Classic yacht Lively Lady is back in the water 50 years after her first single-handed global circumnavigation, following a full repaint and extensive refit at Hayling Yacht Company.
The refit work to restore the 36ft cutter was carried out by volunteers from the charity Around and Around and included replacing the deck, reassembling the wheelhouse, installing new electrics and an interior refit, alongside a repaint using Jotun Yachting paint products.
“The hard work carried out by the volunteers at Around and Around has certainly paid off, with Lively Lady looking better than new and in a condition which will see her through the next 50 years,” said Jim Brickwood, business development manager at Jotun Yachting UK.
River Canal Rescue has responded to a record number of emergency call-outs this summer.
From June 1 to July 31 the breakdown and emergency assistance firm responded to 902 call-outs and undertook 223 major rescues or repair jobs.
During the same period last year, there were 833 call-outs and 208 major rescues or repairs.
One of its recent major rescues – on July 20 – was to raise a 70ft narrowboat from Macclesfield Canal.
The boat sank in lock nine of Bosley’s 12 lock flight after appearing to have got caught on the lock gate cill. It was the owners first day out on their first boat.
All cargo, whether carried on or under deck, should be stowed and secured in accordance with the vessel’s Cargo Securing Manual as approved under Regulation 5.6 of Chapter VI of the Safety of Life at Sea (SOLAS) Convention.
The Australian Maritime Safety Authority has published a marine notice, reminding vessel owners, operators, masters and surveyors of the importance of stowing cargo in accordance with the approved Cargo Securing Manual arrangements and regulations.
All cargo, whether carried on or under deck, should be stowed and secured in accordance with the vessel’s Cargo Securing Manual as approved under Regulation 5.6 of Chapter VI of the Safety of Life at Sea (SOLAS) Convention. This includes the way in which cargo is secured and the weight distribution of cargo within the stow.
A sea anchor is a vital component to a rescue boat, reducing the likelihood of it drifting away or spinning around, and keeps it steady in the wind.
As more people are heading out to sea over summer, safety both onboard and overboard is under the spotlight. For this reason, an ISO has been updated for the effectiveness of sea anchors for rescue boats known as ‘ISO 17339:2018, Ships and marine technology – Life saving and fire protection – Sea anchors for survival craft and rescue boats.’
A sea anchor is a vital component to a rescue boat, reducing the likelihood of it drifting away or spinning around, and keeps it steady in the wind. The updated ISO for the performance and safety of sea anchors brings them in line with the IMO’s International Life-Saving Appliance Code.
The International Life-Saving Appliance Code prescribes the carriage and use of sea anchors for survival craft and rescue boats, yet the revised recommendation on testing of lifesaving appliances does not provide requirements of performance and testing procedure for the sea anchors. This document addresses those areas, which the IMO recommendation does not address, in order to enable consistent implementation by maritime Administrations.
The COI reports operational limitations which may have been exceeded while the voyage took place.
The US Coast Guard released the Certificate of Inspection (COI) for the ‘Stretch Duck 07’, the amphibious tour boat that sunk in Table Rock Lake, Missouri on July 2018 with the loss of 17 lives.
The COI reports operational limitations which may have been exceeded while the voyage took place. The limitation included limits on permissible weather and surface conditions.
It also indicates that the boat’s stability letter was issued on March 2009, and its last “drydock” was carried out in January 2017. Its operations were to occur in Table Rock Lake and nearby Lake Taneycomo, and it was not permitted to operate on the water “when winds exceed thirty-five (35) miles per hour, and/or the wave height exceeds two (2) feet”.
Maritime NZ describes a fire in the cargo hold of a container ship caused by the heat from a 500 watt light bulb as the ship was berthed in port on New Zealand’s East Coast in late 2017.
Maritime NZ has published its Lookout report. In it they present a range of of maritime casualties, offering some clear lessons that have been learnt. In this incident, Maritime NZ describes a fire in the cargo hold of a container ship caused by the heat from a 500 watt light bulb as the ship was berthed in port on New Zealand’s East Coast in late 2017.
The cargo hold fire incident
The floodlight was unintentionally left on after the hold was filled with timber packs. Some of the timber was destroyed in the fire and other packs charred, but the ship suffered only cosmetic damage. No-one was injured.
The cut timber had been loaded during the day and the 148 metre vessel was due to sail at the change of tide, when the cargo hold fire alarm sounded just before midnight.
