Tuesday, February 27, 2018

Youtube daily report w Feb 28 2018

The popularity of reality television proves that Americans are endlessly fascinated with

peeking behind the closed doors of the fabulously wealthy.

But behind the smoke and mirrors, nothing is as it seems.

Let's take a closer look to find out just how loaded these reality stars really are…

or aren't.

Janice Dickinson

While her status as the world's first supermodel may be up for debate, there's no denying that

Janice Dickinson has had a successful career both on AND off the runway.

She appeared on more than 37 Vogue covers, rubbed elbows with celebs, written 3 books,

and starred in a number of hit reality shows.

"You're all fat."

But despite decades of fame, Dickinson hit hard times in 2012 when TMZ reported that

she was evicted from the house she was renting in Los Angeles for falling 3 months behind

on rent.

In 2013, the New York Post reported that Dickinson declared bankruptcy, owing around $1 million

dollars for plastic surgery bills and back taxes.

Dickinson told Radar Online:

"I am upset and taking every step to pay everyone back and I feel terrible about it."

While there hasn't been much news these days about Dickinson's financials, she's still

a regular player on reality TV.

Hopefully, she's being a bit more careful with the cash she's making now.

Heidi and Spencer Pratt

Spencer and Heidi Pratt found fame on MTV's rich kid reality show, The Hills.

They became tabloid fixtures, villains by their own design in a scheme that Spencer

told Broadly was netting them "a million plus a year."

"You're the biggest poser in this town!

You know it, you're going to BURN for it."

"Stop it!

Spencer, Spencer, that's so out of line!"

But the rising popularity of more scandalous reality shows like Jersey Shore left Heidi

and Spencer scrambling to remain infamous.

This led to some bizarre reality TV appearances, including leaving I'm a Celebrity, Get Me

Out of Here! after only one day, as well as Heidi's plastic surgeries.

"... my nose redone, I've had my own fat injected into my cheeks.

I've had my ears pinned back."

Heidi and Spencer also told Broadly that despite earning upwards of a million dollars a year,

they were routinely spending "$3,000 for hair and makeup," and indulging in $30,000 shopping

sprees.

"Every single night we were taking 10 people to Wolfgang's CUT in Beverly Hills and ordering

$3,000 bottles of Screaming Eagle."

Spencer lamented:

"Nobody wants to break into our home anymore."

Living their lives like their fame would never end left them broke, and living rent-free

in Spencer's dad's beach house.

Todd Chrisley

Chrisley , Knows Best is a reality show about Todd Chrisley, a Georgia real estate king

who manages his business and his family with a comically intense level of neurosis.

"And now our main home is 30,000 square feet."

But there is more to Chrisley's real estate empire than meets the eye, and by "more,"

we mean what WSB-TV reports to be an alleged boatload of unpaid taxes.

People also reported that, according to the bankruptcy filing, Chrisley owed a staggering

$45 million against his claimed net worth of $4.2 million.

Somehow, it was discharged in 2015 with an agreement that Chrisley would pay a $150,000

fee, according to Radar Online.

However, Chrisley can't seem to shake his financial woes.

The Daily Mail reported in 2017 Chrisley only paid $80,000 of the $150,000 fee he owed.

It all adds up to serious questions about Chrisley's actual wealth, which doesn't seem

to be as abundant as his reality TV show and his palatial home make it out to be.

"I make millions of dollars a year."

Tori Spelling & Dean McDermott

You would think the daughter of Aaron Spelling would never have to worry about money.

But Tori Spelling has been plagued with financial worries since 2007... right around the time

she and her husband Dean McDermott became stars of their own reality show: Tori & Dean:

Inn Love.

An ongoing feud with her mother, Candy Spelling, led to Tori allegedly only receiving $800,000

of her father's reported $500 million estate.

Fast forward to 2014, when sources revealed to E! News that Tori and Dean had allegedly

plowed through $18 million and were now "living paycheck-to-paycheck."

