New management company improves flexibility
New COLREG's poster series launched
Dealing with hypothermia
Smuggling fines in Belgium
Increase in fines for deserters in the USA
Crew lists
Changing bills of lading
When to exercise lien on cargo
Court rules on discharge delays
Sulphur
Ship custom fines in Douala, Cameroon
Initial "White List" published
Man-overboard poster published
The Look-out rule
Charterparty arbitrations
Residential training course restructured
North of England student prize
Chamber of Shipping safety competition
Tugg's loss prevention hints
New Management company improves flexibilty
North of England P&I Association has created a new, wholly owned management company called North Insurance Management Ltd to run and develop its full range of marine insurance services. The change will involve a seamless transfer of the management function of the Association to the new company headed by joint managing directors Peter Crichton and Rodney Eccleston.
The restructuring will create a more flexible management organisation that can better respond to the opportunities of today's fast-changing insurance market. Meeting the needs of members will remain North of England's principal objective.
The board of the new management company will also include Ian Henderson, Paul Jennings, Stephen Purvis, Andrew Taylor and Alan Wilson.
North of England's management team has reorganised itself in the past two years following the merger with the Newcastle P&I Association in 1998 and the transfer of most Liverpool and London Club members earlier this year. The organisational changes which had already been made in response to those changes focused on identifying member needs, improving communications and enhancing overall underwriting, P&I and FD&D service levels. The new management company structure will complement this process.
New COLREG's poster series launched
In February 2000 the Association produced a Signals Special on safe navigation. This proved to be very timely as it immediately followed the collision between the Norwegian Dream and the Ever Decent in the English Channel. Reaction to the collision and the Signals Special highlighted concerns among Members over safe navigation, particularly in traffic separation schemes and other areas of high density shipping.
Much of the comment on the collision focused on the perceived need for more control of shipping by onshore traffic controllers. However, it was also noted that some fundamental anti-collision functions of the navigator - namely maintaining a safe speed, keeping a good lookout and ascertaining the risk of collision - also needed to be addressed. Certainly there is little doubt that if the international Collision Regulations were properly followed, the number of close-quarters situations leading to possible collisions would be reduced significantly, with or without the assistance of shore controllers.
With this in mind, the Association has decided to issue a new series of posters on the subject. Each poster will illustrate the key points of one of the Collision Regulations in a way that will serve as an aid to memory. The A2 posters are of such a size that they can be placed on a bulkhead on the bridge or under the chart table perspex. Each poster will be accompanied by an article in Signals examining the relevant Rule in more detail.
The first poster accompanies this issue and highlights the key points associated with Rule 5, Look-out. The article accompanying the poster can be found on page 6.
Dealing with hypothermia
The MAST poster enclosed with this issue of Signals clearly shows the right way and wrong way to act when a man is overboard. However, any seafarer who has been exposed to cold air while in a survival craft or immersed in the sea may subsequently suffer from hypothermia.
Hypothermia is the term given to the condition when deep body temperature is lowered to less than 35 degrees C (95 degrees F) when normal body function would be impaired. Loss of life may occur when deep body temperature falls below 30 degrees C (86 degrees F).
In a cold environment, body heat production will automatically increase in an effort to balance heat loss. However, if the rate of heat loss exceeds the rate of heat production, then the body temperature must fall. The rate of heat loss is many times greater in water than in air.
The rate of heat loss will vary depending on the difference in the temperature between the body and the water. In tropical water hypothermia can still occur but is likely to take far longer than in colder water, where death by hypothermia can occur in less than 1 hour. In addition, death by drowning is a frequent consequence of weakness caused by hypothermia. Crewmembers should be aware that almost all seas in the world are at a temperature which can be classed as a cold environment.
Hypothermia should always be suspected in every individual rescued at sea. There are three stages of uncomplicated hypothermia
- excitation - indicated by marked shivering, confusion and disorientation
- adynamic - indicated by amnesia, slowing of the heart and possible abnormal rhythms
- torpor.
