Rest assured.

Rest assured.

Safely with Skuld

This booklet is intended to be a guide for seafarers serving on board
our members’ vessels who want to learn about what we, Skuld, as their
global marine insurer can offer and how they can contribute to reducing
any damage or loss to people, the environment, the vessel, and her cargo.

Skuld offers Mutual P&I insurance, Commercial fixed P&I, Yacht liability
cover, Charterers’ liability and more through our Skuld office network.
Protection & Indemnity (P&I) is Skuld’s largest line of business. The P&I
cover protects our members against third party losses and liabilities and
gives access to the professional services offered by Skuld’s experienced
teams. Skuld is a leading provider of Hull and Machinery (H&M) insurance,
and associated covers, to shipowners around the world. H&M insurance
covers physical damage to the vessel.

This guide provides insights into various marine risks which are laid out
in separate sections. In addition to looking at major risks against which
our shipowners are insured, we also want to provide some simple advice
to help you to protect your crew and ship, as well as saving everybody
a lot of trouble. As a seafarer you also help the vessel’s owners. Reduced
losses mean reduced insurance premiums for the shipowner. Everybody
benefits if everyone is doing the right thing at the right time.

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Table of content Safety committee

Lead from the front
23
24
03 Cyber safety 25
00 Safely with Skuld 1 Skuld’s experience 26
01 Glossary 11 How can you help 27
About P&I 12 On shore 27
What is P&I insurance? 12 On board 27
What exactly does P&I insurance cover? 12 04 Smuggling 28
What is a P&I Club? 12 Skuld’s experience 30
What is the International Group of P&I Clubs (IGP&I)? 12 Potential implications for vessel owners,
What is a “member”? 13 operators, and crew 30
What is a P&I claims handler? 13 How can you help 31
What is a P&I Club correspondent? 13 On shore 31
How can a P&I Club correspondent help you? 14 On board 32
What is a Skuld underwriter? 14 05 Crew health 33
About additional insurance cover 14 Physical health 34
What is extra insurance cover? 14 Mental health 35
Examples of extra insurance cover 14 Drugs and alcohol 35
Collision with another vessel (RDC) 15 Skuld’s experience 35
Contact with a fixed or floating object (FFO) 15 How can you help 36
About H&M 16 On shore 36
What is H&M insurance cover? 16 PEME 36
What is an H&M correspondent? 17 Providing a healthy diet 36
How can an H&M correspondent help you? 17 Sufficient sleep 36
What is an H&M claims handler? 17 Exercise on board 36
02 Safety culture 18 Mental health and relaxation 37
Skuld’s experience 19 Mental first aid 37
How can you help 20 Team events 38
On shore 20 Internet access 38
On board 20 On board 39
Training 20 Medical check-ups and vaccinations 39
Incident reporting 21 Focus on getting sufficient sleep 39
Workplace safety 22 Mentor system 39
Personal protective equipment 23 Shared pastimes 40
No blame culture 23 Exercise 40

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Focus on your mental health 40 Burn injuries 55

Speak up if you need help 40 Ignoring safety procedures 55
06 Human fatigue 41 How can you help 56
Skuld’s experience 43 On shore 56
How can you help 43 On board 56
On shore 43 Keep it ship shape 56
Sufficient time for sleep and rest 43 Signage 56
Cabin equipment 44 Training 57
Encourage the co-operation of the crew 44 Give medical help 57
On board 44 10 Investigating and reporting incidents 58
To the crew, we recommend 44 How can you help 59
To the captain, we recommend 45 On shore 59
07 People claims 46 On board 59
Illness cases 47 Preserve the scene 59
Skuld’s experience 47 Take statements 60
Physical health 47 Preserve records 60
Infections 48 Take photographs 61
Illness of musculoskeletal system (e.g. backpain) 48 Write a report 61
Lifestyle diseases 48 11 Stowaways 62
Mental health 49 Skuld’s experience 63
How can you help 49 How can you help 65
On shore 49 On shore 65
Providing medical training and equipment 49 Proper treatment of stowaways 65
Telemedical service 49 On board 66
On board 50 Control access to the vessel 66
If you get sick 50 Control access within the vessel 67
If a colleague gets sick 51 Search the ship before leaving port 68
09 Personal injury 52 Inform the local agent once a stowaway
Skuld’s experience 53 is discovered 69
Examples of accidents which we have seen Conduct a follow-up search 69
repeatedly over the years: 54 11 Rescue at sea 70
Enclosed spaces 54 Skuld’s experience 71
Mooring accidents 54 How can you help 72
Injury or death during rescue 54 On shore 72
Lifeboat drills 54 On board 72

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12 Cargo claims 73 How can you help 89

Damage to cargo 74 On shore 89
Skuld’s experience 74 On board 89
Bulk carriers 74 Tally the cargo 89
Ore cargoes carried in bulk 75 14 Pollution 90
Food stuff 75 Pollution by vessels – MARPOL regulation 91
Steel cargo 75 Skuld’s experience 92
Plywood 76 How can you help 93
Fertilizer 76 On shore 93
Multipurpose or project cargo vessels 76 Prevention: Promote safe operations 93
Project cargo 77 Preparation: Be aware of local rules
Container vessels 78 and regulations 93
Reefer vessels 79 Special rules for discharge of ballast water 94
Oil, Chemical and gas tankers 79 If a pollution happens: Always inform
How can you help 79 authorities early 94
On shore 79 Encourage crew to correctly log the escape
On board 80 of oil or oily substances 95
If the cargo loaded is damaged 80 Always inform Skuld or the local Skuld
No signing of Letters of Indemnity without correspondent early 95
contacting Skuld 80 ITOPF – an additional resource to be brought in for
Preparation for loading 81 spills of oils or chemicals 96
Put it in writing 81 On board 96
Care of the cargo 82 If a pollution happens: Stop it if you can 96
Weather reports 83 If there is a pollution by liquids coming from the
Sea protest 83 vessel 96
Minimise losses 84 If the pollution is caused by another vessel
Surrender of cargo 85 or a terminal 97
Shortage of cargo 85 If the pollutant is liquid 97
Skuld’s experience 85 If the pollutant is solid 97
Bulk carriers 85 Keep the logs up to date 97
Foodstuff 85 14 Important rules for vessels carrying persistent oils 98
Container vessels 86 International Civil Liability Convention for Oil 99
Oil and chemical tankers 86 Pollution (CLC) 99
Gas tankers 88 Oil Pollution Act, 1990 – Applies to tankers trading
to and in the waters of the U.S.A. 99

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15 Fines 100 On board 110

What are fines? 101 Prevention: Operate safely 110
Fines in shipping 101 What to do in case of a collision with another ship
Skuld’s experience 101 or object? 110
Pollution fines 101 Useful information to be collected on board
Other fines 101 in a collision case 111
Immigration fines 102 Co-operate with others as per your
Cargo fines 102 company’s instructions 111
Special local fines 102 17 Freight, Defence and Demurrage (FD&D) insurance 113
How can you help 103 What is FD&D insurance? 114
On shore 103 How can you help 115
Prevention of immigration fines 103 On shore 115
Always inform Skuld or the local Skuld On board 115
correspondent early 103 Accurately record the events 115
On board 103 Check documentation 115
Prevention of custom fines 103 Be consistent 115
Prevention of cargo fines 103 18 Skuld – your global marine insurer 116
When dealing with local authorities 104 Loss Prevention 118
16 Contact damage 105 SKULD EMERGENCY NUMBERS 24/7 119
What is contact damage? 106
Collision with another vessel (RDC) 107
Contact with a Fixed or Floating Object (FFO) 107
Direct contact by the entered vessel 107
Indirect contact by the entered vessel 108
Property damage 108
Skuld’s experience 108
How can you help 109
On shore 109
Always inform Skuld or the local Skuld
correspondent early 109
Always inform local authorities early 109
Who else to inform in a collision case? 109

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CHAPTER 01

Glossary

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About P&I Group between them to co-operate

on various issues while remaining
with us, either help the members to
limit their loss by recommending
independent insurance mitigating steps, or in case an
What is P&I insurance? Skuld’s P&I rules are valid for the associations. These 12 P&I Clubs incident has already happened,
P&I stands for “protection and entire cover period, which is usually provide marine liability cover (P&I) assist with legal advice and provide
indemnity”. This insurance covers one calendar year, starting on for approximately 90% of the technical advice as received from
so called “third-party liabilities”. 20th February at 1200 hrs GMT world’s ocean-going tonnage. our loss prevention department.
These are losses of, or damage each year and ending on 20th More information can be found The P&I claims handlers also handle
to, an asset of another party, February 1200 hrs GMT the on the IG P&I website: an insurance claim, presented by
a “third party”, which were caused following year. The Skuld P&I rules https://www.igpandi.org/about/. a third party, for and on behalf of
by the party (“the vessel”) insured. are published annually shortly our members.
P&I cover does not include any before the beginning of each What is a “member”?
damage to the vessel herself; insurance year on our website. At Skuld, we call the shipowners Skuld also regularly plays a leading
this is covered by her hull and who have their P&I insurance role in co-ordinating the response
machinery insurance. What is a P&I Club? “entered” with Skuld our to, and management of, maritime
As a mutual association, Skuld “members”. Charterers who casualties.
What exactly does P&I is owned and controlled directly have their P&I cover entered
insurance cover? by its members. Our operations with us we refer to as “charterer What is a P&I Club correspondent?
Third-party liabilities which are and activities are overseen by members” or “assureds”. Since ships trade worldwide, it
covered by P&I insurance typically a board of directors elected from is important that Skuld can assist
include: loss of life and personal the shipowners who have their What is a P&I claims handler? our membership in any port on
injury to crew, passengers and other P&I insurance with Skuld (our Claims handlers working at Skuld a 24/7 basis. To provide “round-
people carried on board; cargo loss membership). The day-to-day handle P&I insurance claims the-clock” assistance, Skuld set up
and damage; pollution by oil and operations of Skuld are handled submitted by our members. Many a correspondents’ network to assist
other hazardous substances; wreck by the association’s president of the colleagues have a law degree, any vessel at any port worldwide
removal; collision; and damage to and CEO, who is appointed by and but we also have colleagues who on any given day of the year.
property, just to name a few. For reports to Skuld‘s board of directors. have a business management Depending on the country, P&I
details about the extent of the P&I degree or a seagoing background. Club correspondents can be
insurance cover, please see our P&I What is the International Group The claims handlers will, depending another Skuld office, a local law
rules on www.skuld.com/products/ of P&I Clubs (IG P&I)? on how early they are being notified firm, or a company set up to work
Conditions/ Currently there are 12 P&I Clubs of an incident by either a shipowner as a P&I Club correspondent office.
which have formed the International or by the master of a vessel insured These specialised P&I Club

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correspondent offices often to attend on board, or help with frequently than others, but there are then the other 3/4 (75%) is generally
operate as P&I Club correspondents finding a suitable hospital for a sick many more. covered by the hull underwriters of
for various IG P&I Clubs. Any crewmember, or appointing a local the vessel. For details, please see
correspondent who wants to be lawyer if there are issues with local Collision with another vessel (RDC) Skuld’s P&I rules.
listed with Skuld will undergo a authorities. The contact details for If collision cover is taken out with
thorough evaluation by Skuld before all our local correspondents can be Skuld P&I, then any contact claim Contact with a fixed or floating
being approved and listed on our obtained from our webpage under with another vessel falls under the object (FFO)
website (www.skuld.com) as a www.skuld.com/correspondents/ additional RDC (Running Down If contact damage cover is taken
Skuld correspondent. Clause) cover. Depending on the out with Skuld P&I, then any contact
What is a Skuld underwriter? terms of the insurance contract with a fixed or floating object falls
How can a P&I Club correspondent Skuld underwriters are colleagues which owners have with Skuld P&I, under the additional FFO (Fixed or
help you? who provide our members, these may either cover 1/4 (25%) Floating Objects) cover. Depending
If a vessel has any problem or issue assureds, and insurance brokers or 4/4 (100%) of a claim presented on the terms of the insurance
in any port, the vessel or her owners with a suitable Skuld insurance by another party against members. contract which owners have with
can directly contact the local P&I cover for their vessel or fleet. If the cover is 1/4 (25%) with P&I, Skuld P&I, these may either cover
Club correspondent. The local These colleagues focus on getting
correspondent can then, depending the best suitable insurance cover
on the help requested, quickly for our members and assureds;
involve more local resources, for they do not deal with insurance
example by sending a surveyor claims.