In her 2013 memoir, Spelling It Like It Is, Spelling wrote:

"I grew up rich beyond anyone's dreams.

[…] Even when I try to embrace a simpler lifestyle I can't seem to let go of my expensive

tastes."

Tori and Dean have since been sued twice by American Express over outstanding balances

totaling nearly $150,000, and according to Page Six, the couple reportedly had their

bank accounts "emptied" by the IRS in April of 2017.

US Weekly reports that Dean is now also facing a serious charge from his ex-wife over unpaid

child support.

Sounds like now might be a good time to call mama Candy.

Dennis Rodman

Over the course of Dennis Rodman's NBA career, he earned an estimated $30 million dollars,

and that's not counting endorsement deals or his paycheck for the 1999 classic, Simon

Sez.

Like many athletes, though, Rodman was not able to hold onto his fortune, even after

appearing on reality shows like The Apprentice, Celebrity Big Brother, and Celebrity Rehab.

Celebrity Net Worth estimates that in 2017, Rodman was worth $500,000.

This was actually an improvement on his situation in 2012, where he was taken to court a third

time for failing to pay child support, while admitting to living a lifestyle that cost

him $31,000 per month.

In order to avoid jail time, Rodman negotiated the money he owed his ex wife down to $500,000.

His collaboration with PotCoin, the, quote, "digital currency for the cannabis industry,"

has also ended in something of a financial disaster.

If there isn't already a mythical anti-King Midas figure, Rodman seems like an appropriate

figurehead.

Alyssa Milano

We already know what you're thinking: Alyssa Milano isn't a reality TV star!

But while she's best known for her work on scripted shows like Charmed, she's also hosted

episodes of Project Runway All Stars from 2013 to 2016.

As of June 2017, Milano and her husband have sued her business manager, Kenneth Hellie,

alleging that his mishandling of their taxes, bills, and investments left them "with millions

of dollars in debt and their credit in ruins."

Hellie's lawyer responded by accusing Milano of frivolous spending, while Milano's lawyer

fired back, saying her clients, quote, "live a relatively modest lifestyle" and that it

was Hellie's negligence and misconduct that caused their current financial burden.

Milano claimed that Hellie's alleged covering-up of how bad her financial situation actually

was resulted in her turning down a role on the third season of Mistresses, which would

have paid her $1.3 million.

It's crazy to think that a star like Milano would need to take jobs just for the money,

but it does put her brief stint on reality TV into perspective.

Thanks for watching!

Click the Nicki Swift icon to subscribe to our YouTube channel.

Plus check out all this cool stuff we know you'll love, too!

For more infomation >> Reality TV Stars Who Are Poorer Than You Thought - Duration: 6:10.

-------------------------------------------

Watchkeeping Safety and Cargo Management - Duration: 47:52.

Since 1987 the UK P&I Club has been tracking incidents that threaten owners

profits putting jobs and lives at risk the Club's annual analysis of major

claims shows that collisions pollution damage to property and personal injuries

all take a serious toll but most expensive of all our cargo claims

accounting for one in four insurance payouts

human error plays a part in at least seven in ten claims

the way the industry is changing the club believes this situation will get

worse unless action is taken

the first in a series this video is an introduction to cargo loss prevention

other videos focus on specific trades

a book is available from the club or the nautical Institute

the cloud has taken these initiatives believing that owners charterers traders

and ship's officers could all benefit from a more open approach to the

carriage and care of cargoes

subscribe to our channel by clicking the subscribe button click the bell button

any joy the latest up to us from our channel

you

since 1987 the UK P&I Club has been tracking incidents that threaten owners

profits putting jobs and lives at risk the Club's annual analysis of major

claims shows that collisions pollution damage to property and personal injuries

all take a serious toll but most expensive of all our cargo claims

accounting for one in four insurance payouts

human error plays a part in at least seven in ten claims

the way the industry is changing the club believes this situation will get

worse unless action is taken

the first in a series this video is an introduction to cargo loss prevention

other videos focus on specific trades

a book is available from the club or the nautical Institute

the cloud has taken these initiatives believing that owners charterers traders

and ships offices could all benefit from a more open approach to the carriage and

