This first webinar in our ship fire series focuses on specific issues relating to the cargo loaded on board, looking into practices to combat non-declaration and mis-declaration, as well as profiling the risk-based stowage approach.
The top global insurance for logistics and freight transport, TT Club, has called attention to the need for action to lower losses from perishable goods.
TT Club has been at the heart of a long-term campaign to increase awareness of good cargo packing practices, both as part of responding to incidents and through speaking at industry events. These efforts are now galvanised in the 'Cargo Integrity Group'.
Coinciding with the international launch of 'CTU Code - a quick guide', the Safe Container Loading Practices and Heavy Vehicle Safety campaign was launched in Australia, following an award of government funding. While the emphasis is on road safety in Australia, the messages are consistent with those of the Cargo Integrity Group.
Apart from the recent devastating explosion in Beirut, there has been a spate of ro-ro/car carrier fires in recent months, leading to fresh calls for improvements, scrutiny and control in relation to dangerous goods (DG). Container ship fires are always in mind.
It has been a torrid year for cargo-related containership fires, with reported incidents averaging every 30 days and bucking the twenty plus year frequency of roughly every 60 days.
The recent reports of container ship fires has once more focussed those in the container supply chain on safety issues related to the incorrect processing of dangerous goods. The nascent Cargo Integrity campaign initiated by the international transport and logistics insurer, TT Club has as a consequence gained renewed impetus.
Sources suggest that container fires may occur on a weekly basis and statistics indicate there is a major container cargo fire at sea roughly every 60 days. Tackling fires and subsequent investigations are complex activities.
Approaching a decade ago it became mandatory for all shore-side staff involved in dangerous goods transport by sea to have training. There's still too much to do!
The explosion at Tianjin Port last August should be seen as a spectacular example of why those operating throughout the global supply chains should examine their work practices and risk policies more thoroughly.
