Integral Marine Consultants Pte Ltd is an established insurance adjusting firm in East Asia providing a full spectrum of integrated services. It is staffed entirely by ex-Marine Engineers, Master Mariners, mechanical engineer and legally trained practitioners. Besides loss adjusting work, we provide liability review services, claims defence work, recovery services on behalf of insurers and third parties’ interest and mediation services.

Our main office is located in Singapore and over the years, we have built up extensive local knowledge and experience in claims handling in countries around us. The establishment of our branch and associate offices in the region is an extension of this need to strengthen our networking and to provide valuable services to our customers.

We work for many insurers in conducting damage surveys, loss investigation, pre-risk evaluation, claim examination and liability review. We also act for financial institutions and many insurance companies in the area of valuation of ships and craft for insurance and loan purposes.

Capt F C Lee is a well-regarded maritime arbitrator practicing in Hong Kong, Shanghai, London and Singapore and has been acting as sole arbitrator, or a panel arbitrator or chairman of a tribunal on more than 140 appointments in international and domestic arbitrations. He and Ms Debbie Koh are both experienced mediators on a wide range of disputes.

COMPANY

Integral Marine Consultants Pte Ltd, established in 1984, is a Singapore incorporated company with limited liability. The principal business of our company is to carry out surveys on behalf of local and overseas insurers local and overseas solicitors, financial institutions, shipowners, shippers and consignees.

SURVEYORS

Our team of surveyors in Singapore, Hongkong, China, Malaysia and Myanmar are experienced professionals in the industry and have had considerable exposure in a wide variety of jobs done both locally and overseas. In Singapore alone, we have two master mariners and two 1st Class Engineers with extensive insurance surveys experience. In Hong Kong, we are tied up with Toplis & Harding (Marine & Recoveries)

AREA COVERAGE

The surveyors listed above have travelled extensively on overseas survey assignments within Far East, Middle East, South and South East Asia and at times, we are sent as far as Africa to handle complicated cargo and hull and machinery claims.

SURVEY SPECIALIZATION

Jobs handled by us are varying in nature but generally include:

1 Collision damage.

2 Assessment of salvage options for grounded/stranded cases.

3 Investigation of marine casualties.

4 Damage surveys and follow up repair monitoring of main and auxiliary engines, boilers etc.

5 Damage surveys to main and auxiliary engines as a result of poor fuel grade or contaminated fuel

6 Oil pollution investigation.

7 Pre-insurance survey of all types of ships for Hull Underwriters

8 Stowage, lashing and towage surveys.

9 Supervision of stowage, loading and or discharging of cargo and heavy plants, including assessment of inland transit risks.

10 Supervision of New Buildings.

11 Liability Risk Assessments of Shipyards, containerfreight stations, logistics warehouse, high security warehouse etc.

12 Technical audit of shore-based manufacturing plants.

13 Provision of dispute mediation services in charter party, shipbuilding, ship repairs, insurance claims disputes.

14 Act as Arbitrator in areas of disputes covering charter-party, carriage affreightmet issues, ship repairs/shipbuilding, trade related disputes, contractual issues and marine and general insurance claims.


CARGO CLAIMS RECOVERIES

We handle all aspects of cargo claim recoveries for insurers and uninsured interests in pursuing recovery claims against carriers (ocean carriers, inland carriers, freight forwarders etc) for loss of or damage to cargo whilst in transit. We have a sound combination of legal and technical expertise to offer value added service to our clients in the sense that all claims are being reviewed and pursued with diligence. Where possible, we will try best to obtain security and enter into substantive negotiation without having to resort to expensive legal expenses to obtain the necessary security.

Our in-depth understanding of ship operations and charter party business, will enable us to deal with standard defences raised by shipping companies i.e. perils of the sea, insufficient packing, pre-shipment damage etc, as well as raising issues with cargo surveyors whose findings may appear ambiguous or in doubt.

Our work is carried out on ‘No Cure No Pay’ basis. Our fees are 20% of the net recovered sum but exclude specific disbursements like legal fees, court filing fees, translation charges, and search fees etc. However, we will only resort to ship arrests and legal proceedings with underwriters’ approvals.

DAMAGE DONE BY SHIP

As part of our comprehensive offers of professional recovery services, we also act for insurers or owners of fixed installations like wharves, terminals, single buoy moorings, offshore platforms, aquaculture farms, seaside holiday resorts, submarine pipelines and electrical cables etc.

