WARNING OIL SPILL ON DECK PREDIABETESHOW TO SPOT THE SIGNS COVID-19 ON BOARDHOW TO IDENTIFY AND MANAGE CREW WATCHAPRIL 2022 PILOT LADDERSTHE DANGERS INVOLVED CREW WATCH|APRIL 2022 IT HAS COME TO THE CLUB’S ATTENTION THAT MASTERS ON BOARD OUR MEMBERS’ SHIPS ARE NOT ALWAYS CLEAR ABOUT THE MOST EFFECTIVE PROCEDURE TO FOLLOW IN THE EVENT OF AN INCIDENT WHICH IS COVERED UNDER THEIR SHIP’S P&I POLICY. WE HAVE SET OUT THE FULL DETAILS IN A BULLETIN (http://ow.ly/t80630sfZ4c) WHICH REMINDS MASTERS WHO TO CONTACT WHEN A P&I INCIDENT FIRST OCCURS. TO GO WITH THE BULLETIN THE CLUB HAS PREPARED A POSTER (http://ow.ly/BiCN30sfZ4t) WHICH HIGHLIGHTS THE FACT THAT THE SHIP IS ENTERED WITH BRITANNIA (IN CASE THE MASTER IS UNCERTAIN) AND LISTS TYPICAL P&I INCIDENTS. THE POSTER IS INTENDED TO BE USED ON BOARD SHIPS. WE ARE SENDING OUT THE POSTER WITH THIS ISSUE OF CREW WATCH AND IF YOU WANT ADDITIONAL COPIES, OR HAVE ANY QUESTIONS ABOUT THIS ISSUE, THEN PLEASE CONTACT US VIA EMAIL: brtianniacommunications@tindallriley.com WE HOPE YOU ENJOY THIS ISSUE OF CREW WATCH.We are looking for ways to maintain and increase the usefulness, relevance and general interest of the articles. If you have any ideas or comments please send them to: britanniacommunications@tindallriley.com CLAIRE MYATT Editor CONTACT CLUB’S LOCAL CORRESPONDENT AT NEAREST PORT 1 FIND YOUR LOCAL CORRESPONDENT ON BRITANNIA WEBSITE USE THE ‘SEARCH CORRESPONDENTS’ FUNCTION AT BRITANNIAPANDI.COM OR ACCESS A LIST AT BRITANNIAPANDI.COM/CORRESPONDENTS 2 PROVIDE THE FOLLOWING INFORMATION SHIP NAME AND LOCATION/ OWNERS / AGENTS / P&I INCIDENT / YOUR CONTACT DETAILS 3 P&I INCIDENTS COVERED • PEOPLE RISKS (CREW ILLNESS AND INJURY, THIRD PARTY INJURY, STOWAWAYS) • COLLISIONS • DAMAGE TO PROPERTY FIXED AND FLOATING OBJECTS (FFO) • POLLUTION • CARGO LOSS OR DAMAGE • FINES • GROUNDINGS britanniapandi.com | 1 LESSONS TO BE LEARNED Securing arrangement for all heavy spare parts should be verified as suitable for the task, and periodically checked for condition and tightness, ideally within the ambit of the Planned Maintenance System. Many incidents, from injury through to pollution and vessel loss, have been caused by heavy metal pipes, plates and spare parts breaking their lashings in heavy weather. The forward bunker tank was 94.6% filled with fuel oil. It is possible that the heavy weather and the severe rolling of the ship could have caused the escape of the fuel oil through the vent. The filling limit for bunker tanks should be considered when looking at heavy weather precautions and it is recommended that it be set at a lower level, around 85%, rather than the limit of 95% typically used. Heavy weather training for deck officers should include instructions which focus on a ship’s response patterns and the impact that severe weather has on the ship, especially when in a ballast condition. FACTS OUR mEmBER’S SHIP, A BALLASTED CRUDE OIL TANKER, WAS WAITING TO BERTH IN HEAVY WEATHER WITH GUSTS OF WIND UP TO 60 KNOTS WHEN A SPARE mAIN ENGINE CYLINDER LINER FELL FROm ITS SECURING RACK AND DAmAGED A FUEL PUmP. THE mAIN ENGINE SUBSEqUENTLY STOPPED, AND THE VESSEL CAmE BEAm ON TO THE WEATHER, ROLLING HEAVILY. WHILE THE CREW WORKED TO mOVE AND RE-SECURE THE LINER, HEAVY FUEL OIL WAS NOTICED ON THE mAIN DECK WHICH APPEARED TO BE FROm ONE OF THE BUNKER TANK VENTS. Once the ship arrived in port, fuel residues were seen to be covering a large area of the ship (around 8600m 2 ), including the hull, main deck and accommo