Merger with Newcastle Club agreed
Beware El Niño
Checking Filipino fitness
New Orleans medical facilities
Dealing with electric shock
Stowaway repatriation
Repatriating sick crew
Avoiding rice moisture damage
Peruvian fishmeal - a reminder
Difficulties down under!
Calcutta caution
Panama claims limited
Warning! Korea
Collision claims in Venezuela
First aid - getting the balance right
Loading vehicles on top of containers
Risk assessment - some fundamental issues
Electrical safety poster issued
Bunker training video issued
Loss prevention calendar - 1998
Stowaway seminar success
Training courses and seminars
Merger with Newcastle Club agreed
The combined Club, effectively an enlarged and financially stronger version of North of England, will provide mutual liability insurance for up to 25 million GT of merchant shipping, around 5% of the world merchant fleet. This will place the Club firmly in the mid-size category of the International Group.
Commenting on the merger agreement, Joint Managing Directors Peter Crichton and Rodney Eccleston said: "We are delighted to be joining forces with the Newcastle Club as it gives us the perfect platform for future successful development. Through enlarged Membership, improved finances, economies of scale and enhanced service, we can now extend the benefits which Members already enjoy and attract even more high quality shipowners".
The merger is one of the most significant changes in the P&I world in the past decade. It was first discussed by the Newcastle and North of England Directors in May and June, 1997 respectively.
Acting on the advice of accountants Moore Stephens and solicitors Stephenson Harwood, members of both Clubs agreed that the best way to achieve the merger was for the Newcastle Club to pay North of England Club a reinsurance premium to close.
It is hoped that most Newcastle Members will transfer to North of England on 20 February, 1998. Spyros Polemis, current Chairman of the Newcastle board, will become a Vice Chairman.
Newcastle Chief Executive Hugh Dyer will become General Manager of North of England reporting to Peter Crichton and Rodney Eccleston. Newcastle Manager Paul Jennings will also join the senior management team.
Mark Rawson, the Newcastle's Survey and Loss Prevention Executive will transfer to the Loss Prevention Department headed by Phil Anderson.
During the next 12 months, North of England's offices at The Quayside will be extended to accommodate Newcastle staff. The combined Club will also benefit from the addition of the Newcastle's London liaison office.
Beware El Niño!
The world is currently experiencing the worst El Niño weather phenomenon since records began. Members should watch out for unusual weather throughout the Pacific, sub-standard cargoes and even acid seas.
Peruvian fishermen call the phenomenon 'El Niño' - 'The Christ Child' - because when it occurs its effects are felt most severely during the Christmas season. The phenomenon has probably existed since time immemorial, but formal records have only been kept for the last 120 years and these indicate that El Niño occurs every two to ten years. However, the most severe El Niño since records began appears to be happening now and its effects are likely to be widespread.
El Niño effects both ocean currents and winds. The normal prevailing westerly trade winds of the Pacific Ocean cease. This allows the warm body of water which is normally found in the Western Pacific in the regions of Borneo, New Guinea and the Philippines to move eastwards across the Pacific to the coasts of Peru and Chile in South America. The movement of this warm body of water has serious and opposite effects on both sides of the Pacific.
The usual air current off the Peruvian coast in December/January is cold and arid. However, El Niño has the effect of warming the air and increasing significantly its moisture content. This in turn leads to heavily overcast skies and rain storms not only along the coast of South America, but also as far north as California and possibly further. On the 14 December 1997, heavy snows fell in Mexico. On the opposite side of the Pacific severe droughts are being experienced. Few Members will be unaware of the devastation currently being caused in Indonesia and Australia from bush and forest fires.
El Niño has caused the Humboldt ocean current to move a significant distance away from its usual track along the Peruvian and Chilean coast. Within the Humboldt current there is a phenomenon known as 'upwelling', that is a circulation of water from the lower layers of the ocean to the top. This circulation brings up decaying organic material which is rich in nitrogen and attracts the fish which normally exist off the coast. This will not only effect the livelihood of the Peruvian fishermen, but also the availability of fishmeal cargoes and quite possibly the quality of these cargoes.
