| During lowering of a lifeboat, the davits initially failed to lower due to an indentation in the face of the gripe cam on the forward arm. |
Read the full report at,
http://www.marinesafetyforum.org/images/msf-safety-alert-18.02.pdf
Τρίτη 23 Ιανουαρίου 2018
Unsafe Condition – Anomaly During Lifeboat Lowering
Read the full report at,
http://www.marinesafetyforum.org/images/msf-safety-alert-18.02.pdf
Πέμπτη 18 Ιανουαρίου 2018
Requirements of MARPOL ANNEX V as amended by MEPC.277(70)
At the seventy session of the Marine Environment Protection
Committee (MEPC 70) held on October 2016, amendments to MARPOL V was adopted
and amended MARPOL V adopted by MEPC.277(70) will enter into force on 1 March
2018. Please also refer to ClassNK Technical Information No.TEC-1103 issued on
10 March 2017.
And, also, implementation guideline of MARPOL V was amended
by MEPC.295(71).
By the amendment, handling procedure, management method, and
record keeping method regarding garbage from ships were changed. Therefore,
vessels are required to implement the followings by 1 March 2018:
1. Solid bulk cargoes other than grain shall be classified
in accordance with appendix I of MEPC.277(70), and declared by the shipper as
to whether or not they are harmful to the marine environment.
2. Amended form (including amendment of garbage category for
the purpose of recording) of Garbage Record Book has to be kept onboard and
entries shall be made in the amended form. Please refer to appendix II of
MEPC.277(70).
3. Garbage is to be handled taking into account amended
garbage category.
Similar to before, no statutory certificate or mandatory
inspection is regulated under the MARPOL V.
So far, Class NK has done many appraisal services related to
MARPOL V under voluntary basis as requested by ship owners (refer to Class NK
Technical Information No.TEC-1076). Now, we will continue this service
according to the revised MARPOL V.
In case you require statement of fact according to the
amended MARPOL V or examination of Garbage Management plan (including Garbage
Management plan examined in accordance with existing MARPOL V), please contact
the convenient Class NK survey site with the following necessary documents.
Required documents for the survey,
1) Application 1 set
2) Documents for the ship (Placards, Garbage Management plan
and Garbage Record book) 2 sets each
3) Documents for reference (Specification of (e.g. equipment
for the handling of garbage)) 1 set
Both examination of Garbage Management Plan and onboard
inspection are required to issue the appraisal certificate. (Only examination
of Garbage Management Plan can be done without onboard inspection, but in this
case appraisal certificate will not be issued)
Related IMO Circular may be downloaded at,
UK Club: Cargo delivery without original BOLs raises concerns
Delivery of cargo without presentation of an original bill of
lading, although non-recommended, is a reality of international trade, UK
P&I Club notes. Delays in the documentary chain, and onward sales of the
cargo while it is in transit, often means that original bills are not available
when the ship reaches the discharge port.
It is common in a lot of
trades, whether bulk or oil, to accept a Letter of Indemnity (LOI) for
non-production of bills of lading. Although it is commonly accepted in many
trades, the consequences of non-performance can be extremely serious. According
to the Club, there are four main risks associated with delivery of cargo
without presentation of original bills of lading:
·
Mis-delivery of cargo,
·
Insurance cover: liabilities arising as a consequence of
mis-delivery are not covered under all P&I Club rules unless the Directors
of the club in question otherwise agree,
·
It is not certain whether the LOI will in fact respond in the
event of a mis-delivery claim,
·
Concerns about the creditworthiness of the party providing
the LOI.
The Club notes the
following key issues:
1. P&I
cover is prejudiced if cargo is delivered against an LOI and claims arise where
the cargo is mis-delivered.
2. It
is absolutely essential that operators get the wording of the LOI right and
ensure that proper procedures are in place to demonstrate compliance with the
LOI
3. Operators
must also actively weigh up the counter party risk of accepting an LOI. An LOI
is only as secure as the party providing it.
As it is understood, it
is very important for owners to be very meticulous regarding their procedures
of delivering cargo. It is absolutely essential that Members get the
wording of the LOI right and ensure that proper procedures are in place to
demonstrate compliance with the LOI.
To see the full report
please click links below,
Or
Swedish Club launches guide on cargo fires
When a fire breaks out on board a vessel there is no fire
service ready to assist in extinguishing it – it is up to the crew themselves.
The Swedish P&I Club issued a new guide for quick reference to the causes
and prevention of cargo fires and explosion onboard.