About additional insurance cover

What is extra insurance cover? In many instances additional
The main insurance product is insurance covers can be obtained
the P&I cover. There may, however, through Skuld.
be situations in which a shipowner
or charterer needs additional Examples of extra insurance cover:
insurance in addition to the Here are two “extra” insurance
standard P&I cover for shipowners. products which are obtained more

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1/4 (25%) or 4/4 (100%) of a claim Examples of contact damage with If a vessel suffers any damage correspondents: depending
presented by another party against objects that are covered include: to her hull and/or machinery or on the actual circumstances
our members. If the cover is 1/4 damage to berths, fenders, quays, a machinery breakdown, the lead an H&M correspondent can send
(25%) with P&I, then the other 3/4 locks, shore cranes, offshore H&M underwriters or the H&M additional resources, such as
(75%) is generally paid for by the windmills, oil platforms, coral reefs, insurance broker (an intermediary a hull surveyor, or help the vessel
hull underwriters of the vessel. For fish farms, buoys, or underwater often engaged to arrange the to find a commercial tug etc. On
details, please see Skuld’s P&I rules. cables which can be torn by vessels insurance between shipowner www.skuld.com/correspondents/,
dragging their anchor over an area and insurer) must immediately all our correspondents, whether
Under FFO, Skuld covers contact where the underwater cables are be notified, and the H&M claims H&M or P&I, are listed on the
damage caused by insured vessels. laying on the surface of the seabed. handlers will assist the shipowner same country/port page.
in a similar fashion as P&I claims
handlers do. What is an H&M claims handler?
About H&M H&M claims handlers working
What is an H&M correspondent at Skuld handle H&M insurance
H&M underwriters also have claims submitted by the shipowners.
What is H&M insurance cover? most cases not provided by just one
a worldwide network of The background of the colleagues
Skuld offers hull and machinery insurance company (underwriter),
correspondents. Often P&I varies; many of them have a
(H&M) insurance to our members. but by several insurers, with each
correspondent companies are seagoing or technical background
H&M is a separate insurance underwriter having committed to
also listed by H&M underwriters as or are average adjusters. The claims
product and not linked to P&I. insuring only a certain percentage
H&M correspondents, but in many handlers are supported by our loss
However, in rare instances H&M of the total insurable value. The
instances H&M correspondents are prevention department which
cover can overlap with the P&I shipowner will designate one
claims consultants, specialised in advises on technical issues.
cover in place, such as in the H&M insurer as claims leader,
providing hull claims management
above-mentioned contact usually the insurer which commits
services.
scenarios (RDC and FFO). to the largest percentage. The
claims leader is the one who has
How can an H&M correspondent
H&M insurance protects shipowners contact with the shipowner in case
help you?
against physical loss or damage of a casualty, handles the insurance
An H&M correspondent assists
to a vessel’s hull, her machinery claim and keeps the other H&M
in a similar way to P&I Club
and everything connected thereto. underwriters (“the followers”)
This insurance cover is also quite informed and involved.
different from P&I cover as it is in

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The best way to prevent accidents not only be included in guidelines

of any kind is to have a strong and procedures, but should also be
safety culture, not only on board translated into practical steps
but on shore as well. The company’s to be rolled out by way of training
Safety Management System (SMS) the crew through regular exercises
should set the framework for such and drills on board.
a safety culture. This culture should

SKULD’S EXPERIENCE
Skuld has seen many large and expensive cases over the years
and in a lot of these cases safety shortcuts were taken by the
CHAPTER 02
crew on board which led to either loss of life, severe injuries,

Safety culture or damage to the vessel or her cargo, leading to expensive

insurance claims.

Whilst we are aware that vessels are often under considerable

time pressure and the crew is pushed to do their tasks on board
quickly to avoid any delay of the vessel, there should never be
any compromise on safety. Even when time is tight, the crew
should never skip safety steps, as consequences may be fatal.

Examples of accidents caused by a disregard of necessary

safety procedures can be found in the chapter dealing with
“Personal injury” of this booklet.

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muster stations and the location roles – in a real emergency they

How can you help
of firefighting and lifesaving may be forced to do so.
equipment. It should be part of the
On shore to do the work safely may lead
training that any new crewmember Use different scenarios and
We recommend that safety is to severe injuries and death.
is familiar with basic firefighting, occasionally add additional
given the highest priority in your
first aid techniques, his or her challenges such as restricting
company’s SMS for a vessel or On board
muster station, as well as their access to a fire locker, or assuming
a fleet. Training
responsibilities in the event of one lifeboat cannot be launched.
It is important to have procedures in
an emergency. It is important to This will not only help to maintain
Skuld’s experience is that if strict place which make sure that any new
have a system in place to keep the interest in the drill, but will prepare
safety procedures are in place on crewmember is immediately, after
crew focused on the importance crew for real-life situations, where
board and the crew is encouraged signing on, brought up to speed in
of safety. This can be taught by equipment is not available, because
and trained by the shore respect of safety procedures which
arranging regular drills and safety of damage or due to the location
management to prioritise these, must be followed by all crew on
exercises, as well as training on of a fire. Follow the International
when conducting their daily tasks, board.
the job to ensure that necessary Convention for the Safety of Life
especially when under time
permits to operate a system stay at Sea (SOLAS) and your company’s
pressure, then fewer accidents A proper safety induction should
valid or are obtained before a SMS closely with respect to drills to
happen on board. A job done be conducted and include a tour
specific job is carried out. The crew be conducted and safety protocols
without taking the time needed of the ship, including escape routes,
should also be taught to conduct to be followed.
a risk assessment themselves prior
to undertaking a task to make them Incident reporting
more aware of the risks, as this may The reporting of accidents is
encourage them to think more covered in detail later, but equally
about safety. important is the reporting of near
misses and unsafe acts. A near miss
Hold regular emergency drills and may turn into an accident next time,
encourage all crew to take an active so all crew should be encouraged to
part. Vary the responsibilities of report any near miss to the safety
crew occasionally to maintain officer, who should record it and
interest and prevent monotony. take steps to prevent the same
Challenge junior officers and incident from happening again.
ratings to step into more senior

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Any crewmember who witnesses duration of a job, or the permit Protective Equipment (PPE)
an unsafe act should immediately expires, a new permit to work appropriate for their duties.
stop the work and report it to a should be completed before work The crew should be trained on
senior officer, who should log it. continues. the proper use and care of PPE.
Corrective or preventative action We recommend conducting
should be taken at the earliest It is important to remember that regular inspections of all PPE and
opportunity. a risk assessment does not simply replacing damaged equipment
involve completing the relevant immediately.
Workplace safety paperwork. All crew should
Your company’s SMS will set out the complete a ‘mini’ risk assessment No blame culture
requirements for the operation of before undertaking even the most All crew should be able to report
a ‘permit to work’ system on board. basic tasks. Taking a short break accidents, near misses and unsafe
A permit to work should always to think about the job, whether acts without fear of reprisal. Senior
be completed whenever required, the correct tools are on hand or officers should make clear the
particularly for work with machinery whether there are any potential importance of reporting to everyone
or electrical components, work aloft hazards in the vicinity, could prevent on board and ensure crew are aware
and entry into enclosed spaces. an accident, no matter how routine that they will not be blamed or
Permits to work must be completed the task is. reprimanded for genuine accidents
diligently and the requirements for or near misses. A system that allows
additional checks throughout the Before commencing the working for the confidential reporting of near
period of work must be complied day, or a particular task, hold a misses should be available to crew.
with, particularly when working aloft or whenever there is a variation in ‘toolbox talk’. We recommend
or in an enclosed space. If a permit working conditions, such as heavy calling all crew who will be involved Safety committee
expires, complete a new one before seas or inclement weather. Any risk with the work together, including Elect a safety committee and hold
continuing or resuming work. assessment will be useless if the the officer of the watch, where regular and productive meetings.
officer completing it does not enter appropriate, and discussing the The safety representatives should
Risk assessments are an invaluable all the relevant facts and consider plan for completing the work. The be encouraged to ask crew if
tool when used diligently. When risk them carefully. Proper training crew should be encouraged to ask there is anything which should
assessments are necessary, they in this respect should be given questions or raise concerns freely. be included on the agenda. Frank
should be done prior to undertaking to any officer with responsibility and open discussion among all
a task. Risk assessments should for completing risk assessments. Personal protective equipment members of the committee should
be reviewed at regular intervals If conditions change during the Issue all crew with Personal be encouraged and the safety

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representatives should provide by example. It is vital for the crew

feedback to crew. to embrace the safety culture;
senior officers should be seen to be
Lead from the front always putting safety first. This will
A culture of safety will only ever be help crew to understand that the
as strong as you want it to be. All focus on safety applies to their own
senior officers should be seen to personal safety, as well as to all on
drive the safety culture and lead board.

CHAPTER 03

Cyber safety

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Modern vessels are equipped cyber security safeguards of the

How can you help
with increasingly complex company and its security culture
computer systems. Part of the should be cyber safety.
On shore On board
The company’s SMS should set We recommend that the crew
the framework for protecting and is taught about cyber security
SKULD’S EXPERIENCE maintaining the vessel’s IT safety. safeguards and cyber safety.
This should be developed with the Also, as part of the security
Skuld’s experience with cyber safety issues has so far been
company’s IT department. What procedures, the crew should
limited. However, what has been reported previously was the
should especially be prohibited familiarise themselves with
infection of individual ship’s computers by a virus after an
is the connection of any external the company’s cyber security
external USB-drive was inserted into a vessel’s computer.
hard drive with any of the ship’s safeguards and cyber safety to
computers. If the crew has company learn what they are allowed to
laptops the same security policy do and what not.
applying to the ship’s computers
should extend to their company At no time should any private
laptops. computer of the crew be connected
to any of the ship’s computers or
a company laptop.

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Sharing the same horizon Rest assured.

Ships are often seen by smugglers are attractive transit points for
as an easy target and may be used smugglers because of the quick
to transport contraband such as movement of products. Therefore,
drugs, tobacco, or weapons. All smuggling volume is roughly
crew should be aware of the risks proportional with the size of the
involved in carrying goods for other port. However, Colombia, Ecuador,
people on board their vessel and Peru, Mexico, Brazil, and Venezuela
should never accept anything for are considered particularly high-risk
unauthorised carriage on board. countries for the transit of cocaine.
Whereby the Western Caribbean
It is documented that port opera- Vector is a route of particular
tions in Central America, South concern from Barranquilla,
America, and the Caribbean regions Colombia to Altamira, Mexico
CHAPTER 04
should be subject to rigorous where cocaine has been seized

Smuggling precautionary measures and

vigilance. Generally, larger ports
in bulk carriers.

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Contraband refers not only to illegal Smuggling cases are not covered
drugs but also tobacco, weapons by P&I or FD&D insurance which for an undefined period, with potential arrests and/or
or medications which need to means that Skuld will not cover disembarkation of the crew for questioning and shore
be declared. The consequences fines or expenses or legal costs for detention in prison if the crew is suspected to be complicit.
of breaching smuggling laws are criminal proceedings or provide A substantial fine may also be imposed and/or the vessel
severe. security in such cases. may be threatened with confiscation depending on the
jurisdiction involved.

