DOCSLIB.ORG

Harren & Partner

Total Page：16

File Type：pdf, Size：1020Kb

Download full-text PDF Read full-text
Harren & Partner No. 3 - 2008, November on the Prestige and MSC Napoli cases Page 10-13 TheHarren & Partner GroupPage 8-9 MEMBER PORTRAIT Piracy preventative measures Page 16-17 The Swedish Club Letter 3–2008 Content Leading article The road ahead 3 Loss Prevention P&I www.excelload.com …a one-step source for cargo securing computation 4-5 Fatalities in enclosed spaces 6-7 Member portrait The Harren & Partner Group 8-9 Salvage Prestige and MSC Napoli: two very different approaches 10-13 Regulations IMO calls for increased damage stability of cargo and passenger vessels 12-13 ISM Spelling out the need to avoid a prescriptive ISM 14-15 Piracy Rocketing piracy calls for insurance review 16-17 Claims report New Flame – Progressing one of the most difficult wreck removals of recent times 18-21 Club Information News from Piraeus 21 Cargo Safe reefer operations onboard 22-23 MRM New MRM training providers 24 Out and About with MRM 24-25 FD&D Rule B attachment of EFTs – Are you playing offense, defense or both? 26-29 Claimants seeking to attach ”EFTs” head into overtime – Are you in the game? 30-33 Club Information News from Asia / New Members / Basic Facts 33 American Liberty ship becomes Greek 34 Out and About 35 Staff kick-off 36-37 Staff News 38 Public Holidays 38 Historical Corner – The Swedish Club Medical Center 1945-1955 39 Club Calendar 40 Head Office Sweden Greece 5th Floor, 87 Akti Miaouli Visiting adress Gullbergs Strandgata 6 GR-185 38 Piraeus 411 04 Göteborg Greece Tel +30 211 120 8400 Postal adress P.O. Box 171 Fax +30 210 452 5957 SE-401 22 Göteborg Sweden E-mail [email protected] The Swedish Club is a mutual marine insurance Tel +46 31 638 400 Emergency tel +30 6944 530 856 Fax +46 31 156 711 company, owned and controlled by its mem- Japan Suzuyo Hamamatsucho Building 5F E-mail [email protected] bers. The Club writes Hull & Machinery, War risks, 2-1-16 Kaigan, Minato-Ku, Tokyo 105-0022 Emergency tel +46 31 151 328 Japan Protection & Indemnity, Loss of Hire, Freight Tel +81 3 5442 5466 (24 hour tel) Demurrage & Defence insurance and any addi- Hong Kong Suite 6306, Central Plaza Fax +81 3 5442 5922 18 Harbour Road, Wanchai tional insurance required by shipowners. Hong Kong E-mail [email protected] Tel +852 2598 6238 Fax +852 2845 9203 E-mail [email protected] www.swedishclub.com Emergency tel +852 2598 6464 2 The Swedish Club Letter 3–2008 Leading Article The road ahead Lars Rhodin Managing Director To take the helm at The Swedish Club is an honour coupled with the past, at least not of this magnitude. Claim values are increasing, great leadership responsibilities. Frans Malmros has been exemplary claim frequencies are on the rise – all related to the recent shipping during the transition period, allowing me to step gradually into the boom – amid financial turbulence. Never has the call for underwrit- decision-making process. I give him credit for his efforts in handing ing discipline been more valid than it is today. We should appreciate over seamlessly. what we know and also what we do not know. We shall do our best We have a fine Club with great traditions, strong values and loyal to manage the manageable. membership. Our brand name is second to none. This is our legacy, The Club is its membership and the people set to run the opera- and our strength is derived from what we have delivered in the past. tion. We are committed to our task of providing efficient insurance I have always felt proud of working for the Club; a respectable com- related services. We should be reliable in whatever we do. Insurance pany with dedicated members. Likewise, I have always believed in is a promise; to respond to a situation giving rise to a claim under the our ability to meet future needs and to develop services to members policy. Members entrust their fleets with us, and we shall respond accordingly. as we have undertaken to do. Our approach will be proactive in The Swedish Club stands for rapid casualty response, efficient nature, may it be underwriting, casualty response or claims manage- claims management, loss prevention and security. The mutual was ment. We have to make a difference. That is our quest! formed out of necessity in the days when the conventional market To develop the Club means that those of us working for the mem- was not prepared to handle the new risks lying ahead. We have a pur- bership need to improve. Improve our standards and strive for best pose; to meet shipowners’ insurance needs as they are transformed practices in all areas. We provide an added value. The members’ ap- at any given time. In most cases insurance is reactive in its