Circular 1: Preventing liquefaction (From LONDST)
This is an issue which has recently returned to sharp focus with the sinking of the supramax bulk carrier, Vinalines Queen,on 25 December 2011, whilst on a voyage from Indonesia to China. There is a strong likelihood that the sinking was the result of the ship developing a loss of stability caused by liquefaction of the cargo.
Circular 2: Emergency towing procedures (From LONDST)
Since 1996, emergency towing arrangements have been required for tankers above 20,000 DWT, but in May 2008, SOLAS Chapter II-1 Regulation 3-4 was amended to require all ships above 500 GT to have onboard an emergency towing procedure from 1 January 2012.
Circular 3: Manhole Covers (From LONDST)
Feedback from the London P&I Club’s Ship Inspection Programme indicates that an increasing number of inspectors are recording “findings” relating to the condition of manhole cover gaskets.
Circular 4: Maintaining bilge systems (From LONDST)
In 2003 and 2006, the Club identified water ingress into cargo holds through bilge pumping systems as a contributory factor in a number of claims, and this continues to be an issue. However, claims of this nature are easily avoided if the crew follow standard practices with respect to the testing and maintenance of bilge systems and the Club’s Ship Inspection Programme checks for the regular overhaul and cleaning of non-return valves.
Circular 5: Cross-contamination (From LONDST)
The most common claims in the context of liquid cargoes tend to be in relation to shortages and contamination. Whilst perhaps more common, the shortage claims usually only involve relatively low percentages of the total bill of lading quantity, and are often nullified, or at least reduced, by local trade allowances at the discharge port. However, where a cargo becomes contaminated, the resultant claim is likely to be much more expensive as the damage will potentially affect a high proportion of the cargo.
See attached file : STOP LOSS APRIL 2012 ISSUE 58.pdf
防损通函速递
通函一：防止货物液化 (From LONDST)
2011年12月25日，灵便型散货船 “Vinalines Queen” 在从印度尼西亚开往中国的途中沉没。由此，镍矿砂运输液化问题又重新成为大家关注的焦点。船舶的沉没极有可能是由于货物液化而导致船舶失去稳性造成的。
通函二：应急拖带程序 (From LONDST)
自1996年以来，20,000载重吨以上的油轮均须备有应急拖带安排。但在2008年5月，《国际海上人命安全公约》（SOLAS公约）第II-1章的3-4节对此作出修改，要求从2012年1月起，所有500总吨以上的船舶都应自配应急拖带程序。
通函三：人孔盖 (From LONDST)
来自协会船舶检查项目的反馈信息显示，越来越多的检验人员在其报告中留有关于受检船舶人孔盖垫圈存在缺陷的记录。
通函四：污水井系统维护 (From LONDST)
协会分别于2003年及2006年指出了题述问题；至今为止，污水井系统的缺陷所造成货舱进水仍是引起多项索赔的因素之一。但是，如果船员能够遵照污水井的标准测试和维修步骤，并严格依据协会船舶检验程序对止回阀进行定期检测和清理，就极易杜绝此类索赔案件。
通函五：交互污染 (From LONDST)
货物短缺和货物污染是液体货物运输提单下最常见的索赔项。货物短缺的索赔，虽然案件数量相对频繁，但索赔数额一般只占提单总量很小的一部分，并且经适用当地通常贸易损溢后通常可忽略不计或至少会大幅度降低。而货物一旦被污染则可能涉及很大的货物比重，并可能由此引起高额索赔。
详细信息请参阅附件。
