Tag: loss prevention

UK P&I Club The seasonal issue of Asian Gypsy Moth is already upon us and Members should be aware of the possible delays that may occur in North American ports if necessary precautions are not made prior to a vessels departure from East Asia.Both the Canadian and the United States governments take strict precautions to restrict the migration of the Asian Gypsy Moth (AGM), which is extremely harmful to North American hardwood trees. The following LP Bulletin serves to update members of reporting requirements and procedures. CanadaThe Canadian Food Inspection Agency (CFID) are the responsible authority for maintaining vigilance against the spread of AGM in Canada. CFID release detailed updates to standing regulations annually to keep in step of the movements of this seasonal issue. The latest updates concerning the 2012 season were released 18 March 2011. A Summary of the most important points follows.All marine vessels entering Canada are subject to inspection at any time of the year to verify freedom from AGM. However, a more focused approach is adopted regarding vessels that trade out of East Asia.The Master of a marine vessel that has visited port(s) in regulated areas during specified periods listed in Appendix 2 in the ...

London P&I Club's loss prevention publication The latest edition of The London P&I Club's loss prevention publication StopLoss is available now in both English and Mandarin.Both versions can be downloaded by clickinghere.Also, spoken versions of StopLoss, again in both English and Mandarin, will very shortly be available as podcasts on Shippingpodcasts.StopLoss 58 includes: Page 1 -Preventing liquefactionLiquefaction issues continue to trouble the industry with a loss of a further ship carrying nickel ore. Page 2 -Emergency towing proceduresReflecting the importance of emergency preparedness, we discuss the recent implementation of the SOLAS requirement that all ships over 500GT have onboard emergency towing procedures. We also discuss the importance of controlling and monitoring bunker temperatures in order to avoid heat damage to cargo. Page 3 - ShipInspectionProgrammeRecent Ship Inspections have identified as an issue on some ships the perishing of manhole gaskets which crew should be careful to ensure they inspect. In addition, regular tests of the bilge system should be undertaken and recorded in the ship's deck logs. Page 4 -Cross-contaminationWith the assistance of Minton Treharn & Davies, welook at how liquid cargos can become contaminated by vapour transfer and how best to mitigate against this risk.Source: The London P&I Club

The Gard P&I Club- Loss Prevention No2-12 Shipowners are increasingly lax when it comes to upholding 2003 amendments to the Safety of Life at Sea Convention that are designed to prevent engineroom fires, according to a loss prevention circular from Gard.The circular says that the risk of fire is highest when maintenance work is taking place or immediately afterwards, but shipowners can underestimate the risks that certain repairs present because they are perceived to be simple. Because of this, owners sometimes fail to implement safety precautions."Typical examples are missing hot-work permits and the absence of a fire watch," the Norwegian P&I club claims. "Following a period of maintenance, the time available to prepare the vessel and get back in operation can be limited and the refitting of removed insulation mats or spray shields is often left for the crew to complete during the voyage."The rules require ships to be equipped with jacketed pipes in high-pressure fuel oil delivery lines, for high-temperature surfaces at risk of flammable oil impingement after a failure of an oil line to be insulated, and for spray shields to be provided for flammable oil lines immediately above or near potential ignition sources. However, the impact of ...

The Gard P&I Club- Loss Prevention No2-12 Every year fires on board ships lead to loss of lives and severe damage to the ships themselves. The majority of fires on board ships originate in the engine room and failure in a flammable oil system followed by impingement of oil onto a high temperature surface is the leading cause of engine room fires. In addition, many engine room fires have an electrical source, such as electrical short-circuits and thermal overheating in the switchboards.Identification and protection of high temperature surfaces in the engine room is considered to be a very effective measure to prevent engine room fires and is also fairly easy to implement on board. The purpose of this circular is therefore to increase awareness of the potential dangers associated with exposed high temperature surfaces in engine rooms.The existing regulatory requirements have been highlighted to focus attention on companies' responsibility to ensure that the engine room systems are maintained in a safe condition and in compliance with relevant regulatory requirements at all times during operations. Rules and regulations The IMO Safety of Life at Sea (SOLAS) Convention provides the key regulatory framework for fire safety on board ships and Ch.II-2/Reg.4 covers ...

Mooring incidents result in substantial claims for damage to ship and shore equipment Ropes and wires cause the great majority of personal injuries. Most of these injuries occur during mooring operations. Mooring incidents also result in substantial claims for damage to ship and shore equipment."The Missing Link" shows how to make mooring safer and how to prevent damage, step by step.

