Loss Prevention Advice
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On 20 January 2024, while a ship was underway after discharging benzene, a crew member entered a cargo tank before enclosed-space entry procedures had been authorised and before confirming the atmosphere was safe. he was later found collapsed at the bottom of the tank and, despite rescue efforts, did not survive. the investigation report concluded with the presumption that residual benzene vapours and oxygen-deficient atmosphere within the tank were the primary factors leading to his rapid incapacitation and subsequent fatality.
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A guidance regarding the management of catfines in marine fuels, emphasizing best practices to minimize wear and ensure operational diligence.
As explained, catfines, short for catalytic fines, are “left behind” microscopic particles comprising Aluminium Oxide (Al₂O₃) and Silicon Oxides (SiO₂) from the zeolite catalysts which are added to the catalytic cracking process utilized in crude oil refineries. The presence of catfines in fuels have been associated with damage to not only engine cylinder liners and pistons, but also to components in the fuel system such as injectors, fuel pumps and valves.
As these catalysts are expensive, refineries attempt to recover and reuse them, until recovery is no longer economically feasible.
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Are conventional bulk carriers suitable to carry containers? This question has been raised by several industry bodies and in this article, we will look at the technical and legal implications of such conversions. Carriage of containers on bulk carriers is a hot topic, and careful planning and preparation is necessary to ensure the safety of the crew, ship and cargo.
Structural strength
The main deck and hatch cover on modern bulk carriers usually have a structural capacity of around 2.0 to 2.5 t/m2 of uniformly distributed load (UDL). The challenge is that the main deck and the hatch covers are not designed to take the point loads from the containers and the cargo securing equipment. Local supporting structures for the container socket and/or other lashing devices must be considered. In addition, the transverse and longitudinal hatch cover stoppers may need to be modified.
Bulk carrier cargo holds are designed for large loads from bulk cargo, and the overall strength is more than sufficient to carry the relatively light containers. However, the same challenge with point loads as for the deck and hatch covers applies.
Stability documentation
If the containers are stowed in the holds only, the existing stability calculation and resulting metacentric height (GM) limit curve covers the transport of containers. The loading condition with containers must comply with existing stability limits.
When containers are carried on deck, compliance with applicable stability and longitudinal strength criteria in deck cargo loading conditions must be shown in updated/amended stability manuals. In general, intact GM limit curves shall be recalculated considering the additional wind profile area from the containers.
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Enclosed spaces aboard ships—such as cargo holds, ballast tanks, cofferdams, double bottoms, and duct keels—are routinely cited as major causes of fatalities in the maritime sector. The atmosphere within these spaces can rapidly become lethal due to a host of hidden hazards, most critically: oxygen depletion (often caused by oxidation, rust, or biological activity), oxygen enrichment, or the presence of toxic (e.g., hydrogen sulphide, carbon monoxide) or flammable gases. Tragically, a large percentage of these accidents involve not the original entrant, but the subsequent rescuers who attempt to retrieve the initial casualty without following proper safety protocols, highlighting the paramount need for stringent, updated procedures. The IMO's revision of these recommendations is a direct response to the continued, preventable loss of life that results from these dangerous environments.