The UK Club routinely advises Members on the implications of proposed carriage of cargo on deck. The Club usually advises on both the contractual aspects, i.e. risk allocation under the Bills of Lading and Charterparties, as well as from a loss prevention/ or practical perspective. Carriage of cargo on deck exposes the cargo to a variety of extra risks from the elements, such as sea-spray and wind, as well as the potential risk of being washed off or falling overboard due to bad weather conditions or inadequate lashing/stabilising. Depending on the cargo, there may also be issues with the stability of the vessel itself, for example, the carriage of wing blades on top of hatch covers.
It is common in a lot of trades to accept a Letter of Indemnity ("LOI") for non-production of bills of lading. Although it is commonly accepted in many trades, the consequences of non-performance can be extremely serious for Members.
From 1 September 2017, in Jiangsu and Zhenjiang provinces, the requirement of all ships at berth (1 hour after arrival and before departure are excluded) using low sulphur bunker (not exceeding 0.5%mm) is geographically expanded from the major ports to all ports within these two provinces.
The Club's Loss Prevention team, in conjunction with Witherby Publishing have just released a new training guide for crew on "Survival craft release and retrieval systems."
First-rate service relies upon the Club having a thorough understanding of what our Members expect from their Club and identifying any areas where we can improve. As I mentioned in the Autumn Statement in 2016, the UK Club Board announced our intention to carry out a Member Survey in 2017 in order to better understand and meet the service standards and expectations of the membership.
Whilst the vessel was at anchor waiting to berth, one of the engine room fitters was instructed by the Chief Engineer to fabricate a set of locking pins for the anchor cable stoppers. It was planned that the work would take place in the engine room workshop and involve the use of an angle grinder for which the fitter had the choice of an electrical or pneumatically powered tool.
On 2 December, the USCG issued the first USCG Ballast Water Management System Type Approval Certificate to Norwegian manufacturer, Optimarin AS, the attached ECM Maritime Services Client alert 24-2016 reports.
The UK Club has teamed up with experts in forensic investigation, Burgoynes, to produce the latest Risk Focus on Engine Room Fires. Engine room fires are one of the most common fires on ships owing to the presence of a wide range of sources of fuel, sources of ignition and running machinery. An extended period of time on board a ship without a fire incident can lead to complacency and a failure to prioritise fire prevention measures and simulated fire incident practices.
