Shipboard Casualty Response - Guide.pdf

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CASUALTY
RESPONSE GUIDE
2006
LIST OF
AGENTS, OWNERS/MANAGERS
AND VESSELS
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STANDARD APPOINTMENT AND INSTRUCTIONS TO SURVEYOR
Billing
Please forward your standard hourly rate, daily rate ane rate for
travelling as soon as possible if not done before. Invoice shouldbe
detailed and incude dates and hours used for wroking with the
claim
Preliminary report
A preliminary report, detaling extent and nature of the incident,
preferably with an estimate as to repair time & costs, is to be
forwarded to the Association as soon as possible and no later than
one week after the first day of the survey.
Final survey report
The final survey report is to be forwarded to the Association no
later than one month after the last day of attendance and/ or
completion of repairs. In such cases where the surveyor is waiting
for information that is necessary to complete his report, a report
based on available information is nevertheless to be issued within
the said time limit. The missing information should be clearly
outlined in the report. The Norwegian Hull Club report form, see
page 7 should always be completed and used as front cover.
Cause of damage
To be reported as such only when clearly evident and generally
agreed to. Otherwise both Owners’ opinion (if any) and the
attending surveyor’s view about cause and/or releasing
mechanism(s) to be cited. If damage considered related to
standard of maintenance, same to be reported on in detail.
Certificates
The surveyor to report if the vessel’s class and/ or statutory status
is due/overdue.
Reporting
Please provide us with one original and two copies of the report
and the attachments. Complete invoice for the services with
breakdown of costs is to be forwarded togehter with the survey
report. For further instructions reference is made to the latest
edition of our «Casualty Response Guide». If the survey involves
collision and/or liability matters, furthter instructions are given in
the latest edition of the Association’s «Casulaty Response Guide».
If this is not at hand, please contact the claims handler.
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SURVEY REPORT
Name of the vessel
Port of Registry
Built
At the request of Norwegian Hull Club the undersigned
has on the (date)
and following days surveyed the
above vessel afloat/in drydock at:
Present at the survey were also:
Representing:
TIME SCHEDULE
(to be filled in as far as applicable. Use dd/mm/yy + hr/min.)
Vessel arrived at port/repair facility:
Vessel sailed:
Discharging commenced:
Discharging completed:
Gas freeing commenced:
Gas freeing completed:
Vessel dry-docked:
Vessel undocked:
Repairs commenced:
Repairs completed:
Loading commenced:
Loading completed:
COST AND TIME FOR REPAIRS
Total cost of average repairs as per copy of invoices attached hereto:
Total cost of Owners’ work:
Total cost of General Expenses:
Time for average repairs, if carried out separately:
Total:
days
In dry-dock:
days
Time for Owners’ work, if carried out separately:
Total:
days
In dry-dock:
days
Please state whether the call at the yard was solely caused by the casualty:
YES/NO
Please state whether the vessel was deviating to port of repair:
YES/NO
THE FOLLOWING TO BE STATED SEPARATELY FOR EACH CASUALTY
1. If temporary repairs are effected, the cost and number of days required.
Further the reason for not effecting permanent repairs and consequential saving of time and savings
in harbour dues, dry-dock dues, gas freeing etc.
2. If the work involves removal of temporary repairs, the cost and time required for this work.
3. The cause of the damages repaired and claimed as average damage.
4. If overtime is used, the amount of overtime expenses and possible General Expenses saved thereby,
and the reduction of the total repair time.
5. Any further repairs or spare parts needed.
6. The estimated cost and time of deferred average repairs.
General expenses such as dry-dock dues, gas freeing, shifting, electric current, fresh water to be itemised
under a separate heading. Note: Cost for in/out docking and docking dues to be listed separately.
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LOSS OF HIRE SURVEY REPORT
Name of the vessel
Port of Registry
Built
At the request of Norwegian Hull Club the undersigned
has on the (date)
and following days surveyed the
above vessel afloat/in drydock at:
Present at the survey were also:
Representing:
TIME SCHEDULE
(to be filled in as far as applicable. Use dd/mm/yy + hr/min.)
Vessel arrived at port/repair facility:
Vessel sailed:
Discharging commenced:
Discharging completed:
Gas freeing commenced:
Gas freeing completed:
Vessel dry-docked:
Vessel undocked:
Repairs commenced:
Repairs completed:
Loading commenced:
Loading completed:
COST AND TIME FOR REPAIRS
Total cost of average repairs:
Total cost of Owners’ work:
Time for average repairs, if carried out separately:
days
hours
minutes
Time for Owners’ work, if carried out separately:
a) Total time:
days
hours
minutes
b) Maintenance work and strengthening:
days
hours
minutes
c) Class/Statutory requirements,
seaworthiness and recontstruction
days
hours
minutes
Please state whether the call at the yard was solely caused by the casualty:
YES/NO
Please state whether the vessel was deviating to port of repair:
YES/NO
THE FOLLOWING TO BE STATED SEPARATELY FOR EACH CASUALTY
1. If temporary repairs are effected, the cost and number of days required.
Further the reason for not effecting permanent repairs and consequential saving of time and savings
in harbour dues, dry-dock dues, gas freeing etc.