The consequences
of a fire onboard can be catastrophic, and all those who have worked on board a
vessel are aware of the difficulties involved with managing a fire and the
crucial importance of fire prevention. The guide focuses on self-heating,
explaining the principles of self-heating, and investigating several types of
cargo fires and explosions including those in bulk cargoes, containers and
tankers.
This graph identifies
those vessel types which have suffered most cargo fires. The relatively low
tanker figures are a testament to the tight regulation and safety culture that
exists in this industry. The ro-ro figure is however surprisingly high, and can
be explained by the non-homogeneous nature of the cargo these vessels carry.
The operator has to rely on a number of shippers correctly declaring the nature
and risk of the cargo in the manifest, and is unable to easily check the
condition of the goods. Old batteries, unstable equipment, leaks – none of
these will necessarily be made obvious.
Causes
of self-heating
·
Availability of oxygen: For example, with many bulk coal
cargoes the holds need to be kept closed and sealed. This restricts the access
of air (oxygen) to the cargo which restricts the oxidation reactions, so that
temperatures do not rise to problematic levels.
·
Availability of water: For example, DRI needs to be kept
dry so that it cannot react with water. If water does enter holds containing
DRI it can start a self-heating reaction which can then worsen, leading to
oxidation reactions with air and then severe heating.
·
Reactivity of cargo: Some cargoes need to be ‘aged’ by
exposure to air/oxygen so that the most easily oxidised parts have reacted
before loading. This means that the rate of oxidation of the cargo is reduced
and so self-heating is less likely.
·
Ability of air/oxygen to diffuse into the cargo:
Self-heating due to oxidation can only progress to a problematic level if
enough oxygen can pass into the cargo to produce heat that cannot be
dissipated. For example, some cargoes, such as activated carbon, may need to be
carried in hermetically sealed bags to stop air/oxygen contacting the cargo.
·
Temperature of cargo : Reactions are faster
at higher temperatures, so the loading temperature of some cargoes needs to be
restricted so that oxidation rates are not too fast. For example, bulk coal
needs to be at a maximum temperature of 55°C when loading.
·
Size of the body of cargo : Heat
is dissipated less effectively from a larger body, for example, some cargoes
have package size restrictions or maximum container load restrictions.
Other
causes of cargo fires and explosions
1. Cargo
lights : Cargo lights in holds need to be properly isolated before
cargo is loaded. This is best done by removing fuses or other physical links in
the electrical circuits so that the lights cannot be switched on by mistake.
2. Smoking
and hot work : Smoking and hot work need to be properly controlled. Control
of smoking can be difficult where stevedores are working on board. Hot work
permits need to be properly considered, not just a ‘tick box’ exercise.
3. Cars
and other vehicles : Cars and other vehicles carried on board ships present some
risk of fire. Risks include cargo shifting in heavy weather and used vehicles
in poor condition giving rise to electrical faults.
4. Fumigants :
Fumigants can cause fire or explosion, particularly if there is an excessive
amount of fumigant in one place; or if the fumigant is in contact with liquid
water e.g. from sweating or condensation. In these situations the fumigant can
react too quickly, evolving excessive heat or explosive gas/vapour. Fumigants
must be correctly applied by qualified personnel.
Further details may be
found by reading the full report at the links,
Or
The Essential Guide to Cargo Damage
A cargo may
be considered as damaged when it is received by the buyer in a condition worse
than it was dispatched by the seller
Global trade involves the movement of cargo in ships from point to point across continents and the vast oceans. Seaborne trade accounts for almost 90% of the global trade, and with such a volume, it is inevitable that cargo damage may occur from time to time..
Global trade involves the movement of cargo in ships from point to point across continents and the vast oceans. Seaborne trade accounts for almost 90% of the global trade, and with such a volume, it is inevitable that cargo damage may occur from time to time..
There are
several people who are in the business of trading, but do not know or
understand the types of cargo damage, how it happens, why it happens, how it
can be prevented and what needs to be done when faced with a cargo damage
claim.
This guide
has been written for those who are interested in understanding and learning
about the types of cargo damages, the reason why it happens, the preventive
measures to be followed to avoid cargo damage and how it should be handled.
The guide may be downloaded at,
Δευτέρα 8 Ιανουαρίου 2018
RESOLUTION MSC.406(96) – AMENDMENTS TO THE INTERNATIONAL MARITIME DANGEROUS GOODS (IMDG) CODE
The complete text of the IMDG Code is replaced with the document which may be found in the link,
http://asp.mot.gov.il/media/com_form2content/documents/c3/a830/f27/MSC%20406(96).pdf
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