Safety Alert: Make Timber Tighter

 falling object, maritime safety news, Safety Alerts  Comments Off on Safety Alert: Make Timber Tighter
Jun 182014
 
timber

MNZ says loop lashing is the safest practice for securing timber deck cargoes in order to prevent damage or hazard to the ship and persons on board, and to prevent cargo loss.

Maritime New Zealand, MNZ, has issued a safety alert recommending loop lashing as the safest practice for securing timber deck cargoes to prevent damage or hazard to the ship and persons on board, and to prevent cargo loss.

A number of incidents have occurred around the world when best practice methods have not been used to secure cargoes resulting in injuries and loss of cargo overboard.

Says MNZ: “Any lashing practice must be able to overcome the transverse forces generated by the ship’s rolling movement. If the cargo is poorly lashed and the cargo moves during the voyage, it can cause a ship to lose stability. At present, the most common practice for securing timber deck cargoes to a ship is top-over lashing.”

Top-over lashing is a frictional lashing practice that applies vertical pressure that increases the friction force between the outer stows of deck cargo and the ship’s deck or hatch-cover. Top-over lashing as the sole securing practice for timber deck cargoes is sufficient only when the friction is very large or the expected transverse acceleration is very small. This practice is not recommended other than for vessels trading in restricted sea areas, inland or sheltered waterways. Continue reading »

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Pacific Adventurer Gets Lashed For Rocking Roll

 Accident, Accident report, ATSB, Australia, container accident, containership, Pollution  Comments Off on Pacific Adventurer Gets Lashed For Rocking Roll
Jan 292011
 

Hull damage caused by oberboard containers

Australia’s Transport Safety Board has released its report into the lost of containers from the containership Pacific Adventurer, the subsequent holing of the hull and subsequent pollution.

The ATSB investigation found that the most plausible explanation for Pacific
Adventurer
’s severe, and at times violent, rolling motions was synchronous rolling, as a result of the ship’s natural roll period matching that of the encounter period of the waves experienced.

While the master took action to avoid the rolling, in accordance with the guidance in the ship’s safety management system, this action was not sufficient. The option of altering the ship’s stability by adjusting the seawater ballast in its tanks, and therefore its natural roll period, as the ship made its way up the Queensland coast, was not considered.
Much of the ship’s fixed and loose lashing equipment was in a poor condition. Continue reading »

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Home Made Accident “Waiting To Happen”

 safety alert, Safety Alerts  Comments Off on Home Made Accident “Waiting To Happen”
Aug 092010
 
image

Tugger wasn't tough enough

Homemade tools don’t belong onboard says Marine Safety Forum in its lastest Safety Flash concerning an incident that could have resulted in serious injury.

A supply vessel was instructed to return to port due to poor weather conditions at the field. The Captain instructed the deck crew to ensure the containers on deck were adequately secured using chain lashings. The chain lashings were put in place and the decision taken by the deck crew to use the tugger winch to tighten the lashings. When the tugger was tensioned up the chain lashing parted and a piece of flying debris struck and broke the bridge centre aft window.

The investigation found that a home chain connection (a piece of chain welded to a stainless steel shackle) had at some stage been introduced into the cargo lashing system. This was probably done so the tugger wire hook could be quickly connected.

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Feb 092010
 
image

Hanging loose is noit an option

“securing methods used by the packers on and offshore was futile” says the latest safety alert from Marine Safety Forum following several incidents in which equipment was insufficiently secured in cargo carrying units.

Equipment damage was only prevented because of the awareness of vessel crews at the loading and backloading stages.

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Jan 112010
 

image Both Australia’s Maritime Safety Authority, AMSA, and the United States Coast Guard, USCG, are turning their attention to safe cargo stowage in coming months. AMSA is to launch a ‘focussed inspection campaign’ fro February through April while the USCG is appealing for public comments on cargo securing methods for packages in transport vehicles or freight containers.

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Steel Velcro Ship-Saver?

 maritime safety  Comments Off on Steel Velcro Ship-Saver?
Sep 072009
 
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Could steel 'velcro' help prevent ship losses?

A week after MAIB’s report of on the Riverdance incident, and the day after a Philippine ferry capsized, MAC came across this potential life- and ship- saver in his favourite science magazine, New Scientist. It is, put simply, steel Velcro developed in Germany’s Technical University of Munich.

Called Metaklett and credited to a team led by Josef Mair it uses a hook-and-eye system similar to Velcro, but is made of thin,perforated steel strips. When ‘velcroed’ together a square metre will support 7 tonnes vertically, or perpendicular to the plane, and 35 tonnes horizontally, or with the plane.

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Safety Alert – How To Handle A Hose

 accident reporting, alert, marine safety forum  Comments Off on Safety Alert – How To Handle A Hose
Feb 092009
 

imageConnecting hoses between a vessel and an offshore installation can be a dodgy business as the latest Marine Safety Forum Alert points out. How to make it safer?

In the incident a bulk hose was lowered be crane from an offshore installation to a vessel. An AB tried to lash the hose to the vessel’s outer rail but it was not fully secured. After the hose was lowered and the crane hook disconnected The vessel then rose on the swell, the hose came apart, the lashing gave way, the hose was whipped over the side and the coupling struck the AB’s arm producing crushing injuries, multiple fractures and lacerations.

Says MSF: “Hose snagging incidents continue to be a problem during bulk transfers between vessels and installations offshore. A method has been established which has proven very successful over the past few years. This was derived from discussions with vessel masters and shore-based logistics and marine staff. The method involves minimal modification to ship structures and reduces physical handling of the hose.”

The method requires the vessel to have up to three pins welded to the upper rail or ‘taff’ rail in the safe haven, near the bulk hose manifolds on each side. These pins are for hooking on the eye of a webbing strop, 3 tonnes Safe Working Load, and about 2 to 3 metres long. when the hose is being lowered to the ship.

Suggested hose adaptions

MSF suggestion for hose safety

The webbing strop, or hang-off strop, should be attached to the bulk hose about 6 to 8 metres from the hose end and have two turns around the hose, “choked” on the eye. The strop should then be prevented from slipping on the hose by use of tie-wraps or light lashings to prevent slackening and subsequent slippage.

The vessel will advise the installation of the optimum position of the strop on each hose prior to coming alongside. This may vary according to the distance from the hang-off position of the required product manifold on the ship. The crane driver will then pick the hose up and pass it down to the vessel in the normal fashion. As the hang-off strop nears the vessel’s side rail whilst the hose is being lowered, the crew will catch the eye of the strop, by hand or by boat hook, and fit the eye over one of the pins. The crane driver will continue to lower until the strop takes the weight and he will then lower the hose end into the safe haven where the ship’s crew will unhook the hose end. This leaves the crew free to manoeuvre the hose end onto the manifold whilst the hose is securely hung off at the ship’s side.

Suggested hose adaptions

Passing the hose back to the installation is the reverse procedure. The hose end is attached to the crane hook via the lifting sling and, if possible, the ship’s crew lift the hose over the side between crane hook and hang-off strop. The crane driver is then given the signal to lift and the hose can be lifted clear of the ship with no one in attendance at the safe haven.

Securing the hose this way is simple and very effective, in comparison to making the hose fast by lashing it to the ship’s side rail; Crew exposure to a suspended load is vastly reduced and minimal; Fingers are not exposed to the same risk when lashing the hose; Passing the hose back is much safer, as personnel involvement after hooking the hose end on is virtually eliminated; Minimum alterations are required to operate the system.

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