Vessel owners and operators are recommended to co-operate

fully with any authority carrying out such investigation(s)
SKULD’S EXPERIENCE
irrespective of the jurisdiction.
We have seen cases in which contraband was found on entered
vessels by local authorities at a port of call. The vessels most In such cases the crew runs a real risk of not only facing criminal
often originated from South American ports. South America proceedings in the country where these drugs are discovered,
is a hub for the production of cocaine. but also imprisonment, whilst our members face expensive
fines and in the worst case an entry ban for their
In cases in which drugs were found on board, either the crew fleet to ports of that country.
was paid to stow drug parcels on board entered vessels, or
external people (such as stevedores) stowed drugs on board
with cargo loaded. Skuld has also seen cases, when vessels left
some South American ports, where external compartments How can you help
filled with drugs were welded to the hulls of vessels below the
water line by underwater divers acting for drug cartels. On shore the crew preventing drugs being
Skuld recommends setting up a either stowed on board or attached
Potential implications for vessel owners, operators, and crew checklist for increased International to her hull. If the vessel is caught
When narcotics are discovered onboard, the consequences Ship and Port Facility Security Code with drugs on board, she will face
can rapidly escalate and become severe both for the vessel’s (ISPS) measures. Within the SMS the full legal force of the country
owner and crew. There may be resulting delays due to ongoing the crew should go through which in which the drugs were found.
investigations by the authorities, which may take time and lead ports are at substantial risk of
to the loss of hire and consequential claims from cargo interests. having a sophisticated smuggling For the authorities it does not
The vessel may also be detained by the authorities, sometimes operation. It is important that matter if the drugs were attached
measures are put in place to have to the vessel without the crew being

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aware. Authorities could deem the All crew should be aware of the risks
vessel to be responsible to ensure involved in carrying goods for other
no drugs are being stowed on board people on board their vessel and
or attached to her hull below the should never accept anything for
water line. Members are advised unauthorised carriage on board.
to include in their SMS procedure
suitable measures the crew can It is of utmost importance that our
undertake to ensure that illegal members implement strict ISPS
drugs do not find their way on or procedures, as included in their Ship
attached to the vessel. Security Plan (SSP), on board their
vessels which must be followed by
On board the crew. Any access points to the
When calling at ports within vessels must be closely guarded
CHAPTER 05
countries from which narcotics 24/7 thereby making sure that
are known to originate, consider
a divers’ inspection of the hull
before departure, to ensure there
only authorised people are coming
on board. It is also recommended
to have a crew look-out in South
Crew health
are no objects attached to the hull. American ports making sure that
If stowaways or suspicious objects any diver approaching the vessel
are found, inform the agent immedi- is spotted.
ately and instruct them to summon
the police.

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Drugs and alcohol

receives a healthy diet, gets the Many people suffering stress or
opportunity to exercise on board other mental health issues try
and has sufficient sleep. to numb the impact with drugs
(illegal drugs as well as prescribed
Mental health painkillers) or alcohol. It is important
The global COVID-19 pandemic that the company’s ISM procedure
showed how important good has clear rules about the use of
mental health is. A healthy body alcohol on board, as well as a strict
needs a healthy mind and the other anti-drug policy. These rules must
way around. There are physical be clearly communicated to any
factors which can have a negative crewmember before they sign on.
impact on mental health, such as
an unhealthy diet, too little sleep, If a vessel allows for the
drug or alcohol abuse, or illnesses; consumption of alcohol by the
but there are also other factors crew during their off time, there
which have a harmful effect on should be procedures in place
mental health, including stress, to monitor and prevent any
worry, isolation, or bullying. overconsumption as that can
increase the risk of accidents.

It is key that the crew of a ship is in Physical health

SKULD’S EXPERIENCE
good health. Good health generally When it comes to physical health,
consists of two parts: the health of there are several things which are It is Skuld’s experience that a healthy crew is less likely to make
the body (physical health) and the important, such as that a crew mistakes which could lead to accidents or serious incidents. Life
health of the mind (mental health). member signing on does not have on board can be stressful as there are many tasks to complete
Good mental health is especially any preconditions or prior sicknesses within a certain amount of time as many vessels operate under
important in very demanding jobs before coming on board. A solid time pressure. Only a healthy and strong crew can focus on
such as working on board a vessel medical check-up before going on their work ahead and stay alert. This will also improve safety on
where seafarers also live for many board is necessary. During the time board as a more alert crew is less bound to lose focus and make
months in a very confined space. at sea, it is important that the crew

36 Safely with Skuld

 Rest assured.

mistakes or take shortcuts. If the focus of the member is to

keep its crew healthy and content on board, the development
of illnesses, especially mental illness, may subside.

How can you help

On shore Sufficient sleep

Members may take into considera- Getting good and sufficient sleep
tion a few of the following measures is equally important to keep the
which can contribute to a healthier crew healthy. Each crew member
life on board. should get at least seven hours of
uninterrupted sleep at the end of off any stress and stay fit for duty, in need to feel better. Skuld can
PEME their work shift. Equipping the cabins physically and mentally. assist you with finding courses that
Skuld recommends a thorough with excellent quality beds, good teach how to provide mental first
medical check of any crew before insulation and blackout curtains can Mental health and relaxation aid.
signing on. Skuld offers a Pre- all contribute to improved sleep. To help the crew to mentally relax
Employment Medical Examination It may prove beneficial to prioritise and unwind, it may be helpful to Skuld has a partnership with the
Programme (PEME) for our in the company’s rules the need provide access either to online Norwegian Training Center (NTC)
members. to have a well-rested crew and to courses or DVDs about mental in Manila who provide courses
encourage the crew to be quiet in health, or meditation or Yoga within the arena of mental health,
Providing a healthy diet the accommodation quarters to exercises for relaxation. including how to provide mental
A healthy diet with plenty of avoid disturbing sleeping colleagues. first aid. Please contact us for more
vegetables and fruit, which can Mental first aid information.
also be supplied to the vessel in a Exercise on board There may be instances where a
frozen form, can improve the overall Another positive effect on crew seafarer is feeling distressed and It may also help the crew if they
physical health of the crew and lift health is providing the crew with an may need someone to talk to. To are provided with details of a
the mood. It may prove helpful to exercise area on board equipped have one of more crewmembers helpline, so they know that there
have the cook attend classes on with cardio and strength exercise providing mental first aid to fellow is someone available they can talk
how to prepare healthy and tasty equipment to help the crew to work seafarers may help a crewmember to in case of need. The crew should
meals on board.

38 Safely with Skuld

 Rest assured.

be encouraged to look out for each atmosphere within the crew. Such
other. events could be weekly BBQs or
karaoke or movie nights. Such
It is also important for any seafarer events may help the crew to bond
to have a confidant to whom they irrespective of their rank, nationality
can turn for advice without being or gender.
judged or fearing that anything they
say could negatively affect their Internet access
career path. To provide such a “safe Equipping the vessel with a stable
space” for their crew is one of the 24/7 internet connection is also
most valuable things a shipowner important as this allows the crew
can provide. to always stay in contact with their
loved ones at home irrespective
Team events of what time of the day their work
Arranging team events during off shift ends.
time may encourage a better On board should be at least seven hours.
Medical check-up and vaccinations Time spent on social media or
We recommend getting a thorough streaming videos should be reduced
medical check-up before signing on well before bedtime so as to not
as well as all necessary vaccinations. interfere with the quality of sleep.
If you need to take any medication, Reduce the intake of caffeine
travel with the medical prescription or other stimulants well before
for this medicine and inform the bedtime, as this will also improve
medical officer once signing-on, sleep quality.
so that they are aware of what
medication you need to take in Mentor system
the case of an emergency. It is helpful for the crew’s morale
if a mentor system is established
Focus on getting sufficient sleep where experienced crew teams
It is important that all the crew are up with new and less experienced
getting the opportunity of regular crew. This may also be helpful for
and uninterrupted sleep which teambuilding.

40 Safely with Skuld

 Rest assured.

Shared pastimes and keep us connected with friends

To have team events, such as and family, it is equally important
karaoke or barbecues, may also be sometimes to take a break from
helpful to build a good atmosphere the consumption of virtual content
within the team and help seafarers and instead try to practise being
to feel less homesick. These mindful about the moment. With
could be weekly events the crew mindfulness exercises the brain can
participates in. take a break, which relaxes us and
reduces worries.
Exercise
We encourage the crew to exercise Speak up if you need help
on board. These might be strength The bravest thing a seafarer can
exercises to help to prevent back do is to reach out to their fellow
CHAPTER 06
injuries, or cardio exercises to let seafarers if they feel on edge
off steam, or relaxation exercises
to deal with stress and anxiety.
or in distress. Some crew may
experience homesickness, others
may feel burdened due to a family
Human fatigue
Focus on your mental health situation back home or a stressful
Whilst smartphones and tablets situation on board. It is important
can provide us with entertainment that you reach out and ask for help.

42 Safely with Skuld

 Rest assured.

Fatigue is a feeling of constant Proper rest and sleep are important

tiredness or weakness and can be to a person’s physical and mental
SKULD’S EXPERIENCE
physical, mental, or a combination well-being and of great importance.
of both; it is an extreme form of This is particularly true for working Human fatigue cases are exceedingly difficult for Skuld to
exhaustion. It can affect anyone, on commercial vessels, where the measure as the claims handlers mostly learn about a fatigued
and most adults will experience crew is engaged in both physically seafarer in cases where the fatigue has either already resulted
fatigue at some point in their life. and mentally demanding work. in a physical or mental illness or led to an accident. The main
If a crewmember experiences Also, the nature of the work puts cause of fatigue is the lack of proper and enough sleep. Before
fatigue, they feel tired to a degree the crew at times in dangerous the Covid-19 pandemic the focus was more on physical factors
that they fall asleep during working situations while having to fulfil preventing a good and regular sleep by reducing noise on board,
hours or feel sleepy to the extent work rosters that are tight and avoiding a high coffee consumption, an unhealthy diet, etc.; but
that they cannot be alert any longer. demanding for all on board. during the pandemic it became clear that psychological and
This can have a direct impact on the mental factors can cause the same degree of tiredness
safety of the vessel and the safety Over time, fatigue has a severe as physical ones.
of the other crewmembers. Those wearing effect on the human
without proper sleep are likely to body which can lead to long-term
make more mistakes and are more physical and mental issues like
likely to be involved in accidents. paranoia. How can you help

On shore they use their rest periods to get

We recommend members make enough sleep.
the prevention of fatigue and a
burnout of their crew a priority in In line with the requirements for
their company’s SMS procedure. hours of work and rest as set out
We suggest the following measures in the Maritime Labour Convention
which can help to reduce the risk of (MLC), we recommend making sure
crew getting fatigued: that watch-keepers can comply
with the requirements for periods
Sufficient time for sleep and rest of rest, particularly during busy port
We suggest setting systems in place rotations.
that ensure that all crew are aware
of the dangers of fatigue and that

44 Safely with Skuld

 Rest assured.

Cabin equipment • Reduce their screen time before • To establish a bedtime routine to of your DPA, endeavour to relieve
We recommend providing crew bed and to shut off their mobile wind down after a busy workday the fatigued crew of their duties
with a good sleep environment, devices during resting hours to (e.g., taking a shower, meditating, as soon as possible.
such as installing blackout blinds in allow for uninterrupted sleep. exercising, talking to colleagues, • Chronic fatigue may be relieved
their cabins as well as replacing old • Move quietly around in the whatever helps you to calm by changing watch routines or
mattresses and maintaining cabin accommodation quarters and be down). delegating some of the duties
temperature controls. mindful as there may be other • To avoid caffeine and other of the fatigued crewmember
colleagues trying to sleep. stimulants as well as bright to another crewmember
Encourage the co-operation screens before sleeping. provided they are not already
of the crew On board • If you have trouble falling asleep overburdened. The assessment
We recommend encouraging the To the crew, we recommend: or sleeping for a longer period, should be done with your DPA.
crew to: • To schedule at least seven hours not to self-medicate but to ask • A crewmember that is or may
• Develop and maintain good sleep of uninterrupted sleep each night/ for help and talk to the medical be suffering from fatigue should
habits, such as a pre-sleep day (depending on your shift). officer or your superior. avoid sitting down while on watch
routine (something that they • To maintain a fixed bedtime in • To watch out for signs of fatigue and try to keep active. This
then always do to get ready line with your shift. among your colleagues. may not always be possible,
to sleep). • If you believe a fellow particularly if the crewmember
crewmember is suffering from is engaged in the navigation of
a high degree of fatigue, you the vessel.
should alert the medical officer • Coffee or energy drinks may
or the captain. provide short-term relief from the
effects of fatigue but should not
To the captain, we recommend: be relied upon to keep a person
• If you observe chronic alert or awake.
fatigue among your crew, you
should immediately alert your This can, however, only be a short-
Designated Person Ashore (DPA). term solution as the fatigued crew
• If you believe a fellow should be relieved as soon as
crewmember is suffering possible and not be alone during
from a high degree of fatigue, watchkeeping.
you should, with the support

46 Safely with Skuld

Sharing the same horizon Rest assured.

Skuld sees a variety of different of a vessel that the crew of a ship is

people claims in connection with in good health. Good health consists
the operations of the entered of two parts: the health of the body
vessels. Most of these claims are (physical health) and the health of
either personal injury claims or the mind (mental health). Whilst it is
illness claims. Injuries can happen not uncommon that crewmembers
with crew or passengers, but also get sick during the many months
with people not carried on board they serve on board, given that their
such as service providers boarding job on board is demanding, there
the vessel; for example, pilots, local are some preventative steps that
agents, surveyors, supercargoes, can be undertaken to maintain good
and stevedores. overall health and reduce the risk
of getting sick. In this regard, please
CHAPTER 07
Illness cases refer to the section above about

People claims It is essential for the safe operation crew health.

