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Personal Injury claims due to poor maintenance of railings and gratings

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 ...

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Care of wires and ropes on board ships

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 ...

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Containerised Cargo damage due to odour

UK P&I Club The UK P&I Club has recently received reports from Members concerning claims for cargo contamination damage caused by odours. This type of contamination is usually caused by previous cargoes or from cargoes that have recently been fumigated.The Club would like to remind Member's that shipping food products, clothing, household goods, toys, coffee, cotton, animal feed or various other commodities that can absorb odours in a container, which was previously used to ship dangerous goods (DG Cargo) or hides, is very risky and could result in the cargo being rejected and claims being filed for the full value of the cargo.Shipping lines procedures for releasing empty containers often do not include a review of the previous commodity but it makes good commercial sense to add this review to the empty release process in order to avoid cargo becoming tainted.We suggest that owners / operators keep containers that have been steam cleaned and not used to ship dangerous goods (DG Cargo) or hides on standby for bookings of food products, clothing, household goods, toys cotton and animal feed.It is also a good idea to use boxes that were used for DG Cargo or fumigated for bookings of commodities that ...

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How to reduce bunker claims and associated costs

The resolution of fuel quantity and quality disputes will rely on evidence provided The UK P&I Club has issues Guidelines on how to reduce bunker claims and associated costs.Fuel quantity and quality disputes are notoriously difficult to resolve and a satisfactory outcome will rely heavily on evidence provided by a ship's crew. Detailed and correct documentation is vital. The following steps should befollowed to help prevent problems and provide essential evidence if a claim arises.For more information, click here.Source: The UK P&I Club

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UK P&I Club : Zinc-rich by-products – Bar, Montenegro

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

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Cappuccino Bunkers: Bunker deliveries at Singapore contain excessive amounts of air

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 ...

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Loss Prevention Bulletin regarding Asian Gypsy Moth

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 ...

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UK P&I Club intruduces booklets focusing on risks

Risk Focus: Slips, trips and falls Following the launch of its Bow Tie loss prevention initiative in January 2012, the UK P&I Club is now publishing a series of 'Risk Focus' booklets.These highlight specific areas of risk. This month (April) sees the publication of 'Risk Focus: Slips, trips and falls'.The Bow Tie loss prevention initiative involves surveyors visiting ships and, together with the managers and crew, producing Bow Tie charts specific to individual vessels that identify areas of risk and suggest how such risks might be mitigated.Extensive analysis of previous incidents over a period of 23 years has enabled the Club to identify 'threats', 'consequences' and 'controls', the foundations of developing reports on specific vessels.In total, the Club's risk prevention director Karl Lumbers estimates that it has identified seven primary risk hazards, 76 common threats, which if not contained could cause an incident and 450 controls which need to be in place and effective if the threats are to be contained.'Risk Focus: Slips, trips and falls' is in effect the first in a series of new Risk Focus publications although in October 2010, the Club published 'Risk Focus: Moorings' as a one-off publication that reflected concerns about the increasing numbers ...

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Import containers with radiation exposure

UK P&I Club warns The UK P&I Club has become aware that several containers imported to the United States have been placed on hold at their discharge ports due to unacceptable levels of radiation. The radiation is caused by scrap metal containing Cobalt-60 which could have inadvertently been incorporated into the product during manufacturing. The containers placed on hold were booked as bath products and originated in China and India.US Customs & Border Protection has processes in place to detect and prevent these products from entering the United States. If CBP orders the container to be returned to origin, the Club offers the below advice to lines:Container must be isolated until it is placed on the ship Labelled "Marked" with the United Nations (UN) transportation index required by marking the container with Yellow Radiation Level III signs on all sides The manifest should list the cargo as IMDG / IMO radioactive materials section 7 Do not open signs should be placed on the container doors along with the radioactive signs Transport Radiation Level shall not exceed two (2) milliSieverts (2 mSv = 2 mRems) at any point of the external surface. The container should be placed within the ship so ...

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The Missing Link

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.

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