The Paris Memorandum of Understanding on Port State Control Authorities will start a concentrated inspection campaign on 01 February 2006 focusing on how requirements for preventing marine pollution from ships (MARPOL73/78, Annex 1) have been implemented. The three month inspection campaign will end on 30 April 2006.
The US Coast Guard has amended its regulations concerning marine casualty reporting requirements by adding ''significant harm to the environment'' as a reportable marine casualty. The Coast Guard is also requiring foreign registered tankers to report marine casualties that occur in the 200-nautical mile Exclusive Economic Zone if those casualties involve material damage affecting the seaworthiness or efficiency of the vessel, or significant harm to the environment. These changes are required by the Oil Pollution Act of 1990.
TB19 - Oily Water Separator
02/12/2005
The new International Standard for Marine Fuels, ISO 8217:2005 (E) has just been published by the International Organization for Standardisation (ISO).This is the third edition of the standard and replaces the second edition, ISO 8217 :1996.
Amendments to the US Coast Guard Marine Casualties and Investigations; Chemical Testing Following Serious Marine Incident regulations come into force 20 June 2006. The amendments to the regulations requiring testing for drug and alcohol use by persons involved in serious marine incidents (SMIs), requires that alcohol testing of people directly involved in the incident be conducted within 2 hours of its occurrence. This rule also requires most commercial vessels to have alcohol testing devices on board and authorises the testing of saliva as an acceptable specimen for alcohol testing. A 32-hour time limit for the collection of specimens for drug testing following a serious marine incident has also been included.
Highlights Issue 13: December 2005
17/11/2005
Following the outbreak of Avian Influenza (H5N1) in Asia and Europe, the Hong Kong Marine Department have issued health advice for ship masters, persons-in-charge of vessels and crew.
Circular 15/05: Annual General Meeting
17/10/2005
The UK Club has recently dealt with several crew illness cases arising from diseases that are readily preventable. The average cost of medical treatment and repatriation in such cases is about US$10,000, but more serious cases can sometimes give rise to costs of ten times that amount. In addition, owners may incur the expenses of substitution of the sick crewmember and loss of hire if the vessel is delayed.
A Member's ship recently experienced a fire in a coal cargo which was discovered on arrival at the discharge port. Records show that the oxygen and carbon monoxide levels as measured by the crew were at acceptable levels for the major part of the voyage. However, the investigation found that the atmosphere tests had been conducted outside the ventilator openings on the hatch covers and the readings therefore bore no relevance to the atmosphere in the holds.
429 - 09/05 - Asian Gypsy Moth - Australia
31/08/2005
An incident recently occurred aboard a Member's ship when a crewmember suffered serious injury. Human error dominates the underlying causes of major claims and many of these claims could be prevented if crew are properly briefed and supervised in their work.
433 - 09/05 - Garbage Pollution - Australia
31/08/2005
Further to Bulletin 382 Members are reminded of the strict enforcement of the regulations of the Australian authorities in respect of garbage pollution. The Club has recently been made aware of a case in New South Wales where a recent court judgement has found owners liable for a fine of A$24,000 (US$ 18,331).
Two crewmembers died in a recent incident onboard a VLCC discharging crude oil. Around midnight on the day of the incident, the chief officer (C/O) encountered problems pumping cargo from the tanks and the vessel was instructed to locate the reason for the loss in suction. The C/O suspected this to be due to a leaking dresser coupling on the cargo line in the centre tank. Once the tank atmosphere was released onto the open deck and the tank pressure reduced, a suction sound from within the tank indicated a leak in the cargo line.
A crewmember onboard a Member vessel is lucky to be alive after a recent incident involving gas cutting equipment where the work was thought to be routine and not properly planned. Approximately 35% of the crewmember's body sustained burns of partial to deep partial thickness, with some full thickness involvement to areas including the face, chest, back, arms and legs.