SMS NOT ADHERED TO – INVESTIGATION OF CAPSIZED TUG FINDS
The Transportation Safety Board of Canada has published an investigation report into the capsizing of a tug, revealing that the vessel did not operate under a Safety Management System (SMS), and the crew did not have procedures for identifying or mitigating hazards.
NVENTORY OF HAZARDOUS MATERIALS COMPLIANCE - NEW GUIDE PUBLISHED BY UK P&I CLUB
The UK P&I Club has published a guide for ship-owners to ensure compliance with the Inventory of Hazardous Materials legislation. The guide addresses the technical aspects, important concepts, processes and requirements of the Inventory of Hazardous Materials, aiming to assist Members in ensuring compliance with the existing regulations and reduce the likelihood of reputational risks.
Over the last decade international and regional ship recycling legislation has been adopted, some of which is already in force. The IMO Hong Kong Convention and the European Union Ship Recycling Regulation are two key pieces of such legislation. A cornerstone in both the Hong Kong Convention and the EU Ship Recycling Regulation is the Inventory of Hazardous Materials. The code is an important tool when the vessel has reached the end of its useful life and the recycling operation is being planned. It is used when a ship recycling plan is compiled, to ensure minimal environmental impact and safe working conditions in the recycling or scrapping yard.
Stuart Edmonston, Loss Prevention Director at UK P&I Club, says: “This guide is a valuable asset for ship-owners and is designed to inform and raise awareness of the critical issues around the current ship recycling legislation. It’s vital to comply with the Inventory of Hazardous Materials, and failure to do so can lead to costly litigation, both from a financial and reputational perspective for all involved.”
Read the guide in full at
https://bit.ly/3f8FQ2e.
On October 1, 2019, Seaspan ULC deployed the tug Sheena M to tow the loaded wood-chip barge Seaspan 566 from Terminal Forest Products’ facility in Langdale, BC, to Howe Sound Pulp and Paper Mills in Port Mellon, BC. At approximately 1237, the tug along with the barge departed the Terminal Forest Products facility at a speed of approximately 2 knots and proceeded about 180 m into the channel. Soon after exiting through the terminal’s safety gate, which consisted of 2 can buoys, the master made a port turn to head north towards Port Mellon. However, the barge did not respond to the course alteration and the tug began to be girded by the barge and heeled to starboard. The master slowed the speed of the tug, and the tug righted itself.
Some moments later, the tug heeled to starboard again, further this time, and water was observed on the starboard aft deck. The deckhand, who was wearing a personal flotation device, was with the master in the wheelhouse. The tug continued heeling to starboard, and water began entering the wheelhouse rapidly through the starboard-side door, which was secured open with a hook.
The Safety Board highlights that: The principal objective of an SMS on board a vessel is to ensure safety at sea, prevent human injury or loss of life, and avoid damage to property and the environment.
It is stated that the Sheena M did not operate under an SMS, nor was it required to by regulation. However, procedures for the safe operation of the vessel and for dealing with emergencies (such as girding) were still required by the Canada Shipping Act, 2001Footnote5 and relevant regulations and guidelines were applicable to the Sheena M as well.
In addition, the crew of the Sheena M did not have procedures for identifying or mitigating hazards such as girding. An SMS would assist owners and masters involved in towing operations to identify and manage risks such as girding through education, training, and the implementation of procedures.
Read the report in full at
https://bit.ly/2AHzp7q.
The Report • September 2020 • Issue 93 | 17
Safety Briefings
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