Our services include thorough investigations to ensure that all claims are adequately quantified and substantiated and these also include basis of consequential losses. Appropriate care would also be taken to review the impact of local law and practices which could impact on the claims.

Our fees are on the same scale as that applies to marine cargo recoveries.

UNIQUE FEATURE OF OUR RECOVERY SERVICES

It is always our preference to reach a settlement without resorting to legal action but where there is no other alternative; we will not hesitate to recommend legal action in appropriate jurisdictions. However, when this is done, we will make use of our existing network of lawyers in US, China, Japan, South Korea, Singapore, Malaysia, Indonesia and India where we have been able to control their costs due to our historical relationship. This feature represents tremendous savings to our clients in terms of legal costs. Alternatively, we can also absorb the legal costs after evaluating the chances of success but if that is the case, our fees (on no cure no pay basis) would be pitched at a higher rates than the normal 20% net recovered fees which we charged our clients. However, we will absorb only the legal fees but excluding court fees, translation charges (in foreign jurisdictions like Japan, Korea and China) and other incidental charges.

In particular, we are very familiar with recovery work in China against shipowners, shipyards, inland operators, freight operators and port administrations. Our long co-operation with Chinese lawyers and our familiarity with the legal practices in China have made legal actions in China highly desirable when negotiations failed to reach any settlement. Our success rates in China are gratifying.

FORWARDERS LIABILITY POLICIES

With regard to warehouse operations, we have been engaged by insurers and P&I Clubs to carry risk assessment of different types of warehouse and logistic operations (particularly those relating to JIT requirements). Some of the warehouse risk assessment which we have conducted include those in Singapore, Malaysia and Australia. The most recent risk assessment of warehouse operations include the YCH Supply Chain City (High Security Warehouse) in Singapore, Mainfreight Warehouse in Sydney, Australia and the risk assessment of the duty free operations of Heinemann in Singapore Regional HQ and Sydney Airports. The criteria of risk assessment of this nature are very extensive but principally focus on inventory management, adequacy and suitability of IT applications, documentation control to minimize the liabilities exposure of freight forwarders, quality and adequacy of manpower, upskill training, etc.

One of the frequent losses faced by freight forwarders is inventory loss and losses from error and omissions lapses. In this regard, our past experience in handling such in depth investigations and evaluations on Warehouse Management Systems’ data records and insightful review of documentation flow is a big advantage.

We will provide on-site without prejudice investigation of the reported losses or damages and the recording of the relevant statements from person or persons closely connected to the incident. In addition, the gathering of documentary evidence such as Master bill of lading, container tracking records, House Bill, Gate Movement records, Subrogation Receipts, Survey reports. Packing List, relevant invoices etc would be part of the site investigation work. Policy liability comments would examine the issue of legal liability, title to sue, the role of the assured, the quantum of damages and the issue of limitation of liability.

MEDIATION OF COMMERCIAL AND FAMILY DISPUTES

Capt Lee Fook Choon has been an accredited Mediator with the Hong Kong Mediation Council since 2000 and was involved in ad-hoc and institutional mediations involving maritime, insurance and international trade disputes. As an insurance adjuster for more than 30 years, he has been involved in numerous negotiations as a neutral party to settle claims between insurers and the assured. Besides insurance companies, he has been engaged in mediations involving commercial disputes between parties from Norway, Singapore, Vietnam, India, Hong Kong and China. He is currently a Principal Mediator with the Singapore Mediation Centre and a maritime expert with the Singapore International Mediation Centre. He is also the panel mediator with HKIAC and adjudicator in Malaysia. He holds an LLM and is a Master Mariner, Chartered Arbitrator (UK), Chartered Insurance Practitioner, marine loss adjuster and insurance recovery consultant since 1978 and has arbitrated over 140 disputes since 1994 in Hong Kong, Singapore, London and Shanghai.


Deborah Koh has been a mediator with the Singapore Mediation Centre since 2012. She has mediated over 70 disputes ranging from divorce, tenancy, sale of goods and services, defamation and friendly loans at the Primary Disputes Resolution Centre of the State Courts, Small Claims Tribunal, Syariah Courts and Singapore Mediation Centre. She graduated from Cambridge University with a First Class Honours in Law and started her career as a Justices’ Law Clerk at the Singapore Court of Appeal. She spent four years in private practice before joining Integral Marine Consultants. She currently also acts as Consultant to the Singapore Mediation Centre.