SKULD’S EXPERIENCE
Only a healthy and strong crew can focus on their work ahead
and stay alert. When looking at the claims’ statistics of the past
few years, both physical and mental illness cases show up.

Physical health
We noted that seafarers can suffer under a variety of
physical conditions. Some are infections, some illnesses are
connected to the physical demands of a life at sea with the
musculoskeletal system being affected, and some are
so-called lifestyle diseases.

48 Safely with Skuld

 Rest assured.

Infections can lead to hypertension, heart disease or even a stroke. All the
The infections we see can vary beforementioned illnesses, especially heart disease as well as
from classical food poisoning gastro-intestinal disease are health conditions Skuld sees more
to infections of the urinary of in the crew cases being handled.
tract, tuberculosis, malaria,
yellow fever, and a few cases Mental health
of HIV/Aids. The most common The global COVID-19 pandemic showed how important good
illness caused by an infection is mental health is. There are physical factors which can have a
appendicitis. negative impact on mental health, like an unhealthy diet, too
little sleep, drug or alcohol abuse, or illnesses; but there are also
Illness of musculoskeletal other factors which can have a damaging effect on mental
system (e.g., back pain) health, such as lack of sleep, stress, worries, isolation, or bullying.
Whilst the number of infectious
diseases is low in comparison
with the overall number of illness cases we recorded, the number
How can you help
of illnesses of the musculoskeletal system is higher. These
illnesses are usually back pain or hernias. Both are often a result
On shore Furnish the vessel with sufficient
of heavy lifting and the physical work that needs to be carried out
Members may take the following medication and medical
on board by the crew.
measures into consideration which equipment.
can assist the vessel in helping sick
Lifestyle diseases
crew on board. We also recommend having at least
The term “lifestyle disease” can often be misunderstood in
one crewmember being trained in
a way that the illness was caused by a “bad” lifestyle of the
Providing medical training and applying mental first aid. Skuld can
seafarer, but this is not true. The term “lifestyle disease” refers
equipment advise on suitable course providers.
to illnesses which are a result of the modern way of life and
Have at least one medical officer
in particular the Western diet. A diet which is based on a high
on board of each vessel who will Telemedical service
consumption of meats, but low in fibres and vegetables. Most of
regularly participate in medical Equip each vessel with the contact
the time the content of salt as well as sugar and unhealthy fats
training courses to refresh their details of a telemedical service the
is high in such a diet. A high consumption of salt and bad fats
skills in providing first aid and vessel can contact in case a fellow
basic medical assistance. crewmember gets sick or is injured.

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 Rest assured.

There are several high-quality on board. If you are taking or have

telemedical services available who taken any medication or have a
have medics on the other end of pre-existing condition, advise the
the telephone and who provide this medical officer of it to allow them
service free of charge. The early to evaluate potential interactions
involvement of a telemedical with other medication. Be
service can save lives. Skuld can forthcoming with the medical
guide you if you need contact officer and try to describe your
details. symptoms with as much detail
as possible. Do not self-medicate
On board without the prior input from either
If you get sick the medical officer or a doctor from
We recommend that you seek help a telemedical service. Inform the
and contact the medical officer medical officer immediately, and do

not wait too long before any If a colleague gets sick

symptoms get worse. We recommend that you
immediately make sure that
If you feel unwell to a degree that the colleague is stable enough
you cannot work, inform the captain before you seek help from the
or your superior. In case you are medical officer. Make sure that
severely sick, the captain can contact that the colleague talks to the
the shore office and arrange for medical officer and does not
your transfer to a hospital on shore. self-medicate.

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Sharing the same horizon Rest assured.

Unfortunately, accidents happen on board your ship were unsafe.

on board. Any person injured on The injured person may seek
your ship - crew, stevedores, pilots, compensation from the vessel’s
or passengers, for example – may owners, which could result in costly
claim that the injury only happened pay-outs.
because the conditions

CHAPTER 08

Personal injury

SKULD’S EXPERIENCE
Skuld has seen a wide variety of cases over the years. There are
certain kinds of accidents we see on a recurring basis, most of
which can be prevented if good safety procedures are in place
and always followed by the crew as well as imposed on any third
party coming on board, such as stevedores, etc.

54 Safely with Skuld

 Rest assured.

Examples of accidents which we have seen repeatedly Burn injuries

over the years: Seafarers suffering burn injuries of various kinds: The Material
Safety Data Sheet (MSDS) not being checked properly before
Enclosed spaces sending the crew into a cargo tank for cleaning. Crew not
Seafarers or stevedores entering a tank or cargo hold without wearing the correct PPE which led to burn injuries of unprotected
wearing the necessary breathing equipment or protection gear crew; or third degree burns when cleaning out hot slush in the
as instructed by the vessel’s safety procedures, and then being engine room; or chemical burns to the eye which led to loss
killed by gas poisoning or lack of oxygen. of vision; or burns by hot water.

Mooring accidents Ignoring safety procedures

Accidents during mooring operations, such as a crewmember Disregarding safety procedures combined with a lack of
breaking both legs when jumping from the vessel to the quay concentration can lead to severe accidents: a crewmember
during a self-mooring operation, or a crewmember being killed looked down into a cargo hold from the middle edge of the
by a mooring line. hatch coaming whilst at the same time the cargo grab was
lowering to the cargo hold. The crew’s head got stuck between
Injury or death during rescue the hatch coaming and the grab which led to the immediate
Seafarers falling into enclosed spaces and fellow crewmembers death of the seafarer.
trying to rescue the injured person without taking necessary
safety measures. Such dangerous behaviour then either leads
to injury, disability or death of the crewmember who is trying to
rescue the seafarer in distress.

Lifeboat drills
Accidents during lifeboat drills, including fingers or limbs being
squeezed and amputated by lines or wires; or passengers
boarding a lifeboat when it is already launching leading to severe
injuries; or head injuries caused by crew not wearing a helmet
and the consequences when the head was caught between
a lifeboat and the vessel.

56 Safely with Skuld

 Rest assured.

How can you help electrical equipment, or working If you are in doubt as to the severity
aloft, ensure that appropriate of an injury, do not hesitate to
On shore Any oil or other spillages should warning signs are posted and contact a telemedical service to
Many of the above-mentioned be cleaned up immediately. clearly visible. seek guidance from a doctor or
examples of cases could have been All places of work, including contact shore-side medical support
prevented. If the company’s SMS the accommodation and food Training if the vessel is in port.
procedures prioritise safety on preparation areas, should always be We recommend making sure that
board with clear and strict safety kept clean and good housekeeping all crew are professionally trained Where there is any possibility of a
procedures in place, that are also practices among all crew should in using any equipment they are concussion, hypothermia, or inter-
rolled out in practice to all the crew be promoted. required to operate. Refresher nal bleeding, monitor the patient
with regular exercises, many of the training sessions should be carried closely for at least 24 hours and
above-mentioned scenarios can Signage out regularly and formal records of always seek shore-side support.
be avoided. The crew will however, The location of all safety equipment all training should be maintained Burn and other heat-related injuries
only focus on always applying the on board should be highlighted with on board. require particularly delicate care.
necessary safety precautions if appropriate signage. Emergency Seek immediate shore-side support
it is given a high priority by the exit signage should be kept clear If your vessel has hydraulically to ensure the casualty is dealt
company – who must train their of obstructions and properly operated water-tight doors, all crew with appropriately.
crew accordingly and make sure maintained. Steps, fishplates and should receive appropriate training
that safety is the second nature of raised door sills, such as those in the dangers associated with the
everyone working on their vessel. found on weather-tight doors, use of such doors. Instructions for
should be clearly marked by operating these doors should be
On board applying brightly-coloured paint clearly posted at the door and clear
Keep it ship shape or tiger tape. procedures should be documented,
Always make sure that gangways, outlining which crewmembers are
companionways, access ladders Appropriate instructions should be permitted to operate the doors.
and all areas accessible to crew, posted next to hatch covers, cranes,
pilots, stevedores, or visitors, are lifeboat davits and other equipment Give medical help
well lit and free of obstructions. which poses a significant risk to If an accident does happen,
Especially lashing equipment like crew. When ongoing work can give make sure that the injured person
chains, cables and ropes should be rise to a hazardous situation, such immediately receives the proper
properly stowed when not as removing guard rails, access medical attention. Involve the
in use. hatches, or when working with medical officer.

58 Safely with Skuld

Sharing the same horizon Rest assured.

Any accident happening on board or damage to, or loss of cargo,

a vessel or involving a member of Skuld may elect a surveyor or
the crew should be investigated. other experts to attend the vessel
The degree of the investigation to investigate the incident fully.
required will depend on the severity Whether the investigation is to
of the accident, but the basics for be carried out by a member of the
investigation and reporting remain crew or a third party, it is important
the same. to take early steps to defend any
CHAPTER 09
claim against the vessel.

Investigating
In the case of marine incidents,
such as grounding or collision,

and reporting How can you help

incidents On shore
We recommend including in
the company’s SMS procedure
a checklist for the crew on which
steps they should undertake to
provide for a thorough investigation
of an incident.

On board
Preserve the scene
We recommend that any work
being carried out in the area in
which an accident has occurred
is immediately stopped. As soon
as possible, the scene should be
inspected and anything that may
have contributed to the accident,
such as defective equipment, trip

60 Safely with Skuld

 Rest assured.

hazards, etc. is to be photographed. accident occurred. If the accident

It is also important to take pictures happened on the quay, or in a
of any measures that have been put dockyard, we recommend trying to
in place to prevent such accidents, take statements from non-crew-
such as guard rails, signage, etc. members who may have witnessed
the incident. This may not always be
If the cause of an accident is possible, but the local agent may be
identified, it is important then to able to assist, if required.
put necessary steps in place to
prevent a reoccurrence of that kind The names and contact details
of accident. Every effort should be of individuals in their statements
made to make sure that accident should be included, so they may be related to weather and sea Write a report
investigations do not have a contacted later, if required. conditions at the time of the We recommend always following
negative impact on the commercial accident or incident, should also any instructions for accident or
operation of the vessel. However, Before taking the statement of an be appended to the report. incident reporting provided in your
safety must always take priority. injured crewmember or witness, company’s safety manuals and to
always try to set them at ease and In the event of damage to cargo, use any templates provided.
Take statements reassure them that the purpose of details of cargo securing, loading/
We recommend that detailed your investigation is to establish the stowage plans, ventilation records Any report should be clear, accurate
statements from injured parties facts, and not to apportion blame. and any other relevant documen- and to the point. However, all the
and any witnesses are taken, after tation should be copied and relevant facts should be included.
having checked with Skuld. It is Empathy is especially important preserved. It is always better for a report to
important to let the witnesses and when dealing with a fellow seafarer contain too much detail than too
injured parties formulate their own who may be in fear of losing their Take photographs little.
thoughts and not to try to influence job because of an accident. Whether the incident involves
their memory of the incident. personal injury or damage to the You should never make
Preserve records vessel, a fixed installation or cargo, assumptions about the cause
In the case of more serious Maintenance records of any we recommend always taking of an incident, only report the
accidents, it may also be necessary equipment involved should be enough photographs of the scene, facts. Keep the report clear and
to take statements from senior copied and attached to the any damage, likely contributing concise, do not add opinions.
officers with responsibility for investigation report. Any relevant factors, and anything that may have
the area of the vessel in which the logbook entries, particularly those prevented a more serious loss.

62 Safely with Skuld

Sharing the same horizon Rest assured.

Stowaways are a problem in Depending on where the ship

many areas of the world and often is, this may take time and can
a safety concern for the vessel. potentially delay the vessel in her
They often hide in remote areas on trading schedule. Countries are
board in the hope of travelling with not obliged to receive stowaways,
the vessel to a country where they unless the stowaways are citizens
wish to have a better life. of their country, or if it can be
proven that they boarded the vessel
Skuld will help the shipowner at a port in the country where they
to disembark the stowaway(s). have been discovered.

