As a licensed compass adjuster, I was recently required by the local PSCO to adjust the magnetic compass of a large capesize bulk carrier after evidence of unusually large deviations had been observed during the inspection. I was told by the Master that the compass had been adjusted in the last port (in the Far East). As I proceeded with the adjustment, I was assisted by the ship’s Second Officer who recounted how the last adjustment had been carried out. To my amazement, he told me that the ship had never left the berth.
Accommodation ladders and portable gangways on ships must comply with SOLAS regulation II-1/3-9 and the construction, installation, maintenance and testing requirements as detailed in MSC.1/Circ.1331 (applicable to ships built after 01 Jan 2010), and, additionally, with any applicable local regulations. It is good practice to land the ‘foot’ of the accommodation ladder on the shore so that the fall wire is not subject to continuous stress.
On a product tanker on a short voyage between two busy ports, the crew started tank cleaning operations. They fitted a water-driven fan to ventilate the tank with plastic ducting extending to the lower portion of the tank. After completing the ventilation, two crew members entered the tank to remove oil cargo residues. There was an explosion which tore away bulkheads to adjoining tanks and ignited the aviation fuel and kerosene slops that were stored in them.
Carnival Corp., the U.S.-based parent of the operator of the Costa Concordia, says it'll review all its cruise ships' safety and emergency-response procedures,The review, which comes in response to the Costa Concordia disaster that has left at least 12 people dead, will examine the procedures at all 10 Carnival lines, the company said in a news release.The company said it has had an "excellent safety record over the years."
A large container ship was on a fixed trans-continental service, regularly crossing the ocean on a tight schedule. Every month, at the turnaround port, it was a routine for the engine crew to isolate, cool down and open the economiser (also known as waste heat or exhaust gas boiler) to clean out the accumulated soot and unburnt carbon particles. (Being very corrosive, these deposits can cause rapid wastage of the water tubes in the economiser and their eventual rupture. – Ed)
In case of a major engine room fire on merchant ships, CO2 fixed fire extinguishing system is the most common method used for extinguishing fire. The chief engineer of the ship is responsible for operating the CO2 extinguishing system,after taking all precautionary measures.There have been several cases in the past, wherein the engine room crew has been killed not because of the fire but because of suffocation after CO2 was released in the engine room.
On board a coastal vessel at sea, the Chief Engineer instructed the motorman to go to the steering gear flat and mop up a small quantity of accumulated leaked hydraulic fluid. The steering gear machinery was enclosed by a perimeter railing and as the motorman entered this enclosure, his clothing snagged on the flange coupling of the linkage that connected the rams on opposite sides of the tiller.
Even in the maritime domain, the presence of carcinogens has become a huge problem for mariners’ safety. Considering the gravity of the problem, there have been prescribed several measures which could help counter the threat caused by carcinogenic agents.
During self-discharging of a dry bulk cargo, the engine room rating on watch informed the cargo control room by portable radio that he was proceeding to the conveyor belt tunnels located beneath the cargo holds on his routine rounds.
International Marine Transportation Ltd (IMT) has recently issued a Safety Alert Bulletin in the aftermath of "a significant increase in the number of incidents which were caused by fuel with high catalytic fines" as follows:Over the last year there has been a significant increase in the number of incidents which were caused by fuel with high catalytic fines.