The ship encountered high seas and winds of Beaufort scale 9. The master had adjusted speed and course so as to minimise rolling and pitching but despite his actions, inspections carried out by the master in the cargo holds revealed the cargo stowed in hold no. 2 had been damaged.
They are being introduced to increase the service life and reduce on-station maintenance requirements of offshore assets. The new high-performance pure epoxy uni-primers presented are claimed to combine excellent corrosion protection with construction flexibility.
Hempadur Quattro XO 17820 / 17870 are part of a series of two-component epoxy primer coatings which provide advanced crack resistance using Hempel’s patented fibre technology. They can be applied in immersed and non-immersed areas of any offshore asset, from offshore platforms and drilling rigs through to support vessels.
The first amendments made to to the Maritime Labour Convention, 2006 (MLC, 2006), which ensure better protection to seafarers has entered into force on 18 January 2017. The amendments were originally approved by the International Labour Conference in 2014 prior to implementation.
The 2014 amendments require that a financial security system be put in place to ensure that shipowners ensure compensation to seafarers and their families in the event of abandonment, death or long-term disability due to an occupational injury, illness or hazard. Mandatory certificates and other evidence will be required to be carried on board ships to establish that the financial security system is in place to protect the seafarers working on board.
DNV GL has noticed an increase in the number of reported incidents involving aft propeller shaft bearing damage. With this in mind, they have issued technical advice with their opinion on the contributing factors to this damage. Much of the damage in the reported cases has developed within a short period of time, typically a few minutes to an hour.
Typical damages observed and their consequences
The observed trend is not specific to a vessel type – rather, it reflects operation of the affected vessels in areas with limitations on the draft of the vessel or loading conditions, without suitable precautionary measures to limit the RPM/power of the engine.
Of course the extent of re-commissioning work depends on whether the vessel was under hot or cold layup, the length of time the vessel was laid up and the extent of maintenance carried out during the laid up period. So there are many steps to be considered when preparing to re-commission the vessel after a layup. The following is a non-exhaustive guide for layup reactivations.