CHAPTER 10 SKULD’S EXPERIENCE

Stowaways In most cases that Skuld is notified of, stowaways have

destroyed or thrown away any official documents of
authentication, such as a government-issued ID-card or
a passport, before they stow away on board. Without such
official documents, it is difficult for the crew to find out what
nationality the stowaway has. To establish the identity and
nationality of the stowaway, Skuld has questionnaires in various
languages for the stowaway to fill in. This questionnaire can help
the crew and Skuld to learn more about the stowaway. Please
contact Skuld if you wish to receive a copy of the questionnaire.

If it comes to safely disembarking stowaways, Skuld has learned

that not every case is the same; it is easier to land a stowaway
in some countries than in others.

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 Rest assured.

How can you help

In general, it is easiest to disembark a stowaway in a country
in which they are either a citizen, or the country in which they On shore treating the stowaway humanely.
came on board the vessel. This is why it is so important that The SSP provides guidance to the Stowaways should be searched
the crew carries out a thorough search on board every time crew on not only how to prevent by the crew for any form of
before their vessel leaves a port. If a stowaway is found before access of unwanted visitors identification and for objects
the vessel sails, a quick disembarkation of the stowaway and to the vessel, but also how to with which they can self-harm.
handover to local authorities can be arranged, provided the properly treat stowaways in case These objects should be collected
vessel can show that the stowaway came on board in this they successfully made it on board. by the crew and only returned
country. To disembark a stowaway still in the country of upon the disembarkation of
embarkation will save Skuld and the shipowner a lot of time. Proper treatment of stowaways the stowaway. The stowaways
If stowaways are discovered should be taken to a secure area
Once the stowaway comes off the vessel and is handed over after a vessel has left port, and a and provided with adequate
to local authorities of a country which is not theirs, the local deviation back to her last port of food, sufficient water, and
embassy of their home country will be contacted to issue travel call to disembark the stowaways is accommodation. If there is more
documents, so that they can be put on an airplane taking them not possible, the focus must be on than one stowaway, they should,
back to their home country. In some cases, Skuld will employ
private guards to make sure that the stowaway arrives safely
in their home country.

The crew and our members can actively help to reduce the
possibility of stowaways making it on board their vessel by
putting some risk reducing steps in place and to follow them
at every port call.

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 Rest assured.

where possible, be separated and stowaways from coming on board. the names of all visitors should to be high-risk, a good lookout over
secured in different cabins. The There are several preventive steps be recorded, so that they may the side of the vessel should be
crew should regularly check on the the crew can undertake. be ‘checked off’ the vessel when maintained, using spotlights during
stowaways to make sure that they they leave. On vessels where large the hours of darkness. The anchor
do not harm themselves. Control access to the vessel numbers of stevedores are required wash systems operating should be
If it comes to protecting the vessel for cargo operations, such as kept running for the duration of the
Stowaways should not be permitted from unauthorised access, it is container ships, consider employing vessel’s stay at anchor, to prevent
to work on the vessel and should important that the crew follows the a pass exchange system, whereby persons climbing up the anchor
be prevented from associating with SSP in respect of controlling the stevedores’ own ID cards are cable.
the crew. By striking up a friendship, access to their vessel. exchanged for a ship’s pass when
or playing on the sympathies of they board, and handed back to Control access within the vessel
crew members, stowaways may At least one competent member them when they return their ship’s Even those with a valid reason to
manipulate them. It should be borne of the crew should always man pass before disembarking. This board the vessel may wish to stow
in mind that stowaways may face access points. Where manning will not only assist in tracking the away. Once they are on board the
prosecution and other levels demand, a reputable shore- number of people on board in the vessel, do not make it easy for them
consequences if returned to side security contractor may be event of emergency, but will also to remain on board undetected.
their home countries. If this fact employed to man the gangway. help to verify whether all stevedores We recommend controlling access
becomes apparent to them, they have disembarked the vessel. to the ship’s accommodation by
may become violent towards crew, However, the employment of shore- locking all external doors, using only
or may attempt self-harm. When side contractors does not relieve All ship’s crew should be vigilant one for access by crew.
conducting initial interviews to learn the vessel’s crew of their obligation of suspicious activity, in particular
more about their citizenship, an to prevent unauthorised access people trying to gain access to A security inspection should be
effort should be made to establish and steps should be taken to verify controlled areas of the vessel. Small conducted prior to arrival in port,
their reasons for stowing away and monitor the trustworthiness of boats operating near the vessel may checking that all deck lockers, hold,
and take note of the severity of security contractors. Nobody should be used to gain access or attach and machinery space access points,
their reaction, should they come to be permitted on board without the contraband to the hull. Movements are securely locked.
realise they are being returned. authority of the master or officer on of such craft should be monitored,
watch. and local authorities should be If possible, access to the mooring
On board informed if their presence is cause decks should be restricted, where
There are many ways the crew can All persons wishing to gain access for concern. When the vessel is at potential stowaways may gain
help. The best way is to prevent to the vessel must produce ID and anchor, particularly in ports deemed access by scaling mooring ropes.

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 Rest assured.

Inform the local agent once a Skuld, if informed about stowaways

stowaway is discovered at an early stage, will try to assist
If stowaways are discovered at sea, in obtaining permission to return
the vessel’s managers should be them to their own country. However,
informed. If the vessel returns to the it should be borne in mind that
port where a stowaway embarked, this may take some time and that
every effort should be made to land stowaways may be forced to remain
them there. To make it easier to on board the vessel for weeks,
hand them over to the authorities, or even months, before they can
you should send an email to the be returned. The best advice is to
local agent or the port authorities, prevent stowaways from boarding
informing them that you have the vessel in the first place.
discovered a stowaway on board
after the ship left that port. Conduct a follow-up search
After a few days, stowaways should
The message should state that be removed from their quarters
Lifeboats and lifejacket lockers before departure, by limiting the the stowaways will be delivered to and searched for ID papers.
on deck should also be secured. number of places where a potential the port authorities when the ship Their quarters should also be
Stevedores coming on board should stowaway may hide. returns, together with the vessel’s thoroughly searched for any
only be allowed access to cargo ETA. It is important that this hidden documents.
holds when required. Hatches to A comprehensive search of all areas message is sent before the ship
cargo holds to which stevedores to which shoreside personnel had calls at another port.
do not require access, should not access should be carried out to
be opened. ensure that spaces which were
secured before arrival remain
Search the ship before leaving port locked. If stowaways or suspicious
Before leaving port, Skuld objects are found, the local agent
recommends a systematic search should be informed immediately
of the whole ship. An efficient and and instructed to summon the
thorough security inspection prior police. Stowaways should be
to the vessel’s arrival will reduce the handed over to the local authorities
time required to search the vessel before the vessel sails.

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Sharing the same horizon Rest assured.

SKULD’S EXPERIENCE
Over the years, many of our members’ vessels have been
contacted by the Maritime Rescue Co-ordination Centre
(MRCC) of a country being responsible for the area in which
the vessel is sailing to assist with a sea rescue operation.

The parties which need to be rescued vary. It can be sailors in

distress, whose yacht is damaged and cannot be manoeuvred
any longer; it can be seafarers who had to abandon their
commercial vessel and are in a lifeboat; or it can be refugees
in the Mediterranean or somewhere else in the world sitting
CHAPTER 11 in a sinking lifeboat. Any vessel is, as per international law and
regulations (SOLAR, SAR and UNCLOS), obliged to assist in

Rescue at sea such sea rescue operations. These rescue missions are usually
directed and coordinated by the responsible local MRCC. Skuld
expects its membership to participate in these rescue missions
when being called upon by the MRCC.

Skuld fully supports their members partaking in rescue missions

thereby following orders of the responsible MRCC. If a vessel
must deviate to rescue people as directed by the MRCC, that
deviation does not have any impact on the vessel’s P&I cover.

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How can you help

On shore On board
How the ship should behave in Immediately contact the vessel’s
cases in which a MRCC seeks her manager and notify Skuld to enable
assistance to participate in a rescue us to help you. Rescued seafarers,
mission should be included in the sailors or refugees are under the
company’s SMS procedure. Also, the law in most countries treated as
proper treatment of rescued parties stowaways, so landing rescued
should be included as well. Any parties can, depending on where the
rescued parties should be treated vessel plans to land the people, be
with respect and be taken good a little challenging. However, in the
care of. This includes assisting with past Skuld has, with the help of its CHAPTER 12
applying first aid where necessary correspondents’ network, been able
and providing the people with
necessities like water, food, and
to assist our members to arrange for
a swift and safe disembarkation of
Cargo claims
accommodation where possible. the rescued parties.

Skuld also recommends that we

should be contacted immediately
to assist the members in getting the
rescued parties safely disembarked
at the earliest convenience.

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Cargo claims are among the claims we see which could be prevented.
with the highest frequency within This chapter will be divided in cargo Ore cargoes carried in bulk
Skuld. There are large numbers of damage claims and cargo shortage For certain ore cargoes it is mandatory to notify Skuld and to
recurring cargo claims scenarios claims. have a cargo surveyor attending. In general Skuld recommends
its members to always have a surveyor present during the l
oading operations of ore in bulk where a liquefaction risk is
Damage to cargo present as per the ISMBC Code. An experienced surveyor can
assist the master on site to avoid loading cargo which is too wet
and may cause stability issues later when the vessel is at sea.
SKULD’S EXPERIENCE
Foodstuff
There are a few steps shipowners can undertake to reduce This can be rice, sugar, grains, or corn in bulk or bagged. Some
the risk of cargo being damaged during the process of loading, food cargoes are prone to be infected by pests and need to be
during the sea voyage, and during discharge operations. fumigated before the vessel departs her load port. Skuld can
assist in providing technical advice to avoid cargo damage
The various measures to prevent cargo damage as well as loss through fumigation. Skuld’s loss prevention department can
of cargo depend on what kind of cargo a vessel carries or what also provide guidance on proper ventilation and protection of
kind of carrier a vessel is. the cargo from wet damage during the sea voyage.

Bulk carriers Steel cargo

Bulk carriers or bulkers can carry a wide variety of food stuff We have seen many cargo claims in which high value steel cargo
like grain or sugar in bulk or packaged in bags, but also coal, ore, was damaged during the sea voyage. Such cargo damage can
various kinds of steel cargo, and minerals.

Bulk cargo can be very dense, corrosive, or abrasive. This can

present safety problems that can threaten a ship, such as cargo
liquefaction, shifting, spontaneous combustion, and cargo
saturation. The use of old ships that have corrosion problems
leads to a higher frequency of cargo claims, e.g., leaking hatch
covers. Skuld can provide you with suitable loss prevention
steps. Please contact Skuld for guidance.

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either be caused by water ingress or by cargo shifting. In many The other kind of cargo damage which Skuld sees is wet damage
cases, mechanical damage was caused to cold rolled steel coils caused by either water ingress through leaking hatch covers,
which shifted. If a pre-loading survey is carried out for steel or water in the cargo holds entering via the bilge system. Skuld’s
cargo and any pre-shipment damage is recorded in the mate’s loss prevention department can advise you further on how to
receipts and subsequently in the bills of lading, we see fewer minimise the risk of wet damage.
cargo claims.
Project cargo
Plywood Some multipurpose vessels carry project cargo such as windmill
Plywood is another kind of cargo which can be severely parts, heat transformers, large machinery parts etc. This kind
damaged if it shifts during the sea voyage. Also, for this kind of cargo is usually very bulky, heavy, and not easy to lash well.
of cargo we would recommend a pre-loading survey with Also, project cargo is usually quite expensive, so if that cargo
a particular focus on the quality of the securing of the cargo is damaged, a cargo claim will be expensive. The main project
within the cargo holds. cargo damage cases we see are physical damage to the cargo if
the lashings do not hold up and the cargo shifts or moves around
Fertilizer in the cargo hold. The danger in such cases is that because the
Fertilizers of various kinds can be shipped either in bulk or in cargo pieces are heavy, it will have an influence on the stability
bags. This cargo also needs to be protected from water damage of the vessel if the cargo lashing breaks and the cargo pieces roll
during the sea voyage, but some kinds of non-organic fertilizers around freely in the cargo hold.
also require that there be no potential heat source within the
cargo holds. Our loss prevention department can guide you in
more detail.

Multipurpose or project cargo vessels

The main risk Skuld has seen when it comes to multipurpose
vessels is shifting of cargo. Multipurpose vessels come with
a variety of risks, depending on what they carry. Some vessels
carry different cargoes in various cargo holds and sometimes
within the same cargo hold only being separated between decks.
The risk in such cases is that the cargo transported shifts and
mixes with other cargo.

