A large LNG carrier was docked in an LNG terminal in UK. The 345.30m LOA carrier was moored with a total number of 20 lines (high modulus polyethylene ropes) following the ‘3-2-3-2 fore and aft’ rule. The vessel had 22 lines on board (as per manufacturer’s requirements) to be used during mooring operations of 44mm diameter Steelite Superline Xtra high modulus polyethylene (HMPE) with a specified minimum breaking load (MBL) of 137t.
The International Transport Intermediaries Club (ITIC) informed of a claim, highlighting the need for shipping agents to respond promptly to shippers’ requests or encounter financial risks. The case regarded a container of frozen beef carried on a liner service between Australia and China.
Cargo ships carrying liquid cargo is a special category type of ships in respect of firefighting because on board such ships there is a dangerous combination between cargo’s specific features and equipment to support all aspects of vessel’s requirements.
The following real-life incident can be used as case study to help crew members understand how to properly handle similar occasions and take the appropriate knowledge from an incident of fire on board cargo vessel.
The Republic of the Marshall Islands Maritime Administrator informed that it was recently notified of a fire which took place in a seafarer’s cabin, because of a faulty mobile phone charger. The charger was left plugged in while unattended and an electrical short circuit ignited paper on a desk.
The CHIRP Charitable Trust published Maritime Feedback 55. This is the second bulletin of 2019, and it focuses on reports regarding, machinery and technical issues. engine room heat protection, main engine failures, communications and violation of rest hours.
Rightship reported that it has recently seen an alarming increase in the number of High Potential Near Miss reports regarding poor preparation of helicopter landing areas. The majority of the cases have involved loose items of equipment, in particular slack fire hoses. Specifically, loose items of equipment and slack fire hoses will move in an unpredictable manner when exposed to helicopter down-wash.
CHIRP published its Maritime Feedback 54, which is its first bulletin of 2019. The bulletin includes reports on lifting operations, proactive port authority, AIS and ECDIS offsets, heat and fatigue, and safety briefings. Regarding lifting operations a report describes an operation in which several areas presented a high potential for an accident to occur.
A bulk carrier was anchored prior delivery to a shipowner. Before delivery, the shipowner requested bunker supply to the ship, so a bunker barge got alongside on port side of vessel and started bunker supply at late afternoon hours.
A General cargo ship “M” was involved in cargo operations in an Indonesian port. Charterers had arranged the vessel to receive bunkers by a local bunker barge. The barge moored alongside of the vessel for supplying the agreed amount of 155M/T of fuel oil (180cst) into No.1 & 2 F.O. tanks respectively.
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