P&I Clubs

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”

ITIC warns expert witnesses to be on their guard and beware

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ITIC says, “In addition to potential liabilities, even an ‘innocent’ expert can face substantial legal costs dealing with a claim. At best, only a proportion of these costs will ever be recovered.”
ITIC says, “In addition to potential liabilities, even an ‘innocent’ expert can face substantial legal costs dealing with a claim. At best, only a proportion of these costs will ever be recovered.”

International Transport Intermediaries Club (ITIC) has warned that the role of expert witness should not be undertaken lightly and that all professionals acting in this capacity should be aware that they could face legal action for negligence.

In the latest issue of its online newsletter, The Wire, ITIC cites a case involving an explosion on board a yacht at a marina which resulted in an insurance claim being made against the owner. An expert appointed by the insurers to investigate the cause of the loss concluded that the explosion and fire were the result of a deliberate act by the owner.

The insurers rejected the claim for a number of reasons, and the owner challenged the Continue reading “ITIC warns expert witnesses to be on their guard and beware”

Lack of communication led to serious main engine problems is key finding

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Ship Engine - Photo credit: Swedish P&I Club
Photo credit: Swedish P&I Club

The Swedish P&I Club has published a case study following serious damage caused to a ship’s main engine. As a consequence of poor communication water contaminated the lubrication oil causing severe damage to the engine.

Engineers on a bulk carrier were conducting scheduled maintenance on one of the ballast pumps. They had closed all the isolating valves to the ballast pump and put up notices about the job in the engine room and engine control room, but not on the bridge. They didn’t finish the job on the first day, so continued the next day.

The next day the Master asked an officer to print out the alarm list for the ballast water management system, prior to arriving at the next port as a port state inspection would take place. To get the list the officer had to start the ballast water management system, which he did.

The bilge high level alarm was activated in the engine room. An oiler checked the bilges and could see Continue reading “Lack of communication led to serious main engine problems is key finding”

International Group of P&I Clubs Annual Review 2017/18 published

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The thirteen P&I Clubs which comprise the International Group between them provide marine liability cover for approximately 90% of the world’s ocean-going tonnage. In their recently released Annual Review 2017/18, Hugo Wynn-Williams, Chairman made the following statements in his introduction:

Tonnage up — reinsurance cost down

Another increase in Group-entered tonnage, and a fourth year of savings in the cost of the Group reinsurance purchase, albeit more modest than in recent years, were among the notable and welcome features of 2017/18 for
the Group clubs and their shipowner members.

World fleet growth continues to slow

World fleet growth continued to slow during 2017/18, from just under 4% to just under 3% as at July 2018, a far cry from the 8-9% growth rates experienced in 2010-12. Total Group-entered tonnage as at February 2018 had
increased to just over 1.209 billion GT, up from 1.16 billion GT a year earlier.

Freight markets continue to challenge

The freight markets have experienced a modest upward trend in Continue reading “International Group of P&I Clubs Annual Review 2017/18 published”

London P&I Club publish guidance on Gas monitoring and ventilation on coal cargoes

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Coal cargo ship - Photo credit: London P&I Club
Photo credit: London P&I Club

The London P&I Club together with Paul Willis Senior Associate at Hawkins have published a loss prevention guide regarding the risks of carrying coal cargoes. The report gives special consideration to the issues surrounding gas monitoring and ventilation.

The guide mentions that the management of coal cargoes and the proper use of gas detection equipment are vital to prevent coal fire claims. It also details the basic requirements regarding the installation, use and maintenance of gas detection devices and the different types of sensors involved in their operation.

According to the report, the gas detection and monitoring equipment on board ships can vary from large units such as the Riken Keiki RX–515 to smaller more portable types such as the BW Gas Alert Max XT II. Continue reading “London P&I Club publish guidance on Gas monitoring and ventilation on coal cargoes”

How to conduct a safe bunkering operation

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A number of safe bunkering measures are required for each bunkering operation. These can be divided into four stages and checks
A number of safe bunkering measures are required for each bunkering operation. These can be divided into four stages and checks

The UK P&I Club has published helpful guidance to ensure safe bunkering operations. The Club said that bunkering operations are routine and critical, high risk operations which require to be carefully planned and performed.

Causes of bunker spills

Although the most of the bunker transfers are carried out without incident, very occasionally, things can and do go wrong. The UK Club notes that only a minority of cases do bunker spills occur because of failure of the hoses or pipelines, while the majority of spills result from a tank overflowing.