Large areas of the banana growing regions of Ecuador have suffered heavy rain, flooding and overcast skies for long periods during a season which should be sunny and dry. As a result bananas will be both scarce and expensive.
It is possible that the damp weather could also cause a certain fungal disease - 'black sigatoka' - which can cause premature ripening of the bananas making them difficult to ship.
Considerable caution must therefore be exercised in inspecting any fruit, vegetable or grain cargoes - as well as commodities such as fishmeal - in areas which may be effected by El Niño. Members should also be on their guard if these cargoes outturn at destinations in a deteriorated condition for which there is no obvious cause or explanation - it may very well be a result of an El Niño effect. It is therefore important to advise the Association at the first sign of such problems with the cargo in order that local correspondents can immediately carry out investigations with suitable surveyors and involve appropriate experts if necessary.
It is also reported that, as a consequence of the fish moving away from the coast to follow the Homboldt current, there are significant fatalities amongst the seabird population on the Peruvian coast. It is estimated that five million birds starved to death during the last significant El Niño in 1982/83. The decaying bodies of seabirds produce hydrogen sulphide which, when mixed with sea water, produces a highly corrosive acid that can cause serious damage to a ship's steel hull. This phenomenon is called the 'Callao Painter'. Members should ensure that hull paintwork is in good condition before entering Peruvian waters.
It is anticipated that the current El Niño will last until at least February or March of 1998.
In the meantime Members and their Masters are recommended to be extra vigilant when loading, carrying or discharging any cargoes from countries likely to be affected by El Niño.
If any readers of 'Signals' has additional useful information or advice about El Niño and its effects which they would like to share with other readers then please send details to the editor at North of England P&I Association.
Checking Filipino fitness
Filipino crew account for about 20% of all seafarers. Unfortunately the systems employed by manning agents at present do not always produce the fully fit individuals promised.
There are specific screening centres where medicals are more expensive and thorough but the results can at least be relied upon. The Club can provide advice on these centres and their continued use is likely to lead to a drop in sickness claims faced by Members.
The employment of crew is a fundamental part of a shipping operation and shipowners should take appropriate measures to ensure a good quality of crew. This will assist in not only reducing claims faced under crew contracts, but in a far more efficient shipping operation overall.
Remember, a good crew is the most effective loss prevention means available.
New Orleans medical facilities
It is always of concern when a crew member is hospitalised in the US. Costs are often very high without the treatment necessarily being any better. Furthermore the individual is more exposed to the attentions of 'ambulance chasing' lawyers, who rarely consider the needs of the injured as much as they consider their own fees.
It is of paramount importance that a member of crew who has sustained an injury in the US receives prompt and appropriate medical attention. However, the Master should always seek the assistance of Club correspondents when making arrangements for medical care. This is especially important in the port of New Orleans, where ship's agents often contact a medical unit which is well known to them but is not always appropriate to the injuries or illness - and can be far more expensive than necessary.
Dealing with electric shock
This issue of 'Signals' is accompanied by the latest Safe Work Accident Prevention Poster which considers the difficulties involved in electrical maintenance on board ship. These problems are further discussed on page 6 - loss prevention.
However, the Association would like to remind Members of the appropriate action to be taken in the unfortunate event of an electrical accident actually occurring.
It is very important that there are no further casualties, therefore any crew in attendance should be extremely careful.
- If possible, the contact should be broken by switching off the current, or wrenching the relevant cable free.
- Otherwise, remove all metal objects, such as a watch or rings, and wear rubber boots or stand on an insulating mat, thick dry newspaper or wood.
- Alternatively, pull the casualty from the source of supply with an insulated flex, or push him or her away with a strong non-conductor, such as dry wood.
- Finally, check immediately for breathing and heartbeat and, if necessary, take appropriate further action.
It is also important that all crew members are aware of the hazards of water, which is a dangerously good conductor of electricity. Handling an otherwise safe appliance with wet hands, or when standing on a wet floor, substantially increases the risk of a shock.