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Skuld recommends having a pre-loading and lashing survey Reefer vessels

to be done at the port of loading, ideally with the involvement The damage we see with reefer cargo is mainly caused by
of a lashing master or supercargo. either incorrect temperature settings, or the failure of an
electrical unit supposed to keep the cooling systems
Container vessels running at a consistent temperature. The problem with either
With the containers stowed under deck, we record mainly cargo situation is that in most of these cases either the whole cargo
damage cases caused by water. This can be water entering the hold or the whole reefer container contains damaged cargo
cargo hold via the hatch covers or water entering the cargo which has become unsuitable for human consumption and has
holds via the bilge system. barely any salvage value. In such cases a thorough investigation
of the root cause helps to find out if an electrical unit on board
If it comes to containers stowed above deck, we see more was malfunctioning. If that is the case, repairs can be affected to
cases of collapsed containers which, in many cases, is caused prevent a similar incident in the future.
by insufficient lashing, which then provides for a poor stability
of the container stack. The cargo lashings should regularly Oil, chemical and gas tankers
be checked and tightened during the sea voyage, weather The cargo damage cases for liquid cargo are mainly some form
permitting. Skuld can advise you on additional loss prevention of contamination scenario. The contamination can either stem
steps. from the terminal which is loading the vessel (contamination
of the shorelines or manifolds) or unclean tanks. The latter
scenario is often common if a vessel switches from one kind
of cargo to another and the necessary tank cleaning operations
are not done as thoroughly as needed. Our loss prevention
department can advise you on the proper tank cleaning steps.

How can you help

On shore company’s SMS procedure to

We recommend that you include reduce the risk of cargo damage,
loss prevention steps in the which is tailored to the cargo

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typically carried on board your reject the cargo to have it replaced with which shippers or charterers and charterers’ or shippers’ specific
vessels. Having a copy and being by cargo which is not damaged. will indemnify (compensate) the requirements. Although time may
familiar with the vessel’s cargo shipowner for the cargo damage be a factor, the safety of the vessel
securing manual on the shore side No signing of Letters of Indemnity claims presented against the vessel and her crew should be paramount
as well, is just one risk reducing without contacting Skuld in her port of discharge which were in any cleaning operation, and this
factor. Loss prevention steps should Never give the authority to sign a not recorded in the B/Ls and for should never be sacrificed just to
be points which are easy to follow clean B/L in exchange for a letter which owners lost P&I cover. gain some time. Remember, injury
by the crew on board. A few of indemnity or “back letter”. to a crew member or damage to the
suggestions are listed below. There may be situations in which So, signing such LOIs may be vessel may be far more costly than
the cargo comes on board already fraudulent and can prejudice the a delay. Be alert, especially about
On board showing pre-shipment damage and vessel’s P&I insurance cover. Also, any entry into enclosed spaces, or
If the cargo loaded is damaged the shippers or charterers push the in many jurisdictions LOIs cannot areas which may be deprived of
We recommend that the cargo is master or the vessel’s owners not be legally enforced. The cost of oxygen or have a build-up of
inspected when it comes on board, to record the pre-shipment damage any claims that arise out of such noxious gases and vapours.
if possible beforehand. Any defects in the mate’s receipts and B/L, actions will have to be borne by the
you may find must be recorded and but instead authorise the signing shipowner and are likely to be high. Put it in writing
included in the mate’s receipts. The of clean B/Ls despite the pre- This is why Skuld recommends to In time charters applicable to dry
shipper and charterers should be shipment damage to the cargo. If its membership to always contact cargo vessels, the responsibility
notified that that you intend to alter the owners or the master authorise Skuld and seek guidance whenever for loading, stowage, trimming
the bill of lading (B/L) to reflect your the issuance of clean B/Ls in such they are being asked to authorise and discharging operations is
observations and the true cargo cases and the vessel receives the issuance of clean B/Ls against sometimes transferred from
condition. An important function a cargo damage claim at the port receiving an LOI. the shipowner to the charterers.
of the B/L is to describe the true of discharge, owners will be without However, the shipowner and the
condition and quantity of the cargo P&I cover for these cargo damage Preparation for loading crew of the vessel maintain a
as received on board. If the cargo is claims as the B/Ls did not reflect the It is recommended that cargo degree of responsibility for ensuring
discharged in a different condition, true condition of the cargo as it was holds or tanks should be prepared the cargo is loaded, stowed, and
or of a lesser quantity, than when it came on board. To bridge for loading as early as possible, to secured properly and safely.
whatever cargo description was this gap in the insurance cover, avoid costly delays at the load port.
entered on the B/L, the shipowner shippers or charterers may offer Cleaning should be carried out in If a member of the ship’s crew
may be held liable for the damage the master or the owners a Letter of accordance with industry standards, is concerned about the stowage
or shortfall. Alternatively, you can Indemnity (LOI). This is a document your company’s safety regulations or handling of the cargo by the

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charterers or their supercargo, moisture control, visual inspections,

this should be brought to their including securing arrangements.
immediate attention and the
reasons should be recorded in We recommend that the
detail. procedures for the care and
monitoring of all cargo should be
Any remarks made should be sent clearly documented by a senior
to the vessel’s owners, together officer. These procedures should
with pictures where appropriate. include details of logs to be kept
If the issue cannot be resolved on the passage, including the
amicably without delay, Skuld’s local frequency with which entries should
correspondent should be notified be made. In addition to routine
of the situation. If your concerns entries, extraordinary inspections
are for the immediate safety of should also be recorded, particularly
the cargo or personnel, you should inspections of the cargo prior to or permits, take note, photograph any of recording if conditions exceed
raise them with the charterers’ after encountering heavy weather. damage, and replace lashings as those stipulated within the
representative immediately and Such inspections should also be appropriate. charterparty.
operations should be suspended, recorded in the deck logbook.
if deemed necessary. Any specific requirements of the Weather reports Sea protest
charterer should be highlighted. In case of heavy weather, we In the event of damage to
Care of the cargo recommend that you keep a copy cargo during heavy weather, we
The shipowner has an obligation to When heavy weather is expected, of any meteorological reports, or recommend that you lodge a sea
properly care for the cargo while carry out a thorough inspection of warnings, and properly record the protest and make sure a log
it is on board the ship. The master the cargo and lashing arrangements. conditions in the ship’s log. This extract, showing relevant entries,
should ensure that all crew with In such situations it is recommen- particularly applies to adverse sea is attached to the sea protest.
responsibility for the care of cargo ded that the crew ensures that all conditions that may cause damage
are familiar with the requirements lashings are properly fitted and to the goods on board. Familiarise A sea protest is a document which
for the safe loading, stowage, and fully secure. Where needed or yourself with the performance should be addressed “To Whom It
carriage of any cargo to be loaded, appropriate, additional lashings warranties contained in the vessel’s May Concern” issued on the
including (but not limited to) should be considered. Carry out a charterparty. Ensure weather stationary of the vessel immediately
ventilation, temperature and further inspection once the weather and sea conditions are recorded after the vessel has experienced
regularly and increase the frequency heavy weather which led to cargo

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shifting or other forms of cargo master at a local Notary Public Surrender the cargo please contact the local Skuld
damage. This document should to get the sea protest notarised. The cargo must only be delivered correspondent or Skuld directly.
contain a description of the heavy to the holder of the original B/L or
weather experienced, including However, only if Skuld is informed their agent. This important formality Delivering cargo without producing
wind forces on the Beaufort scale, about the heavy weather incident is usually attended to by the ship’s an original B/L may lead to
height of swell, description of the immediately after it happened, agent – but if you do find yourself misdelivery and other claims, and
vessel’s movements during heavy will Skuld have sufficient time to in a difficult or worrying situation, your P&I cover may be prejudiced.
weather (heave, surge, rolling), arrange for a notarisation of a sea
the geographical area where the protest which should be done in the
weather was experienced and for first port of call right after the heavy Shortage of cargo
how long, etc. The document should weather incident.
be dated and signed by the master.
Skuld can assist you if you need Also, notify the vessel’s managers
SKULD’S EXPERIENCE
help with that. and request the attendance of
a surveyor. Co-operate as much There are some cargoes where shortage claims are a recurring
A sea protest can, in some as possible with the surveyor phenomenon. These are especially high-value cargoes where
countries, be a useful legal appointed on behalf of the owners either theft and pilferage are a problem or cargoes where there
defence for a cargo claim being at the destination. The master or is a discrepancy between the ship’s and shore’s figures, such as
presented to the owners; this suitable deputy should attend the dry bulk or liquid cargo.
always depends on the contractual survey of damaged cargo.
port of discharge. There are a few Bulk carriers
countries however, which need a Minimise losses If it comes to cargo carried on bulkers, it is mainly foods where
sea protest being notarised at the The amount of damaged cargo we record many of the short-delivery cases.
vessel’s first port call after the heavy can be reduced by immediate
weather incident, or else the sea separation of the cargo which Foodstuff
protest will not be recognised. ­­­­Skuld suffered damage (e.g., wet fertiliser) If the vessel loads food stuff in bulk, it can be the case that the
can advise you if a notarisation from the rest of the cargo. If in shore figures (upon completion of the cargo loading operations)
of the sea protest is necessary doubt, suspend cargo operations show a higher cargo amount loaded than the draft survey done
for your specific port of discharge and formulate a plan to maximise by the vessel. Often, it is the higher shore figures which are
and Skuld will also assist you with the discharge of sound cargo. inserted into the B/L which leads to a short-delivery claim at
getting an appointment for the the port of discharge. We have discovered that if an external

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 Rest assured.

surveyor is appointed to carry out a draft survey at the load insists on having their figure put on the B/L. This will, in many
port it is easier to persuade charterers to insert the draft survey cases, result in a shortage claim being presented at port of
figures into the B/L or in some cases to get shippers (with the discharge. The vessel often has better bargaining power if the
help of charterers) to load additional cargo. If you have any ullage survey, during loading operations, was carried out by
issues with the discrepancy of the ship’s and shore’s figures, an independent cargo surveyor.
please reach out to us for advice.
If you have any issues with the discrepancy of the ship’s and
Sometimes the shortage does not stem from too little cargo terminal’s figures, please reach out to us for advice.
loaded, but from pilferage. We have seen cases in which rice
cargoes shipped in bulk were bagged on board by stevedores The other issue which can cause a shortage claim at port of
who then took some bagged cargo with them, or even instances discharge with liquid cargo, mainly with heavy fuel oil cargo,
of a whole cargo truck bypassing the shore scale and taking a is if the cargo has hardened during the sea voyage due to a
different exit. If the port of discharge is in a country in which temperature drop. In these situations, the cargo becomes
pilferage is a problem, we recommend having a discharge survey unpumpable and must be heated up, but sometimes cargo
carried out to have someone keeping an eye on the cargo. remains in the cargo tanks as it cannot be liquified enough to
pump it out completely. In such cases it is recommended to
Container vessels involve a third-party cargo surveyor who will then issue a cargo
On container vessels, we rarely see a container itself disappear, Remaining On Board (ROB) certificate.
but it has happened in some jurisdictions, that as soon as
the container was discharged, the seal was broken, and the
container emptied. This happened before the container was
handed over to the receiver. We see such cases mostly with
containers carrying high value electronics.

Oil and chemical tankers

With liquid cargo, shortage claims mostly happen if there is a
discrepancy between the terminal’s figures of the cargo pumped
on board and the ullage survey the vessel has carried out during
loading operations. In such cases, the terminal’s figures are
generally higher than the ship’s figures and then the terminal

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How can you help

Gas tankers
With gas tankers, there can also be the issue of a discrepancy On shore On board
between the terminal’s and the ship’s figures, as described If the vessel is calling at a port Tally the cargo
above, for liquid cargo. In such cases the involvement of a cargo which she has not called at before We recommend tallying the cargo
surveyor to carry out a loading survey may prove to be helpful. or for a while, we recommend that during loading and discharge
However, with some of the gas cargoes, such as methane, there you check with local agents before operations to avoid or to limit
can also be the issue of boil-off. Despite the tank insulation calling at this port if there have shortage claims. If shore-side
being designed to limit the admission of external heat, even a been any pilferage issues or a higher tally clerks are employed, monitor
small amount of heat will cause slight evaporation of the cargo. number of shortages recently. their work, wherever possible.
This natural evaporation, known as boil-off, is unavoidable and We also recommend liaising with Ensure members of the ship’s crew
these vapors are often released from the tanks which are cooled Skuld if your vessel is loading either are vigilant and highlight damaged
down to maintain the cargo tank pressure. These released cargo dry bulk cargoes or liquid cargo. or substandard cargo that
vapors will cause a short delivery of cargo. The only way to avoid We will then provide you with may be missed or ignored by
the removal of the boil-off is to cool the vapours down to a point a recommendation for preventive shore-side personnel. This is
where they become liquid again and can be added back into steps to reduce the risk of particularly important in loading
the cargo tank. a shortage claim at port of ports where shore-side personnel
discharge. One step to reduce the may be less reputable.
amount of cargo shortage claims
for bulk cargoes is mentioned
below, for more tailored loss
prevention advice, please
contact us.