Fatal accidents have occurred as a result of lifeboat on-load release mechanisms Ireland adopts SOLAS amendments to replace non-compliant lifeboat on-load release mechanisms and has issued a Marine Notice no 54 of 2011.This is a useful reminder of the numerous fatal accidents that have occurred as a result of lifeboat on-load release mechanisms and that the Maritime Safety Committee (MSC) of the International Maritime Organization (IMO), at its eighty-ninth session held May 2011, adopted, by resolution MSC.317(89), the new SOLAS regulation III/1.5 and, by resolution MSC.320(89), related amendments to chapter IV of the International Life-Saving Appliance (LSA) Code, both of which are expected to enter into force on 1st January 2013The SOLAS amendment requires lifeboat on-load release mechanisms, not complying with the new LSA Code requirements, to be replaced no later than the first scheduled dry-docking of the ship after 1st July 2014 but, in any case, not later than 1st July 2019.The amendment is intended to establish new, stricter, safety standards for lifeboat release and retrieval systems, aimed at preventing accidents during lifeboat launching, and will require the assessment and possible replacement of a large number of lifeboat release hooks.The MSC also approved associated "Guidelines for Evaluation and Replacement ...

Published by the West of England P&I Club The West of England P&I Club has published a Loss PreventionBulletin regarding Asian Gypsy Moth as follows:This bulletin covers the risks associated with Asian Gypsy Moth (AGM) infestation of vessels. It details: Regions where AGM is prevalent Locations aboard a vessel where AGM eggs may be laid AGM inspection and reporting requirements Instructions for sampling and dealing with AGM infestation Country specific AGM requirementsThe Asian Gypsy Moth is a highly destructive forest pest that feeds on both deciduous and coniferous trees. The ability of the female moth to travel up to 21 nautical miles, coupled with the voracious appetite of AGM larvae, can cause widespread defoliation leaving trees weakened and susceptible to disease and other pests.For more details, click hereSource: The West of England P&I Club

Best practices on Loss Prevention Nick Milner, Director of Claims at UK P&I Club/ UK Defence Club, is giving a presentation regarding Container Claims; Best practices on Loss Prevention, during the 2nd Annual Safety4Sea Forum, Session 3The 2nd Safety4Sea Forum, a PRO BONO event, successfully completed on 5th of October 2011 in Athens, covering a wide range in QHSE issues.The event has been attended by over 340 delegates at the venue representing more than 170 companies, plus more than 100 persons watching live streaming. The event organized by IBS Marine Consulting Group and sponsored by Aspida Maritime Security, Dorian Hellas, Transmar Shipping and Lloyd's Register and supported by BIMCO, Intermanager, SaveOurSeafarers campaign, Steamship Mutual, Green Award, Cardiff University, ELNAVI, NAFTIKA XRONIKA, Tanker Operator, Shipmanagement International and Marintech NewsFor more information about the Forum visithttp://www.safety4sea.com/forum/2For more information about Safety4Sea visit the official site http://www.safety4sea.com

In Singapore on 16-21 October 2011 The 'A' rated 150 million GT North P&I club is launching an Asia-Pacific version of its highly popular one-week residential course in P&I insurance and loss prevention next month. The first course will take place at the Shangri La's Rasa Sentosa Resort in Singapore on 16-21 October 2011.According to the club's head of loss prevention Tony Baker, 'We have been running a one-week residential course in P&I insurance and loss prevention in the UK for nearly 20 years now. It has been attended by hundreds of delegates from all over the world, many of whom have since moved on to senior positions in the shipping industry.'In that time North has grown to one of the largest P&I clubs in the world and nearly a quarter of our tonnage now comes from the Asia-Pacific region. We have therefore decided to hold an Asia-Pacific version of the course based in Singapore. It is primarily tailored to the needs of our members' seagoing and shore-based staff in the region but is also open to other representatives of the Asia-Pacific maritime community.'The aim of the course is to provide a comprehensive introduction to P&I liabilities in respect of ...

Structural damage incidents as a result of overpressure in iquid cargo tanks have been increased Gard P&I Club issued Loss Prevention Circular No.08-11 regarding clearing of shore pipelines following cargo operations at terminals.Over the years, Gard has seen some extensive structural damage incidents as a result of overpressure in the liquid cargo tanks during loading operations. Such damages result in time consuming and costly repairs and unfortunately, for reasons unknown, the frequency of such incidents has increased, despite ship procedures addressing the risks involved.In Gards experience such incidents often occur during the loading operation phase when shore pipelines are being cleared, either by line blowing or by pigging1. In one such incident, failure to maintain close communication with the terminal and a lack of ship personnels attention to and awareness of the hazards related to an unattended open manifold valve during shore pipeline clearing operations seem to be the main causes.After the completion of loading of one tank and initial clearing of the line, the terminal requested the re-opening of the manifold valve for further blowing of the cargo line. The line was then left open and the ship reportedly did not receive any further information from the terminal. Some ...