The European Union has released new operational guidelines for ships in need of assistance at the Seas, Rivers, Islands and Coastal Areas (SEARICA) Intergroup meeting in European Parliament.
The guidelines were developed by a committee comprising of Member States’ competent authorities with additional support from industry stakeholders.
It aims to promote better integration and coordination among the maritime authorities involved in response to an incident concerning a ship in need of assistance.
Swedish P&I Club makes new proposals following an accident caused by leaking hatch covers
The Swedish P&I Club has issued its Monthly Safety Scenario for February 2016 that relates to an accident caused by leaking hatch covers. As a result it recommends preventive measures.
About the accident
The vessel comprised loaded up wire coils. When loading was complete the crew taped across the transverse beams of all the cargo holds with Ram-Nek. During the vessel’s transit it sailed through heavy weather that lasted for about two days. During this time the vessel was pitching and rolling and the cargo hatches were covered in water.
The West of England P&I Club has issued loss prevention bulletin to advise how to measure methane gas levels in cargo holds when uploading coal cargoes.
Some coal cargoes can produce methane (CH4). Since methane is a flammable gas, the International Maritime Solid Bulk Cargoes (IMSBC) Code requires vessels loaded with coal to monitor the concentration of methane inside the cargo holds via external sampling points. Portable gas detectors are carried for this purpose. However, in the Club’s recent experience it would appear that some crew members may not be aware that the readings for methane may be incorrect if the amount of oxygen inside the hold is low.
North P&I Club has released a new loss prevention guide on bulk cargoes
The 175 million GT, ‘A’ rated North P&I Club has published a major new guide for the international shipping industry on how to reduce losses when carrying bulk cargoes by sea. The 280-page Bulk Cargoes: A Guide to Good Practice adds to North’s comprehensive portfolio of guidance provided about different cargo types and is the first to be made available in both print and e-book formats.
Bulk Cargoes explains the basic rules to be remembered on every occasion during loading, carriage and unloading of bulk cargoes. It describes where various regulations, recommendations and general guidance can be found, and discusses procedures, preparations and good seamanship practice for appropriate and safe carriage of cargoes in bulk. It also describes the problems and recommended procedures associated with particular types of bulk cargo and sets out the points to be remembered during passage planning and the voyage itself.
The Australian Maritime Safety Authority (AMSA) has issued a Marine Notice on emergency towage capability in an attempt to remind masters, owners and agents of ships of their responsibilities for reporting and resolving maritime incidents. AMSA may well seek to reclaim costs incurred in the event of an intervention by them in a maritime incident from the vessel’s owners.
The MERCOM is an AMSA officer responsible for coordinating and managing serious maritime incidents who is vested with powers under the Protection of the Sea (Powers of Intervention) Act 1981 (the Powers of Intervention Act).
An EU funded project that has been funded for three years called CASCADe is coming to a close this month. The project has developed new methodologies in which information is shared and displayed on a ship’s bridge, helping to improve efficiency on board and contribute towards the prevention of accidents at sea.
Drawing directly from the experience of seafarers, the CASCADe project has developed a new adaptive bridge design methodology that treats both human agents and electronic equipment as parts of a cooperative system. This allows for the sharing of information to be optimised.
Out of water survival craft FAQ’s have been released by USCG ahead of a new policy in February 2016
The US Coast Guard has published a series of Frequently Asked Questions (FAQ) about out of water survival craft to answer questions raised ahead of its new policy that takes effect from 26 February 2016.
Question: What laws require me to change my current survival craft?
Answer: Section 609 of the 2010 Coast Guard Authorization Act (Public Law No. 111-281 – OCT. 15, 2010), when it added section 3104 to Part B of 46 U.S. Code. This new section prohibited the approval of survival craft unless the craft “ensures that no part of an individual is immersed in water.”
The safety of diesel fuelled heating systems in boats is challenged as never before
The history
For over 40 years diesel fuelled heating has enjoyed a faultless safety record within the marine industry. This has been achieved despite being largely ignored by most regulating bodies.
So why are we writing this? Heaters are safe right? Well, yes, if installed and maintained correctly, diesel fuelled heating is still one of the safest forms of heating you can use.
Unfortunately, in recent years a worrying trend has started to develop, fuelled by a glut of cheap second hand vehicle diesel heaters and dubious internet knowledge.
The context of this article is in relation to improving the safety of operators and crew of existing inboard petrol powered vessels including auxiliary petrol motors from the possibility of explosion resulting in death or injury.
As one of our clients stated: “This vessel has only exploded once in all my 40 years of fishing. The explosion throwing me backwards onto the net board, so my vessel is perfectly safe!”
This particular case was the result of the fuel tank breather line falling off the fuel tank connection with the resulting fumes allowing free passage through the open boat structure as no bulkheads were included in the construction of the vessel finally allowed to gathering in the bilge under the motor. This nearly resulted in a personal space shuttle, he was lucky.
UK MAIB has published its findings into the hatch cover incident involving the Norjan
UK Marine Accident Investigation Bureau (MAIB) has issued a report on the investigation of a Chief Officer’s fall from a hatch cover on board the general cargo ship Norjan at Southampton, UK on June 18th, 2014.
At 1445 on 18 June 2014, the chief officer of the general cargo ship Norjan was injured when he fell 2.4m from the ship’s cargo hatch cover to the main deck. Norjan was berthed in Southampton and was loading a cargo of privately owned motor yachts. The cargo operation was organised by the specialised transportation company Peters and May Ltd, and was overseen by one of its loadmasters. The chief officer was acting as the ship’s cargo officer and was supervising the operation in consultation with the loadmaster.
There are some mandatory amendments to IMDG Code that are implemented and effective from January 2016
The West of England P&I Club has issued an article to remind of the amendments to the IMDG Code which will become mandatory on 1 January 2016.
In May 2014, IMO’s Maritime Safety Committee adopted the amendments to the IMDG Code contained in Resolution MSC.372(93) Amendments to the International Maritime Dangerous Goods (IMDG) Code. Contracting governments have been able to apply the new requirements, in part or in whole, on a voluntary basis since 1 January 2015. Compliance with these amendments will become mandatory on 1 January 2016. However, some existing provisions concerning labelling and warning marks may continue to be applied until 31 December 2016.
Japan P&I Club has issued a Bulletin about crane operations and reasons for failures
The Japan P&I Club has issued a Loss Prevention Bulletin on cranes to provide guidance regarding their inspections, maintenance and operation in order to prevent incidents involving damage to a crane.
Cargo handling cranes, commonly pedestal mounted jib cranes, are fitted on board most handy-size bulk carriers, most general cargo ships and some other smaller or larger bulk carriers. These cranes appear to be fairly robust units which will continue to work when only a minimum of maintenance is carried out, but, in fact, they are highly complex pieces of machinery which incorporate numerous components manufactured to very fine tolerances, all of which must function correctly throughout a working period for the crane, as a unit, to be operated as the manufacturers intended. The cranes should be properly maintained, and should be inspected at specified intervals to ensure that they operate correctly and safely. Additionally, all other equipment used in association with a crane should, likewise, be properly maintained and should be inspected as appropriate. If the equipment is not in the appropriate good condition, failures are likely to occur during cargo operations.
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