2. If the work involves removal of temporary repairs, the cost and time required for this work.
3. The cause of the damages repaired and claimed as average damage.
4. If overtime is used, the amount of overtime expenses and possible General Expenses saved thereby,
and the reduction of the total repair time.
5. Any further repairs or spare parts needed.
6. The estimated cost and time of deferred average repairs.
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GUIDELINES TO THE MASTER IN CASES OF AVERAGE
Guidelines to the Master in cases of average
These guidelines are not to reduce the Shipowners' area of
authority. Rules in the Owners' own internal instructions will take
preference. Neither is it the intention to limit the Master's freedom
of action but the intention is to give help in difficult situations and
guidance of importance to the subsequent claim settlement.
addition, be necessary for the cargo owners to give a bank
guarantee or pay a deposit as security for the cargo's contribution
before the cargo is delivered. Often the average agent will be able
to assist and the Average Adjuster may give directives as to what
form of security should be demanded in the individual cases. If the
cargo has been damaged, the Average Adjuster or Owners/
Leading Underwriter will appoint a General Average surveyor.
Reporting casualties
When a casualty has occurred, the Owners are to be notified
immediately. Verbatim extracts from the deck and engine room log
books to be forwarded to the Owners as soon as possible.
Collision
The major problem in a collision case is the liability aspect. It is
therefore of the utmost importance to have the sequence of events
ascertained as soon as possible. Experience shows that some
collision data are difficult to trace if they are not ascertained and
noted down at once. This applies to the following:
Salvage
The responsibility for salvage rests with the Master. When the
casualty has occurred, the Leading Underwriter's experience,
good contacts with salvage companies in all waters and network
of agents will be at the Master's disposal. Co-operation with the
Owners and Leading Underwriter should be established as early
as possible. This co-operation and the assistance that can be
rendered from the shore has to be based on information from the
vessel. Send as soon as possible a complete report to the Owners
with the vessel's exact position, description of the occurrence
itself, information about the weather conditions and the cargo,
etc., which may be of importance for the assessment of the
situation. It is essential to include in the report what steps have
been taken and what, in the Master's judgement, ought to be done
to salve the vessel. Of particular interest in this connection is the
Master's opinion about the effectivity of the available local
assistance. The information is necessary to ensure speedy and
effective assistance to the vessel. A salvage contract should not be
signed until the Owners' Leading Underwriter has been notified of
the situation. Should the vessel be in imminent danger and salvage
operations imperative without opportunity or time to contact the
Owners, then sign a contract on best possible terms with a salvor
who is able to render adequate assistance. If a ”NO CURE - NO
PAY” contract is demanded, Lloyd's Standard Form of Salvage
Agreement is recommended. When the salvage has been
completed a report must be prepared covering:
a) The exact time of the collision. In this connection it must be
checked whether the clocks on the bridge and in the engine
room are synchronised. Any differences must be noted.
b) The vessel's position, course, speed and propeller revolutions at
the moment of the collision. Make a note of what the course
and speed recorders show at the moment of the collision.
c) Exact points of time and description of the various rudder and
engine manoeuvres immediately before and after the collision.
d) An assessment of the visibility with a note of when and where
signals were seen or heard.
e) Observed manoeuvres of the other vessel before the collision.
The Owners must be informed of the occurrence as soon as
possible after the collision. At the same time, give information
about weather conditions, damage to both vessels and the other
vessel's name and nationality. Confine to facts without referring to
the question of liability, as all correspondence to the Owners must
be produced in Court if demanded by Opponents (discovery
documents).
Only when the vessel's officers and crew members have had the
opportunity of reporting to the Master what they have seen in
connection with the collision should the actual sequence of events
be described in the vessel's log books. The description should be
written by the person in charge on the bridge at the moment of the
collision and approved by the Master. In the majority of serious
collision cases it may be necessary to appoint a solicitor to look
after the vessel's interests. The solicitor's first task, when the
vessel has reached a port, is to go on board to take statements
from the witnesses. No one on board must express any opinion
about the collision to outside parties or reply to questions from
persons other than the solicitor instructed by the Owners or the
Leading Underwriter. If possible and if the circumstances so
indicate, the Master should obtain an admission of liability from
the colliding vessel.
a) All circumstances in connection with the casualty, with
position, times of the separate stages of the salvage operation,
weather conditions, etc.
b) Information about the salvors, their equipment, effectivity,
efforts, damage sustained by them and any risk they have run
etc.
The report to be sent to the Owners together with verbatim
extracts of the vessel's log books. The report will become an
important document at the subsequent negotiations for deter-
mining the size of the salvage award.
General Average
There is a General Average situation only when the vessel carries
cargo. As examples of General Average may be mentioned
salvage, damage to hull and machinery in consequence of
refloating, jettison/discharging/ lightering of cargo to lighten the
vessel, fire extinguishing and calling at port of refuge. When
General Average has been declared the Owner's next step will be
to appoint a General Average Adjuster. It is his task to prepare the
General Average Statement. Average Bonds (form on page 14 of
this Booklet) from the consignees must also be signed by the
Cargo Underwriters. Average Bonds in which reservations are
made must not be accepted. If the cargo is uninsured, it will, in
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