nature. preciation of our services is our only yardstick. I promise to do my However, it is our mission to approach casualties and eventualities best in my new role and look forward to teaming up with all of you in a proactive manner. Loss prevention is the finest art in this field. in the effort to making what is already great even greater. We shall To run an insurance club is not just a matter of rating exposures. We remain the preferred choice of discerning shipowners. shall do our part in reducing claims and in assisting our stakehold- Yours sincerely, ers in managing the cost associated with them. We strongly believe in the positive effects of efficient implementation of Maritime Re- source Management. Our legacy apart, we are set to address the challenges that lie ahead. As of the time of writing, we operate in a largely volatile en- vironment with features that perhaps have not been experienced in P hoto The Swedish Club Letter is published three Editorial Advisory Board Peter Andersson, Susanne Blomstrand, : S : canpi times a year and distributed free of charge to ves- Birgitta Hed, Lars Malm, Tord Nilsson, Lars Rhodin, X/AFPP sels insured with us and to our members. Carola Weidenholm hoto The Swedish Club Letter is an editorially inde- Production co-ordinator Susanne Blomstrand /L pendent newsletter and opinions expressed by eon PR-consultant TRS Public Relations Ltd., London N external contributors are not necessarily those of eal The Swedish Club. Articles herein are not in- Layout Eliasson Information, Göteborg tended to provide legal advice and the Club does Print PR Offset, Mölndal not accept responsibility for errors or omissions © The Swedish Club. Articles or extracts may be quoted provided or their consequences. For further information that The Swedish Club is credited as the source. Cover photo: The tanker MSC Napoli regarding any issue raised herein, please contact beached near Branscombe in Devon, our head office in Göteborg. 0811PR5200B 23 January 2007. 3 The Swedish Club Letter 3–2008 Loss Prevention P&I A one-step source for cargo securing computation ExcelLoad Cargo Securing rangement can be made for the specifi c type of Solutions is the result of Stefan Järlhem cargo. This lashing protocol is then automati- more than ten years of co- Managing Director cally distributed via email to all interested and operation between Cargo Translogic Consulting & Service Co Ltd, relevant parties in the transport process. Bangkok Control AB, Sweden, and Translogic Consulting & Can be used as a search tool Notwithstanding many years of discussions Service Co. Ltd., Thailand. The database containing all lashing protocols on the securing of cargo in load carriers, opinions Together they have more can also be used to search for specifi c protocols still vary, not only among the supply chain part- than 60 years of experience by those persons possessing the authority from ners, but also within the traffi c police, who are from the transportation our customers to conduct this kind of search. It one of the authorities with the power to inspect and logistics industry. could be very useful prior to a random inspection cargo securing arrangements inside load carriers Stefan Järlhem, founder of of a load carrier fi rst to check the load carrier in in transit. Translogic, has also served the database. If it is represented, and the issuing While the question of responsibility for se- as offi cer and captain in the date of the lashing protocol is within a reason- curing cargo is still being discussed within the Swedish merchant fl eet. able time range, there is no need to open up the Ministry of Commerce, there are (thank heav- specifi c load carrier to check its securing arrange- ens), parties within a common industrial fl ow ments, and the time can be used to check other of heavy Swedish goods who prioritize the per- load carriers instead. formance of the cargo securing arrangement. To- The lashing protocol is attached to relevant gether, these parties have created cargo securing cargo documentation to follow the cargo in tran- routines to maintain a high level of safety during sit and will, upon any inspection of the cargo the whole transport, from production to the fi nal securing arrangement, show that the cargo is se- destination of the cargo. cured in line with the relevant rules and demands from the authorities. Unique lashing protocol Currently the calculations are made accord- Rederi AB Transatlantic and Stjärnfrakt AB are ing to the 1998 :2 report from the Swedish Trans- two carriers for a joint customer within a fi xed port Research Board (TFK) “Securing of Cargo fl ow of cargo between Sweden and the UK. They – Loading and Securing Cargo on Load Carriers.
