At a river port in West Africa, a bulk carrier under pilotage and with tugs assisting was to double-bank with a bulk cement storage vessel that was moored to a berth located on a sharp bend in the estuary. The cement vessel had several large pneumatic rubber fenders deployed on her offshore side. The bulk carrier had lowered both her bower anchors to just outside the hawsepipes for letting go.
In heavy weather, in the course of routine rounds in his watch, the 4/E noticed that steel plates stowed in a storage rack against a bulkhead were inadequately secured and were beginning to move. Without considering the hazards or informing the senior watchkeeping engineer (2/E), he decided to re-stow the plates and re-secure the rack unassisted.
An offshore support vessel planned a routine launch of the rescue boat whilst at sea. A risk assessment was conducted and a permit to work was issued. The 2/O then left the bridge to brief the deck launching team (ABs 1& 2), and the boat’s crew (deck cadets 1 & 2) on the procedures. The conditions were ideal with a light breeze, near-calm sea state and no traffic. Prior to launching, the 2/O held a toolbox meeting, reviewed the procedures and completed all pre-launch checks.
A team of seamen was transporting a newly-supplied garbage compactor from the upper deck to a higher deck aft of the galley area. When changing the lifting arrangement from above the work area, they requested assistance from a passing crewmember, who was not part of the assigned work team. As he approached the work area, a shackle was accidentally dropped from above, hitting him on the head. Fortunately, there was no injury.
Official report edited from MAIB Safety Digest 1/2011, Case 1 Two aframax tankers had just completed an offshore shipto- ship (STS) transfer of diesel oil. As the last lines were slipped, the quarters of the two vessels began to close. In order to check this movement, the STS superintendent on board the designated manoeuvring vessel (on the right hand side) ordered dead slow ahead and 10° port rudder.
Every vacationer boarding a cruise ship will receive a safety briefing before the vessel sets sail under a new industry-wide policy announced today.In a joint statement, the U.S.-based Cruise Lines International Association, Europe-based European Cruise Council and UK-based Passenger Shipping Association said the new policy would apply across the board to their members, which include every major cruise line in the world.
During routine maintenance of a fixed tank cleaning machine on a tanker, a crewmember removed all the nuts on the base studs, lifted the drive unit slightly and inserted the end of an open spanner (wrench) between the base flange and the drive unit to visually examine the working parts through the narrow gap.
For some years there has been growing concern about the reality of the effects of fatigue on marine safety. Accident investigators have identified fatigue as a factor in a considerable number of casualties, notably aboard small short sea traders in particularly intensive operations, where there have been two watchkeepers working watch and watch.
The bosun, with the assistance of a deck cadet and five seamen, had just completed changing the cargo wire on a deck crane. They had worked continuously from the morning, taking only a short break for lunch. By the time the job was finished, the sun had set and it was getting dark. To ensure that the wires were running freely, the bosun stood on a small platform on the top of the crane cab and directed the deck cadet to operate the crane.
A cargo vessel berthed during the evening and began discharging steel cargo alongside a wharf. According to the discharging plan, it was intended to discharge cargo from hold nos. 2, 4 and 6 initially. During this sequence, sea water ballast was to be pumped into Nos. 1, 4 and 6 (port and starboard) wing tanks. At times, due to the uneven distribution of cargo in the holds, the vessel took a list to one side, and the ballast tank valves were appropriately controlled to keep the ship close to upright.