Shipping

Advice on how to ensure containers are stacked safely

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Container ship
Container ship

Uwe-Peter Schieder, Loss Prevention Manager at GDV (German Insurance Association – Gesamtverband der Deutschen Versicherungswirtschaft) and Vice-Chair of IUMI’s Loss Prevention Committee, provides his comment on securing containers on deck of a container ship.

Mr. Schieder says that there are six different motions in which vessels move in the sea, with the main of them being pitching, heaving and rolling.

However, lateral rolling motion presents the greatest risk for stacks of containers.

In order for containers to be safely transported on the deck of a container ship, this must be done with the help of twistlocks.

These are inserted into the corner castings of the containers, which have elongated holes. There, the rotating lug of the twistlock engages locks the Continue reading “Advice on how to ensure containers are stacked safely”

Crack in cargo hold cover leads to wet damage

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Cargo ship
Cargo ship

In its monthly safety scenario, April edition, the Swedish Club describes a case of cargo deteriation from wet damage, due to a crack in the hatch coaming.

The incident resulted in several days of delay for the ship to get the wet cargo off the vessel, while most of the cargo was refused by the buyer.

The bulk carrier had a full cargo of zinc concentrate onboard and was sailing from the west coast to the east coast of South America.

When the vessel passed Cape Horn, it experienced heavy weather of Beaufort scale 9 with green sea covering the cargo hold covers 1, 2 and 3.

This continued for 4 days as the vessel battled the waves. The vessel had no weather routing.

When the weather had calmed down the master asked the chief officer to inspect the cargo holds. The chief officer found that water had Continue reading “Crack in cargo hold cover leads to wet damage”

PSC common deficiency areas on liquefied gas carriers

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LNg Ship
LNg Ship

This article addresses five common deficiencies that Sector Houston-Galveston Port State Control Officers (PSCOs) have fund on liquefied gas carriers. In 2018, Sector Houston-Galveston conducted 141 Certificate of Compliance (COC) exams on liquefied gas carriers, seven of which resulted in IMO detentions. This equates to a 5% detention ratio, which is more than double the national average for IMO detentions in 2018 (1.5 %). Some combination or other of the below listed deficiencies were cited in all of the Sector’s aforementioned gas carrier detentions. The purpose of this article is to share information and prompt owners, operators, surveyors and other involved parties to take proactive steps to identify and correct sub-standard safety and environmental stewardship conditions before Coast Guard port state control intervention, including COC removal, cargo cessation and/or detentions, becomes necessary.

Continue reading “PSC common deficiency areas on liquefied gas carriers”

AMSA changes to shipping registration have come into force

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AMSA Logo
AMSA Logo

Starting from 1st April 2019, the Australian Maritime Safety Authority (AMSA) has applied changes to shipping registration laws.

Registering a ship: There are no changes to the way that you register a ship on the Australian Registers unless you do not know the vessel’s full ownership history. Namely:
– Ships registered on the Australian general shipping register have Australian nationality.
– Registration of a ship on the Australian general shipping register provides legally and internationally recognisable nationality to your ship. When registered, you will have Australian protection on the high seas and in foreign ports.

Continue reading “AMSA changes to shipping registration have come into force”

MAIB safety digest with analyses of 25 accidents volume 1 2019 published

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MAIb Safety diesgt 1/2019The Marine Accident Investigation Branch (MAIB) has published a digest and analyses of twenty five marine recent incidents and accidents with short descriptions about each involving vessels from the merchant, fishing and recreational sectors. The 70 page report can be accessed and downloaded here or at the foot of this page.

In his introduction to the Digest, Andrew Moll says, “I’d like to thank this edition’s introduction writers. I am delighted that Captain Nick Nash, Andrew Locker and Steve Gravells have agreed to write the introductions to the merchant, commercial fishing and recreational craft sections of this digest. All three have written from both their professional and own personal perspectives, and their words are very powerful. If you read nothing else in this issue, I would encourage you to read the section introductions.

Continue reading “MAIB safety digest with analyses of 25 accidents volume 1 2019 published”

Norwegian Maritime Authority early findings suggest Viking Sky engine failure caused by low oil pressure

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Viking Sky cruise - Picture of Viking Sky by Erik Johan Landa, Sjøfartsdirektoratet
Picture of Viking Sky by Erik Johan Landa, Sjøfartsdirektoratet

Throughout the night of Saturday 23 March, the Norwegian Maritime Authority (NMA) worked with the ship’s classification society, Lloyd’s, and the company in order to identify the reason why the Viking Sky suffered power “blackout” at Hustadvika in challenging weather conditions. For the present, their conclusion is that the engine failure was directly caused by low oil pressure.

Last night, the Norwegian Maritime Authority (NMA) granted the company a permit to sail on a single voyage to Kristiansund to have necessary repairs made. Throughout the night, the NMA has worked together with the ship’s classification society, Lloyd’s, and the company in order to identify the reason why the Viking Sky suffered power “blackout” at Hustadvika in challenging weather conditions on Saturday 23 March.

Continue reading “Norwegian Maritime Authority early findings suggest Viking Sky engine failure caused by low oil pressure”

MAIB issues guidance to MGN 564 on marine incident reporting

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Report a marine accident page on the MAIb website
Report a marine accident page on the MAIb website

The MAIB investigates marine casualties involving UK vessels worldwide and vessels of any flag in UK territorial waters with the aim of preventing further avoidable accidents from recurring in the future. The UK MAIB has published amended guidance on marine incident reporting – what who and when an incident should be notified – with modifications made to MGN 564.