care of cargoes

once most shipping companies owned their own vessels and employed their own

seafarers a man might serve for many years in the same trade gathering

experience of his ship her owner crew ports of Paul are the cargo she carried

for most Mariners things are very different today a master who's

experience is mainly carrying timber and bauxite in the North Atlantic wide well

be called to Africa to take command of a vessel carrying rice you probably sail

within hours of his first sight of the ship there won't be time to get to know

the other offices the mate may have no experience of this type of trade or even

this type of vessel before this voyage it could be two years since the second

mate last went to sea and then on supply vessels commercial pressures mean cruise

which are smaller often less well trained and of mixed nationality are

here to stay

some problems like fatigue language and cultural differences the enemies of

efficiency even knowing who you're reporting to can no longer be taken for

granted unraveling the contractual ties binding owners operators shippers

charter as traders Korean agents and the rest could be a full-time job as

traditional ways of doing business are replaced by a mosaic of remote

relationships masters and mates will find themselves changing trades and

cargoes more often they will have to change to learning how to handle many

kinds of cargo at short notice is very different from slowly gathering

expertise in one one thing hasn't changed the ship's operator resists

voyages our conventions known as The Hague and Hague Visby rules both very

widely adopted

The Hague and Hague Bisbee rules provide the carrier with specific defenses and

the possibility of limiting his liability in exchange they impose

considerable responsibilities on him the carrier must exercise due diligence to

make the ship seaworthy properly man equipment supply her and make her cargo

worthy while The Hague and Haga Bisbee rules

grants the carrier specific defenses they leave him in no doubt about how

he's expected to carry out his responsibilities the carrier shall

properly and carefully load handle stow carry keep care for and discharge the

goods carried by highlighting ways of preventing loss or damage during each

stage of cargo operations this video aims to help masters and crews carry out

those responsibilities

all those passages can bring welcome relief from the pressures of port

there's usually plenty to do to maintain the ship in seaworthy condition five

seaworthy the hague rules mean hull machinery cargo spaces equipment and

crew must all perform properly so that the ship can go to sea without risk to

itself or to the cargo if a claim arises from a defect which a careful inspection