But these are not the only causes. Common causes of bunker spills can be summarised as follows:

– Improper set up of pipeline system valves: Potentially causing either overpressure, or flow of bunkers to an unintended location;
– Insufficient monitoring of tank levels during bunkering: All tanks, not only those Continue reading “How to conduct a safe bunkering operation”

Serious eye injury during maintenance of fresh water steriliser caused due to lack of PPE

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It was reported that the injured engineer was not wearing any face or eye protection when carrying out the work, despite the ready availability of this equipment in the engine room.
It was reported that the injured engineer was not wearing any face or eye protection when carrying out the work, despite the ready availability of this equipment in the engine room.

In the UK P&I Club‘s latest ‘Lessons Learned’ feature, Capt David Nichol references a case about a serious eye injury caused to an engineer who was engaged in carrying out routine maintenance of a fresh water steriliser. The investigation and outcome identified that the injured man had not been part of a proper risk assessment and consequently had not been wearing any face protection.

The incident occurred while two of the vessel’s engineers were performing maintenance on the U.V. steriliser of the fresh water generator in port. The work involved replacing a U.V. lamp and its associated tubular quartz glass sleeve within the cylindrical steriliser casing.

After the old lamp and sleeve were removed and the new sleeve installed, the engineers decided to hydrostatically test the steriliser unit to verify that the sleeve was correctly fitted and not Continue reading “Serious eye injury during maintenance of fresh water steriliser caused due to lack of PPE”

Problems associated with hidden engine room hot spots

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It is recommended to enhance prevention and protection against such fires and that a proactive inspection and evaluation programme is incorporated as part of the ongoing planned maintenance schedule to ensure all piping systems and equipment is maintained corrected and that design is appropriate.
It is recommended to enhance prevention and protection against such fires and that a proactive inspection and evaluation programme is incorporated as part of the ongoing planned maintenance schedule to ensure all piping systems and equipment is maintained corrected and that design is appropriate.

Article written by Joe Maguire, Technical Manager at Skuld P&I Club. The Club would like to draw attention to the continued dangers of fires which originate in the machinery space. Specifically, where the cause of the fire is as a result of a flammable liquid spraying onto a hot surface.

Typical root causes for such incidents have been identified as:

– Missing pipe brackets/supports on oil systems leading to increased vibrations and subsequent cracks or even breakage of the oil piping system.
– Missing cup over the fuel injector valve.
– Original insulation or screening of hot surfaces was not maintained correctly.
– Original insulation or screening of hot surfaces was not sufficient for preventing oil spray onto hot surfaces.
– Insulation soaked with oil caught fire when sufficiently heated up.
– Oil leakages from engine components like exhaust valve indicators spraying onto the exhaust manifold.

It is recommended to enhance prevention and protection against such fires and that a proactive Continue reading “Problems associated with hidden engine room hot spots”

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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A nickel Ore cargo ship - 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”

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”

Weather-restricted sea transports for heavy lift ships

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SKULD LogoThe growing tendency of increase in weight and size of project cargoes calls for advanced methods to facilitate the cargo transport overseas in a safe and efficient way. Normally, large and heavy project cargo stowed on a heavy lift ships is secured and lashed according to regulations laid down in Annex 13 of IMO’s CSS Code. Standard procedure is to calculate the forces acting on each cargo item by multiplying the mass of the cargo item with design accelerations tabulated in Annex 13. Those design accelerations represent maximum values that the cargo would go through during a winter crossing of the North Atlantic, where most severe sea conditions of all oceans are assumed. Consequently, the cargo and its lashing gear are loaded by the highest and steepest occurring waves of the most severe sea area and the worst season of the year.

Continue reading “Weather-restricted sea transports for heavy lift ships”

Frequency of total hull losses at its lowest since 1996 reports Cefor

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Cefor Hull Trends 2018The number and impact of major and total hull losses has remained low since 2016, a trend that has continued into the first half of 2018, according to figures by the Nordic Association of Marine Insurers (Cefor).

The overall claims frequency continues its positive trend and stabilizes at a relatively low level, and total loss frequency reached a minimum again in the first half of 2018, and continues thus the last year’s trend with some oscillation at low levels.

Insured values dropped on average 2.5% on 2018 renewals. The improvement compared to the previous years is especially due to some recovery in the supply/offshore segment in 2018, following a recovery in the bulk market in 2017. However, it should be noted that Continue reading “Frequency of total hull losses at its lowest since 1996 reports Cefor”

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