Further details of dealing with electrical burns are contained in the October 1995 issue of 'Signals'. For more detailed advice on electrical maintenance safety, refer to the loss prevention guide 'Personal Injury Prevention - A Guide to Good Practice'.
Stowaway repatriation
Members are no doubt aware of ever increasing problems caused by stowaways, the identification and repatriation of whom can be time-consuming and costly.
The repatriation procedure is made even more difficult by the reluctance of many countries' immigration departments to allow stowaways to disembark from the ship while investigations are made to confirm their identification.
Spica Services has informed the Association of the stringent procedure involved in repatriating Vietnamese stowaways. Such stowaways cannot be repatriated without the involvement of the Vietnamese Ministry of Interior, which must carry out investigations to confirm the domicile of the stowaways. Once confirmation is received, the Ministry of Foreign Affairs orders the Vietnamese embassy where the ship has arrived or is due to arrive to issue the necessary travel documents. The investigative procedure normally takes at least six weeks.
On a more promising note, the Association's correspondent in France, Budd, has reported a recent success involving two Iraqi stowaways.
The French authorities eventually allowed two Iraqis to disembark after the Home Office was subjected to pressure from several humanitarian groups. The stowaways were then granted political asylum.
Unfortunately, contrary to BIMCO's last report on the subject and unlike the English judicial system, the decision recently rendered by the Low Administrative Court in Poitiers cannot be regarded as a compelling precedent.
Nevertheless the French authorities have some moral obligation to take the decision into account when they are dealing with stowaways, particularly when they appear to be political refugees. Whether this indicates more co-operation from France remains to be seen.
Repatriating sick crew
Owners are frequently faced with crew who become injured or fall ill in inhospitable parts of the world. The Club is often requested to assist in repatriating such crew to their home country as soon as possible. Sometimes the medical treatment in a particular port is very poor, but many ports offer first class medical services and in theory the crewmen could remain there until fully recovered. In practice however there are several reasons why this may not be desirable.
- Many hospitals see foreign crew as a cash crop and charge extremely high amounts for medical services. It is therefore desirable to return crew members to their own country as soon as possible for cheaper medical care.
- Crew members will usually make a better recovery when surrounded by their family and fellow countrymen.
- Particularly in the US, crew members may receive the unwanted attention of unscrupulous lawyers and sign contracts which are difficult to break.
For all the above reasons the Association regularly deals with medical repatriations. Depending on the needs of the patient, the repatriation can be extremely complicated. For that reason the Club has a database of reliable medical repatriation contractors which are skilled in this task. In the simplest cases the crew member is merely accompanied by a nurse or doctor on normal flights. At the other end of the scale, an aircraft may be chartered with a full medical team and sophisticated equipment.
If owners have any queries regarding medical repatriation or require further information, please contact the Crew Claims Department.
Avoiding rice moisture damage
Bagged white rice, especially that exported from Vietnam, often arrives at the discharge port in a mouldy condition even though bags are outwardly sound, without any trace of external wetting. The cause is usually due to a too high moisture content of the rice at the time of loading.
Rice is a semi-aquatic annual grass plant. It can grow in a wide range of regions, from flooded plains to dry, hilly slopes. In South East Asia, rice is cultivated on deeply flooded land and is usually harvested with a moisture content much higher than that at which it can be safely stored. Drying starts in the field, after the grains have reached maturity and depends on factors such as climate and field moisture. After harvest, rice must be dried to a moisture content which is safe for storage. Moisture is the key to the safe storage of all produce as biological activity occurs only when sufficient moisture is present.
A moisture content of 14% is the absolute allowable maximum and should preferably be lower. Scientific investigations have shown that white rice with a moisture content of 14.5% stored at 30°C shows mould growth after just 60 days.
Quality certificates from Vietnam often mention maximum moisture content of 14% but this figure should be treated with caution for the following reasons.
- There are various methods for analysing the moisture content, which can have a difference up to 1%. At the very least such a certificate should mention the method of analysis.
