In-depth| SAFETY LR launches safety initiative
Lloyd’s Register (LR) has published a series of pocket checklist booklets as part of its drive to reduce the risk of Port State Control detentions, reports Clare Nicholls.
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n partnership with insurer UK P&I Club, LR has produced three booklets to highlight the importance of safe
working practices aboard vessels. These pocket checklists are entitled: Port State Inspections, Marine Pollution Prevention, and Life-Saving Appliances. Tis is the second time that the UK P&I
Club has collaborated with LR to produce checklists, and the joint venture between the mutual insurer and the class society is said to be unusual. Te advantage of the cooperation is that LR is looking at the problem from a rules- and standards-based position, while simultaneously the UK P&I Club is looking at it from a risk- and claims- based perspective. Te first checklists, produced in 2005,
were aimed at LR-classed vessels only and just 10,000 copies were circulated. However, demand was strong from the marine industry, so the new versions of the checklists relate to all vessels and, starting in March this year, 200,000 were distributed worldwide. Feedback from inspectors suggested that crews like the booklets as they are a handy size and raise awareness of safety issues, but can be used as crews think fit. Te guides are printed in polypropylene
which, when burned, only emits carbon dioxide and water vapour, without producing toxic gases or waste. It is the first time that club inspectors have
liaised with people on the front line of vessel inspection, such as class surveyors, in order to filter their practical experience into the advice given. Te pocket books are intended to be an aide memoir for ship masters and crew and should be read before any voyage. Te revised versions have been updated
to demonstrate the most common items which cause Port State Control (PSC) detentions, to inform ship masters of criteria used by PSCs to target ships for inspection, along with practical tips and photographs depicting deficiencies such as incorrectly- mounted equipment. The Port State Inspections publication
12 Between 2005 and 2007 just over 1000
deficiencies were reported by PSCs on LR- classed vessels and one third of that number were caused by lifeboats, three times as many as for launching arrangements of survival craſt and lifebuoys. During that same period LR Fairplay reports that around 2500 lives were lost at sea. Currently there is a debate surrounding
The three checklists have been published by LR and the UK P&I Club.
includes checklists for areas including the bridge, accommodation, deck, and engineroom, in order to reduce the risk of PSC detentions. Te Marine Pollution Prevention Pocket
Checklist points out possible MARPOL deficiencies aboard vessels. It demonstrates practical Annexes I to VI compliance, covering pollution, sewage, noxious liquids, and ballast water management. Since the launch of the original MARPOL checklist, deficiencies in this category on LR-classed ships have been reduced from 1.47% in 2006 to 1.05% in 2007. The Life-Saving Appliances booklet
contains checklists for certification, documents and records, and inventories for lifeboats and liferaſts. It is essential that all personnel on a vessel should be familiar with the safety appliances onboard and ensure the equipment is up to the required standard. Te checklist also warns that if equipment is broken or missing, or a ship suffers damage en route, the master has to notify port authorities prior to entry, or run the risk of detention. Te idea behind these publications is not
just to reduce deficiencies, but to decrease serious incidents, injuries, and insurance claims. Te intention is not to tell seafarers what to do, but to raise awareness as to what will happen if they don’t follow the guidelines.
problems with lifeboat on-load release hooks. 31 large lifeboat incidents with claims of over US$100,000 were recorded between 1987 and 2006, and 74% of them were due to the unintentional release of lifeboats. In that period these incidents caused six deaths and 10 multiple injuries, and the worrying fact was that it was senior seafarers who were injured, rather than inexperienced crew members. A lot more processed claims have cost less
than US$100,000 but LR’s statisticians have found them difficult to research accurately. Te published statistics include developing world vessels as well as developed world merchant ships. Many people in shipping support
standardisation of release hooks, but warn that legislation should not prevent innovation. In this scenario, equipment manufacturers should still try and create better designs and aim to go beyond compliance. During the IMO subcommittee on ship
design and equipment meeting in February (DE51), the issue of lifeboat release gears was due to be raised but due to lack of time this has been postponed to DE52 next year. Tis has exasperated many in the industry, who would like to see this legislation created as soon as possible, to prevent the growing number of injuries and deaths caused by these accidents. Some instances of vessels contravening
PSC requirements, especially in developing world countries, are due to crews tying down lifeboats to prevent theſt. It is acceptable to unlock equipment when at sea if it needs to be locked shoreside, but there has to be
The Naval Architect April 2008
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