Volume 9: Number 2: June 2002
Anchoring and avoiding the pitfalls of a lee shore
Following a number of recent high profile ship strandings along the UK coastline the Marine Accident Investigation Branch (MAIB) has issued guidance designed to assist mariners in avoiding the dangers of dragging anchor.
The MAIB recommend that in selecting a good anchorage and the length of cable to use, the mariner should assess the degree of shelter afforded, the depth of water, the nature of the holding ground, the length of stay at the anchorage, the strength of the tidal current, the proximity of potential hazards and the predicted weather.
In deciding how much cable to put out rules of thumb, such as 4 or 5 times the depth of water, are often used although a more precise measure for the number of shackles of mild steel cable to use is 1.5 x the square root of the depth of water in metres. The MAIB also state that knowledge of the handling characteristics of the ship concerned and the amount of cable available will influence the decision.
Having anchored and safely brought up, mariners are reminded to monitor for anchor dragging; to this end it is necessary, as a start point, to know exactly where the anchor itself is so that swinging circles can be calculated. Provided the ship remains within the swinging circle then dragging is unlikely to have occurred. As soon as the ship moves outside of that circle then immediate action must be taken.
Once the anchor starts to drag the ship can move with astonishing speed; 2 knots is not unknown.
The MAIB emphasises that preventative measures are the preferred course and that if a sheltered anchorage becomes exposed, with a rising sea state and an on-shore wind, then options must be considered immediately. More cable may be let out or a second anchor let go. Alternatively it may be necessary to weigh anchor and proceed to the open sea.
Appreciating that the anchor is dragging is of crucial importance and therefore regular position fixing by whatever means are available, including the use of clearing bearings or shore transits, is essential. Also the value of having a crew member on the fo'c'sle actually feeling the cable to detect dragging should not be ignored.
A full copy of the MAIB Safety Digest can be obtained from the Managers upon request.
Problem with Notices of Readiness
The incorrect tender of a Notice of Readiness (NOR) can lead to a very substantial loss to a Member. As a result of recent decisions in the English courts it is now absolutely critical that NORs be tendered exactly in accordance with the terms of the charterparty.
Where there is any question that the NOR is invalid for any reason other than having been given out of office hours, then the shipowner can find that laytime never starts even though the ship is loaded or discharged.Thus, demurrage would not be earned. This problem particularly affects dry cargo charterparties and the recent cases all involved dry cargo ships.
Simply put, the whole problem revolves around the correct presentation and tendering of the NOR. An example is a recent case where a ship arrived off a port and was unable to get to her berth because there was not enough water over the bar. The Master gave an NOR while the ship was still outside the port but this was invalid because the charterparty was a berth charterparty. As the Master did not give any further NORs the court held that laytime never commenced even though the ship discharged the cargo.The ship was substantially delayed but did not earn demurrage because laytime did not commence.
The difficulty with tendering a valid NOR frequently arises because the Master is not sufficiently aware of the exact terms of the charterparty with which he needs to comply in order to give a valid NOR. Quite often the Master will tend to give the NOR when he considers the ship has arrived irrespective of whether the charterparty is a berth charter or a port charter or whether it is subject to such variables as WICCON (whether in customs clearance or not) or WIFPON (whether in free pratique or not) etc. Should a Master be uncertain about tendering a valid NOR he could give repeated NORs at various stages of the voyage into the berth, for example, when the ship; physically arrives at the anchorage of the port, arrives on the berth, receives customs clearance or free pratique, starts working cargo etc. The second and subsequent NORs should be 'without prejudice' to the first NOR given. It is suggested that the better solution would be for Masters to clarify the NOR requirements for each voyage with their owners prior to arrival at port or for the owners to include this information in the voyage orders.
Working aloft
A recent case reported to the Association involves an Able Seaman who fell to his death whilst working on a lifeboat davit.
The ship was in a floating drydock and the AB had been instructed by the Chief Officer to undertake some routine maintenance work on the davits of one of the ship's lifeboats.Whilst the AB worked, the aft davit dropped from its mounting, causing the AB to fall out of the lifeboat and onto the tank top of the dock. Unfortunately, he subsequently died from his injuries.
On investigation it was found that the lifeboat davit locking pin was not in-situ, either be cause it had been removed by the AB, or because it was not in place before the maintenance work was commenced. If the locking pin had been removed in anticipation of the maintenance work, then the davit should have been secured in place to ensure that it did not move whilst the work was taking place. Also, as the AB was working outboard of the ship, he should have been wearing the appropriate safety equipment.The following recommendations are contained in the UK Maritime and Coastguard Agency Code of Safe Working Practices for Merchant Seamen:
Working aloft and outboard
Personnel working at a height may not be able to give their full attention to the job and at the same time guard themselves against falling. Proper precautions should therefore always be taken to ensure personal safety when work has to be done aloft or when working outboard.
Personnel working aloft (above 2 metres) should wear a safety harness with lifeline or other arresting device at all times. A safety net should be rigged where necessary and appropriate.
Improper stowage of heavy steel coils at the port of Novorossiysk
Our correspondent at the Russian port of Novorossiysk has warned that incidents involving the improper stowage of heavy coils at the port are occurring frequently.
Ship owners are being asked to load these coils (each weighing 20 tonnes) three tiers high and the weight of stow is causing all the coils in the lower tier to become ovalised. Since the damage is said to have occurred post-loading, shippers at the port resist any attempts to clause Bills of Lading to reflect the damage that has occurred.
Members with ships due to load heavy steel coils at the port of Novorossiysk are advised to consider appointing a competent surveyor to oversee the operation in order to ensure that cargo damage does not occur.
Members coming under pressure from a charterer to load these heavy coils three tiers high are advised to immediately contact the Association in order to ensure that advice can be given that will also hopefully ensure that cover in respect of cargo damage will not be prejudiced.
Fishermen blockade Mailiao
The Association has recently seen a number of claims for alleged damage to fishing nets pursued by fishermen from the port of Mailiao, Taiwan.
In this particular port the fishermen have adopted a militant stance towards ships using the port and have taken to trawling nets across the port entrance. It is understood that this militancy is caused by differences between those interested in development of the port and those more concerned with the traditional way of life, including fishing.
It is recommended that Members with ships scheduled to call at this port ask their local agents or the Association's correspondent for an update and that the ship's Master be informed should the situation remain problematic.
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