Health & Safety

Insight report on safety in the passenger ferry industry published

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From 1966 to 2015 there were 750 recorded fatal accidents involving passenger vessels, resulting in 59,600 fatalities.
From 1966 to 2015 there were 750 recorded fatal accidents involving passenger vessels, resulting in 59,600 fatalities.

The global passenger ferry industry has averaged more than 1,000 fatalities per year since the 1960s, with the great majority occurring on domestic voyages in Asia and Africa.

From 1966 to 2015 there were 750 recorded fatal accidents involving passenger vessels, resulting in 59,600 fatalities. Ninety-three per cent of ferry accidents occurred during domestic voyages, with 90% of fatalities occurring in just 20 countries and 76% in 10.

The Lloyd’s Register Foundation identified passenger ferry safety as a challenge in its Insight report on global safety challenges, in 2017. Since then The Foundation has investigated further to better understand the issue. It has drawn on expert knowledge and opinion to determine what activity is already underway to improve safety, what is further needed, and to Continue reading “Insight report on safety in the passenger ferry industry published”

Transport Malta investigation report into fatality by toxic gases in bow thruster compartment

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Photo credit: MSIU
Photo credit: MSIU

Transport Malta’s MSIU issued an investigation report on the fatality of a crew member onboard the Maltese-registered chemical tanker ‘Scot Berlin’ in August 2017. The immediate cause of the accident was the entry into a space which had a significant presence of toxic gases suspended in the air.

The vessel arrived at Marsaxlokk Oil Tanking Terminal loaded with two parcels of cargo. Following the completion of cargo operation, the crew members started the ballasting of the vessel since her next trip to Spain was a ballast voyage. Ballasting in the forepeak tank started under the supervision of the second mate.

Continue reading “Transport Malta investigation report into fatality by toxic gases in bow thruster compartment”

TT Club issues advice on dealing with container fires

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To tackle a fire in a hold, TT Club notes a CO2 system will be installed if the ship is carrying dangerous goods.
To tackle a fire in a hold, TT Club notes a CO2 system will be installed if the ship is carrying dangerous goods.

According to TT Club, container fires are a far more regular occurrence than most people would realise. Statistics show there is a major container cargo fire at sea roughly every 60 days. So, tackling fires and subsequent investigations are complex and vitally important activities.

With increasing container ships size increases the risk of a fire incident increases too. Despite some regulatory and technical advances, the fact is that the ability to respond to a cargo-related fire at sea has not progressed as needed in recent times.

To tackle a fire in a hold, TT Club notes a CO2 system will be installed if the ship is carrying dangerous goods. The gas released from a CO2 system can displace the oxygen in the hold and smother the fire. However, for CO2 to be effective, the hold must be closed to retain the gas and prevent oxygen ingress.

If an incident has taken place in a container stowed on deck, water will be the only option available . Nevertheless, it is unlikely to extinguish a fire inside a container in the short term.

In addition, crew members should seek Continue reading “TT Club issues advice on dealing with container fires”

The dangers of carrying nickel ore cargo and the associated risks are highlighted by The West of England P&I Club

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Photo credit: Shipspotting
Photo credit: Shipspotting

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.

In addition, the Club has been informed of Continue reading “The dangers of carrying nickel ore cargo and the associated risks are highlighted by The West of England P&I Club”

AMSA stresses the importance of marine incident reports

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Photo credit: Reuters
Photo credit: Reuters

The Australian Maritime Safety Authority (AMSA) has experienced a steady increase in incident reports from 1,721 in 2013 to 3,017 reports in 2017. This is a 75% increase over a five-year period. For the period from 1 January to 30 June 2018, AMSA received 1,611 incident reports.

Key points to note

– During 2013-2017, the number of ship arrivals to Australian ports has increased by 21%.
From the 1611 incident reports in January-June 2018, the vast majority of occurrences (78%) concerned some form of technical issue.
– Among the technical issues, the most predominant occurrences relate to power, propulsion, and steering. This includes, for example, issues with a vessel’s main and auxiliary engines, and the steering gear and rudder.