Who must report

The master/skipper, or senior surviving officer of a UK ship must notify the MAIB of any marine casualty or marine incident.

The master/skipper of any ship must notify the MAIB of any marine casualty or marine incident if:
– the ship is within UK waters and carrying passengers to / from the UK, or
Continue reading “MAIB issues guidance to MGN 564 on marine incident reporting”

Wärtsilä moves towards remote guidance for vessel repair and maintenance

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Wärtsilä’s remote guidance service also proved successful during a demonstration in the TT-Lines office
Wärtsilä’s remote guidance service also proved successful during a demonstration in the TT-Lines office

Wärtsilä has successfully tested its remote guidance service, so claiming to have created ‘an entirely new dimension in vessel repair and maintenance operations’.

Through real-time communication using voice-controlled Augmented Reality (AR) wearables and remote guidance software, ship crew members, field service engineers and shipyard personnel can communicate with shore-based experts anywhere in the world.

The tests were carried out onboard the Huckleberry Finn, a RoRo ferry operated by TT-Lines, while sailing between Trelleborg, Sweden and Travemünde, Germany.

Simulated remote guidance service situations were carried out on the ship’s navigation equipment on the bridge and on the shaft line seals and bearings in the engine room.

Continue reading “Wärtsilä moves towards remote guidance for vessel repair and maintenance”

Five casualities in holds highlights the dangers of solid bulk cargoes

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MV Green World on the sea
MV Green World on the sea – Five casualities in holds highlights the dangers of solid bulk cargoes

An article titled Time to Rethink Safety with Solid Bulk Cargoes by Captain Kevin Cribbin published on December 18 last year highlighted that 24 people had died in ships’ holds while handling solid bulk cargoes during 2018.

There have already been five more fatalities on two bulk carriers this year. Two crew members are reported to have died on February 1 after inhaling toxic fumes while unloading wood chips on the MV Green World in Merak Port in Java, Indonesia.

Another three crew members, including the master and chief officer, died on February 24 on the MV Bahri Bulk in Damman, Saudi Arabia, Continue reading “Five casualities in holds highlights the dangers of solid bulk cargoes”

Ensuring safe passage for a steel coil cargo

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Steel coils come in many sizes and weights, and can be arranged in various ways regarding the placement of the locking coil, the number of tiers, and the dunnage.
Steel coils come in many sizes and weights, and can be arranged in various ways regarding the placement of the locking coil, the number of tiers, and the dunnage.

Often cargo planners who are preparing the stowage of steel coils in the cargo hold of a general dry cargo ship or bulk carrier, do not have the necessary cargo type specific information required to help them decide the permissible cargo load, thus preventing damage to the ship’s structure.

As Jan Rüde, Ship Type Expert MPV, DNV GL explains, according to SOLAS Chapter VI, Reg. 5, every ship must have an approved cargo securing manual.

Nonetheless, the majority of these manuals do not include detailed information about the carriage of steel coils or the only contain only particular types of steel coil. Continue reading “Ensuring safe passage for a steel coil cargo”

Shipowners Club warns of the dangers following a spate of enclosed space incidents

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Between September and November 2018, there were 8 reported fatalities related to enclosed spaces.
Between September and November 2018, there were 8 reported fatalities related to enclosed spaces.

Although the industry continuously reminds the industry of the dangers of entering enclosed spaces, this remains the hidden enemy for crews. Between September and November 2018, there were 8 reported fatalities related to enclosed spaces. With this ongoing issue in mind the Shipowners Club has published a sample risk assessment addressing the various hazards associated with entering enclosed spaces.

In a span of just 18 months, the Club alone has experienced 15 related claims due to falls, asphyxiation, explosive burns and six fatalities. These alarming statistics have prompted the Club to produce a sample risk assessment on enclosed space entry as part of its ongoing campaign.

The guidance addresses the various hazards associated with an enclosed space entry operation, enclosed space entry requirements and Continue reading “Shipowners Club warns of the dangers following a spate of enclosed space incidents”

Beware the dangers of aluminium dross

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If the product meets the Class 4.3 criteria, it should be declared as UN 3170, noting the application of Special Provision 244 regarding ventilation and protection against water ingress throughout the intended journey.
If the product meets the Class 4.3 criteria, it should be declared as UN 3170, noting the application of Special Provision 244 regarding ventilation and protection against water ingress throughout the intended journey.

The UK P&I Club and the TT Club have published advice following an incident involving a consignment of aluminium pellets (or dross) that was found at the port of loading with the doors and sides of the container blown out. The terminal arranged to test the samples, as there was no evidence that the unit had been dropped during handling.

The test results indicated that aluminium dross is highly susceptible to a reaction with chlorides when moisture is present. The commodity produces gases when exposed to moisture and the build-up of gasses was considered the most likely cause of the container exploding.

The container was damaged beyond repair and it is understood that some lines and ports are refusing this cargo commodity.

According to the UK Club, at the time the material is tested, before filling the container and subsequent shipping, the moisture level is such that the reaction with the commodity does not generate Continue reading “Beware the dangers of aluminium dross”

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