The MSIU were notified of the accident on 26 December 2017
Transport Malta’s MSIU has published its investigation report into a serious incident concerning the Maltese-registered capsize bulk carrier ‘Capri’ that arrived at Dampier anchorage, Australia on 22 December 2017. The ballast system’s valves were damaged, causing approximately 1,100 tonnes of seawater flooding the engine room.
The data collection system is one of the measures taken which will support the implementation of IMO’s Initial IMO Strategy on Reduction of GHG Emissions from Ships, adopted in 2018.
As of 1st January 2019, amendments to the bunker delivery note have entered into force, relating to the supply of marine fuel oil to ships, which have fitted alternative mechanisms to comply with the IMO’s 2020 sulphur cap. Other amendments that have come into force this year include the IMSBC Code 2017 amendment and the amendments to designate North Sea and Baltic Sea as ECAs, while the data collection on fuel oil consumption has also commenced.
Bunker delivery note
Bunker delivery note amendments enter into force only a year before the limit for sulphur in fuel oil will be reduced to 0.50% m/m outside emission control areas (ECAs), from 3.5% currently. In ECAs, the limit will remain at 0.10% m/m.
NTSB determines that the probable cause of the fire onboard Island Lady was Tropical Breeze Casino Cruz’s ineffective preventive maintenance program and insufficient guidance regarding the response to engine high-temperature conditions.
The NTSB has released the official investigation report on the fire onboard the small passenger vessel ‘Island Lady’ on the Pithlachascotee River, near Port Richey, Florida, on 14 January 2018. NTSB held a public meeting in mid-December where it identified insufficient preventative maintenance program and lack of guidance for responding to engine high-temperature conditions as key causes of the accident.
About 1600 on the afternoon of 14 January 2018, a fire broke out in an unmanned space on the small passenger vessel Island Lady near Port Richey, Florida, during a scheduled transit to a casino boat located about 9 miles offshore in the Gulf of Mexico. 53 people were on board the Island Lady. After receiving a high-temperature alarm on the port engine, the captain turned the Island Lady around to return to the dock. During the return trip, smoke began filling the lazarette, main deck, and engine room. The captain deliberately Continue reading “NTSB publishes its official report on Island Lady fire off Florida”
Strong support for the changes was demonstrated in the responses to the consultation with 84 per cent in favour of introducing a requirement for suitable working CO alarms.
Representatives from the Boat Safety Scheme (BSS), a public safety initiative owned by the Canal & River Trust and the Environment Agency, are urging the industry to take onboard safety seriously following the deaths of three inland boaters.
Ahead of issuing the latest advice on carbon monoxide (CO) detection, communications manager Rob McLean has shared that three boaters died in 2018 as a result of onboard fires whilst several more were taken to hospital following fires, explosions and carbon monoxide poisoning.
In light of this and following a public consultation in the autumn, the BSS management committee has decided to introduce new CO alarm requirements from next April.
In a recent public meeting, the US National Transportation Safety Board (NTSB) determined that an insufficient preventative maintenance program and lack of guidance for responding to engine high-temperature conditions were the key causes of the fire aboard the small passenger vessel ‘Island Lady’ in January 2018, carrying over 50 people, that occurred in the waters of the Pithlachascotee River, near Port Ritchey, Florida.
The Australian Maritime Safety Authority has issued a marine notice to inform all shipowners, operators, masters and crew of the hazards when working with high-pressure fire-fighting systems and the safeguards that may be implemented to prevent injury.
A seafarer was severely injured when he attempted to carry out maintenance work on part of a 13 bar high-pressure fire-fighting system on a fire-fighting tug. Before the incident, the seafarers had conducted maintenance work on the manifold on the other side of the vessel without any accidents. The assumption was based on the fact that the system was not pressurised.
The US Coast Guard Marine Safety Center published an update to its technical note “Marine Safety Center Review of Rigid Hull Inflatable Vessels.”
The US Coast Guard Marine Safety Center published an update to its technical note “Marine Safety Center Review of Rigid Hull Inflatable Vessels.” The document provides an alternative design standard equivalent to certain regulatory requirements found in 46 CFR Subchapters T and S for rigid hull inflatable and rigid hull foam collar small passenger vessels (RHIs).