The torpor stage may terminate in a comatose state, which can be difficult to distinguish from death. The casualty is unconscious, there are no reflexes and the pupils are dilated. The respiratory rate is very slow with only two or three movements a minute, the pulse is imperceptible and heart sounds cannot be heard, even with a stethoscope.
The treatment for hypothermia will of course depend on both the condition of the survivor and the facilities available. Generally, survivors who are rational and capable of recounting their experiences, although shivering dramatically, merely require removal of all wet clothes and replacement with dry clothes or blankets. Hot sweet drinks and rest in a warm environment not exceeding normal room temperature is also recommended. However it should always be remembered that even conscious survivors can collapse and become unconscious shortly after rescue, they should therefore be laid down and not be left alone. Alcohol should never be administered.
In more serious cases, where the survivor is not shivering but is semi-conscious, unconscious or apparently dead, slow re-warming is essential. The following measures will also be necessary to preserve life.
- Upon rescue check the survivors breathing and listen for heart sounds. If the surveyor is not breathing, ensure the airway is clear and start artificial respiration immediately. Attempts at resuscitation should be continued until medical advice can be obtained, or for at least 30 minutes.
- Prevent further heat loss due to evaporation or exposure to wind.
- Do not massage the limbs.
- Avoid all unnecessary handling, even the removal of wet clothing.
- Enclose the survivor in a plastic bag or blanket, or preferably both. The blankets should not be warmed and it is important that the head, but not the face, is well covered. The survivor should be placed in a room that is not too warm - 15/20 degrees C (59/70 degrees F).
- Never attempt to give any fluids by mouth to an unconscious casualty.
- If the survivor is breathing but unconscious, lay him in the unconscious position and when consciousness has been fully regained give a warm sweet drink.
- Conscious survivors suffering from hypothermia should be laid on their side and whenever possible, in a slightly head down attitude.
Smuggling fines in Belgium
Customs authorities in Antwerp recently fined a member's ship US$175,000 when they found crew members guilty of smuggling cigarettes and alcohol. The fine was made up of import tax, excise tax, specific excise tax, VAT, a VAT fine and the customs fine itself.
It was not possible for the member to attempt to mitigate the fine as it was offered as an amicable settlement and the authorities made it clear that if not accepted, the fine could be substantially increased.
There was no suggestion that the owner or the officers of the ship had in any way been implicated in the smuggling. However, Belgian law makes the shipowner jointly and severally liable for all such acts committed by crewmembers and, if the fine had not been settled, the ship could have been arrested for future confiscation by court order.
Members should note there are many jurisdictions in which the owners will be held jointly liable for smuggling offences, even where it is quite clear that it was on the part of only one crewmember. It is very important therefore that officers and owners remain vigilant and that possible penalties for smuggling offences are made clear to all crewmembers.
Increase in fines for deserters in the USA
The standard fine issued against owners for crew deserters in the USA has recently been increased by 10%.
If a crew member who has been issued with 'detained on board status' deserts a ship in a US port, the immigration department will now impose a federal fine of US$3,300 per deserter against the owner or the ship. In certain circumstances the fine can be mitigated.
Crew lists
Advice has been received that the Port Authorities in Amsterdam are threatening to fine ships if a copy of the crew list is not submitted within 12 hours of the ship's arrival.
It may be possible to have a fine waived or mitigated. However to avoid any inconvenience or potential delay crew lists should be submitted on ship's arrival.
Changing bills of lading
One of the questions members most frequently ask the Association in relation to bills of lading is: "The charterer wants us to issue new bills, is that OK?" The answer is: "It depends." The position is summarised here but - when in doubt - members should always check with the Club.
Changing bills is a common occurrence and most often happens
- when a homogenous cargo shipped under one consolidated bill is sold to different buyers in the load port, who all want a separate bill for their own cargo
- when a cargo is sold whilst en route to another buyer, possibly at a different discharge port, which needs a new bill for customs or fiscal purposes
- when a cargo is sold through a trader which wants to conceal the identity of the shipper from the buyer for commercial reasons when the cargo is sold through a trader which wishes to appear as a principal in the trade.
In some trades it is common to find a clause in the relevant charterparty requiring the members to issue new bills when requested to do so and specifying what can and cannot be asked by the member in respect of letters of indemnity.