- A single figure for maximum moisture content is meaningless. Real values should be mentioned, both minimum and maximum. It might be that the figure mentioned is based on average outcomes, but it is the grains of the highest moisture content which will spoil the cargo.
- Obtaining fully representative samples of a consignment, often comprising of 50,000 bags, is very difficult.
What measures could the Master or owner take to limit damages?
Detection of a too-moist cargo, provided it is not really wet, cannot be undertaken by observing or by feeling the rice itself. It would be prudent to sample the bags from each consignment with a spear sampler and then keep the samples in sealed jars for future reference. It would be ideal if the jars could be sealed jointly with the shippers. If a spear sampler is not available, a small cut can be made in the bags and the rice bled into the jar. Under no circumstances should the rice be taken from the bag by hand, since this can influence the actual moisture content.
Further, with regard to good care for the cargo, the following advice should be followed.
- The holds should be properly cleaned, dry and free of foreign smell. The bilges should be clean and free of excessive water.
- The holds should be fully cargo-battened and, if not present, battens should be made out of dry dunnage wood. Often rush mats or paper are used as dunnage material between the cargo and shell plating. This is not advisable, since this material will sag between the shell frames and ship's sweat can soak the material, effecting the bags. The absence of cargo battens can also cause tearing to the bags.
- The bottoms of the cargo compartments should be covered with double dunnage wood. The lower layer should be widely spaced and in a longitudinal direction and the upper layer should be across the hold and closely spaced, to avoid the bags sagging between the boards. Again, the dunnage wood should be dry.
- If it is raining during the load period, the hatch covers should be made dry prior to opening after rain to avoid water dripping into the holds. Bags should be carefully checked for wet stains and, if present, such bags should be rejected for loading.
- If the destination of the cargo is a region where the ambient temperature is expected to decrease in a short period, and consequently ship's sweat may be unavoidable, the surface of the cargo must be covered with rush mats or paper, which can catch dripping sweat water. Under no circumstances should covering be done with polythene sheets because this will act as a second deck and condensation will take place beneath the sheets, effecting directly the bags at the surface of the stow.
- During the voyage, the holds should be ventilated according to the dewpoint. Records of the temperatures and ventilation should be kept, to prove that proper care was taken for the cargo during the voyage.
This article was provided by Capt Robbe of Marine Survey Bureau HA Van Ameyde BV.
Peruvian fishmeal - a reminder
The number of fishmeal fires on ships has dropped steadily since the early 1990's. However, the improvement is probably due more to effective anti-oxidant treatment and increased production of steam-dried fishmeal than improved shipping practices.
Certainly there is a general consensus that steam-drying is more even and effective. That said, Peruvian fishmeal must still be regarded as a fairly high risk cargo.
Peruvian fishmeal is usually shipped to the Far East in 50 kg polypropylene bags or in bulk. However, only a few ports in the area can handle bulk shipments. Bulk fishmeal rarely causes a problem but it will self-heat if the voyage is unduly delayed, though combustion is unlikely. Jumbo bags are also used, mainly for European markets.
If a Member decides to accept a fishmeal cargo, the most important precaution is a continuous and conscientious check of the cargo during loading. In addition, the IMDG Code must be fully understood and complied with and any bags containing lumpy or caked material should be rejected. Spear temperatures of as many bags as possible should be checked during the loading.
Many carriers still stow without channels. The advantage of channels is that they allow a fire to be detected earlier and more readily isolated and dealt with. Fumigation is likely to be required and it is essential that this is supervised to ensure there is no undue concentration of phostoxin tablets in a particular area.
During the voyage, after gas-freeing the holds, daily inspections just to see and smell the cargo are recommended. It is unlikely that a fire will be discovered by temperature readings, even when remote sensors are provided.
Fishmeal has a pungent smell, even when not on fire, so this should be borne in mind if the ship intends to load foodstuff or other 'smell sensitive' commodities. There are many examples of food cargoes being rejected because of fishmeal taint.
With regard to certification, the Master should check and ensure he understands the preshipment certificates presented by the shippers. If the certificates do not cover all the cargo or cannot be identified by bag marks, the Master should give a written protest.
