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The Cargo Incident Notification System (CINS), the International Group of P&I Clubs and the TT Club have published industry guidelines for the carriage of Divinylbenzene (DVB) in containers.
DVB is a chemical prone to polymerization (a form of self-reaction). When shipped in bulk, DVB polymerization can lead heat and flammable gas to be generated. Thus, the stowage of containers carrying DVB aboard vessels can present a risk of explosion and fire, if they are not properly presented for carriage.
As a series of polymerization incidents took place from the carriage of DVB by sea in 2018 the IMO approved changes to the way that polymerizing substances, like DVB, are carried, by amending the IMDG Code. These changes are included in amendment 39-18 of the IMDG Code, which will be mandatory from 1 January 2020, but may be applied voluntarily from 1 January 2019.
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.
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.
A crewman from the Liberian registered general cargo vessel, SMN Explorer, died when he was crushed by a falling hatch cover. The crewman was part of a working party stowing cargo slings used for the discharge of the ship’s cargo. The accident occurred when the crewman climbed up the inside of the open hatch cover after its locking pins had been removed.
The accident was the result of procedural inadequacies and a lapse of supervision. The investigation identified that the vessel’s safety management system was immature and the safety culture on board the vessel was weak. Risk assessments had not been conducted for routine tasks and a safe system of work had not been developed for opening and closing the forecastle (fo’c’s’le) stowage space hatch cover.
The Australian Maritime Safety Authority (AMSA) has revoked the Australian Certificate for the Carriage of Livestock (ACCL) for the Panamanian flagged livestock carrier, MV Jawan, because the vessel’s approved stability data cannot be relied upon when the vessel is loaded.
The Jawan was (again) scheduled to depart from Portland on a journey from Australia to Pakistan on Monday after the vessel’s classification society Bureau Veritas, on behalf of the flag state, provided their assessment of the ship’s stability.