The first and most important point is that there should never be two bills in circulation for the same cargo. Not only does this mean that the holder of one would have a full claim for non-delivery under its bill, but also that this is a breach of Club cover and the member may have to fund the case and settlement itself. Whenever a member is requested to issue new bills, it should not release them until it is sure that all three originals of the old one have been collected in and have been cancelled or destroyed. A member may be asked to accept a letter of indemnity if the three originals haven't been collected in - this is the member's commercial decision. If the member agrees, it should make sure that the letter is counter-signed by a first-class bank in an acceptable jurisdiction.
Information on bills fall into three categories: information which must not be changed, information which may be changed but only in some circumstances, and information which may be changed freely. As by far the greatest number of requests concern Congenbills, the following comments relate to that form.
Information which must not be changed
'Port of loading'. This is absolutely unchangeable.
'Signature'. The new bill should be signed by the same person as the old. For instance, if the old bill was signed by or for the master, the new bill should be signed for him on his behalf. If the old bill was signed by or for the charterer as carrier, the new bill should also be signed by or for the charterer as carrier.
Information which may be changed but only in some circumstances
For all of the following items, it is wisest also to obtain a letter of indemnity from the requestor, usually the charterer, specifying the changes to which the member has agreed and holding the member harmless from the consequences of those changes. The letters of indemnity in the Rule Book and on the Association's web site can be used as templates with an amended first paragraph.
'Port of discharge'. Only when the ship will actually be calling at that port.
'ship'. Only where the ship's name has been changed and this is reflected in the ship's papers.
'Shipper's description of goods' (also references to sales contracts, letters of credit, import licences, etc., as part of the description of the cargo). These should only be changed where the original shipper declares the changes in writing and preferably also provides evidence supporting the new description, such as a commercial invoice and/or certificate of origin. Clausing as on the original bill must not be changed and it is necessary to ensure that the new bills contain the correct clauses in respect of the cargo which they cover. Sometimes charterers try to use the issuing of new bills as an opportunity to obtain clean bills by persuading the member that all the damaged cargo is to be delivered under only one bill, with the clean cargo being delivered under the others. If this can be achieved, there is no problem with the member agreeing but most often the member should refuse to agree to this as proper delivery cannot always be achieved. This can be difficult if, for instance, the cargo is one of steel coils of which a proportion are claused to be damaged in some way.
'Gross weight'. This will change when bills are being split but the total of all bills issued at any one time should not differ from the amount of cargo stated to be on board by the original bill issued at the load port, unless it is being changed to reflect the ship's figures rather than the shipper's figures.
'of which [quantity] on deck …'. As with gross weight, this may change as bills are split and great care has to be taken to ensure that the right number of parcels of deck cargo are allotted to each bill.
'Freight payable as per CHARTER-PARTY dated'. The charterparty terms are incorporated into the contract of carriage and it is very important that the correct charterparty is shown on the face of the bill. Determining the correct charterparty is a complex matter of law. If asked to change the date of the charterparty, members should seek assistance from the Association.
'Place and date of issue'. The date of issue is usually the date on which the cargo was shipped on board in which case it must not be altered. If the charterer does require the date to be changed, this can be done provided that the date on which the cargo was shipped on board is shown clearly elsewhere on the bill. The place of issue can show either the place where the cargo was loaded or the place where either the old or new bill was issued. Members should consider the effect of this change carefully and check with the Association as the place of issue may have an effect on which liability regime - Hague Rules, Hague-Visby Rules, Hamburg Rules or local domestic law - applies to the contract of carriage. This can have a serious effect on the carrier's liability and may also affect Club cover.
Information which may be changed freely
'Shipper', 'Consignee' and 'Notify address'. Can all be changed as per the request of the charterer provided the original bills have been collected in.
'Freight payable at'. This is a commercial matter between the owner and the charterer and/or the shipper and/or the consignee. Members should not however make a statement as to payment of freight in the bill unless the statement is correct.
'Number of original Bs/L'. This can be amended to show how many originals of the new bill have been issued.
