Volume 11: Number 2: June 2004
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1 Stowaways |
Stowaways
Stowaways often adopt extreme measures to avoid being repatriated to their home country. A recent case demonstrates this fact.
The stowaway concerned had boarded the Member's container ship in the port of Dakar. Although the ship was returning to Dakar at a later date, it was decided to try to arrange his repatriation from an intermediate port. Whilst the ship was in the port of Algeciras, Spain unsuccessful attempts were made to persuade the Spanish immigration authorities to allow the stowaway to be disembarked and repatriated. During the stay in port, the stowaway was kept in the Suez crew room, with two guards standing outside the door. The door was locked. When a routine check was conducted on the stowaway, it was found that he had smashed the bull's eye porthole with a fire extinguisher and escaped through the porthole. He was subsequently seen running down the gangway and has still not been apprehended. As the photograph shows, the porthole is small and it is surprising that the stowaway managed to get through the opening.
The lesson to be learnt from this incident is never to underestimate the ingenuity of stowaways. Also, when securing stowaways in confined accommodation, all windows and doors should be considered as possible escape routes and all fixtures and fittings within the accommodation should be regarded as weapons or implements to break out of the accommodation.
Peruvian Customs Regulations
The Association has been advised by Correspondents in Lima that the Peruvian Customs Authorities are at present pursuing an aggressive campaign against smuggling.
According to the Peruvian Customs Regulations upon arrival a ship must have onboard the cargo manifest relating to all cargo onboard whether the cargo is for discharge or is in transit to another port. Should any cargo onboard not be shown on the ship's manifest then such cargo will be seized by the customs and discharged from the ship even though a cargo manifest may be submitted subsequently.
There is a presumption in Peruvian law that cargo without a manifest is smuggled cargo.
In a recent incident 438 containers (in transit) arrived onboard a ship at the port of Callao without a manifest and this led to the seizure of all containers and the detention of the ship despite the fact that the relevant document (manifest) was presented later.
Members are, therefore, advised to ensure that ships calling at Peruvian ports have full manifest details for all cargo onboard whether for discharge or in transit to other ports.
Weather routing
A recent incident involving one of the Association's Members has brought home the importance of ships carrying an appropriate range of large scale charts even if the ship is employed on a fixed route.
A fully laden log carrier was proceeding along a great circle route in the northern Pacific Ocean earlier this year. The ship was advised of an approaching storm by the weather routing service contracted by the Member. The ship reduced speed to lessen the impact of the storm as it increased in severity.
The weather routing service informed the Master that a second storm, possibly more severe, was developing and would follow the same track as that in which the ship found herself. The weather routing advice was to consider seeking shelter in the lee of a nearby chain of islands for about 36 hours.
The Master was unable to comply with this advice as there were no suitable large scale charts on board for the area around these islands. The ship was at extreme risk for the ensuing 36 hours of the storm, suffering damage and flooding whilst losing deck cargo overboard and she very nearly foundered.
There is an obligation under SOLAS for ships to carry appropriate charts for their intended passage. In this case, although the Members paid for the services of weather routing to reduce the risk to the ship, there were insufficient suitable charts on board to ensure that the weather routing advice could be followed. This oversight, or short-sightedness, nearly led to the loss of this ship.
Savannah coast guard clamp down
Violations of United States Coast Guard regulations relating to ship Notices of Arrival (NOA) at Savannah, Georgia.
As most ship Masters are aware, there are now in force as part of post-9/11 security measures, United States Coast Guard (USCG) regulations requiring most ships calling at US ports to provide the USCG with advance notice of arrival information in the form of a written Notice of Arrival (NOA) along with crew, passenger, and cargo details. The NOA must be submitted to the USCG National Vessel Movement Centre within specified times prior to arrival in US ports (33 C.F.R. - 160.201).
It appears that the USCG at Savannah is enforcing the NOA regulations very strictly. Since the beginning of January this year, the USCG at Savannah has brought cases against nine ships for NOA violations. USCG enforcement activity has involved withholding permission for ships to enter the port, delaying commencement of cargo operations, withholding clearance, and even interrupting a cargo operation and requiring a ship to vacate the berth and return to sea. Additionally, in each case, the USCG has required that a Club Letter of Undertaking in the amount of USD32,500 be posted on behalf of the ship.
Masters clearly have to pay particular attention to the detailed requirements of the USCG in respect of the NOA if they are not to suffer serious consequences.
Damage to fenders at El Dekeila port
The Association has recently assisted a Member whose ship was threatened with detention by the Alexandria Port Authority immediately prior to sailing as a result of alleged damage to a fender at El Dekeila port.
The Alexandria Port Authority is known to insist upon immediate payment of claims prior to the departure of any ship alleged to have caused damage. Unfortunately in this case notification of the damage and the resulting claim was not made immediately after the ship's berthing but rather just before the ship was due to sail, many days later.
In this case the Master is adamant that the berthing was quite normal and that the fender was damaged prior to the arrival of his ship.
In the light of this incident, the Association recommends that Members alert Masters of any ships calling at Alexandria, and in particular El Dekeila port, to check the condition of the fenders as the ship approaches the berth and to point out to the attending pilot any concerns that the Master has regarding their condition. If possible it would be very advantageous to take photographs of any damage as soon as it is observed, i.e. whilst the ship is still some distance off the berth and to note protest if it is of sufficient concern.
The Association's local Correspondent should be contacted immediately in circumstances where any allegation of damages is made or any pre-existing damage is observed, or if any damage actually occurs during the berthing operation.
An unusual cargo
Most mariners are aware of the dangers of carrying copra. Recently a Master on board a Member's ship was alarmed when he saw what he thought was smoke rising from a part-loaded cargo of palm nut shells.
The Master had also recorded steadily increasing cargo temperatures and when the cargo reached 60°C he ordered loading to be stopped. His concern was that the cargo might spontaneously combust. Local Correspondents in Dumai, Indonesia advised that this was the first time this cargo had been shipped and they therefore had no experience of it.
Overnight the cargo temperature increased by a further 20°C and it was decided to take advice from an expert surveyor. Although neither the surveyor nor his colleagues were familiar with the cargo it was ascertained that the cargo was not classified as dangerous under the provisions of the IMDG Code.
The cargo had been stored in the open in strong sunshine and wetted by several heavy showers. It had begun to heat up as a result of microbial growth. This process produces heat and steam (as the moisture in the cargo is driven off by the heat) but is not, strictly speaking, spontaneous combustion. Although temperatures can reach 80°C and ship Masters should justifiably be concerned, the temperature will usually plateau at that level and will not rise further unless there is a high fat/oil content in the cargo which may cause a further reaction and cause temperatures to rise again to the point of ignition. Analysis revealed that the oil/fat content of the cargo in question was below one per cent and therefore the risk of self-heating to ignition was very remote. In addition, because the cargo was intended for use as fuel, there was no risk of the microbe generated self-heating affecting the merchantability of the cargo.
The surveyor was able to confirm, on the basis of a cargo analysis provided by the shipper, that loading could be resumed. The ship's holds were sealed for the voyage to Corigliano, Italy and instructions and equipment were provided to enable remote monitoring of hold temperatures and levels of oxygen and CO2.
During the voyage temperatures in all the ship's holds declined as oxygen was depleted and CO2 levels rose. After precautionary ventilation of the holds to release any trapped steam/vapour before berthing, the ship completed discharge uneventfully.
The Association has had no previous experience of this cargo and whilst the cargo has all the hallmarks of the potentially dangerous copra cargoes, it does appear to be safe by comparison.
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