DATA captured by the Cargo Incident Notification System (CINS) shows that the mis-declaration of dangerous goods was to blame for 27 per cent of incidents on ships between 2013 and 2014, second only to poor packaging.
Checking the CINS website for what counts as an "incident" versus an "accident", one discovers that the discovery of mis-declared cargo alone rates as an "incident" and whatever arises from that discovery counts as another or other incidents.
Leakage accounts for 52 per cent of incidents, mis declaration counts for 30 per cent, fire accounts for three per cent, bulk container structural integrity failure counts for two per cent, "inspection" counts for one per cent, as does flexytank structural integrity failure, tank structural integrity failure as a separate item, illegal waste transport, radiological contamination and sundry other cause account for 10 per cent of incidents.
UK P&I Club risk assessor David Nichol said in a statement: "All dangerous goods must be carried in accordance with the provisions of the International Maritime Dangerous Goods (IMDG) Code, which is a set of globally accepted rules that enables packaged dangerous goods to be carried safely by sea.
"As 10 per cent of all container cargo constitute dangerous goods, virtually all containership services fall within the scope of the code.
"It is imperative for the safety of the ship and crew that all necessary steps are taken to handle and stow dangerous goods in such a way that reduces the risk of an emergency incident and that, in the event of fire, the crew have the information they need to respond quickly with the appropriate fire-fighting measures.
"To enable this, a ship's master must be provided with a correct, universally recognised description of the goods and the potential hazards they may present," said Mr Nichol.
The following factors also contribute, either individually or in combination to cause incidents: quality and selection of packaging; provision and accuracy of documentation and labelling; the container packing process; attitudes towards good practice and compliance; unchecked irregularities in the product production process; and mis-handling or dropping containers.
Factors contributing to incidents on board included mis-declaration or non-declaration by shippers; the quality and type of packaging used; accuracy of documentation; and mishandling of containers.
Mr Nichol pointed to calcium hypochlorite, which is unstable at high temperatures and can cause fires and explosions, as an example of where mis-declaration was common.
"There have been instances where calcium hypochlorite has been mis-declared as calcium chloride and other names encountered have included BK powder, bleaching powder, CCH, disinfectant, hy-chlor, chloride of lime, or chlorinated lime," he said.
"It is a requirement of the IMDG Code that cargoes are declared by their proper shipping name, to combat issues of mis-declaration. Calcium hypochlorite is a proper shipping name and as such should only be carried under that name, with the appropriate UN number."
The International Group of P&I Clubs and the carrier members of the CINS have recently produced a new set of guidelines for the carriage of calcium hypochlorite in containers.
WORLD SHIPPING
26 August 2016 - 21:47
Insurer blames 27pc of shipboard 'incidents' on mis-declared cargo
DATA captured by the Cargo Incident Notification System (CINS) shows that the mis-declaration of dangerous goods was to blame for 27 per cent of incidents on ships between 2013 and 2014, second only to poor packaging.
WORLD SHIPPING
26 August 2016 - 21:47
Insurer blames 27pc of shipboard 'incidents' on mis-declared cargo
This news 4395 hits received.
These news may also interest you