Worldwide there are approximately 3,000 merchant ports and the work of the Harbour Master can vary widely from country to country and from port to port even within the same country.
New safety guidance for the stowage of classified dangerous goods on board containerships has been published by the Cargo Incident Notification System (CINS).
The new publication entitled: Safety Considerations for Ship Operators Related to Risk-Based Stowage of Dangerous Goods on Containerships can be downloaded from the CINS website here: www.cinsnet.com
This guidance has been prepared by CINS, the international container shipping line organisation, established with the remit of increasing safety in the supply chain, reducing the number of cargo incidents on-board ships and highlighting the risks caused both by certain cargoes and by packing failures.
These industry-developed safety considerations represent the first in a series of initiatives undertaken both by ship operators and by regulators specifically aimed at enhancing safety on board container ships.
The publication has been created in response to a number of serious fire incidents in recent years, often caused by deficiencies in cargo declaration and cargo packing. It both recognises and takes into account the significant complexities involved in achieving effective and compliant stowage of containers on board ships.
Prepared by a work group comprising CINS shipping line members, together with representatives of classification societies and insurance organisations, these safety considerations are intended to be used by ship operators, cargo carriers, and port personnel. They provide a risk-based dangerous goods stowage strategy, applying to all sizes of containerships.
New safety considerations within the publication complement, but do not replace, existing measures already developed and implemented by ship operators for the carriage of properly declared dangerous goods. Likewise, they do not replace the SOLAS and IMDG requirements for stowage and segregation, In fact, they will enhance requirements of these regulations.
Commenting on the significance of this new publication, CINS Chairman Uffe Ernst-Frederiksen notes: ‘Cargo-related incidents which result in fire and explosions are rooted in cargo problems. Subsequent investigations demonstrate a wide range of deficiencies relating to cargo presented for shipment. These deficiencies include erroneous classification and declaration; packing, segregation and securing not complying with IMDG or not following the CTU Code1; and packaging not complying with IMDG.
‘This new best-practice guidance for DG stowage is intended to help improve fire safety in our industry.’
The Cargo Incident Notification System (CINS) is a shipping line organisation launched in 2011. Its aim is to increase safety in the supply chain, reduce the number of cargo incidents on board ships and highlight the risks caused by certain cargoes and/or packing failures.
CINS’s board comprises five of the world’s largest container shipping lines: Maersk Line, Hapag Lloyd, MSC, CMA CGM and Evergreen Line together with three Advisory Board Members (the International Group of P&I Clubs, TT Club and Exis Technologies).
Membership of CINS comprises over 85% of the world’s container slot capacity.
1 See here:
UNECE, the United Nations Economic Commission for Europe https://www.unece.org/fileadmin/DAM/trans/doc/2014/wp24/CTU_Code_January_2014.pdf
On 7 April the European Maritime Safety Agency (EMSA) reported that multipurpose coastguard support via a remotely piloted surveillance system (RPAS) services had been provided at the request of the Romanian Border Police.
(See illustrations here from EMSA / Romanian authorities ©)
The RPAS system will support a number of authorities in Black Sea waters including the Romanian Naval Authority and National Agency for Fishing and Aquaculture.
It is understood that the mid-sized RPAS craft can stay in the air for up to seven hours and has a range of up to 200km. It is equipped with a camera capable of day and night operations, a sea surface scanner, a distress beacon detector and a sensor that can detect vessel positions. It can be used for a range of activities, including border control, monitoring naval traffic, search and rescue, and environmental protection. Data from the RPAS can be recorded and transferred to the EMSA RPAS data centre in real time, and then made immediately available to national authorities.
It is noted from the latest European Maritime Safety Agency (EMSA) Newsletter issued at the beginning of April that on 26 March, EMSA hosted an online workshop on shore-side electricity for port authorities and administrations.
EMSA reported that the event saw nearly 300 experts from different sectors of Europe and around the globe whose work is related to the development, certification and operation of shore-side electricity projects in ports.
The initial aim of the workshop was to gather feedback from stakeholders on the continuing guidance project on shore-side electricity, by encouraging an exchange of ideas and reaction to draft documents under consultation.
However, the scope was extended as registration exceeded expectations. This allowed for presentations to be given on other initiatives in the field currently being worked on. A contribution from the IMO and several interventions from international standardisation experts were of particular relevance to the work EMSA is currently conducting in this area for port authorities and administrations.