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Nea Smyrni, PC 17101

Athens, Greece



Incorrect Warning Signs

Posted 9/29/2018

Several warnings are usually placed on board to inform seafarers about the location of safety equipment, firefighting equipment.

However when warnings are placed should comply with the IMO has established some mandatory colours for notification in A .952, A.760(18), MSC/Circ.1050. The same practice should be used when notes are painted on board to provide some information, e.g. SOPEP equipment, battery room.


Therefore the following colours should be used for marking:


Green: Safety Information 

Blue: Mandatory 

Red: Firefighting Information 

Yellow: Hazard & warnings

Black: Information 


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New Post Title

Posted 2/24/2018



Radio communications is a critical aspect of safe ship operations, especially in emergency conditions. For a ship, its radio communication efficiency is crucial for enforcing contingency plans in an emergency. Otherwise, rescue operations may be very challenging especially in oceans.


A frequency analysis of 392 ships with radio equipment malfunctions showed that ships of certain characteristics, such as type and size, frequently have radio communication failures. On the contrary, the classification society and flag state of a ship were not deterministic factors.

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Posted 11/26/2017

The Standard Club issued:


All bulk carrier officers should have clear guidance and
instructions available onboard their ship. There should be guidance on:
• preparation of holds
• carriage requirements of bulk cargo
• safety aspects of bulk cargo carriage etc (liquefaction, heating, hazardous gases, oxygen depletion, entry into enclosed spaces)


Read full report



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Operation and maintenance of rescue boat outboard motors

Posted 11/26/2017

"A rescue boat is designed to rescue persons in distress and to marshal survival craft.

A lack of understanding on how outboard motors are operated and maintained could result in poor performance, or total failure, of these motors. This is an unacceptable risk during a rescue operation that could have catastrophic consequences"


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How vulnarble are modern ships in bad weather?

Posted 11/26/2017

The tragedy of EL FARO revealed several concerns for modern ships such as:

1. Can crewmembers of a ship abandon it?
2. Are ships integrity standards maintained properly?
3. Are crewmembers familiar with flooding scenarios?

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Double Banking and STS Transfers on Bulk Carriers

Posted 11/26/2017

The North P&I analyses risk and legal issues in double banking:

Read full report


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The significance of vigilance during anchorage at sea

Posted 11/26/2017


"The anchor and chain were lost. The vessel was not allowed to continue its journey until the anchor and chain had been replaced. The vessel had a spare anchor but the operation to replace it and the chain took several days.


The port authorities also demanded that the anchor should be recovered. A salvage company was hired to retrieve the lost anchor and chain."

Source: The Swedish P&I

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Mooring bitts (double bollards) Failures

Posted 7/26/2017


 Major accidents involving mooring equipment in the last 20 years have injured many seafarers and have cost the UK Club over US$34 million (UK P&I 2009)




From the accidents reported is believed that 5% is caused by actual equipment failure (UK P&I 2009).


Equipment failure includes bollards and bitts which are parts of shipboard fittings used for regular mooring or towing of the ship. The shipyard should make the selection of shipboard fittings according to industry standards such as ISO 3913:1977 Shipbuilding-Welded steel bollards.


However shipboard fittings that have suffered significant wastage is very likely that will fail. Wastage could also apply to the steel to which the equipment is welded. If the deck where fittings are fixed is in poor condition, there is a danger of the bitts being torn from the deck.


The IMO has set the following requirements regarding Safe working load (SWL) of shipboard fittings in MSC/Circ.1175:


  • The SWL used for regular towing operations (harbour/manoeuvring) should not exceed 80% of the design load
  • The SWL of each shipboard fitting should be marked (by weld bead or equivalent) on the deck fittings used for towing.
  • The towing and mooring arrangements plan should define the method of use of towing lines.
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What Shines is Not Always Gold: How to Identify Fake Managers

Why Ships Collide

Posted 5/21/2017

A bulk carrier named “A” while navigating in a two-way water route had a crossing course with another ship called “B”. The route was monitored by a VTS and outside its limits there are shallows. In contrary to Rule 15 the navigation officers agreed to pass starboard to starboard. To achieve this manoeuvring, the Ship “A” had to turn its course on the left passing from ship “B” to a distance of 0.5 nautical miles. As it is shown in the picture, the ship “A” could remain at its initial course and have a clear port to port pass from ship “B”.


‘Conflicting actions may occur in head-on or near head-on encounters where one ship takes avoiding action by turning to port and the other ship by turning to starboard. Rule 8 (a)


With the use of ECDIS the incident was examined by the DPA who made the following observations:



  1. Ship “A” changed course to port side against Rule 15 which states to avoid crossing ahead of the other vessel. In a crossing situation, a ship is required to avoid crossing ahead of a ship on its starboard side, if there is a risk of collision.
  2. A VHF agreement cannot be made against a COLREG for any reason.
  3. Safe distance from another ship cannot be less than 1 nautical mile at open sea. Otherwise, speed should be reduced Rule 8(d).
  4. Rule 17(ii) (referred to the ‘stand-on vessel) should be read together with 17(c) that does not allow a ship to alter its course to port side to avoid collision with another ship crossing from its port side
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