Tag: loss prevention

No Room for Error

How to pack and unpack containers

Guidance covering the properties, stowage and care of natural fibre rope pilot ladders

North P&I Club launches poster campaign to help cut liquefaction losses

Loss Prevention Bulletin, Asian Gypsy Moth

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 ...