Seguridad marítima

Infographic: European tug casualties, 2004-14

 

 

 

Safety & Security

 

11 March 2015
 
This infographic details fatal tug accidents from 2004-14. Copyright: IHS Maritime

While IHS Maritime casualty data records 197 tug incidents in Europe in 2004-14, tugs have a better safety record than some other merchant ship types. Only 19 of the 196 recorded incidents were severe enough to result in the vessel’s total loss.

In this time period, six serious incidents have caused 17 fatalities. But two tragedies – the losses of 2007 of Bourbon Dolphin and the Flying Phantom – accounted for 11 of these 17 deaths. In both cases, a significant factor in the capsixing and subsequent sinking of these tugs was ‘girting’: a well-publicised hazard of tugs of being pulled over by the towlines attaching them

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IMO Studies Asian Passenger Vessel Safety

 

 

 

 ME

 Princess of the Stars capsized in the Philippines in 2008.

By Wendy Laursen 2015-03-07 18:19:39

IMO conducted a hazard identification (HAZID) exercise for non-SOLAS passenger ships in the Philippines last week. The aim is to develop a template for the use of the HAZID by other IMO member states, as a way of enhancing the safety of domestic passenger services.

The exercise was conducted with the participation of officials from the Maritime Industry Authority (Marina), Department of Transportation and Communications, Republic of the Philippines, other government agencies, local classification societies‎, IACS members, domestic shipowners, domestic crew associations, shipyard operators, surveyors and consumer groups. 

The Philippines has suffered some notable maritime accidents, and last year insurer Allianz reported that the nation had the

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ISM Compliance for Tanker Vessels

 

 

 

 

 

Published on February 25th, 2015, back to: News

 
 

The Skuld P&I Club has issued a loss prevention bulletin on the ISM Code and its compliance for tanker vessels.

The International Safety Management Code comes with a mandatory compliance requirement by virtue of its adoption in to SOLAS (Safety of Life at Sea) Chapter IX, and has come in to force since 1st July 1998. The background for the Code is certain tragic Shipping accidents including the Herald of Free Enterprise in 1987 and the loss of the Estonia in 1994.

Under the Code, effective for most vessels (including Tankers)

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IMO Sub-Committee on Ship Design and Construction Outcome

 

 

 

 

 February 24th, 2015,

The IMO’s Sub-Committee on Ship Design and Construction held its 2nd session (SDC2) from Monday 16 through Friday 20 February 2015 under the Chairmanship of Mrs A Jost (GERMANY) and her Vice-Chair, Captain N Campbell (SOUTH AFRICA).

Both subsequently declined re-election for 2016 following which Mr Kevin Hunter (UK) was voted in as Chairman and Mrs Turid Stemre (NORWAY) as Vice-Chair. It will be recalled that SDC encompasses former IMO Sub-Committees DE, FP and SLF (Design, Equipment; Fire Protection; Safety, Load-Lines and Fishing Vessels).

In his welcoming speech, the IMO Secretary General voiced his concerns over the unfolding tragedy taking place in the Mediterranean

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ClassNK to improve steel safety standards

 

 

 

 

19 February 2015
 
Brittle crack arrest design steel for use on the upper deck and hatch side coaming. Photo: ClassNK

Classification society ClassNK has announced it will begin a joint research project aimed at improving safety standards for ultra-large container ships.

To ensure the smooth adoption of thicker steel in the industry, ClassNK has embarked on developing technical standards in order to clarify the crack arrest parameter for brittle crack arrest steel plates exceeding 80mm in thickness. It aims to create clear evaluation methods in a proposal it will submit for the unified IACS requirements.

The project will be carried out as part of the ClassNK Joint R&D for Industry Program in collaboration with the Japanese Welding Engineering Society (JWES), steel manufacturers, shipbuilders,

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