SINGAPORE

21 Bukit Batok Crescent
#07-76, Wcega Tower
Singapore 658065

 

Tel : 65-67340798
Email : imcs29@singnet.com.sg
Person to contact : Ms Priscilla Tan

 

Our associates’ address in Malaysia, Myanmar, China and Hongkong

MALAYSIA

INTEGRAL MARINE CONSULTANTS SDN BHD
No.25 2nd Floor
Jalan Chengal
96000 Sibu, Sarawak
East Malaysia

 

Tel : 084-345916
Fax : 084-347524
Mobile : 019-8866161 (Mr Peter Lau)
Email : peteriylau@gmail.com
Person to contact : Mr Peter Lau

 


MYANMAR

INTEGRAL MARINE CONSULTANTS PTE LTD
Representative Office (Myanmar)
No.F17/F18, Aung San Stadium (North Wing)
Kan Daw Galay Road
Mingalar Taung Nyunt Township
Yangon, Myanmar

 

Tel : 95 1 254118
Fax : 95-1-252259
Email : miscmyanmar@gmail.com
Person to contact : Ms Tint Tint Aung
Mobile: 95 999 21223

 

HONGKONG

TOPLIS AND HARDING (MARINE) LTD
Unit 1506-8, 15/F., Yen Sheng Centre,
64 Hoi Yuen Road,
Kwun Tong, Kowloon,
Hongkong

 

Website: toplishongkong.blogspot.com
Tel : 852 28667744
Fax : 852 28582633
E-mail address : perrine@toplishk.com
Mobile : 852 94603784
Person to contact : Ms. Perrine Chan


Friday, June 15, 2007

海洋运输中谷物类散货的证据保存

背景

中国加入WTO后，根据统计，2004年我国粮食进口快速增长，出口大幅下降，粮食贸易由净出口转为净进口。全年进口粮食2998万吨，出口586万吨，净进口2412万吨，净进口粮食约占年度粮食消费量的4.9%，通过国际市场的调剂，对于弥补国内粮食供需缺口发挥了重要作用。

随着粮食进口的增加，通过海洋运输方式进口我国的货物也在不断的增加。由于海上运输的高风险性，在国际海上货物运输过程中，货损货差的现象司空见惯。作为收货人，在遇到货损货差时，会根据业务特点及造成损失的不同原因，向保险人或承运人提出索赔。如果收货人是货物买卖合同的直接买方，还可能依据买卖合约向合约的卖方(通常情况下是发货人)提出索赔。

谷物货损的表现形式

1、因细菌腐烂而导致的异味；
2、发霉（菌类生长）和由于高温和高湿度而导致的变色。上述病变在25-30摄氏度时其发展是最为迅速的；
3、受热导致谷物结块和发黑等。

谷物货损的原因

收获时，谷物本身品质下降
装船前，谷物固有的高水分含量
船舶运行过程中糟糕的通风和湿度控制
船载的制冷设备的故障
船载过程中不适当的载货安排
船舶运行过程中水密不好
恶劣天气导致

货损责任的承担

无论货方的保险人还是船东互保协会，均关心货损真正原因。显而易见，如果货损是由于货物本身的特质所造成，则货方的保险公司就不承担赔偿责任。相反地，如果货损是由于海洋运输处理不当或者由于承运人的保管不当，则货方保险人则不得不先行完全承担后，再行向承运人追偿。

货损原因分析

货物本身自然属性造成的损失并没有引起足够的重视。以前只是强调谷物的产量和扩大种类。最近几年，谷物收获后的存储和保存以防止货损已经被越来越重视。谷物、蔬菜、水果等的货损通常是从收货到最后消费过程中累积发生的。

谷物收获时造成的退化

过去收获时的退化的类型：物理损害、化学损害、病变腐化。

造成了过去收获时的退化的原因：作物材质、天气、作物的管理、收获操作技术。


谷物收获后的货损

保险人应当清楚基本的谷物保存和处理的基本技术细节。在热带国家，由于高温和高湿度，谷物的退化是非常迅速的。所有的作物，即使在收获后依然是存活的生命体。所有的作物无论是从树上摘下，或者藤上折下，呼吸作用同样也受环境问题的影响，如果周围环境温度上升，呼吸作用也会加强。众所周知，呼吸作用的加强将决定产品保存的时间。高呼吸率的农作物如果不保存在凉的环境中将不能保存很长时间。