before the voyage would have revealed the ship owner is almost certain to end

up paying an improperly fastened tank top manhole cover allowed fuel oil to

damage a cargo of banked rice similar incidents involving ballast water a

common faulty lashing gear led to the loss of fifteen containers overboard

damaged to find more and a settlement exceeding $700,000 failure of a tankers

cargo pump halted discharge for ten days while oil prices fell it cost the owner

three quarters of a million dollars engine and generator problems caused by

poor maintenance led to a reefer vessel having to abandon her voyage and paying

two and a half million dollars to cargo interests to avoid accusations of

unseaworthiness all systems must be maintained in good order including cargo

handling systems hatch covers

access to cargo spaces and lighting bilge pumps and wells and sounding pipes

sensors and air vents faults must be rectified as soon as possible by the

crew or by specialists at the next port if necessary

procedures should be followed properly

rain-damaged 10 tons of grain when a series of mishaps meant a crew took

seven hours to close a hatch while discharging small amounts of leftover

cargo can cause big problems traces of barley led to New Zealand's health

authorities refusing to clear a cargo of fertilizer contamination cost the owner

one and a half million dollars when a different cargo is carried it's unwise

to guess how clean cargo spaces must be much safer to ask for instructions don't

miss the opportunity to examine for structural defects

when boats that had failed were ignored part of a bulk carriers hold lining was

discharged with the cargo it caused forty four thousand dollars

worth of damage to a conveyor steam leaking from a fuel tank heating coil

cause damage to bulk grain which cost one hundred thousand dollars

commercial success dictates that time import should be kept to a minimum

good commercial preparation is as important as good navigational

preparation 3 arrival meetings that all concerns know what to expect and what

their own responsibilities will be tonight 2030 the master should explain

any special requirements contained in the charter party or voyage instructions

the first mate should explain any peculiar --'tis of the cargoes loading

carriage and discharge if more than one cargo is to be carried are they

compatible or must they be separated they just come on day we have about 1.1

point 4 mostly in all 24 in the bulk trades the first mate will have

carefully considered the maximum load limits in each cargo space when planning

the stow this will remind the junior officers of the risk of overloading the

ship's structure if the cargo is not stowed according to the pre plans but no

one knows everything about the carriage of cargo if contributions are encouraged

the pre-arrival meeting is an opportunity for everyone to learn

before arriving in the loading port remember do everything possible to keep

the ship seaworthy be certain how clean cargo spaces should be and check for

structural defects convene a pre arrival meeting so everyone knows exactly what

to do you know they won't stretch which they want sometimes you can't push these

things around with your little finger you know you've got to get your crowbar

going

docks are notoriously difficult to secure no matter how well guarded the

entrance the back door is always open

if officers relax their vigilance cargo theft will increase

but even when this seems unlikely security is still vital

what your business i can4t vida

stowaways are not the only threats to a ship's commercial well-being

remember the shipper and his interests are not necessarily the same as the

charterers shippers receivers or cargo handlers

access to the ship should be denied to unauthorized persons

if crew are overextended employee security personnel if necessary

one identity regulation poppy

Hatcher's should be closed and doors locked

when not in use

visitors must not be allowed to wander round the ship take photographs or talk

to the crew without permission from the master a senior officer should accompany

surveyors but if the demands of arrival make this impossible a junior substitute

must be adequately briefed surveyors taking photographs for other parties

should be accompanied by a surveyor acting for the ship owner to guard

against Distortion

documents must never be signed without thought

however persuasive the argument I believe that chief mates turned in at

the moment getting some sleep I've delivered the paint it's all up for it

and it's all exactly according to the receipts so all I need now only signs if

you know you are authorized to do so is already checked if you don't understand

the document or don't know for sure that what it said is right don't hesitate to

say no yes sir I would suck for you to sign these papers staying with you

without open your hatch doors as a protest should always be taken seriously

ignoring vague protests by receivers of Steel in Libya led to a ship's arrest a

year later sign them for receipt only and forward them to the owner without

delay

receipts for cargo must never be signed until it's on board one in five high

value cargo claims is for deterioration caused by poor handling or poor stage

the traditional advice to new officers is to imagine that the cargo is their

own property sounds simple enough but what is it involved today arranging Duty

rotors to avoid overwork fatigue and mistakes if stevedores will be working

on board knowing how many gangs and the details of shift changes and brakes

appreciating that in some ports only stevedores are allowed to handle ship's

gear and breaking this rule can be costly we're sure based equipment is

used knowing how it works and how to communicate with the operators being

aware of its limitations with particular regards to movements of the ship being

certain of the draft limits of the berth or checking them being familiar with any

stability computer used on board understanding that strain from cargo and

ballast plans can endanger the ship

appreciating that the maximum limits for shear forces and bending moments were

calculated for the ship in new condition this means being alert to the causes of

damage or decay that weaken the ship and looking out for any unexpected lists and