This information has been provided by John Burson of Perfect Lambert & Co.
Difficulties down under!
The Association wishes to draw the Members' attention to the very strict cleanliness requirements of the Australian quarantine inspection service. These requirements may result in the failure of the ship to pass charterer's surveyor's inspection either at the place of delivery into a charter or at the port of loading.
Where the ship is fixed on trip time charter or voyage basis for carriage of bulk cargoes to Australian ports, the owner may (depending on the terms of the charter) face claims for off-hire, additional cleaning costs and cancellation of the charter or sub-charter with substantial consequential damages claims being brought.
The Australian authorities have indicated that ships entering Australian ports shall be in an exceptionally clean condition and no contamination is acceptable either in the cargo or in the ship. This 'zero tolerance' level may require cleaning beyond the normal scope of the owner's obligation to exercise due diligence to make a ship seaworthy.
When it comes to ship inspections, little regard appears to be paid to the condition of a ship in relation to her age or the fact that particularly sensitive cargoes have previously been carried without incidence of contamination. Inspections by charterer's surveyors at the load port are therefore usually very thorough. The use of 'cherry pickers' is commonplace to allow access to the higher areas of the holds. The undersides of beams, hatch covers, pipes and other recesses are checked for evidence of loose rust, scale or paint or for any old cargo residues. In addition, the holds must be dry and clean and free from odours.
The regulations are not restricted to the condition of the ship's hold but also include the deck areas, which must also be free from any previous cargo residue. This includes hardened previous cargoes even if they are unlikely to cause any contamination.
Therefore, even when the ship may properly be considered in a seaworthy and a cargoworthy condition in her hold and deck spaces, the owner may still expect some additional cleaning to be required which can take several days depending on the extent of the complaint.
When fixing ships either on period or trip time charter including Australia as a load or discharge port, or on a voyage basis to Australia, Members should bear in mind the quarantine requirements and carefully consider the ability of their ship to attain the standard required. If Members are in any doubt over their obligations under the particular terms of their charterparty, they may wish to consider contacting the FD&D Department of the Association for guidance in this regard.
Calcutta caution
The Association has recently been involved in a dispute between a Member and the Calcutta Port Authority and local Factories Inspectorate. Recent legislation which requires examination of documentation relating to the ship's cargo handling gear has been interpreted unfairly against the Member by Factories Inspectorate personnel.
The problem, which appears to be isolated to Calcutta at the moment, is that the Factories Inspectorate is no longer satisfied with simply being shown the ship's Factory Act Cargo Gear/Chain Register duly stamped or other certificate issued by an appropriate surveyor, often delegated to class, confirming the inspection and testing of the cargo handling gear following a quadrennial survey.
The Inspectorate has also been demanding copies of the actual workshop certificates evidencing the proof-load tests that have been carried out on the cargo handling gear. Since such workshop certificates are rarely issued, this is proving to be a problem - not least because the Member is facing off-hire claims or demands that laytime cannot count until the appropriate clearance to commence cargo operation is given.
Members are therefore advised to instruct their local agents to make the necessary representations to the Calcutta Port Authority and the relevant Factories Inspectorate personnel, well in advance of their ships arriving at Calcutta.
Panama claims limited
Under the Panama Canal Transition Facilitation Act of 1997 (which came in to force on 18 November 1997), the time limit for presenting administrative claims to the Panama Canal Commission ('PCC') for accidents occurring in the Canal has been reduced from two years from the date of the accident to one year following the date of the accident giving rise to the claim, or one year following 18 November 1997, whichever is the later.
In addition, if the shipowner is not satisfied with the PCC's determination of the administrative claim, it now has 180 days after the date of posting the final determination with respect to the claim, or 180 days after 18 November 1997, whichever is the later, to file suit against the PCC in the US District Court for the Eastern District of Louisiana.
Members should note that the PCC remains authorised to adjust and pay claims based on estimated, as well as actual, repair costs. If owners have deferred repairs until a regular scheduled dry-docking period which may fall close to or beyond the one year revised deadline to file a claim, they should file a repair estimate from the repair company without delay.
