous cases and include leaking covers of the manholes and holds, damaged lines and valves, and also poor condition of the rubber seals. And the main areas of concern were the insufficient experience of the crew members, not paying due attention to the bilge alarms, no proper risk assessment conducted, wrong or inadequate location of the alarm panels, insufficient maintenance and others.

The recommended preventive measures would include placing all bolts and nuts in place and tightening them, checking the completeness of the tightening additionally by two people, providing the proper operating order of the cargo hold ventilators etc.

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Another compact but useful publication - this one is intended to provide readers with the specific guidance to the main steps to be taken for the prevention and dealing with the stowaways. It is really necessary to ensure that the recommendations of the relevant sections of the ISPS Code have been duly implemented, and this particularly relates to the gangways of the vessel as well as the dock areas - this has to be done prior to a vessel's call at the port or at the time of entering the port.

All access point on board the vessel should be duly secured. Make sure that one of the crew members has been specifically assigned the duty of manning the gangway and monitoring every single embarking and disembarking person. In some cases additional precautions may be required, e.g. utilization of the CCTV technology. The ramps of the ro-ro ships shall be monitored all the time and all access points located on the deck shall be locked to prevent any unauthorized entry.

All expected visitors to the vessel shall be known to the Master and gangway watcher together with the expected arrival time and intended business. They shall all be instructed to report to the gangway watched in the first instance. The ship shall be carefully searched prior to the departure including all areas that are commonly difficult to access or where there is lack of light...

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UK P&I Club publication - Return of Calls After Lay Up - A properly laid ship reduces P&I risks. Club policy on lay up returns - Evidence of safe lay up; Minimum 30 consecutive days; No cargo; Hot or cold variable rate return of calls – determined by the presence; Seamen under permanent contracts; Pro rata; What is the lay up return retention rate? Mechanism of calculation; Seamen risks; Collision, FFO and wreck removal risks; Return of paid premium – not lay up rate; Time charterer and other fixed premium entries; Special survey following six months lay up: notice to Club of re-commissioning; Hot to apply? When should an owner apply for laid up returns? How is the outstanding fourth premium installment handled? What if a claim arises during the lay up period? Can payment of calls be deferred during lay up? Is a ship still eligible for lay up return if the 30 consecutive days cross policy years? Can a ship in dry dock apply for lay up returns? What happens if the ship is moved within port limits? Does a watchmen on board the ship constitute as crew on board? An excellent document with remarkably useful information that will definitely be highly appreciated by all participants of the maritime operations.

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The most of content of this paper is mainly intended to provide the industry players with all necessary technical guidance directly relating to the safe loading and stowage, securing and also discharging of the heavy-lifts/project cargoes. It reflects the remarkable results of the creative collaboration that took place between the various departments of the Club and professional marine insurers of the Allianz AGCS supplemented with the expert input provided by the Cwaves specialists.

The was a serious need for the publication of this kind, noting the constantly increasing attention to the insufficient skills and professional expertise and resources... This official UK P&I Club publication will clearly explain what the project cargoes are and why special attention may be required; the authors of this booklet have specifically addressed all relevant shipping industry regulations, plus the applicable rules, codes and guidelines, telling the interested readers about vessel types and their suitability, necessary voyage instructions; other topics include - The cargo and the vessel; Loading/discharge; Stowage requirements and cargo securing; The voyage; Record keeping ad relevant recommendations, plus other publications...

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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.

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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...

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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...

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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...

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