trims

on arrival in the loading port remember secure the ship against theft restrict

access escort visitors think before you sign do you understand it are you

authorized sign letters of protest for receipt only and forward them to the

owner oversee the activities of stevedores consider the consequences

before changing cargo or ballast plans

one in ten high value claims arises from damage which occurs before loading

begins great savings can be made if officers carried out a pre-shipment

inspection whenever possible it's accepted that they can't be experts on

every cargo but it's expected that cargo officers note any obvious defects to

establish whether the cargo is in apparent good order and condition a

tanker may not have the facilities to confirm that a crude oil is Arabian

light but a sample full of water requires immediate action the container

with a broken seal always needs investigating it may be impossible to

confirm that steal is great be but you can see if it's rusty or deformed

in some trades pre-shipment surveys are routine but these may only protect the

interests of the shipper or charter unless the ship owner has arranged his

own survey

the master may not be able to carry out a pre shipment survey himself but he

still has a duty to declare the condition of the cargo when it's

received on board when the cargos condition is not as described in the

bill of lading there are two options rejected or Clause the bill in theory

but cargoes are often bought and sold by means of documentary credits a banking

system which rejects closed bills because it can't value them when the

condition of the cargo is such that the bill of lading should be closed a letter

of indemnity is sometimes offered instead masters should remember that

such letters may be entirely worthless if the person giving them is later

unwilling to pay courts have even taken the view that accepting an indemnity

constitutes collusion between shipper and carrier to defraud the consignee

in practice the objective must be to load a cargo that fairly matches the

description on the bill of lading

ships personnel have a legal duty to take care of the goods in their custody

they must ensure the condition of the goods is not impaired by poor handling

for storage or adverse weather rain often flushes out conflicting interests

you fine thank you very much what the it actually hasn't lanes it

hasn't rained from last two hours so we'd like to open the hatches and get on

with the job you've retire into the work right now according through that weather

condition it states here quite clearly that shippers wishing a master to

continue loading may offer an indemnity for any damage caused a cargo or ship

we've actually loaded hundreds of times with this letter whatever the commercial

demands and customs of the trade maybe it's unwise to rely on such a letter if

the shipper is later unwilling or unable to honor it the letter will be worthless

a little bit of rain that we have I don't see any problem when we come can't

come to some edible arrangement that we can actually get loaded and get run away

sir III knew you shouldn't set up your master stuff so I don't accept this

any party seen causing damage to cargo must be made accountable even if it's a

stevedore or Shore operator who mishandles the cargo the ship owner will

be the target of any claim to protect the ship owner reports all damage and

issue a letter of protest to those responsible when checking cargo

condition remember inspect the cargo before loading if possible record

obvious defects report damage and issue letters of protest to those responsible

don't rely on letters of indemnity

the carrier is also responsible for delivering the quantity of cargo stated

in the bill of lading he may face a claim for shortage if the finger

discharge is less even if all the cargo loaded is delivered claims for surety to

rise for a variety of reasons discharging at the wrong port could be

prevented by better planning and better supervision of stevedores theft on board

can be reduced by security arranging for a surveyor to seal the holes helps

defend against claims for short delivery

water draining from bulk cargoes can leach away ship owners profits

unless carefully measured and recorded

many claims results simply because the quantity of cargo loaded wasn't known in

the first place

whether by tallying measuring weighing or draft survey it's essential that the

quantity of cargo loaded and discharged is accurately recorded

if the figures stated by the shipper is incorrect and the quantity actually

loaded is known that mates receipt and subsequently that bill of lading must be

closed to show the real quantity

if the master can't check the quantity or believes it may be wrong the hague

rules let him protect his interests by using appropriate clauses said to

contain shippers load and count

wait quantity and quality unknown

when the freight is based on declared weight it's not unknown for shippers to

under declare which can damage or endanger the ship if not detected the

quantity of cargo loaded or discharged is often obtained from measurements made

assure the accuracy of these can never be taken for granted standards vary from

terminal to terminal throughout the world it's in the ship's

interests always to make its own measurements whenever possible

anticipating disagreements between ship and Shore figures many owners have a set

procedure to follow this often requires masters to contact the owner if the

cargo shortage exceeds a specified limit

the procedure established in advance can save time getting the ship moving and

earning money again to establish cargo quantity remember keep security tight

tally accurately make your own measurements consider sealing holds

ensure mates receipts and bills of lading show the actual quantity loaded

or are properly closed know in advance what the owner wants to do if ship

ensure figures disagree

when the pressure is on to leave the birth paperwork sometimes takes second

place but arriving with incomplete cargo documents has cost up to a million

dollars and a crew detained for a year

time taken now to ensure correct stowage lashing and stability can save money and

