Health & Safety

In May 2016 the IMO’s Maritime Safety Committee adopted the amendments to the IMDG Code contained in Resolution MSC.406(96) Amendments to the International Maritime Dangerous Goods (IMDG) Code. Contracting governments may apply the new requirements, in part or in whole, on a voluntary basis from 1st January 2017. However, be aware that mandatory compliance will be required from 1st January 2018.

Due to the large number of changes to the Code, IMO Resolution MSC.406(96) contains the revised full text of volumes 1 and 2 of the Code. Of the many changes, several are of particular interest:
Continue reading “Voluntary compliance of amended IMDG Code ahead of implementation on January 2018”

Engine room fires are one of the most common fires on ships owing to the presence of a wide range of sources of fuel, sources of ignition and running machinery. An extended period of time onboard a ship without a fire incident can lead to complacency and a failure to prioritise fire prevention measures and simulated fire incident practices.

The risk of a engine room fires can be substantially reduced by:
Maintaining a clean and tidy engine room.
Ensuring that machinery and emergency control equipment are installed and operating in accordance with SOLAS
Regulations and IMO Guidelines and they are routinely serviced and maintained in good working order, and subject to routine testing.
Continue reading “Most ship fires are engine room fires says UK P&I Club”

The National Transportation Safety Board has issued a marine accident brief regarding a fire incident that happened aboard Freighter Alpena on 11 December 11 2015.

At about 17.40 local time, a fire broke out in the electrical control room for the aft winches aboard the freighter Alpena while the vessel was dry docked undergoing work. Shipyard workers evacuated the vessel and notified the local fire department, who extinguished the fire. No one was injured, but the Alpena sustained nearly $4 million in damage.

Continue reading “NTSB issues marine accident brief regarding a fire incident”

ClassNK has investigated behaviour of waves acting on windows located considerably above the freeboard deck of ships where the navigation bridges are located forward of the midship, such as onboard Ro-Ro cargo ships. Based on the investigation results, ClassNK has issued amendment of rules for ship windows.

It has been found out that there is possibility waves can hit the windows located considerably above the freeboard deck due to waves rolling over the foredeck and running up along the front walls, even though the wave height may not be so high that the wave directly reaches the windows. In fact, cases have been confirmed in which navigation bridge windows seem to have been damaged by the aforementioned phenomenon.

Continue reading “ClassNK issues amendment of rules for ship windows”

The single most predominant factor associated with the failure of cargo lashings is the incorrect application of bulldog grips. Tony Watson, Risk Assessor at UK P&I Club has issued some advice on the correct application of bulldog grips in order to minimise damage to cargo.

Bulldog grips are commonly used for the securing of project cargo, both under and below deck. They are also used on ships on mast stays and crane wires, although swaged connections are now more common. Failed lashings can result in significant damage to cargoes and can also pose significant risk to the wellbeing of crew members and the safety of the ship.

Continue reading “Fitting bulldog grips incorrectly may cause cargo damage”