The alternative design standard presented in the technical note provides consideration of the unique stability and structural characteristics of RHIs. These guidelines do not preclude the Officer in Charge, Marine Inspection (OCMI) from approving RHI structures and stability or applying alternative requirements or restrictions.
The IMO has adopted the amendment 39-18 to the International Maritime Dangerous Goods (IMDG) Code
The UK MCA has released a Merchant Shipping Notice regarding the transport of dangerous goods and marine pollutants in packaged form by sea on ships within UK waters and on UK ships.
The IMO has adopted the amendment 39-18 to the International Maritime Dangerous Goods (IMDG) Code. It will enter into force globally on 1 January 2019, with a twelve month “transitional period” until 31 December 2019.
Dumping plastics into the sea is already prohibited under MARPOL regulations, which also oblige governments to ensure adequate port reception facilities to receive ship waste.
The IMO has pledged to address the significant problem posed by plastics to the marine environment, with the adoption of an action plan which aims to enhance existing regulations and introduce new supporting measures to reduce marine plastic litter from ships.
The plan was adopted on October 26 by IMO’s Marine Environment Protection Committee (MEPC).
Dumping plastics into the sea is already prohibited under MARPOL regulations, which also oblige governments to ensure adequate port reception facilities to receive ship waste. Under the London Convention and Protocol on the dumping of wastes at sea, only permitted materials can be dumped and this waste – such as from dredging – has to be fully assessed to ensure it does not contain harmful materials like plastics.
The atmosphere in each cargo hold should be monitored, at least on a daily basis, for CO, hydrogen sulphide (H2 S), oxygen (O2) and flammable gas (LEL-methane).
London P&I Club has analysed the problems associated with the transportation of coal in bulk, such as self-heating and flammable gas (i.e. methane) release. Self-heating can lead to fires and the production of carbon monoxide (CO), whilst methane release can lead to an explosive atmosphere being generated in the hold.
Self-heating normally occurs in localised hot spots within a bulk cargo, and temperature measurements are unlikely to identify problems. However, when coal self-heats it produces CO, so measuring the concentration of CO is the most effective method to identify a self-heating cargo.
The atmosphere in each cargo hold should be monitored, at least on a daily basis, for CO, hydrogen sulphide (H2 S), oxygen (O2) and flammable gas (LEL-methane). If the holds are being ventilated, then ventilation should be stopped at least Continue reading “Preventing coal cargo from self-heating”
The FRPD 309 sustained damage to the shell plating and forepeak tank forward of the collision bulkhead. In addition, the port anchor was disconnected from its housing and became wedged in the Evco 60’s hull
The Transportation Safety Board of Canada released its investigation report into the collision of the dredger FRPD 309 with the loaded barge Evco 60, on 5 December 2017, in the Fraser River.
The incident
On 04 December 2017, the dredger FRPD 309 departed a shipyard in Delta, BC, to begin dredging in the Fraser River. The vessel is a conventional trailing arm suction dredger, with the bridge and accommodation located forward and machinery space located aft. Before departure, the crew had carried out pre-departure checks, a safety meeting, and emergency drills.
After arriving at the dredging location, the vessel started dredging sand and sediment from the river bed into the hopper using the 2 trailing arms and a dredging pump. When the hopper was filled, the sand and sediment was pumped ashore via a pipeline. The master left the bridge, handing over the command of the vessel to the officer of the watch (OOW). Two engineers, 2 deckhands, and a pipe operator were also on duty.
The West of England P&I Club has warned operators and others involved of the dangers of carrying nickel ore. Carrying nickel ore can be dangerous, because of the risk of liquefaction of the cargo on passage when the moisture content is higher than the cargo’s Flow Moisture Point (FMP).
After a number of ships being lost, with liquefaction of their nickel ore cargoes suspected of being the cause, the West of England Club published a Notice some years ago addressing the Dangers of Carrying Nickel ore. This Notice is still in forced and was re-issued as No.13 2017/2018 – Dangers of Carrying Nickel Ore from Indonesia and the Philippines – Mandatory Notification Requirements (re-issued).
The Club reminds operators of the risk of liquefaction with this cargo, as showcased by the loss of the ‘Emerald Star’, which claimed the lives of 11 seafarers in October 2017.