Warning! Korea
Members are warned of the problems which may be encountered in relation to ships either fixed to Korean charterers or trading to Korean ports while the current economic crisis in South East Asia continues.
Any Members experiencing difficulties with Korean charterers should contact the Association's FD&D Department.
Collision claims in Venezuela
Owners and Masters are advised that if their ship is involved in a collision with another ship in Venezuelan waters, they must serve a note of protest on the other ship's owner or Master within 24 hours following the collision. Failure to do so will mean that proceedings in respect of the collision cannot be issued, pursuant to Venezuelan law.
First aid - getting the balance right
A query has recently been raised by a ferry operator Member as to the potential benefits and dangers in training its staff in first aid in order to deal more speedily with injuries to both passengers and crew.
The benefits of having people properly trained in first aid on any type of ship are two-fold.
- Early treatment of an injury may be beneficial to the individual and may result in the injury being less serious by the time formal treatment is received from a doctor or hospital.
- The company is seen to be proactive and caring.
Both the above could either reduce any possible claim or remove the risk of a claim arising at all.
If the accident happens in the middle of a voyage there will be a delay before the passenger can be sent to a doctor or to the accident and emergency department of the local hospital. In such circumstances, it could be said to be all the more important that passengers and crew are given some immediate treatment and, particularly in the case of passengers, are made to feel that they are being looked after and that the company cares.
There is also a further potential advantage in employing staff who are trained in first aid in relation to the availability of documentation for any potential claims. The current accident report forms used by most companies do not provide a great deal of information as regards the precise nature of the injury.
The possible disadvantage of training first aiders would be if members of staff were negligent in their treatment of a passenger. If there was a chance of negligence being proved then this may either expose the company to a claim where previously there had not been one (if the original accident causing the injury had been nothing to do with the company) or it may result in further allegations of negligence and a higher award of damages (if the original accident was potentially the company's responsibility). Either way this would not be desirable.
However, it would be difficult to prove negligence against a first aider as, by their very nature, the medical expertise may be limited. For such a claim to succeed, the treatment given by the first aider would have to have been wholly inappropriate or beyond the scope of their training.
It is thus imperative that the training given to the first aiders is of sufficient quality and extent, preferably leading to some sort of qualification. The staff trained should also be made aware of the extent of their duties and abilities and these should be tightly controlled by contract. If there was a problem resulting from a member of staff becoming over-ambitious and attempting something outside the scope of their qualifications, the company would then have the potential ability to avoid vicarious liability.
The first aider's job description should lay out precise duties and the extent of first aider's ability. It should also specify that there should be no attempt to treat a passenger beyond the scope of this ability and that, in the event of a serious casualty, the Captain is informed immediately so arrangements such as air lifting can be made.
Loading vehicles on top of containers
The Association was recently contacted for advice on the practice of loading cars on top of deck containers, mostly in European ports.
Such stowage cannot be condoned. However, we are given to understand that it is common practice on certain liner trades, such as those to West Africa and the Eastern Mediterranean, to load older or second hand cars, jeeps and mini buses on top of deck containers.
The lashing is usually done with straps or herculese ropes (steel reinforced sisal ropes) fastened to the corner of the containers. Heavier vehicles are also lashed with steel wire and turnbuckles.
Both systems need frequent and regular inspection to maintain proper tension on the wire or ropes. A unit weight of 1.5 metric tons on just four wheels would also justify the use of dunnage wood to spread the load and care should be taken to ensure the wheels are as close as possible to the lateral frames of the containers.
Members and their Masters are advised to exercise considerable caution if requested to agree this method of carriage. It is most likely to lead to potentially serious problems including
- shifting of vehicles in bad weather
- seawater damage to vehicles
- damage to container roof.
Such practices appear to open up the potential for damage to both vehicles and containers, for which shipowners may be held responsible. Accordingly the practice should be strongly resisted but, in the event that vehicles are loaded in this manner, shipowners should prevail upon charterers to ensure that bills of lading are adequately claused to reflect the fact that vehicles are carried on top of containers at charterer's/shipper's risk.