Load more

Recommended publications
  • MSC Napoli Report
    Explosive Separation of MSC NAPOLI MSC Napoli is a UK flagged container ship built in 1991. Some 275 metres in length, with a beam of 37 metres, she weighs 53,409 gross tonnes. On Thursday 18 January 2007 she suffered flooding to the engine room during force 8 gales, whilst 40 miles south of Cornwall. The 26 crew abandoned ship and were safely rescued from their lifeboat by helicopter, whilst the vessel grounded off the south coast of England. Working in challenging conditions, SMIT salvage removed over 2000 shipping containers and pumped out the majority of the 4 000 tonnes of bunker oil on board in an attempt to salvage the vessel. On the morning of 9 July 2007 SMIT Salvage re-floated the MSC Napoli, and brought her to deeper water, where she was dewatered and inspected. Once re-floated however, it became apparent that the damage she had sustained would prevent her from being towed. After being continuously pounded by bad weather, cracks on both sides of the ship worsened and the stern of the ship gradually started settling lower in the water. With the risk of the vessel sinking, the Secretary of States Representative (SOSREP) for Marine Salvage, made the decision to ground her again. The stern section was grounded and ballasted down with 30 tonnes of sand, east of Sidmouth to minimize any environmental impact or risk to other vessels. At this stage it was decided to separate the stern and bows section of the vessel, at the vessels shear point, immediately forward of the superstructure.
    [Show full text]
  • Ship-Breaking.Com Information Bulletins on Ship Demolition, # 8 - 11 from January 1, to December 31, 2007
    Ship-breaking.com Information bulletins on ship demolition, # 8 - 11 from January 1, to December 31, 2007 Robin des Bois 2008 Press release January, 24th 2008 Global Statement 2007 of Shipping Vessels Sent to Demolition For the 2nd consecutive year, Robin des Bois has been studying in detail the reality of the ship breaking market. The mobilisation and the analysis of about thirty diverse and specialised bibliographical sources made it possible to establish an inventory of the vessels sent to be demolished in 2007. In 2006, Robin des Bois tallied 293 vessels sold for demolition. In 2007, we listed 288 of them. If this decline in demolished vessels is modest (-2%), it is a little more significant with regard to the total weight of recycled metals: 1.7 million ton in 2007 against 1.9 million in 2006 (-10%). The situation differs however according to the category of ships considered: the number of tankers (oil tankers, chemical tankers, gas carriers) dismantled in 2007 increased by almost 30 % compared with 2006 whereas that of the bulk carriers and other general cargo ships decreased by almost 40 %; the average age of the tankers sent to demolition is 29 years, the average age for all the vessels is 31 years, the average age of bulk carriers 34 years. Of the 288 vessels, 95 (33 %) were under a European flag or belonged to ship-owners established in the European Union or members of the European Association of Free Exchange (EFTA) or members of the principalities like Monaco. Not one of the international exchanges linking these European ship-owners to non-European demolition sites were preceded by any asbestos removal.
    [Show full text]
  • ME1308: Design and Co-Ordination of the Programme by Cefas
    General enquiries on this form should be made to: . Defra, Science Directorate, Management Support and Finance Team, Telephone No. 02072381612 . E-mail: [email protected] defr~ SID 5 Research Project Final Report • Nole In line with the Freedom of Information Act 2000, Defra aims to place the results I Project identification of its completed research projects in the public domain wherever possible. The 1. Defra Project code I_M_E_1_3_0_8 _ SID 5 (Research Project Final Report) is designed to capture the information on the results and outputs of Defra-funded 2. Projecttille research in a format that is easily Provision of Scientific and Technical Expertise with publishable through the Defra website. A Regard to the Grounding of the MSC Napoli in Lyme SID 5 must be completed for all projects. Bay, Dorset • This form is in Word format and the boxes may be expanded or reduced, as 3. Contractor Cefas appropriate. organisation(s) Pakefield Road • ACCESS TO INFORMATION Lowestoft The information collected on this form will Suffolk NR33 OHT be stored electronically and may be sent to any part of Defra, or to individual researchers or organisations outside Defra for the purposes of reviewing the project. Defra may also disclose the 4. Total Defra project costs IL£__1_3_9L,7_0_2__1 information to any outside organisation (agreed fixed price) acting as an agent authorised by Defra to process final research reports on its 5. Project: start date I__3_0_J_a_nU_a_ry'--20_0_7__' behalf. Defra intends to publish this form on its website, unless there are strong reasons not to, which fully comply with end date 1 31 March 2008 1 exemptions under the Environmental Information Regulations or the Freedom of Information Act 2000.