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Sharing the same horizon Rest assured.

Pollution can take place in different and they can be natural, which in
forms in shipping. A broad definition shipping would be invasive species
of a pollution incident is when carried in the vessel’s ballast water,
materials enter the environment or organic food waste. Harmful
(air, soil, and water) where they pollutants are mainly created by
have a harmful and sometimes human activity (not natural) such
poisonous effect. These harmful as plastic garbage or residues
materials are called pollutants produced by engines.

Pollution by vessels -
MARPOL regulation
CHAPTER 13

Pollution When it comes to pollution

incidents caused by vessels,
various kinds of pollution are
caused by oil, or by noxious liquid
substances in bulk (including
wastewater), or by discharging
defined and regulated in the harmful substances carried by sea
International Convention for in packaged form (cargoes listed
the Prevention of Pollution from in the IMDG Code), by discharging
Ships (MARPOL). MARPOL sewage or garbage, and by air
regulations are part of your SMS. pollution. With the increasing
awareness of global warming,
MARPOL covers many different the focus on the prevention of air
forms of possible shipborne pollution by vessels is becoming
pollution, for example, pollution more prominent.

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SKULD’S EXPERIENCE Criminal acts might not be covered by P&I which means that
Skuld cannot assist the crew locally or the shipowner.
Most pollution cases Skuld deals with are caused by spills or
leaking of bunkers, lube oils, or oily substances. We see fewer
Skuld expects its members and the crew sailing on entered
cases of pollution caused by other liquid cargoes, disposal of
vessels to strictly follow MARPOL rules. There is no room for error
wastewater (including exhaust gas scrubber water), garbage,
and especially no shortcuts as the rules will become stricter in
cargo residues, and tank cleaning water.
the future.
Any pollution must always be cleaned up to the fullest
satisfaction of local authorities. Depending on which national
How can you help
waters the vessel is in, either local authorities arrange for
cleaning up any pollution, or the vessel which caused the
On shore regularly sailing to, local agents
pollution (“the polluter”) must arrange for clean-up services.
Prevention: Promote safe should be contacted and asked
This is different from country to country.
operations about any environmental rules and
A solid SMS procedure is the most for their assistance to arrange for
In most cases the local authorities take control of any clean-
important and easiest step to discharging sludge, wastewater, or
up actions. Any clean-up costs will have to be paid for by the
avoid pollution. The crew should garbage, or ballast water in line
vessel that polluted. Local authorities often detain a vessel until
be instructed to closely follow all with the local regulations. Local
security is issued that covers any clean-up costs as well as any
safety procedures and to make agents can also advise of the
pollution fine.
sure that no shortcuts are taken, location of marine protected
even in stressful situations. A job areas (MPAs), as well as where
Pollution is a serious offence in many countries and local
should be done well, even if that special designated areas under
authorities usually get involved quickly, due to public interest.
means that the crew may take MARPOL Annex VI, the Emission
Even in minor pollution cases local authorities will often issue
more time to finish a task. It is Control Areas (ECAs) and Sulphur
a substantial fine against the vessel and her owners. The more
better to be safe, than sorry. Emission Control Area (SECA), are
serious the pollution, the higher the fine will be. This especially
precisely located. It is important
happens if the pollution was not caused by accident, but
Preparation: Be aware of local that any information obtained
intentionally. In such cases, any environmental fines will be
rules and regulations by local agents is shared with all
much more expensive, and the crew is at risk of being put in jail
Before any port call, especially to crew to make sure that everyone
and facing criminal proceedings in the country which waters’
countries which the vessel is not on board knows which rules to
were polluted.

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follow. Up-to-date information and caused the pollution directly and (USCG) banned a vessel from
an excellent communication culture early, they were much easier to deal entering their waters again due
are important. with and more reasonable. As most to entries into the oil record book
ports or shipping lanes can be very and the logbook not matching up
Special rules for discharge of crowded, there will always be the results of the amount in the
ballast water another ship that spots a pollution tanks when these were sounded
The Ballast Water Convention and will report it to local authorities, as per the order and in the presence
(BWM) came into force in 2017. so they will hear about a pollution of the USCG. In these cases, the
Some countries have extremely incident in any event. vessels were banned from calling
strict regulations about the correct at any US port for years or even for
discharge of ballast water within Since in many pollution cases their respective lifetime.
200 nm of their coastline, as a fine is issued, an early and
the ballast water of a vessel can honest sharing of the necessary It is better to provide for an
sometimes carry bacteria or information with authorities can environment on board which
even eggs of small animals or not. It is better if local authorities reduce the amount of any fines encourages the crew to be honest
small species from one country hear from you or the vessel first, and to be issued against the vessel. In about any accidental spill of oils,
to another country. Skuld not from a third party, as this builds cases in which the crew tried to and to correctly log it in the vessel’s
recommends checking with trust. If the pollution stems from hide pollution, Skuld has seen higher records.
local agents what the rules and the vessel, it will save a lot of costs fines being levied against the vessel
regulations for the proper discharge if local authorities are informed and her owners. Always inform Skuld or the local
of ballast water apply in the next as quickly as possible. The sooner Skuld correspondent early
port of call and to share such authorities learn more about the Encourage crew to correctly log the Immediately contact Skuld on
information with all vessels of amount and nature of the pollutant escape of oil or oily substances the 24 hours service hotline or
members’ fleet calling that port. released, the quicker they can In cases in which oil is leaking from alternatively contact our
contain the spread of the pollution the vessel, it is especially important correspondents which are listed
If pollution happens: Always inform and arrange for proper clean-up that the SMS procedure guides the on our website (www.skuld.com).
authorities early operations. crew to not try to hide any loss of It is important that Skuld is notified
It is important that local authorities oil, but instead to enter any loss as early as possible so that we can
are immediately informed in all Skuld has experienced that in cases correctly in the logs. help you.
pollution cases. It does not matter in which local authorities were
if the vessel caused the pollution or informed by the vessel which Skuld learned about cases in which
the United States Coast Guards

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 Rest assured.

ITOPF – an additional resource to from your vessel. If your ship is the the pollution and the amount of oil the crew tries to take samples of
be brought in for spills of oils or polluter, take immediate steps, with lost should be entered in both the any floating pollutant. This should
chemicals the help of other crewmembers, to logbook and the oil record book. be done in a safe way by the crew.
The earlier Skuld is notified of an stop the pollution. If you are sure Any pollution, irrespective of how Such samples should be sealed
oil spill, the more preventive steps that the substance is not from your small it is, must be entered in the and labelled, as well as mentioned
Skuld can undertake to assist vessel, still record the pollution in respective logs of the vessel. The in the logs. These samples can be
members. The International Tanker the logbook, together with a note ship’s logs must be correct. extremely useful to prove whether
Owners Pollution Federation that after checking the ship, all the pollutant was coming from your
Limited (ITOPF) is a not-for-profit steps have been undertaken to If the pollution is caused by another vessel or not.
organisation established on behalf make sure that your ship did not vessel or a terminal
of the world’s shipowners to cause the pollution and if known, Skuld has seen cases in which the If the pollutant is solid
promote an effective response name the polluting source in hulls of vessels were stained in a If the pollutant is solid, we
to marine spills of oil, chemicals, the logbook entry. port by an oily substance that came recommend that the crew takes
and other hazardous substances. from either another ship or from a pictures of the pollutant and makes
These kind of emergency response If there is pollution by liquids nearby oil terminal. In such cases it an entry into the vessel’s logbook
services were, from 1999 onwards, coming from the vessel is important that you immediately which should include: a description
formally extended to the owners If the polluting substance is oil or inform local authorities and Skuld of the pollution, the date, time, and
of other types of vessels, beyond oily water or any other form of liquid about the pollution. Skuld also location of its origin, any pictures
tankers, as well. ITOPF has provided cargo, it is important to find the recommends that the crew takes that were taken of the pollutant, as
especially useful technical advice tank where the oil leaked from and pictures of the areas of the vessel’s well as any information about who
and assisted Skuld with organising stop the leak. Also, the tank which hull which are oil-stained, if the polluter might have been,
clean-up operations after large is suspected to have been leaking possible. Skuld will assist you in if known.
spills. Through Skuld our members should be sounded to find out how finding a local clean-up crew as any
have access to this great resource much oil or other form of liquid oil stains must be removed before Keep the logs up to date
of experts. cargo escaped. The same applies the vessel can sail. If the oil stains As mentioned above all details of
to bunkers and bunker tanks. are not removed before the vessel a pollution incident should be
On board departs, she will face problems at entered into the logbook and the oil
If pollution happens: In case of an oil leakage: if the her next port of call. record book must always be fully
Stop it if you can leaked amount is too small to be up to date.
If a polluting substance is identified measured, it should be estimated If the pollutant is liquid
in the water, check if it is coming by the crew and a remark about If it is possible, we recommend that

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International Civil Liability The OPA 90 are federal rules which

Convention for Oil Pollution (CLC) means that these regulations apply
Any seagoing tank vessel carrying to any and all seaports of the USA;
a cargo of more than 2,000 tons but some individual states (such
of persistent oil in bulk (such as as Alaska, California, Louisiana,
crude oil, fuel oil, heavy diesel oil and Oregon, Texas, and Washington)
lubricating oil), whether carried on have additional rules which must
board as cargo or as bunkers, must be followed. Skuld recommends to
CHAPTER 14 have a CLC Certificate on board. always check with local agents well

Important rules
This applies for port calls worldwide. in time before a US port call to make
sure that the vessel complies with
Oil Pollution Act, 1990 – Applies all rules and regulations.

for vessels carrying to tankers trading to and in the

waters of the U.S.A. Panama Canal requirements

persistent oils The U.S.A. have special regulations,

the Oil Pollution Act, 1990 (OPA
90), only applies to tanker vessels
Vessels which sail in the Panama
Canal that carry 400 metric tons
or more of oil as cargo and/or fuel
calling at US ports and carrying must have a Panama Canal
the cargo of persistent oils. These Shipboard Oil Pollution Emergency
tankers must make sure their vessel Plan (PCSOPEP) which must be
complies with the special US Coast approved by the Autoridad Del
Guard regulations for US waters Canal De Panama (ACP).
especially the OPA 90 regulations
and the requirements laid out by
the Certificate of Financial
Responsibility (COFR).

100
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What are fines? broken a sum of money fixed by

If rules and regulations are not law after the offence has been
followed, usually an offence is committed.
committed. Depending on how
severe the offence is, it will then Fines in shipping
either be penalised with the There are many kinds of fines, as
authority in charge issuing a fine these always depend on the local
or in severe cases with a jail law and the country in which waters
sentence. A fine is a penalty, which the vessel, and her crew, committed
requires the convicted person to an offence.
pay to the state whose rules were

CHAPTER 15
SKULD’S EXPERIENCE

Fines Pollution fines

As mentioned in the chapter “Pollution” above, if a pollution
offence is committed, in many cases a pollution fine will be
issued against the vessel or her owners.

It is Skuld’s experience that what qualifies as a pollution

offence depends in some cases largely on the country where
the offence is committed as different countries have different
rules.

Other fines
Below are few examples (the list is not exhaustive) of cases
Skuld sees frequently.