lives later edge covers and tank lids require special attention if sea water

leaks through any cover in poor condition the ship is held to be

unseaworthy and the owners lack of due diligence will mean he's liable for the

consequences

when this happens the club investigates the ship's maintenance regime and a

condition of its hatch covers it may require repairs before continuing the

owners insurance

water damage from below is not uncommon the best defense is regular sounding of

the bilges and always recording what you found instructions for the carriage of

cargo such as heating cooling or ventilating should be followed as

closely as possible actions taken should be carefully logged

sometimes it's just not possible to carry out instructions such as been

sedated conditions like this if you can't the reason must be locked and

charterers told without delay

if you have to reduce speed or change course the reasons should again be

spelled out

whatever voyage instructions may say it's the master who's responsible for

bringing ship crew and cargo safely to the birth on the loaded voyage remember

poor stowage poor lashing and hatch cover faults cause most claims sound

bilges regularly follow carriage instructions maintain appropriate

temperatures and ventilate when necessary

log weather and sea conditions and changes to planned course and speed

don't forget the master has the last word

whenever safety is concerned

right number three all wrong God

the cargo has arrived but unfortunately the bill of lading

hasn't the receiver's agent claims it's stuck in the banking system

the master is aware that releasing the cargo in the absence of a bill of lading

could forfeit the owners P&I cover what should he do the master doesn't want to

miss the tide and knows that holding up the stevedores will cost money

charter parties sometimes contain an agreement that the charterer will

indemnify the owner if he faces a claim for delivering the cargo to the wrong

person the master has alerted the owner and

telephoned the charterer for instructions until he receives them

everyone must be truly then why don't you start deciding the cover now to

avoid any further delay they must wait charter is obstruction even when the

Charter it gives the go-ahead the master is cautious have to receive a written

instruction Judah share this card run from here yes directions should always

be in writing but you know it's a farce on board and you know it in an hour a

later one owner who accepted his charter has telephoned instructions to discharge

was subsequently sued by him for 3 million dollars right as soon as facts

to received we can get to reach our target I would be grateful

the quantity of cargo discharged must be recorded as accurately as when loading

in bulk trades it's good practice to obtain an empty hold or dry tank

certificate preferably signed by the receiver with the very least the master

should log the fact that the hold or tank is empty

cargo damaged discovered at the discharge port must also be carefully

noted this helps defend the ship owner against any exaggerated claims that may

result it's essential for the master to arrange for a P&I clubs surveyor to

assess the amount of the damage and advise on the best way to minimize any

claims prompt action must be taken to identify the cause of the damage and

stop it happening again Goods communication between the ship and

stevedore helps prevent damage to cargo after discharging

this is not strictly the ships liability that in case it's later claimed that the