    [Show full text]
  • Marine Pollution Damage in Australia: Implementing the Bunker Oil Convention 2001 and the Supplementary Fund Protocol 2003
    CORE Metadata, citation and similar papers at core.ac.uk Provided by e-Prints Soton MARINE POLLUTION DAMAGE IN AUSTRALIA: IMPLEMENTING THE BUNKER OIL CONVENTION 2001 AND THE SUPPLEMENTARY FUND PROTOCOL 2003 * NICHOLAS GASKELL AND CRAIG FORREST I INTRODUCTION The grounding of the bulk carrier Pasha Bulker on Nobbys beach, Newcastle in June 2007 has again highlighted the risk from shipping posed to Australia‟s extensive and environmentally fragile coastline.1 Whilst a pollution incident was averted in this case, spills from shipping in other states, such as the Nakhodka spill off Japan in 1997,2 the Prestige spill off France in 1999,3 the Erika spill off Spain in 20034 and the Hebei Spirit spill of South Korea in 2007,5 have required the constant monitoring and updating of the international regulatory regimes designed to prevent such incidents occurring and to provide compensation when they nevertheless do occur. Two recent additions to this international regulatory system are the Protocol on the Establishment of a Supplementary Fund for Oil Pollution Damage, 20036 and the International Convention on Civil Liability for Bunker Oil Pollution Damage 2001.7 In 2008, Australia gave effect to these instruments, enacting the Supplementary Fund Protocol via the Protection of the Sea Legislation Amendment Act 2008 (Cth),8 while the Bunker Oil Convention is given effect through the Protection of the Sea (Civil Liability for Bunker Oil Pollution Damage) Act 2008 * David Jackson Professor of Maritime and Commercial Law, Institute of Maritime Law, University of Southampton; Barrister, Quadrant Chambers, London. Although the writer attended many of the meetings and diplomatic conferences referred to in the text as a representative of the International Union for the Conservation of Nature and Natural Resources (IUCN), the views expressed here are his own.
    [Show full text]
  • Environmental Monitoring Conducted in Lyme Bay Following the Grounding of MSC Napoli in January 2007, with an Assessment of Impact
    Science Series Aquatic Environment Monitoring Report no. 61 Environmental monitoring conducted in Lyme Bay following the grounding of MSC Napoli in January 2007, with an assessment of impact Science Series Aquatic Environment Monitoring Report no. 61 Environmental monitoring conducted in Lyme Bay following the grounding of MSC Napoli in January 2007, with an assessment of impact This report should be cited as: Environmental monitoring conducted in Lyme Bay following the grounding of MSC Napoli in January 2007, with an assessment of impact. Sci. Ser. Aquat. Environ. Monit. Rep., Cefas Lowestoft, 61: 36pp. This report was compiled and edited by Robin Law of the Cefas Burnham Laboratory, Remembrance Avenue, Burnham-on-Crouch, Essex CM0 8HA. A copy can be obtained by downloading from the Cefas website www.cefas.co.uk. © Crown copyright, 2008 This publication (excluding the logos) may be re-used free of charge in any format or medium for research for non-commercial purposes, private study or for internal circulation within an organisation. This is subject to it being re-used accurately and not used in a misleading context. The material must be acknowledged as Crown copyright and the title of the publication specified. This publication is also available at www.cefas.co.uk For any other use of this material please apply for a Click-Use Licence for core material at www.hmso.gov.uk/copyright/licences/ core/core_licence.htm, or by writing to: HMSO’s Licensing Division St Clements House 2-16 Colegate Norwich NR3 1BQ Fax: 01603 723000 E-mail: [email protected]
    [Show full text]
  • Shelter from the Storm – the Problem of Places of Refuge for Ships in Distress and Proposals to Remedy the Problem Anthony Morrison University of Wollongong