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How can you help

Immigration fines
These fines are usually issued against the vessel if her crew On shore: with the crewing department or
is not following immigration regulations. These are cases We recommend that, in situations the crewing agents before signing
where a passport or any necessary visas of a crewmember in which a vessel is scheduled back on if any necessary visas are
have expired. Sometimes a vessel can violate customs laws to call at a port she does not missing.
which are a part of the wider immigration rules. Examples regularly trade with, local agents
of such cases are if provisions of a vessel are not correctly are consulted well in advance Always inform Skuld or the local
declared. This could be the amount of lube oil, or medication for their advice as to potential Skuld correspondent early
or any other provisions (e.g., alcohol) on board. situations which often lead to the Immediately contact Skuld on
issuance of a fine in that port. The the 24 hours service hotline or
Cargo fines same kind of research can be useful alternatively contact our
The kind of cargo fines Skuld deals with mostly, are fines issued if crew is to sign-on or sign-off correspondents which are listed
for the wrong declaration of cargo. Such as if there is a short in ports which are not extensively on our website (www.skuld.com).
delivery of cargo or an overlanding. The fine is then issued, used for crew change. Such It is especially important that Skuld
because the actual amount discharged is not identical to the information should be included is notified as early as possible so
amount stated on the B/L. in the loss prevention procedure that we can help you.
of the company and shared with
Other cargo fines issued could be if local authorities prove that the whole fleet. On board
cargo declaration or documentation was false or not complete. Prevention of custom fines
Prevention of immigration fines If it comes to customs declarations
Specific local fines It is important that any crew of supplies, it may be helpful to have
There are also sometimes specific fines which only apply in member checks well in advance, another crew member cross-check
a few countries. These could be fines issued against crew which before signing on, that relevant the list of goods before same are
either embarks or disembarks in a port of such a country and papers are up to date, including the declared to the immigration officer.
the seafarer carries certain electronics or medications without passport(s) and the Seaman’s Book. A second set of eyes may help to
a matching doctor’s prescription with them. Many countries demand a passport avoid misdeclarations.
with a minimum validity of more
than six months from the date Prevention of cargo fines
of entry into their country. Skuld Cargo fines are usually issued if
recommends that the crew checks there is a discrepancy of the cargo

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amount discharged compared to shipments, Skuld recommends

the amount stated in the B/L. If an inserting protective clauses into
actual overlanding or short delivery the charterparty to shift the risk
of cargo is noted upon completion to charterers.
of loading operations there is not
much the crew or the member It is also recommended to
can do, other than trying to get members to include clauses into
the ship’s figures inserted into the the charterparty shifting the
B/L. This applies especially if those responsibility of owners for false
figures are different from the cargo or incomplete cargo documents
amount stated by either shippers or to charterers.
charterers. However this can only be
done if either a pre-loading survey If you have any questions about
CHAPTER 16
(which then needs to include the charterparty clauses, please contact
cargo amount loaded), or a tally
survey, or draft survey, or an ullage
survey was carried out at load port.
your claims handler at your local
Skuld office. We are happy to help
you.
Contact damage
We do not see many cases in which
shipowners succeed in getting When dealing with local authorities
cargo interests or charterers to put Based on Skuld’s experience, having
the ship’s cargo figures in the B/L. a local correspondent involved
makes any dealing with local
Many fines being issued against authorities much easier. We
our members, are connected to recommend to always contact
shipments of grain cargo, or food Skuld or our local correspondents to
stuff in bulk, to certain countries. assist the vessel in communicating
If members do a lot of these with local authorities.

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What is contact damage? so are any injuries to the crew or

damage to the cargo.
Hull) in a contact damage case, you
can always contact Skuld, and we
will be happy to advise you.
In shipping contact damage is the owner’s P&I cover. Depending on the If you are in doubt about what is
damage caused by a vessel that terms and conditions of the specific covered and who to contact (P&I or
either hits another ship (collision), insurance contract, which owners
or a permanent structure such as signed with their H&M underwriters,
quayside, or a floating structure like the contact damage (even to Collision with another vessel -
a fish farm or a buoy. third parties) can fall under the
insurance cover of the owner’s H&M
Running Down Clause (RDC)
The one thing which is always underwriters. It is, however, safe
certain when it comes to contact to say that third-party collision Skuld has seen many collision cases If an incident happens, Skuld’s focus
liability is that any damage caused cover is, in most cases, covered over the years. Some cases are is always to find out if the crew
to the vessel herself does not fall by either one, the P&I Club of the minor, some are bigger. Most cases is well after a collision happened
under the P&I cover, but under her vessel, or her hull underwriters. happen in busy shipping lanes or and if any of the bunker tanks or
cover with H&M underwriters. P&I, in ports where a lot of vessels are cargo tanks were ruptured, causing
as a third-party insurance, only Even so, it is important for you to coming in, leaving, or manoeuvring, pollution.
covers damage caused to a third know that any pollution caused by whilst always being on a tight
party (any party but the vessel en- the entered vessel during a collision schedule.
tered for P&I). What falls under P&I or contact case is covered by P&I,
is a damage claim from the owner
of another vessel or an object which Contact with a Fixed and Floating
was damaged by the entered vessel,
and usually these are repair costs
Object (FFO)
or other damages, if the members
added additional contact cover to There is a variety of scenarios which Direct contact by the entered
their P&I policy. fall under this optional third-party vessel
insurance cover if it is placed with Examples of direct contact damage
If it comes to contact damage Skuld P&I. would be: if the insured vessel
caused to a third party by the vessel
entered for P&I with Skuld, not all
cases fall automatically under an

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makes direct contact with berths, either hit the berth or if she is How can you help
fenders, quays, locks, shore cranes, connected to a loading arm can
fish farms, offshore windmills, oil pull the loading arm off. The moored On shore
platforms, buoys, coral reefs, or vessel is then “moved” by the It may be helpful for the crew on
underwater cables which can passing vessel and causes damage board to have a checklist they can
be torn by vessels dragging their to berth installations in an indirect go through in such scenarios. From
anchor over an area where the way. If the berthed vessel was not our experience we have learned that
underwater cables are laying on properly fastened at the time of contact matters do not happen so
the surface of the seabed. the incident, she may be held often when the crew has a checklist
responsible by the port. However, as part of their SMS system, and
Indirect contact by the entered she also may have a claim against any necessary information can be
vessel the passing vessel, especially if obtained quickly and in an orderly
Such cases would be where a vessel that one was speeding. fashion.
is moored at a berth and another
vessel passes by at high-speed Property damage Always inform Skuld or the local
close to the moored one. In such If a vessel causes damage to a shore Skuld correspondent early
cases often the surge of the water crane during her cargo operations, If an accident happens, it is
pulls the moored vessel away from any claims of the port against the important that Skuld or the local
the berth, especially if she was vessel for the crane damage would Skuld correspondents are contacted
fastened with slack lines. If the fall under the member’s P&I cover immediately. The contact details of
vessel, then bounces back she can for this property damage case. the local Skuld correspondents can local P&I correspondent or local
be found on: www.skuld.com/ agents can assist the vessel with
correspondents/ that.
SKULD’S EXPERIENCE
Always inform local authorities Who else to inform in a collision
Over the years Skuld has seen some cases which could have
early case?
been prevented. We have dealt with cases in which the crew
There are some countries, If your vessel is damaged in a
tried to achieve a shortcut by deviating from a dedicated
especially within Europe, where collision, it is important that your
shipping lane to take a route to the port or berth which
local authorities make their own H&M underwriters are informed
appeared to be shorter and would save time. If a vessel does
investigations in collision cases. about that damage as early as
that, then the risk of her colliding with another vessel or object
It is important that local authorities possible, as they will arrange for
like a reef or a buoy etc. or even running aground is much higher.
are contacted immediately. The necessary repairs of the vessel.

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 Rest assured.

agents or local correspondents can ECDIS system to also have her make
assist with establishing the contact. a copy of that data as well.

Useful information to be collected Such information can come in

on board in a collision case handy in a later dispute.
The collection of information is
especially important in a contact Co-operate with others as per your
matter, especially if another vessel company’s instructions
is involved as they may present In bigger collision cases, surveyors
their own information. Skuld may come on board representing
recommends to closely follow the the other vessel or representing
SMS procedure. From experience, local authorities. It is important that
Skuld has found it helpful if the crew any representatives of third parties
immediately saves the VDR data (including a surveyor representing
around the time of the incident and charterers or cargo) are always
Also, the classification society and planned route and makes sure that if the vessel is equipped with an accompanied by a crew member,
the flag state must be notified. all charts are up to date. Also, all the
navigational rules must be followed.
It may be advisable to contact your When the vessel is berthed, it is
charterers and cargo interests. Your equally important to always ensure
Freight, Defence and Demurrage a safe, sufficient, and tight mooring
(FD&D) underwriters can assist you of the vessel at her berth.
with drafting a message.
What to do in case of a collision
On board with another ship or object?
Prevention: Operate safely It is important that in such cases
Skuld understands that many the vessel seeks help. Besides its
vessels are operating within a tight shore management, the vessel
schedule, always trying to avoid should contact other important
any delay. However, even in these parties such as the P&I Club, H&M
stressful situations it is important underwriters and local authorities
that the crew does follow the if she is within port limits. Local

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and should only be taken to areas of Information collected on board

the vessel that were agreed before should only be shared with other
they came on board. parties in strict compliance with
the SMS procedure.
Skuld has been involved in cases in
which third-party surveyors were We also recommend that the crew
trying to get more information by does not post any information
getting access to areas of the vessel recorded about a collision on their
CHAPTER 17
which were not part of the agreed smart phone on social media or

Freight, Defence
tour. share anything via text or email with
anyone (this does include family
Also, the crew should only share and friends). If such information
information with third parties as per
the vessel’s SMS procedure. In larger
gets out, it could potentially hurt
the owners.
and Demurrage
collision cases, Skuld has found it
helpful that any interview of the
crew by a representative of another
It is important to protect the vessel,
her crew, and her owners in the best
(FD&D) insurance
vessel or local authorities is only way possible.
done when an appointed lawyer
representing the crew or at least
our correspondents and the master
are present.

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How can you help

On shore or are asked to sign, such as

Whenever there is any request from Statements of Facts, Notices of
another stakeholder, such as the Readiness, Letters of Protest, etc.
charterers, or the cargo interests, for This applies even if you sign them
changing or issuing documents in a “without prejudice” or “for receipt
way that does not reflect the facts, only”. Accurately record events
please contact us for advice. These as they happen. Do not sign or
could be requests to issue a clean accept documents which contain
B/L despite pre-shipment damage information which is not identical
of cargo, or entering (higher) shore with the facts.
figures into the B/Ls instead of the
ship’s figures. Be consistent
Record information in the ship’s
On board logbooks diligently and make sure
Accurately record the events that all documents are correct,
Many of the claims mentioned consistent, and up to date. For
above will end up “back at the example, the date and time of an
office”, but it is important to event entered in the deck logbook
accurately record the facts as should exactly match the entries
What is FD&D insurance? and when they occur. in the bell book, engine logbook,
oil record book etc.
Check documentation
Your vessel may be entered with Such cases could be charterparty It is important that you carefully
Skuld for ‘Freight, Demurrage and problems (such as off-hire disputes, check any documents you issue,
Defence’ (FD&D) or ‘Defence’ cover. or demurrage, detention, dead
This includes cover for costs and freight, unsafe port, ship’s
advice in a wide variety of legal performance claims), as well as
cases, but not the liabilities any other claims directly connected
themselves, in contrast to P&I. with the operation of the vessel.

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Sharing the same horizon Rest assured.

Established in Oslo in 1897, as a P&I Club for Scandinavian shipowners,

Skuld has grown into a leading global marine insurance provider protecting
people, property and the planet. With headquarters in Oslo and a worldwide
office network, we provide our members and clients with insurance
CHAPTER 18
solutions they can rely on for the future, 24 hours a day. As a service

Skuld – your global

provider, we are second to none. Building on our past, we will protect you
in the future. This is our present.

marine insurer Skuld caters to the needs of shipowners, the offshore and energy sector,
charterers, traders and more. We are committed to providing members and
clients with a comprehensive casualty response service and extensive loss
prevention programmes to better safeguard casualties and prevent injury.

We continue to build on our past to ensure we protect our customers in

the present, and we will work with you to help you adapt and respond to
future risks. Together, we all share the same horizon, the same values,
and the same sustainable goals. Wherever you are in the world, we have
one thing in common, to ensure zero harm to people, property and the
planet.

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 Rest assured.

Rest assured.

Loss Prevention Skuld emergency numbers 24/7:

Our purpose is to protect the ocean industries. Providing timely, accurate P&I: +47 952 92 200
and actionable Loss Prevention advice is a key service to our members Hull: +47 904 04 241
and this booklet is part of that service offering.

By following the insights in this booklet, you can help yourself, your crew,
and your ship. By always doing the right thing at the right time, everybody
benefits.

If you have any questions on any points in this booklet, please contact
your local Skuld office. We will be happy to help.

For Skuld’s offices and correspondents, please see

www.skuld.com

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