The crew’s response to the potentially dangerous situation was highly commendable; their alertness and quick action ultimately prevented the parting of mooring lines and potential further complications.

CHIRP wonders whether the charterer’s agent properly assessed the berth for suitability in the prevailing weather conditions? Unsafe berth claims go against the charterer, not the owner, so they should have a local agent on site to satisfy themselves that the berth was suitable and to raise concerns with the terminal’s operator.

The design of the mounting block on which the pairs of roller fairleads are mounted requires review. The 90-degree edges act as a blade on surging ropes. Naval architects are reminded that the edges of these should be considered during the design phase of a new vessel. By eliminating such hazards at this stage can significantly decrease the chances of lines abrading or parting during the vessel’s lifetime. OCIMF’s Mooring Equipment Guidelines (MEG4)[1] provide further guidance on the design and construction of the mooring system.

Properly installed moorings are not only essential for the safety of the crew but also for maintaining the ship’s structural integrity. The risks associated with inadequately installed moorings—including the potential for fatalities, injuries, damage, and increased costs—can be effectively minimised by giving importance to mooring design and construction quality.

Vessel owners remain responsible for maintenance in most cases, and they should ensure that such hidden hazards are removed as soon as possible, or at the latest, during the vessel’s next maintenance period.

[1] https://www.ocimf.org/publications/books/mooring-equipment-guidelines-meg4

The crew’s actions in containing the fire until the vessel reached port are commended, as is the decision by the port to accept the vessel – many ports turn away vessels if there is a fire of any description on board. However, these fires require specialist equipment and techniques to extinguish, which are only available in port. Both ports and vessel managers need to develop and exercise robust emergency procedures for LIB fires: traditional equipment and training is insufficient.

It is critical that shippers declare LIB and other dangerous goods correctly. Failure to do so potentially puts the lives of crews in danger because they will not have taken this factor into consideration when loading the cargo, nor be prepared to tackle a LIB fire. Regrettably, cargo misdeclaration occurs frequently.

The Cargo Incident Notification System and Network (CINS) has released a comprehensive guidance document (CSAR-101A) which is an invaluable reference document for stakeholders transporting LIBs, and provides guidelines for their safe carriage in containers.

Shippers must strictly comply with all relevant national and international safety, health, and environmental regulations when transporting goods containing LIBs. They must thoroughly evaluate the anticipated transport conditions, including factors like manufacturers and customers involved, and conduct a comprehensive assessment of the risks inherent in the supply chain.

The selection of appropriate containers, and following proper packing procedures, is especially important when shipping LIBs. Use temperature-controlled cargo units or protective stowage locations if the expected temperatures within a container are likely to exceed 40 degrees Celsius during the voyage.

By following the CINS guidelines, stakeholders can significantly reduce the risk of incidents such as thermal runaway, which can be challenging to contain and extinguish. It is essential to mention that a thermal runaway event creates very high temperatures, toxic gases and can be inextinguishable.

Traditional fire-fighting techniques are inadequate for these fires, and there is an urgent need for both training and equipment to evolve to meet the hazards of an LIB fire. In particular, CHIRP is concerned that many ports have not established procedures for tackling such fires on board vessels, nor have yet designated a safe anchorage or berth for such an eventuality.

In the jerry-can example weight distribution was not properly considered during the vanning operation, which led to issues during the voyage. Using good quality plywood sheeting to distribute the weight of the jerry cans is a recommended practice. This helps to evenly distribute the load of each tier, reducing the chances of movement and potential damage. Additionally, using dunnage within the container prevents cargo shifting within the container. It is also good practice to provide a photo of containers once they have been loaded. This is very valuable for crews in the event of an emergency because it significantly enhances their situational awareness without having to open the container.

The second incident also highlights the importance of packing cargoes, and particularly Dangerous Goods cargoes, correctly. The International Maritime Dangerous Goods Code (IMDG Code) and the Code of Safe Practice for Cargo Stowage and Securing (CSS Code) provide useful guidance on the proper handling, packaging, stowage, and securing procedures to minimise the risk of accidents and protect the crew, the vessel, and the environment.

Bagged charcoal should be left to cool for at least 14 days before packaging, protected from moisture, and placed in sift-free and robust bags without tears. The bags should withstand the weight of other bags stacked on them. Temperature control is also crucial, with the cargo not exceeding 5 degrees above the ambient temperature during the loading process.

All parties involved in the transportation process, including the carrier, charterers, and freight forwarders, should recognise and demand that good stowage practices are followed. Better training and enforcement of the regulations can help prevent accidents, protect personnel, and safeguard the environment.