    University of Wollongong Research Online University of Wollongong Thesis Collection University of Wollongong Thesis Collections 2011 Shelter from the Storm – the problem of places of refuge for ships in distress and proposals to remedy the problem Anthony Morrison University of Wollongong Recommended Citation Morrison, Anthony, Shelter from the Storm – the problem of places of refuge for ships in distress and proposals to remedy the problem, Doctor of Philosopy thesis, University of Wollongong, Faculty of Law, University of Wollongong, 2011. http://ro.uow.edu.au/theses/3218 Research Online is the open access institutional repository for the University of Wollongong. For further information contact Manager Repository Services: [email protected]. Shelter from the Storm –the problem of places of refuge for ships in distress and proposals to remedy the problem. A thesis submitted in fulfilment of the requirements for the award of the degree of DOCTOR OF PHILOSOPHY from UNIVERSITY OF WOLLONGONG by ANTHONY MORRISON, BA(Sydney), LLM (Hons) (Sydney), Grad Dip Env Law (Sydney), Dip Shipping Law (London) AUSTRALIAN NATIONAL CENTRE FOR OCEAN RESOURCES AND SECURITY (ANCORS) FACULTY OF LAW 2011 iii CERTIFICATION I, Anthony Morrison, declare that this thesis, submitted in fulfilment of the requirements for the award of Doctor of Philosophy in the Australian National Centre for Ocean Resources and Security, Faculty of Law, University of Wollongong, is wholly my own work unless otherwise referenced or acknowledged. The document has not been submitted for qualifications at any other academic institution. Anthony Morrison 20 December 2010 v ABSTRACT When a ship gets into difficulties, one of the main options of an owner or master is to seek to put into sheltered waters where the difficulties can be remedied or minimised before proceeding on the voyage.
    [Show full text]
  • Currents Issue Number 28 • June 2009 Currents Issue Number 28 • June 2009
    CURRENTS Issue Number 28 • June 2009 CURRENTS Issue Number 28 • June 2009 Fighting the Scourge of The Politics and Realities of Wreck Re- 4 Piracy at Sea 22 movals: The Case of the Sea Diamond A Seafarer’s Viewpoint: A Practical Ship Registers Can Help Owners 6 Approach to Counter Piracy 24 Through Challenging Times The Only ‘Screen Door’ a Vessel IMO Update Highlights 8 26 Needs: Dare to Care for your Crew Meet the staff at Shipowners Claims Shipowners Must Notify Government of 10 Bureau (Hellas), Inc. in Piraeus 28 Any Payments to Medicare Beneficiaries New California Regulations for Use FD&D Corner 12 of Low Sulfur Fuel By Vessels 30 Vessel Lay-Ups: The Beginning of an 14 A Surveyor’s Perspective 33 Increased Use of SCOPIC? CORRESPONDENT PROFILE: Drugs in the Caribbean 16 36 The View from Gibraltar The Asian Gypsy Moth Infestation Seafarers’ Scourge: STDs 18 Season Is Upon Us 38 Elevating Costs Of All Class GT Breakdown 20 Casualty Response 39 MANAGEMENT CHANGES CURRENTS is edited by: THE FOLLOWING APPOINTMENTS HAVE BEEN MADE TO THE STAFF Dr. William H. Moore OF THE SHIPOWNERS CLAIMS BUREAU, INC., THE MANAGERS: designed by: NEW YORK KIM ABOOBAKER IT Support Specialist Kay MulitMedia CECILIA CASADO Senior Staff Accountant illustrated by: MARY EVANS Underwriting Assistant Mr. John Steventon INTRODUCTION by: Joseph E.M. Hughes Chairman & CEO Shipowners Claims Bureau, Inc. The introduction to CURRENTS No. 27 looked for- However, preliminary figures indicate a significant ward to the 2009 renewal season. The last edition also increase in the Club’s free reserves over the period from described the presentations entitled “Building on the about $36 million to nearly $45 million, with a similar Past, Welcoming the Future” which members of the uplift in the Club’s free reserves per entered ton.