另一个相关的特质是作物的蒸发作用，例如通过作物表面将水份蒸发。这可能导致重量的损失，以及萎缩和起皱。实际的重量损失将会比表面可见现象更早，而且不易察觉。

防护措施

适合存储的设备空间可以减少水份损失，降低呼吸效应以及抑止微生物的发展。基本上以最简单的形式防止作物直接受热。一些国家在装船前适用洞穴存储的技术，例如土耳其、日本和中国。

海上运输过程中的防护措施

海洋运输过程中注意观察谷物情况的变化
适当的在船上堆存以确保空气的流通以及装载的稳定性。
导入潮湿和温暖的空气进入货物，并严格加以控制。
通过监控露点温度以控制发汗现象。
使用适当的日常用具。
监控温度，以保持在正常范围。

船东互保协会刊出的大量承运人公告，对于船员适当地履行其装卸的管理人责任是非常有用的。

证据的取得

从被保险人或托运人处获得文件和信息

货物保险人的文件和信息；
货物的出产年份、收获方式、装船前的存储方法、存储时的气候条件和如果处于不同装载点时的转载要点；
从生产地到装船前的存储地的运输方式；
装船前存储的温度报告；
品质分析证书；
装运港的质量品质检验报告；
船长的装载建议；
由当地权威机构出具的检验证书，例如部分国家的农产品委员会；

在卸货港从承运人处获得的文件和信息

甲板日志。
舱底排水测试记录。
船舱检查记录。
航程中货舱通风记录。
航程中温度控制。
船长的声明。
船上的安全记录。
航程中的气象记录。
当前航程燃料油，柴油和压舱水分配计划。
露点记录（如果有的话）。
保存船上的船东互保通告。
托运人给予的承运建议。

承运人不披露证据的对策

如果遇到船东不合作，不披露上述相关信息和记录时，在中国，可以根据已经于2000年7月1日生效的《海事特别程序法》的程序规则进行主张。让我们审视该法规，以寻找部分对货方有利的依据。

在普通法的判决中，法庭规则允许在进入正式法庭程序之前进行先行披露，但是由原告发起的该程序并非总是成功。披露主要还是作为没有法庭干涉的中间程序。而在目前的中国，这种情形完全不同，法庭有权根据《海事特别程序法》的规定，在原告的请求被认为合法的情况下，要求一方（例如船东）去向法院提交证据。上述法院要求提供证据的权利被规定在《海事特别程序法》第5章第62至72条，在中国法上被称为海事证据保全。法院根据申请，依据第17条的规定在48小时内做出裁决。上述申请必须由厉害关系人提出例如上下文提到的收货人。上述行动意味着必须迅速且在船舶离开卸货港之前采取。

《海事特别程序法》于2000年7月1日颁布实施，被认为一种突破。作为一部新法有助于1993年7月1日生效的《海事法》的实施。《海事特别程序法》明确了许多《海商法》所不明确的地方。同时也弥补了民事诉讼法在海事程序中的不足。《海商法》是一部成文的海事法律，其结合了12部国际海事惯例例如1910年碰撞公约，1976年责任限制公约，1989年救助公约等等。由于《海商法》的颁布，10个海事法院已经在中国成立，并且又超过200名海事法官。

船长是受船东的指示以及作为船东互保的代表在船上行使职权，因此通常不会同货物保险人代表进行合作而去泄露信息或者披露不利的文件。如果遭受的损失可以归咎于谷物在过去收获时本身的退化或者是在搬运时的不足所引起，则披露上述文件也就不会不利。例如货物保险人代表被准予有限制地上船。

在一些大型的索赔案中，有必要提供样品进行专业的分析。可以是农学家、园艺家、植物学家、微生物专家、真菌专家、细菌学家或农业部门的专业人士。商业实验室通常也比较擅长，例如：英国的CAB国际微生物研究院，以及荷兰的Centraalbureau voor Schimmelcultures。



Capt Lee Fook Choon
China International Marine Insurance Seminar
Nanjing 27 April 2007

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