In the event that Members are coerced into such practices, stowage and securing should be subject to strict evaluation and checking by experienced sea staff or surveyors.
Risk assessment - some fundamental issues
In the last issue of 'Signals' (Issue 29 - October 1997), a Member asked for a definition of risk management. The Association's response generated further interest and discussion so it seems appropriate to explore a number of aspects of risk assessment and risk management in this and future issues of 'Signals'.
The expressions 'risk assessment' and 'risk management' may be new to many sectors of the shipping industry although they have been used in shore industries for many years. But, whereas the expressions may be new to shipping, the concept is not.
However, Lord Carver's House of Lords Committee report in 1992 entitled 'Safety Aspects of Ship Design and Technology' concluded that modern science and technology were not being adequately applied in the many fields that affect shipping safety and that the time had come for a radical change.
In respect of the regulatory regime for shipping, the Carver report envisaged the adoption of safety goals based upon a quantified assessment of risks, costs and benefits, coupled with the introduction of a ship safety case regime for every commercial trading ship. The British Government thus initiated research through the IMO which resulted in the concept of formal safety assessments (FSA). These will be considered in more detail in a future issue of 'Signals'.
Risk assessment is not a stand-alone concept, rather it should be considered as one step in a risk-based safety management system. A complete loop is created starting with the identification of the hazard.
In everyday conversation words such as 'hazard', 'accident' and 'risk' are often used almost interchangeably. It is important therefore to provide clear definitions of each term before using them within the context of risk assessment.
- A HAZARD is a situation with a potential for loss. Within a marine context this will be a situation with a potential to threaten human life, health, property or the environment.
- An INCIDENT is a causal sequence of events.
- An ACCIDENT is an unintended sequence of events leading to a loss. Within a marine context this may involve a fatality, injury or loss/damage to a ship, other property or the environment.
- RISK is a combination of the likelihood or frequency of an accident and the severity of its consequences.
In other words, risk is an expression describing the combination of how likely an accident is to happen and how bad the effects would be it if did happen.
Risk can be expressed as:
Risk = Frequency of occurrence of an event x Consequentlosses if the event does occur
The next issue of 'Signals' will introduce the 'risk matrix' and consider the relationship between a risk-based safety management system and the safety management system described in the ISM Code.
Electrical safety poster issued
The latest in North of England safe work accident prevention poster (SWAPP) series is distributed with this issue of 'Signals'. The poster highlights the significance of the right and wrong way to conduct electrical maintenance on board ship.
It must be remembered that there is no second chance when working with electrical equipment. Furthermore, the difficult working conditions encountered on board ship often only serve to increase the potential risk to seafarers working on electrical equipment.
It is essential that every seafarer involved in electrical maintenance, or any person using electrical equipment, is fully aware of the potential hazards and wears the correct personal protective equipment.
Work planning is an essential part of the safety process and planning is particularly essential when work involves electrical equipment. All tasks must be fully discussed with all personnel involved and a permit-to-work-system must be adopted.
Before initiating work on any electrical equipment or organising any electrical maintenance, the seafarer must ensure that
- a permit-to-work-system is prepared and implemented by authorised personnel
- only correctly trained and experienced personnel are assigned to undertake electrical work
- all relevant electrical system drawings and plans, which should be amended as necessary, are consulted
- all electrical systems which require maintenance are fully isolated
- all system circuit breakers/isolators are locked out
- full electrical isolation is checked using an electrical multimeter
- danger notices are posted at all points where power could be restored
- a stand-by crew member is assigned to monitor the work and the safety of personnel.
In addition to basic personal protective equipment, precautionary safety equipment for work on electrical systems should also be employed. Such equipment should include
- dry, clean and oil-free electrically resistant rubber matting
- insulated and approved rubber gloves (valid for use within manufacturer's specified time frame)
- insulated and approved safety footwear
- insulated and approved tools.
Equipment with poor electrical resistance or which exhibits poor insulating qualities must be avoided. Personnel involved in electrical work should ensure that as much of their body as possible is covered and they should avoid wearing jewellery and watches.