To research any of the above points more deeply, a good starting place is the Bills of Lading loss prevention guide issued by the Association to all members and their ships.
Members may obtain additional copies of 'Bills of Lading - A Guide to Good Practice' from the loss prevention department at a discounted price of £10 per copy.
When to exercise lien on cargo
There are various remedies available to a member owed money under a charterparty. An obvious one, if cargo is still on board the ship, is to exercise a lien over the cargo. This involves either refusing to deliver the cargo, retaining it on board or discharging and placing it in secure storage where it remains until payment is received.
The requirements for exercising a lien and the procedures for doing so are not necessarily simple - and there are a number of pitfalls. As a matter of English law there is no general right of lien, except for bill-of-lading freight. Thus, if a lien is to be exercised over cargo for any other amounts payable, there must be an express right in the charterparty.
The amounts in question must be actually due and payable before the right to exercise lien arises. There may be problems if the charterer or sub-charterer has a right to withhold payment, for example on the basis of off-hire or set-off for damages, in which case there may be no right to exercise a lien.
The cargo will often not belong to the charterer or sub-charterer but to a third party, which is not bound by the terms of the charterparty. A lien can then generally only be exercised if the bill of lading or contract of carriage itself includes a right of lien or incorporates the terms of the charterparty. Where there is no provision in the bill of lading, express or incorporated, the lien may still be valid against the charterer or sub-charterer but not the bill-of-lading holder, against which it will be invalid.
There may be problems if the bills of lading are, for example, marked "freight pre-paid" or if the owner of the cargo has otherwise already paid all of the freight due under the bill of lading.
Generally a lien cannot be exercised over the whole of a cargo if its value is in excess of the amount outstanding. The lien may then be restricted to only a portion of the cargo with an equivalent value.
Whether a lien can be exercised and precisely how will also be subject to the local law of the place where the cargo is to be liened. Most importantly, a lien can as a general rule only be exercised at the port or place where the cargo is to be discharged and it is usually not possible to exercise a lien once the cargo has left the owner's control.
Care must be taken to ensure that the lien is exercised correctly. If not, Members may find themselves in breach of contract and liable not only to charterers or sub-charterers but also to cargo owners themselves. The latter may in particular have a claim for unreasonable delay in delivery or wrongful refusal to deliver the cargo. This may in turn give rise to problems with owners' P&I cover.
The exercise of a lien may also be ineffective in certain cases as the owner of the cargo may in any event be able to compel the discharge of the cargo through the intervention of the local courts.
Clearly the exercise, or even just the threat, of a lien can be a valuable weapon for an owner. It may however also be a double-edged sword and should therefore be used with caution. Members are therefore urged to consult the Association before taking any action against cargo.
Court rules on discharge delays
A recent decision by the UK Court of Appeal means that owners are unlikely to recover anything more than basic costs for delays during discharge.
Such delays often involve no breach of contract on the charterer's part. Depending on the nature of the charterparty, an owner may be able to recover hire or demurrage for the period of the delay though this may not properly compensate the actual loss.
A possible solution is to pursue the shipper under the bill of lading contract on the basis of an implied obligation to discharge the cargo within a reasonable time. The issue came before the High Court in London in the case of Tradigrain SA -v- King Diamond Shipping SA, Spiros C and the judge held that there was such an implied term.
Unfortunately the Court of Appeal recently reversed the decision. The bill of lading contract incorporated the terms of the charterparty, which included provisions governing the discharge of cargo. The Court of Appeal decided that this incorporation was inconsistent with a term making shippers liable for discharge rather than "charterers" and "receivers" being implied into the bill of lading.
The Court was also doubtful that a term would be implied even if the charterparty terms were not incorporated. However, the Court did suggest that at least a term might be implied in a bill of lading that contains no provisions relating to discharge to the effect that a holder of the bill of lading who presents it to take delivery of the cargo is responsible for discharge, whether the shipper or receiver.
It would therefore seem that, until there is any further consideration of the issue by the courts, Members are unfortunately without any additional remedy for recovering losses from delays during discharge.
For further details of this decision please contact the Association's FD&D department.
