SAFE FITTING AND REMOVING OF TEMPORARY LASHING POINTS RECOMMENDATIONS


Mark Dunbar, Surveys Manager at West P&I Club, has provided recommendations on fitting and removal of temporary lashing points after the club noticed receiving a number of high value claims arising from such operations.


According to Mr. Dunbar, it is sometimes required in the dry cargo trades for fixed lashing points to be temporarily fitted for securing of cargo and then removed at the end of the voyage.


He said, “From cases we have reviewed, toolbox talks had been conducted and hot work permits issued, yet the Club has still experienced a number of high value claims arising from these operations.”


More specifically, in some recent cases, hot slag/sparks have dropped into cargo holds and set fire to packaging or tarpaulins covering the cargo below. In addition to the direct fire damage, further damage to cargo has occurred due to water damage from subsequent firefighting operations.”


“In another instance, where there was a mixed stow in one hold, bulk cargo in an adjacent hold decomposed due to heat transfer where temporary lashing points were being fitted to a transverse bulkhead for securing of general cargo. What is more, in some cases, no fire watch had been arranged due to a lack of awareness that heat/sparks/ slag can propagate through steel plating separating the point of work and cargo hold.”


ANOTHER SERIOUS LIFEBOAT ACCIDENT ILLUSTRATES CONTINUED RISK IN DRILLS


Canada’s Transportation Safety Board (TSB) has released a report on yet another serious lifeboat-drill accident, illustrating the continuing hazards of this routine SOLAS safety exercise. A failure of a lifeboat launch system on a merchant vessel can result in a fall from height, ending in injuries or fatalities.


On December 1, 2020, the crew of the bulk carrier Blue Bosporus were carrying out a free-fall lifeboat drill at anchor in English Bay, British Columbia. After the four wire rope slings for lowering away the free-fall lifeboat were attached, the third mate and an AB went


aboard the boat to conduct a test launch. The third mate activated the release hook, and the lifeboat slid forward about 25 centimetres. At that point, three slings connecting the boat to the davit failed, along with the bracket connecting to the fourth sling. The boat fell 45 feet into the water.


Both crewmembers aboard were seriously injured – one with leg injuries and one with an injured hand. The boat’s hull sustained damage where it struck the water. Most (but not all) of the broken sling components were retrieved for analysis.


A post-accident investigation found that the crimp sleeves on the slings had weakened over time due to stress corrosion cracking – a common problem for stainless steel. In addition, one of the slings was shorter than the others, meaning that it took the full load of the boat when the hook was initially released. This sling failed first, followed by the others in sequence.


The vessel’s maintenance schedule did not specifically cover inspecting the condition of the slings, according to TSB. After the casualty, the shipowner installed new load-tested sling assemblies and brackets, and it sent a safety circular to update its requirements for lifeboat inspections and drills.


The Report • September 2022 • Issue 101 | 29


Safety Briefings


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