On ships operating with unmanned machinery spaces (UMS) duty engineers should not undertake electrical maintenance, however minor, without seeking the assistance of a stand-by crew member. In the event of personnel suffering electric shock the stand-by crew member must isolate the power source and raise the alarm immediately.
Further information on electrical maintenance and details of the adoption of a permit-to-work-system can be found in North of England loss prevention guide 'Personal Injury Prevention - A Guide to Good Practice'.
Bunker training video issued
The video focuses on the stringent regulations laid down by the US Coast Guard (USCG) and the Washington State Office of Marine Safety.
The 20 minute video details ten essential steps which must be undertaken by ships' personnel to ensure the bunkering operation proceeds smoothly and without incident. These are
- identify the ship's person in charge of bunkering operations
- follow shipboard procedures
- designate key transfer personnel
- establish methods of communication
- prepare deck and receiving areas
- conduct a pre-transfer conference
- complete and sign pre-transfer checklist
- connect oil transfer hose
- begin fuel delivery
- conclude oil transfer and disengage transfer hoses.
The video includes film footage of ships' personnel involved in bunkering operations and contains a series of 'transfer tips'.
Though many Members operate ships which do not trade to the US, if they are able to meet the exacting standards laid down by the USCG they are unlikely to encounter problems elsewhere in the world.
Members wishing to purchase additional copies of the video should contact Maritime Training Services Inc, 1326 5th Avenue, Suite 632, Seattle, Washington 98101, USA.
Loss prevention calendar - 1998
All Members and their ships should by now have received their copies of the 1998 loss prevention calendar ready for the New Year.
It is hoped that the calendar cartoons will raise many smiles during 1998 as well as reminding us all of the importance of keeping safety and accident prevention at the forefront of our minds.
Stowaway seminar success
The eighth in the Nautical Institute's series of 'Mariner and the Maritime Law' seminars was held in Newcastle on 25 October 1997 and was again co-sponsored by North of England. It focused on the topical issue of stowaways and drew together many of the world's leading experts on the subject, both as speakers and amongst the 230 delegates.
Other useful data could also be collected which could be used for prevention purposes but also to use in confronting governments of countries which are not following the recommendations of the IMO guidelines. Mr Parkinson said the P&I Clubs were identified as potential sources of such data and it is hoped that co-operation can be achieved within the International Group to pool information.
Bound copies of the speakers' papers can be obtained from the Nautical Institute, 202 Lambeth Road, London SE1 7LQ, tel: 0171 928 1351, fax: 0171 401 2817.
Training courses and seminars
- Emergency response - the ship/shore interface
Full details of this major international conference including a registration form are enclosed with this issue of 'Signals'.
This most important conference will raise a number of crucial discussion points about the interaction of ships' personnel with professional fire fighters and other shore-based emergency services and authorities attending during a major incident on board. Questions to be addressed will include the chain of command and emergency response plans under the ISM Code.
The conference is being jointly organised by the Institution of Fire Engineers, the Tyne and Wear Metropolitan Fire Brigade, North of England P&I Association and Marine Shipping Mutual Insurance Company. It is also being supported by the International Chamber of Shipping, the British Chamber of Shipping, the Marine Accident Investigation Branch, the Nautical Institute, the Institute of Marine Engineers and the International Harbour Masters' Association.
Delegate places are strictly limited and Members are therefore encouraged to complete the registration form and return this to Mr JT Bryce at the Institute of Fire Engineers as soon as possible.
- Residential Training Course - 1998
The dates for the 1998 Residential Training Course in P&I insurance and loss prevention have now been fixed for 1 to 5 June. The course will again be held at the Lumley Castle Hotel near Newcastle-upon-Tyne.
A brochure setting out details of the course, as well as a registration form, also accompany this issue of 'Signals'.
Delegate numbers on the course will be strictly limited to 25 and, at the time of going to print with this issue of 'Signals', there is already a significant list of potential delegates who have indicated their wish to register.
Accordingly, early registration is also strongly recommended.