Sulphur
A member recently experienced a fire in a sulphur cargo loaded from Vancouver. The following advice was obtained from a cargo expert.
'Sulphur is usually stored in open stock piles at Vancouver, an area which has high rainfall throughout the year. As the loading process also involves the cargo being sprayed with water to prevent air pollution, the average moisture level of the cargo is relatively high.
There is an electro-chemical reaction when sulphur is in direct contact with steel in the presence of moisture and, as moisture is inevitably present in sulphur cargoes from Vancouver, the sulphur and the steel have to be kept apart by either paint or limewash. The essential points to remember are, no water / no reaction, no direct contact / no reaction. Limewash has an effective life of about 30 days after which it will be broken down by the acid produced by the sulphur.
If the sulphur and steel react electro-chemically, the product is a black jelly-like substance which is stable only when oxygen is not present, such as in the anaerobic conditions found beneath the sulphur pile. As soon as it is exposed to oxygen in the atmosphere, it rapidly oxidises giving off tremendous heat causing the sort of sulphur fires which the member suffered.
The fires are usually extinguished by dumping a grab load of sulphur on top or alternatively can be extinguished by using small quantities of fresh water. Salt water should not be used as, although it will extinguish the fire, it can increase steel work damage and cause the electro-chemical reaction of sulphur and steel to accelerate dramatically.'
For further information contact the Association or Mr D Spence at Brookes Bell Jarrett Kirman, tel: 0151 342 2672, fax: 0151 236 2945.
Ship custom fines in Douala, Cameroon
The following warning has been received from a Member:
Dear sirs
I was recently advised by representatives in Douala, Cameroon that it is now normal practise for customs agents to impose contentious undertakings in the form of fines against carriers / ship interests for any discrepancies between cargo amounts specified on cargo manifest and the discharging figures particularly when these discrepancies are large. Cameroon customs are resuming the imposition of contentious undertakings and fines against ship interests as result of organisation of government finances.
The customs are often charging 3-4 times the amount of the value of any shortage which is alleged. This amount of course also depends on the value of the cargoes in question.
We are advised that customs will not accept confirmation that their claim/fine is being investigated and that this will be dealt with upon presentation of any actual cargo claim from final receivers. Any fine should ideally be settled on the basis of the settlement of such a cargo claim. In fact, customs fines are presented sometimes long before the presentation of any actual cargo claim. We are advised that customs fines are not negotiable once they have been officialised and we are urged to negotiate the fines prior to this taking place if we are to negotiate the fine at all.
Such a fine is in principle, not negotiable once it has been officialised and the ship interests must compulsory pay independently of any dispute which may arise between the ship and receivers as far as liability is concerned. The estimated level of settlement of a fine if this was pursued prior to being officialised would be 50 - 60% of the fine amount. This may still be considerable in view of the allegations of shortage made by customs.
If a ship re-visits the port prior to having settled the customs fine, action may be taken by the authorities for collection of this amount in the form of either refusing to allow the ship to perform commercial operations or to safely sail from the port once commercial operations have been completed.
We provide this information to advise our fellow shipowners of the potential problems being faced in this area and would appreciate the Club's views on this.
Yours faithfully
Reply:
The Association is currently investigating this matter with representatives in Douala and is circulating correspondence throughout the International Group to ascertain the other Clubs' experiences and to see whether there is any possibility of rectifying the position. In the meantime members are invited to contact the Association for advice or assistance in relation to fines of any nature.
Initial "White List" published
The IMO published its initial STCW "White List" in December 2000. In principle this means that STCW 95 certificates issued to watch-keepers by one of the 71 countries on the "White List" should be accepted as complying with the STCW Convention.
It is expected that holding a certificate issued by a "White List" country will become one of the main selection criteria for properly trained and qualified seafarers. Port state control inspectors are also expected to start increasing the inspection of ships that are not registered in "White List" countries.
Members requiring further information should contact the IMO at 4 Albert Embankment, London, SE1 7SR, United Kingdom, Telephone: +44 (0)20 7735 7611, Fax: +44 (0)20 7587 3210, Website http://www.imo.org
Man-overboard poster published
The latest poster in the MAST (management, safety, training) series accompanies this issue of Signals. MAST 6 continues the loss prevention theme by illustrating some of the good and bad practices associated with a man-overboard situation in a humorous way.