ship was responsible it's good practice to note any problems on arrival at the

discharge port remember demand original bills of lading before discharging cargo

if an original bill is not produced contact the ship owner if you can

establish the quantity of cargo discharged as carefully as when loading

record any cargo damaged and ask a club correspondent to call in a surveyor note

any circumstances after discharging that could lead to a claim against the ship

in the transport business mr. and the transport business is keeping things

moving

another cargo safely discharged another piece of business successfully concluded

but there's no room for complacency remember human error plays a part in at

least seven out of ten major claims

loading a reefer container into a slot wave was kept at ten degrees instead of

minors 18 cost $20,000 relying solely on the charterers tally of cotton bales

left a ship defenseless against a twenty-five thousand dollar shortage

claim a vessel infringing u.s. ballast salinity rules in the Great Lakes was

held off higher while returning nearly a thousand miles to see to rebalanced

hatch cover leaks caused damage to wheat worth one and a half million dollars

replacement packing and spares were on board but not used

when things go wrong knowing your rights is not enough you must be able to prove

that you've carried out your responsibilities

that's why commercial records should be kept as carefully as navigation records

accurate time recording if each log entry is essential to enable the master

to check the agent's statement of facts before sailing

any stoppages to cargo operations or reductions in pumping rates must be

accurately timed and their reasons recorded sort out any discrepancies with

the stevedore or Shore operator at the time not when the ship is about to sail

the dispute can't be resolved issue a letter of protest

it's good practice to log the weather every four hours

in any event the start and end of rainfall should be recorded to keep

track of whether working days good records make good business sense they

also make good evidence nowadays it seems there's no such thing as an

accident somebody is always to blame

it's not just the cost of a cargo but the cost of the legal battle that can

turn a minor incident into a major claim when good evidence is available the

claim can be resolved quickly and more cheaply if it goes to court judges place

great weight on good documentation from the vessel

it's always better to write too much than too little provided you stick to

facts and observations opinion and speculation must never be recorded

in some ports and on some types of vessel all forms of photography are

prohibited but we're permitted photos and videos can be valuable

additions to written evidence particularly if they have a date time

reference like any evidence they'll be available to all parties to a dispute so

they may reveal any deficiencies on board

lambs end and set off across the Atlantic you have a very if a claim

occurs it'll be difficult to recall what happened by the time you're required to

give evidence was that the only day when you had bad weather during the yes that

would seem to be the only day as far as I can recollect it

of course did look for example today your records will probably be all you

have to refresh your memory and should be written with this in mind write in

English avoid erasers and initial any Corrections yes so the the original the

scrap log is that still on board the vessel

well these crab logbook is usually returned to the owners office and then

it's destroyed or thrown away because it's a small office and we don't have

sufficient storage space don't throw away scrap logs or up notebooks or

reports made after incidents in law original records are more valuable than

those subsequently composed and never be tempted to improve a case by altering

records and for April all of these other vessels are reporting light winds calm

seas and it seems to me that it would be impossible for you to experience this

sort of weather on that day when all of these other ships which are within your

immediate vicinity and are totally independent are reporting different

weather it's many months now you must understand faking is easily detected by

expert investigators this makes matters worse and brings officers are known as

into disrepute there must be some mistake somewhere

somebody's got the dates room ships personnel who understand the

International cargo rules and are aware of relevant specific agreements between

ship owner and charter ax are better equipped to avoid claims other resources

will already be on board most ship operators provide manuals setting out

procedures to cover many operations including cargo masters standing orders

and first mates instructions and supplement company instructions

then there are publications from the IMO the nautical Institute and commercial

publishers

ukp and i club publications and videos are available free of charge to all

members

because human error is the cause of most claims it pays to think ahead make

records of your actions carefully they may become evidence photos and videos

are good evidence too don't destroy rough records even when fair copies are

made remember faking is easily detected use all

available resources to help you carry out your responsibilities

with its Lunden agent and correspondents in every major port the UK P&I club can

provide expert help wherever and whenever you need it

there are a small pool of course of the leaking

so six that's three just captain never hesitate to ask for help what we will do

is contact our local correspondent in Rotterdam and we will ensure that are

instructed to attend upon your vessels arrival no one knows everything about

the carriage of cargo more we share our experience the better we can take care

of business for the benefit of all

For more infomation >> Watchkeeping Safety and Cargo Management - Duration: 47:52.

-------------------------------------------

FedEx Just Gave 'Activist' Survivors HUGE Middle Finger After What They Threatened To Do HELL YEAH! - Duration: 21:56.

FedEx Just Gave 'Activist' Survivors HUGE Middle Finger After What They Threatened To

Do HELL YEAH!

At least 20 big businesses have now severed ties with the NRA after the Parkland Florida

school Valentines Day massacre where 17 people lost their lives.

But as we are all noticing by now, the students who in two weeks turned into professional

political activists are still not happy.

This group led by a student called David Hogg who considers himself a celebrity journalist

has now turned his sights on Fed Ex, but the company has indicated that it will not be

cutting ties with the NRA.

