Tag: loss prevention

Loss prevention Bulletin by the UK P&I Club One example case involved a container laden with scrap copper which was found missing at consignees' premises. The container was loaded at Hong Kong for a short voyage to mainland China.A discrepancy in the weight figures recorded by Shippers, Terminal and Consignees was noted however, the container was stowed high at the terminal and in the cargo hold on the vessel. The container's affixed bolt seal was found intact. The handle rivet however, was found to have excessive amounts of rust when compared to the other three rivets. By removing this single rivet the thieves were able to open the door bypassing the bolt seal.One example case involved a container laden with scrap copper which was found missing at consignees' premises. The container was loaded at Hong Kong for a short voyage to mainland China. A discrepancy in the weight figures recorded by Shippers, Terminal and Consignees was noted however, the container was stowed high at the terminal and in the cargo hold on the vessel. The container's affixed bolt seal was found intact. The handle rivet however, was found to have excessive amounts of rust when compared to the other three ...

Loss prevention Bulletin by the UK P&I Club The UK P&I Club would like to remind Members that railings and walkway grates are an integral safety feature of the ship to crew, visitors, passengers and longshoremen when moving around the vessel. If visual inspection of these features reveals corrosion or wear, effective maintenance should take place at the first opportunity. It should also be noted that the wear to the protective paint coatings should be rectified quickly as these will precipitate the metal corrosion process if left untreated.In a recent case brought against an entered vessel a longshoreman leant against a railing whilst unlashing a container and fell sustaining a serious back injury. Upon investigation, it was found that the railing gave way due to it being seriously degraded from rust and decay and therefore was not structurally strong enough for a worker to lean against while performing lashing duties.A separate incident involving another longshoreman resulted in a claim against the Club when a longshoreman fell through a missing lashing bridge walkway grating. Investigations revealed the grate had become dislodged because it was missing its bottom most rung that would ordinarily had secured it to the pad eyes located on ...

Loss prevention Bulletin by the UK P&I Club The UK P&I Club issues Loss Preventio Bulletin regarding wires and ropeson board ships. Causes of damage to wires and ropes on board can be categorised into five types: abrasion, corrosion, crushing, cutting-in and stretch. The general condition of a wire should be monitored whenever it is in use and specific inspections should concentrate on signs of deterioration and damageUses on boardThe most common uses of wires and ropes on board modern vessels include:● Accommodation ladders and gangways● Cranes and hoists● Elevators● Lifeboat / rescue boat / life raft davits● Moorings● Lifting strops and slings.Causes of damage to wire ropesThere are many causes of damage to wires and ropes on board, these can be categorized into 5 types:AbrasionGenerally due to pulleys, sheaves, rollers and/or fairleads being seized or otherwise damaged. This is a common form of damage to mooring wires - repeated dragging by the stevedores over concrete knuckles and along the quay is probably the most common cause.Insufficient internal lubrication results in internal wear, otherwise known as fretting corrosion. Individual wires and strands rub together resulting in rust-like damage showing between the exterior strands. Crane wires arefrequently found to have the ...

Loss prevention Bulletin Two recent incidents have given cause for concern regarding the concentration of moisture in stockpiles of Zinc-rich by-products exported from Bar, Montenegro.In one recent case, the Club is having to deal with the consequences of a Zinc-rich cargo loaded with a moisture content above the Transportable Moisture Limit (TML), the result of which will require the ship to carry out a full discharge at an intermediate port in order to dry the cargo to an acceptable level.The condition of the cargo in one of the holds can be seen in the accompanying photograph.The Club recommends that Members who are proposing to load cargoes of Zinc, Zinc Ore, Zinc Oxides, Zinc concentrate or Pyrites from Montenegro should exercise caution and should contact the Club for advice.Source: The UK P&I Club

Air causes the fuel to "foam" - unreliable measurement It has come to the UK P&I Club's attention that some bunker deliveries at Singapore have contained excessive amounts of air. As a result the quantity of fuel delivered and received was significantly overstated. This effect is termed "Cappuccino" as the entrained air causes the fuel to "foam" which makes traditional manual measurement at the time of delivery unreliable. After a few days the foam tends to collapse and tank measurements then show a significant "loss" of fuel. The following guidelines have been compiled to assist ship's crew with identification of this potential problem and hopefully help with dispute resolution.The following precautions should be taken when the bunker barge arrives alongside the receiving ship;1.Under the Singapore bunkering procedure safe access to and from the delivery barge is to be provided by the ship. This may comprise an accommodation ladder or pilot ladder or a combination of both. Safe access is important as a competent member of the ship's crew, preferably the Chief Engineer should attend on the barge to carry out measurement of all the barge tanks before the delivery starts. This should be done even if an independent Bunker Surveyor ...

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.