    [Show full text]
  • Wreck-Removal-Report-3.Pdf
    London Offshore Consultants Pte. Ltd. 6 Shenton Way #19-09 OUE Downtown 2 Singapore 068809 T (+65) 6224 9200 F (+65) 6224 2416 E [email protected] www.loc-group.com REPORT ON THE COMPARISONS BETWEEN RENA AND OTHER WRECK REMOVAL OPERATIONS IN RECENT YEARS Date: 09 July 2014 Our Ref: 5750/LOCS/NEH/R007 An LOC Group Company. Reg. No. 004141987-W LOC Management System certified by DNV to ISO 9001:2008 Certificate no: 54838-2009-AQ-SGP-UKAS Our ref: 5750/LOCS/NEH/R007 1 REPORT ON THE COMPARISONS BETWEEN RENA AND OTHER WRECK REMOVAL OPERATIONS IN RECENT YEARS TABLE OF CONTENTS Page EXECUTIVE SUMMARY 3 1. INTRODUCTION 5 1.1 Instructions Received 5 1.2 Scope of the Report 6 2. BACKGROUND 7 2.1 London Offshore Consultants 7 2.2 Nick Haslam 9 2.3 Assessing Wreck Removal 10 3. RENA 14 3.1 How Much of RENA Remains? 14 3.2 What are the Potential Impacts of Removing the Bow Section? 17 3.3 What Hazardous Materials Remain within the Bow Section? 19 3.4 What Contaminants May Exist in The Stern Section? 19 3.5 What Monitoring Systems Should Be Established? 21 3.6 What Would The Cost Be For Removal Of RENA? 22 4. CASUALTIES REVIEWED 25 4.1 Summary Table 25 4.2 CORAL BULKER 25 4.3 TRICOLOR 28 4.4 CP VALOR 30 4.5 ROKIA DELMAS 33 4.6 MSC NAPOLI 35 4.7 NEW FLAME 38 4.8 SEA DIAMOND 40 4.9 FEDRA 42 4.10 MSC CHITRA 44 4.11 MSC AL AMINE 46 Our ref: 5750/LOCS/NEH/R007 2 REPORT ON THE COMPARISONS BETWEEN RENA AND OTHER WRECK REMOVAL OPERATIONS IN RECENT YEARS 5.
    [Show full text]
  • Weekly Information Bulletin
    Contents House of Commons • Noticeboard ......................................................................................................... 1 • The Week Ahead ................................................................................................. 2 Weekly • Order of Oral Questions ...................................................................................... 3 Information Business Bulletin • Business of the House of Commons 4 – 8 June 2007.......................................... 5 • Written Ministerial Statements............................................................................ 7 • Forthcoming Business of the House of Commons 11 – 15 June 2007 ................ 9 Editor: Nick Majer • Forthcoming Business of the House of Lords 11 – 15 June 2007. .................... 13 House of Commons Legislation Information Office London Public Legislation SW1A 2TT • Public Bills before Parliament 2006/07............................................................. 18 • Bills - Presentation, Publication and Royal Assent............................................ 26 TEL: 020 7219 4272 • Public and General Acts 2006/07 ...................................................................... 27 FAX: 020 7219 5839 • Draft Bills under consideration or published during 2006/07 Session .............. 28 [email protected] www.parliament.uk Private Legislation • Private Bills before Parliament 2006/07............................................................ 30 To Contact the Editor: Delegated Legislation TEL: 020 7219 5715
    [Show full text]
  • Review of Maritime Transport 2014
    UNCTAD UNITED N ATIONS CONFERENC E ON T RADE A ND D EVELOPMENT For further information on UNCTAD’s work REVIEW OF MA on trade logistics, please visit: http://unctad.org/ttl REVIEW and for the Review of Maritime Transport 2014: OF MARITIME http://unctad.org/rmt E-mail: TRANSPORT [email protected] To read more and to subscribe to the UNCTAD Transport Newsletter, please visit: R 2014 http://unctad.org/transportnews ITI M E TR ANSPO R T 2014 UNITED NATIONS ISBN 978-92-1-112878-9 Layout and printed at United Nations, Geneva 1418912 (E)–November 2014–2,062 UNCTADRMT2014 United Nations publication Sales No. E.14.II.D.5 : © Jan Hoffmann Photo credit UNITED N ATIONS CONFERENC E ON T RADE A ND D EVELOPMENT REVIEW OF MARITIME TRANSPORT 2014 New York and Geneva, 2014 ii REVIEW OF MARITIME TRANSPORT 2014 NOTE The Review of Maritime Transport is a recurrent publication prepared by the UNCTAD secretariat since 1968 with the aim of fostering the transparency of maritime markets and analysing relevant developments. Any factual or editorial corrections that may prove necessary, based on comments made by Governments, will be reflected in a corrigendum to be issued subsequently. * * * Symbols of United Nations documents are composed of capital letters combined with figures. Use of such a symbol indicates a reference to a United Nations document. * * * The designations employed and the presentation of the material in this publication do not imply the expression of any opinion whatsoever on the part of the Secretariat of the United Nations concerning the legal status of any country, territory, city or area, or of its authorities, or concerning the delimitation of its frontiers or boundaries.