His Majesty’s Australian Transport (HMAT) Warilda was transporting hundreds of wounded soldiers from the French port of Le Havre to Southampton
A Southampton-based maritime charity will lower its flag to half-mast today (3 August) to commemorate the sinking of hospital ship (HMAT) Warilda 100 years ago, which caused outrage across the nation when it was torpedoed in the English Channel, killing 123 people.
His Majesty’s Australian Transport (HMAT) Warilda was transporting hundreds of wounded soldiers from the French port of Le Havre to Southampton when, despite being clearly marked with the Red Cross, it was struck by a single torpedo from a German U-boat.
Upon impact the ship’s starboard propeller was disabled, the engine room flooded and the steering gear obliterated. Unable to steer, the Warilda continued moving in a circle at 15 knots – making it difficult for those on board to escape in lifeboats.
The ship remained afloat for almost two hours before sinking into the channel.
The MAIB is investigating the keel failure and capsize of the UK registered commercial yacht Tyger of London while on passage from La Gomera to Tenerife, on 7 December 2017. The five persons on board were rescued from the water by the crew of a nearby yacht.
Tyger of London was a Comar Comet 45S designed by Vallicelli & C and built in 2007 by Comar Yachts s.r.l, at Fiumicino, Italy. In common with other vessels built by the shipbuilder, the Comet 45S could be fitted with a choice of two keels: Continue reading “Safety bulletin after keel failure of Tyger of London”
In the aftermath of the report published into the fatal Platino accident in which two crew members of the yacht Platino died back in June 2016, Maritime NZ has announced regulatory changes. These apply to safety requirements for recreational vessels leaving New Zealand ports and for other recreational vessels operating in New Zealand waters.
The incident
Platino is a 19.78 metre-long sailing yacht built in 1997-98 and extensively refitted in 2015. It was certified to Category 1 standard by Yachting NZ on 11 May 2016 and sailed from Auckland bound for Fiji on 11 June 2016 with five crew on board. Continue reading “Following fatal Platino accident new regulations are introduced”
From January 2021, AMSA is imposing regulation that float-free EPIRBs will be mandatory on certain types of commercial vessel. This change to safety requirements is in response to tragic incidents in which commercial vessels sank quickly and the master and crew were not able to deploy their EPIRB in time.
A float-free auto-activating EPIRB can send a call for help within minutes of being submerged in water without any action by the crew. As AMSA General Manager of Standards Brad Groves said, float-free EPIRBs offer significant safety advantages for crew and passengers on vessels in distress.
Capt Yves Vandenborn, AFNI, Director of Loss Prevention at the Standard P&I Club, based in Singapore, writing in The Standard Club P&I’s bulletin addresses the International Safety Management Code on the occasion of its twentieth birthday. Twenty years and five amendments later after the Code came into effect in 1998, Mr Vandenborn examines its course so far and what, in his opinion, needs to be done in order to become more effective.
Background
The International Safety Management Code was born out of a series of serious shipping accidents in the 1980s, the worst of which was the roll-on roll-off ferry Herald of Free Enterprise which capsized at Zeebrugge in March 1987, killing 193 of its 539 passengers and crew. The cause of these accidents was a combination of human error on board and management failings on shore. The Herald of Free Enterprise public enquiry report concluded that ‘From top to bottom the body corporate was infected with the disease of sloppiness’.
What followed was a much needed change in maritime safety administration. In October 1989, the International Maritime Organization (IMO) adopted new Guidelines on Management for the Safe Operation of Ships and for Pollution Prevention giving operators a ‘framework for the proper development, implementation and assessment of safety and pollution prevention management in accordance with good practice’. Following industry feedback, the guidelines became the ISM code in November 1993 and were incorporated in a new chapter IX of the IMO’s 1974 International Convention for the Safety of Life at Sea (SOLAS) in May 1994, and became mandatory for companies operating certain types of ships from 1 July 1998. Continue reading “What next as the International Safety Management Code turns 20?”
UK maritime insurer London P&I Club is taking out an insurance policy against the business risks of Brexit by opening a subsidiary in Cyprus. The European market accounts for nearly two-thirds of London P&I’s business, and a Cypriot entity would still be able to operate under EU rules with EU clients in the event that a “hard Brexit” impedes cross-channel transactions.
London P&I Club, which has been serving the UK’s maritime sector since the dawn of the steamship era, told Reuters that it is now obtaining the necessary licenses from Cypriot authorities and setting up its new operations in the island state. they are one of the first to openly declare their post Brexit strategy.