Contingency planning and the ISM code
A 'man-overboard' situation will clearly be distressing for the individual who has fallen overboard but it will also be stressful to the Officer of the Watch and everyone else involved in his rescue.
The anxiety of all those involved, including the casualty, can be reduced considerably if everyone is confident that they know exactly what to do and how to do it. The time to start thinking about how to effect a rescue is not when there is someone in the water - that person's life is going to depend upon how efficiently those on board can recovery him from the sea.
Chapter VI of the STCW Code requires that all persons on a ship receive familiarisation training before undertaking shipboard duties. One of those training requirements is what to do when a person falls overboard. The familiarisation training should obviously form part of the contingency planning for emergencies that is part of the ship's ISM safety management system.
Within the context of the ISM Code the requirement is set out in section 8, which reads:
8. Emergency Preparedness
8.1 The Company should establish procedures to identify, describe and respond to potential emergency shipboard situations.
8.2 The Company should establish programmes for drills and exercises to prepare for emergency actions.
8.3 The safety management system should provide for measures ensuring that the Company's organisation can respond at any time to hazards, accidents and emergency situations involving its ships.
Clearly it is important to have written procedures and plans which describe how to respond to any particular emergency situation - these contingency plans may also be backed up with suitable check-lists. However, it is important to bring the contingency plans alive by carrying out regular drills and exercises. Such exercises will not only develop the confidence and competence of personnel involved in an actual emergency they will also test the effectiveness and clarity of the emergency plans themselves. Corrective action and improvements can be made to the documented procedures as appropriate.
It is also important to involve those ashore in drills or exercises to ensure the contingency planning is consistent and appropriately integrated. Records of all emergency drills and exercises conducted ashore and on board should be maintained and available for verification purposes.
The 1999 International Aeronautical and Maritime Search and Rescue (IAMSAR) Manual, jointly published by IMO and the International Civil Aviation Organization, is a useful guide to preparing and carrying out search and rescue procedures. Volume III of the manual is intended to be carried on board ship.
Remember, the lives of your shipmates may be in your hands - be prepared!
For further copies of the poster please contact the Association's loss prevention department. The IAMSAR Manual is available from the IMO at 4 Albert Embankment, London SE1 7SR, United Kingdom, tel: +44 (0)207 735 7611, fax: +44 (0)207 587 3210, website http://www.imo.org
The Look-out rule
PART B - STEERING & SAILING RULES
Section 1 - conduct of ships in any condition of visibility
Rule 5 - Look-out
"Every ship shall at all times maintain a proper lookout by sight and by hearing as well as by all available means appropriate in the prevailing circumstances and conditions so as to make a full appraisal of the situation and of the risk of collision."
You would not drive a car with a blindfold on, nor listen to music with ear-plugs in, yet some mariners routinely navigate the busy and dangerous sea lanes of the world paying inadequate attention to their prime function as watch-keeping navigational officers. The job, described as watch-keeping, means exactly what it says - KEEP WATCH!
A watch is kept to ensure that ships do not collide, that they do not run aground and that when dangerous situations develop there is a timely opportunity to take the appropriate action to preserve life and property. This includes helping others when they are in difficulty.
Keeping this watch is an essential component of the Navigational Officer's Code of Conduct, a code which is statutorily enshrined in the International Regulations for Preventing Collisions At Sea 1972.
The most important of the regulations is undoubtedly Rule 5 (see above). Failure to comply with and observe the fundamentals of this rule renders all the other rules insignificant.
Regardless of the nature of the ship, the watchkeeper must maintain a proper lookout at all times using his sight and hearing and observation of radar equipment. The lookout must be continuous. The watchkeeper must do this so that he can be fully aware of the movement of other traffic and the location of navigation hazards, such that he can take appropriate action when required under the rules to avoid danger and to preserve human life and property.
This rule is obligatory. There is NO allowance for any other duties the watch-keeper may have. The prevailing circumstances and conditions may dictate that additional assistance is required in heavy traffic, dangerous waters or in difficult weather conditions.