Good for them for not letting a bunch of misguided kids who just last month were probably eating

Tide Pods dictate who they will and will not do business with.

This kid is hilarious.

He is running a one-man battle against the both the NRA and the Republican Party.

But conveniently he stays silent, and even condones the fact that four armed deputies

refused to go into the school building as they heard the shooting and screams inside.

For a whole 4 minutes, they stayed outside and the only reason they even went in was

because police officers from the next county over got to the scene and didn't even hesitate

for one moment to go in and grab this killer.

Yes, Broward County deputies stood by while kids were shot and they did nothing.

These cowards even let the killer escape.

But this David Hogg activist says nothing about that.

Nor the fact that the Broward County school district made a pact with the local police

that they wouldn't arrest students.

Instead, they would bring them to school for a reprimand.

That would explain the whole Trayvon Martin Saga from 2012.

Via The Last Refuge:

"In 2012 Trayvon Martin was one of those students

It was our initial FOIA requests to the Miami Dade School Police Department which revealed

the secret discipline and diversionary program Trayvon Martin was granted to avoid a criminal

record.

The School Board and M-DSPD kept trying to hide the issue; they delayed responses and

charged us thousands for FOIA information; but we knew this story was huge… so we kept

going.

Specifically Trayvon Martin's criminal conduct was hidden behind school discipline.

Stolen jewelry was recorded as random 'found items' (the jewelry just intentionally placed

in storage with no investigation), Trayvon's possession of marijuana was similarly obfuscated,

and all of the incident reports were intentionally falsified by officials and School Resource

Officer, Daryl Dunn, to avoid the Criminal Justice system.

mdspd 22

It is all well documented.

None of this is supposition.

Our research discovered sworn affidavits from the police department HERE.

No-one was ever been held to account – it was just too politically dangerous an issue.

SRO Dunn never filed a criminal report, nor opened a criminal investigation, surrounding

the stolen jewelry.

Instead, and as a result of pressure from M-DSPD Chief Hurley to avoid criminal reports

for black male students, Dunn wrote up the jewelry as "found items", and transferred

them, along with the burglary tool, to the Miami-Dade Police property room where they

sat on a shelf unassigned to anyone for investigation.

A separate report of "criminal Mischief" (T-08809) was filed for the additional issue

of writing "WTF" on a school locker.

[It was the search for the marker used to write the graffiti that led to the backpack

search].

The school discipline, "suspension", was attached to the graffiti and not the stolen

jewelry.

oCTOBER 2011 - 1 The connections between the Police Burglary

report and the School Report of "found items" were never made because the regular police

detective in charge of the Burglary case had no idea the School Police Dept. had filed

a "found items" report.

Two differing police departments, and the School Officer, Dunn, intentionally took the

criminal element out of the equation – instead preferring "school discipline" and not

"criminal adjudication".

And it wasn't just Trayvon Martin, there were hundreds of similar actions taken by

conflicted School Resource Officers – totaling thousands of crimes over the course of just

the first few years of these programs (2010 through 2013).

CTH contacted the Miami-Dade School District, every single school board member, and the

Broward County School District – to warn them of what was taking place.

We provided thousands of pages of sworn affidavits and transcribed testimony from law enforcement.

We spent several thousand dollars locating, transcribing and assembling the documents

and evidence; and hundreds more hours compiling all the information.

We sent all of it to both school districts and both school superintendents.

Their response: "go away,""

So Mr. Hogg isn't it about time you start blaming the real cause of this shooting?

The Broward County school board and the Broward County Sheriff?

Instead, you blame the NRA and the Republican Party.

Is this part of your plan Mr. Hogg?

Or is it the plan of the people behind you pulling your strings?

For more infomation >> FedEx Just Gave 'Activist' Survivors HUGE Middle Finger After What They Threatened To Do HELL YEAH! - Duration: 21:56.

-------------------------------------------

WhatsApp love Status | Best romantic status | Romantic Lover - Duration: 0:30.

Whatsapp Status Video

No comments:

Post a Comment