    [Show full text]
  • Introduction to Marine Cargo Management
    INTRODUCTION TO MARINE CARGO MANAGEMENT Cargo management, especially in the maritime sphere, plays a vital role in the transfer of goods between seller and buyer. However, despite over 90% of the world’s international trade being conducted by sea, often very little is known about this subject by either party. This unique text provides a clear and comprehensive introduction to the principal elements involved in the management of marine cargo and the carriage of goods by sea. Not only does it analyse key theories and debates in the maritime freight sector, it is equally instructive on practice and logistics. Furthermore, the book provides a thorough guide to the roles and responsi- bilities of all parties involved in this dynamic industry. This second edition has been fully revised and updated to incorporate the very latest changes in cargo management legislation and procedures, including: • Offshore oil and gas supply management • The revised INCOTERMS 2010 • Tramp shipping and spot cargo trading • Project cargo management • Dry and liquid bulk cargo management • The IMDG Code and the marine carriage of dangerous and hazardous goods • Cabotage •Salvage • Risk management and best practice This is an essential guide for shipping professionals, academics and students of marine logistics, and international trade. Mark Rowbotham is a Lecturer at Liverpool John Moores University, as well as Distance Learning Tutor at Middlesex University. LLOYD’S PRACTICAL SHIPPING GUIDES Other titles in this series are: Steel: Carriage by Sea by Arthur Sparks (2009) Port Operations: Planning and Logistics by Khalid Bichou (2009) Risk Management in Port Operations, Logistics and Supply Chain Security by Khalid Bichou, Michel G.H.
    [Show full text]
  • The Challenges and Implications of Removing Shipwrecks in the 21St Century
    The challenges and implications of removing shipwrecks in the 21st century Lloyd’s One Lime Street London EC3M 7HA Telephone +44 (0)20 7327 1000 Fax +44 (0)20 7626 2389 www.lloyds.com The challenges and implications of removing shipwrecks in the 21st century The challenges and implications of removing shipwrecks in the 21st century 45 About Lloyd’s Lloyd’s is the world’s specialist insurance market, conducting business in over 200 countries and territories worldwide – and is often the first to insure new, unusual or complex risks. We bring together an outstanding concentration of specialist 101 The Financial Times, ‘Container shipping – a long underwriting expertise and talent backed by excellent financial ratings which cover the whole market. journey’, 3 January 2013, www.FT.com 102 Moore Stephens corporate news release, ‘Crew costs About the author the main factor as operating costs rise again’, 26 September 2012, www.moorestephens.co.uk/Crew_ James Herbert trained as a reporter and worked on regional newspapers before becoming a broadcast journalist costs_the_main_factor_as_operating_costs_rise_again. at BBC Radio 4, producing a range of current affairs programmes. James then joined the Royal Dutch Shell media aspx team and became Head of Group Media Relations where he worked closely with the Shell tanker fleet and gained much experience of marine casualty and emergency response. After a number of years James moved into the 103 The Financial Times, ‘Hanjin upbeat on shipping public sector as Director of Communications for one of the divisions of the UK health service. In 2008 he founded recovery’, 21 February 2013, www.FT.com Gem Communications Limited providing corporate communications advice to a number of organisations, including the International Salvage Union.
    [Show full text]