AMSA uses incident data in combination with other sources of information, such as inspection and survey reports, research findings, accident investigations, and our day-to-day interaction with vessel crews, owners, and operators. This helps us gain a better understanding of Continue reading “AMSA stresses the importance of marine incident reports”

MAIB report issued on the unintentional release of carbon dioxide from fixed fire-extinguishing systems on ro-ro vessels Eddystone and Red Eagle

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On 8 June 2016, the roll on, roll off (ro-ro) vessel Eddystone experienced an unintentional release of carbon dioxide (CO2) from its fixed fire-extinguishing system while in the Red Sea. A similar incident took place on 17 July 2017 on board the ro-ro passenger ferry Red Eagle while on passage from the Isle of Wight to Southampton. In both cases, gas leaked into the CO2 cylinder compartment, but was prevented from entering the engine room by the main distribution valve which remained closed. Fortunately, no one was harmed in either of these incidents. However, the unintended release of CO2 from fire-extinguishing systems has caused 72 deaths and 145 injuries, mainly in the marine industry, between 1975 and 2000.

Continue reading “MAIB report issued on the unintentional release of carbon dioxide from fixed fire-extinguishing systems on ro-ro vessels Eddystone and Red Eagle”

TT Club emphasises need for cargo integrity ahead of IMO meeting on container safety

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A primary concern is the problem of mis-declared dangerous goods, with some sources suggesting that container fires occur on a weekly basis and that a major container cargo fire engulfs a ship at sea on average once every 60 days.
A primary concern is the problem of mis-declared dangerous goods, with some sources suggesting that container fires occur on a weekly basis and that a major container cargo fire engulfs a ship at sea on average once every 60 days.

The International Maritime Organization’s (IMO) latest meeting of the Sub-Committee on Carriage of Cargoes and Containers (CCC) takes place in London this week and the international freight insurance specialist, TT Club is calling for more urgent action on issues pertaining to the safety of container transport.

For some time now the insurer has been drawing both industry and regulators’ attention to the need for greater ‘Cargo Integrity’, by which is meant the safe, secure and environmentally sound packing, handling and transport of all goods in containers and other transport units, in compliance with conventions (such as SOLAS1) and codes, including IMDG Code2 and the CTU Code3.

TT Club’s Risk Management Director, Peregrine Storrs-Fox comments, “Achieving such Cargo Integrity across the complex web of the international freight supply chain is a big ask and we are in little doubt that a comprehensive result will take time to achieve. However many industry bodies are making significant strides, particularly in the areas of dangerous goods identification, declaration and handling as well as container weighing and packing. We are calling on the regulators, in this case the IMO, to assist in taking action to Continue reading “TT Club emphasises need for cargo integrity ahead of IMO meeting on container safety”

USCG published towing vessel safety statistics for 2017

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Photo credit: USCG
Photo credit: USCG

The US Coast Guard, in partnership with the American Waterways Operators (AWO), has published the National Quality Steering Committee’s annual safety report containing towing industry data for calendar years 1994 to 2017. The report reveals that in 2017, there were six operational towing vessel crew fatalities.

The National Quality Steering Committee looks at three safety measures to track overall trends in towing vessel safety and environmental protection: Crew fatalities per 100,000 towing industry workers, gallons of oil spilled from tank barges per million gallons transported, and the number of towing vessel casualties (overall and by incident severity).

The report also includes summary statistics on crewmember injuries, which the National Quality Steering Committee began tracking in 2006, for calendar years 2006 to 2017.

Crew Fatalities
In 2017, there were six operational towing vessel crew fatalities. While 13 deaths were Continue reading “USCG published towing vessel safety statistics for 2017”

A public consultation on a proposal to introduce mandatory new Boat Safety Scheme requirements for carbon monoxide alarms on boats is open

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Your views are now sought on the new Boat Safety Scheme proposal regarding carbon monoxide alarms on boats and you have until 7th November to submit your thoughts and comments on the subject.

The suggested change sees a fundamental shift recognising that CO poisoning, a silent unseen killer, could affect boat owners and crews from sources of CO generated outside of the boat by others e.g. the use of engines and appliances on adjacent boats.

The Boat Safety Scheme stakeholder and management committees took account of evidence from the Marine Accident Investigation Branch (MAIB) findings published in May 2017 following the ‘Love For Lydia’ double-fatal tragedy, starkly describing the potential risk posed to other boat users by carbon monoxide-rich engine emissions.