In conclusion, if the watchkeeper applies his full attention to the detection and monitoring of other traffic, to observation of his ship's position and to control of its movement, he will safely navigate any waters and fulfil all that is required of him.
If he does not then, like the blindfolded car driver, he runs the risk of losing his licence, his property and more importantly, his life and the lives of others.
Charterparty arbitrations
The Association again sponsored the annual Mariner and Maritime Law seminar run by the Nautical Institute's North East Branch, the eleventh in the series. The event, which featured two mock arbitrations, focussed primarily upon issues arising out of the NYPE time charterparty.
The first mock arbitration dealt with a dispute relating to the respective roles of the master and the time charterers with regard to the loading and stowing of the cargo under clause 8 and the second arbitration involved a bunker quality dispute.
The event was also supported by the London Maritime Arbitrators Association (LMAA) and included participation from the Institute of Marine Engineers. The speakers and participants in the mock arbitrations were mainly drawn from the local maritime community including the Association.
Residential Training Course reconstructed
The Association's residential training course in P&I insurance at Lumley Castle has become an established part of the Club calendar every June for the last ten years. It continues to be very popular with most of the available delegate places having been filled well before the event.
For 2001 the course has been expanded and split into three sections to allow delegates to choose which section or sections are most relevant based on their past experience.
Part I - a new addition to the course, primarily intended for those who are at a relatively early stage of their career or would like a greater familiarisation with ships and the shipping industry. This part will span two days with the first day being spent at South Tyneside College exploring the world of international maritime trade, learning about different types of ships and cargoes, of the people who man and run the ships and of various shipboard operations. The second day will be spent visiting a commercial port and attending on board ships of different types working cargo.
Part II - formerly 'day 1' of the Lumley Castle course, providing a detailed introduction to the history, background and structure of P&I as well as covering P&I underwriting principles and an introduction to loss prevention.
Part III - formerly days 2, 3, 4 and 5 of the Lumley Castle course, which provide a more detailed look at a whole range of claims related and loss prevention issues including interactive workshops for solving claims problems.
Delegates numbers attending part I will be limited to a maximum of 12 persons and delegates attending part III will be limited to 30 individuals. Delegates may choose to attend all parts or just parts I and II, parts II and III or part III alone.
North of England student prize
North of England prize and shield for the highest-achieving marine student at South Tyneside College on the Higher National Diploma in Nautical Science course for the year 1999 / 2000 was presented to James Andrew Cotterill. James had been employed by Clyde Marine. The Association wishes him much success in his future career back at sea.
Chamber of Shipping safety competition
The Association was pleased to act again as a co-sponsor of the annual British Chamber of Shipping safety competition. The competition invites seafarers to identify mistakes or potential hazards in a picture and then submit their own design for a safety poster or devise a safety slogan.
The Chamber invited Phil Anderson, head of the Club's loss prevention department, to help judge the entries, the standard of which was very high in both categories. There were five winners in each category but the judges also decided that it would be appropriate to give a commendation for five additional posters.
The first prize for the poster was awarded in November to second officer Martin Hindhaugh, who sails with BP. Another second officer, Peter Courtney of James Fisher Ltd, took first prize in the slogan competition with a rather philosophical message: 'Safety is not an accident - think about it!'
A master with a North of England member - Hanson Aggregates Marine - achieved a double success in the competition. Captain Tim Butten won second prize in the poster category and third prize with his slogan.
The Association congratulates all the winners and wishes all other entrants better luck next time.
Tugg's Loss Prevention Hints
During November last year, members and entered ships should have received copies of the latest North of England book - North of England Collection of 'Tugg's' Loss Prevention Hints. This is a collection of all the Club's calendar illustrations from the last eight years by the cartoonist Tugg Willson and is sure to raise a smile.
With the retirement of Tugg the Association decided not to produce a calendar this year. However, subject to a suitable illustrator being found to take on the task, it is hoped that a new calendar will be produced for 2002.
Additional copies of the book can be obtained from the loss prevention department at the Association for a price of £15 each including postage and packing.