Continue reading “A public consultation on a proposal to introduce mandatory new Boat Safety Scheme requirements for carbon monoxide alarms on boats is open”

Following the publication of the M/V Cheshire report, a recommendation is made that Ammonium Nitrate should not be treated as group C

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The decomposition progressed throughout the length of the vessel to such an extent that, after several days, the vessel’s Master took the decision to evacuate the crew.
The decomposition progressed throughout the length of the vessel to such an extent that, after several days, the vessel’s Master took the decision to evacuate the crew.

Following the investigation report of the 2012 built supramax bulk carrier M/V CHESHIRE which was issued by the Isle of Man Ship Registry, INTERCARGO urges IMO to reconsider how Ammonium Nitrate Based Fertilizer should be designated in the IMSBC Code. Currently, the Ammonium Nitrate Based Fertilizer is listed as a group C cargo, however, the accident showed that this cargo, or at least some of the ammonium nitrate based fertilizers shipped as this cargo, should treated differently under the IMSBC Code.

In August 2017, the 2012 built supramax bulk carrier M/V CHESHIRE, en route from Norway to Thailand, fully loaded with cargo declared by the shipper as being “Ammonium Nitrate Based Fertilizer (Non-hazardous)” and not liable to self-sustaining decomposition, suffered cargo decomposition that led to rising temperatures in the cargo holds and the generation of toxic gases.

The decomposition progressed throughout the length of the vessel to such an extent that Continue reading “Following the publication of the M/V Cheshire report, a recommendation is made that Ammonium Nitrate should not be treated as group C”

IACS updates guidance on bulk cargo loading and discharging

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The process of planning and controlling cargo operations is addressed with special reference to the derivation of the loading and unloading plans and the requirements for ship/shore communication.
The process of planning and controlling cargo operations is addressed with special reference to the derivation of the loading and unloading plans and the requirements for ship/shore communication.

The shipping industry remains highly concerned about the possible damage and loss of bulk carriers carrying heavy cargoes. In July 2018, IACS revised ‘Recommendation 46’ referring to Bulk carriers loading and discharging to reduce the likelihood of over-stressing the hull structure in order to raise further awareness on the potential associated risks.

As explained, the loads that affect the ship’s structure are generally discussed with special reference to the structural strength limitations imposed by the ship’s Classification Society.

For instance, over-loading may induce greater stresses in the double bottom, transverse bulkheads, hatch coamings, hatch corners, main frames and associated brackets of individual cargo holds. In addition, overloading of the cargo hold in association with insufficient Continue reading “IACS updates guidance on bulk cargo loading and discharging”

Rudder compartment hull leak causes major capsizing of towing vessel says NTSB investigation

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NTSB determines that the probable cause of the capsizing and sinking of the Gracie Claire was the towing vessel’s decreased stability and freeboard due to undetected flooding through a hull leak in the rudder compartment, which made the vessel susceptible to the adverse effects of boarding water from the wake of a passing vessel.
NTSB determines that the probable cause of the capsizing and sinking of the Gracie Claire was the towing vessel’s decreased stability and freeboard due to undetected flooding through a hull leak in the rudder compartment, which made the vessel susceptible to the adverse effects of boarding water from the wake of a passing vessel.

The US NTSB issued an investigation report on the capsizing of the towing vessel ‘Gracie Claire’, while moored on the Lower Mississippi River in Venice, Louisiana. The report revealed that several factors affecting the stability of the vessel led to its capsizing.

The incident
On 23 August 2017, at 0756, Gracie Claire was moored in Tiger Pass near mile marker 10 on the Lower Mississippi River. While taking on fuel and water, the towboat began to slowly list to starboard. After the wake of a passing crewboat washed onto the Gracie Claire’s stern, the list increased. In a short period of time, water entered an open door to the engine room and flooded the space.

The towboat sank partially, its bow being held above the water by the lines connected to the dock. All three crewmembers escaped to the dock without injury. Approximately 1,100 gallons of diesel fuel were discharged into the waterway. Damage to the Gracie Claire was estimated at $565,000.

Probable cause
NTSB determines that the probable cause of the capsizing and sinking of the Gracie Claire was the Continue reading “Rudder compartment hull leak causes major capsizing of towing vessel says NTSB investigation”

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