One of the regular sections of SWZ Maritime is MARS Reports, reports from the Marine Accident Reporting Scheme. Every month our editorial office receives anonymous maritime incident reports through The Nautical Institute. As we receive more reports than we can publish in our magazine, we have decided to post the other reports on swzonline.nl. Read the additional reports of MARS Report No. 232 here.
MARS Reports cover all kinds of maritime incidents such as (near) collisions and groundings to accidents with tools, falling objects injuring crew and accidents with rescue boats. SWZ Maritime strongly believes relaying these incidents may help prevent new accidents from happening. New Mars Report postings will be announced on the homepage.
Contact Damage During Doublebanking Manoeuvre: MARS 201208
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.
Bulk carrier’s bow with overhanging starboard anchor
During the final approach, she encountered a strong cross-current which canted her bow sharply to starboard on to the cement vessel. The overhanging starboard anchor struck the cement vessel before the fenders on the waterline could cushion the impact and caused extensive damage to the cement vessel’s side shell and internals. The accident was analysed and the underlying causes were identified as incorrect estimation of ebb current and lack of knowledge and skills on the part of the bridge team.
Cement vessel’s side shell holed and internals damaged by bulk carrier’s anchor
Cement vessel’s side shell dented and scratched
Corrective / Preventative Actions
The company decided to implement the following steps immediately:
- Leadership training for key bridge team personnel;
- Analysis of all critical operations and tasks;
- Immediate investigation of all accidents/incidents and communication of findings and recommendations;
- Improve emergency preparedness.
Engine Failure Caused Contact Damage: MARS 201209
Official report edited from MAIB Safety Digest 1/2011, Case 1
Two aframax tankers had just completed an offshore ship-to-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.
However, the vessel’s diesel engine failed to start. This information was relayed to the superintendent after a slight delay, by which time he had ordered slow ahead and a larger port rudder angle. He immediately broadcast a hurried and incomplete VHF safety warning but did not sound an alarm on the whistle, so the other tanker was not aware of the emergency. As the manoeuvring vessel’s bow began to swing very slowly to port towards the other vessel, the superintendent ordered slow astern. This time, the engine started and the superintendent immediately ordered full astern followed by a series of engine and helm orders given in rapid succession. Seconds later, the manoeuvring vessel’s port anchor struck the starboard lifeboat on the other vessel.
It was later established that the engine failed to start due to a dirty air start pilot valve that blocked the starting air to the cylinders.
Lifeboat damaged by manoeuvring tanker’s anchor
Lessons Learnt
- When manoeuvring in close proximity to another vessel or navigational hazard the possibility of something going wrong must be carefully considered. In such situations, bridge and engine room teams need to be trained and ready to respond quickly and effectively to engine and steering failures.
- Good internal and external communications are vital when operating close to another vessel. Dedicated communications operators, the correct use of radio procedures and a common language are all essential to ensure this is achieved.
- This was the superintendent’s eighth consecutive STS operation, and it is possible that the cumulative effect of long working hours over a three week period adversely affected his alertness. Proper monitoring of rest hours helps to prevent the onset of fatigue, but Masters should also keep an eye out for the signs of fatigue among their crew and any person key to ship safety, such as STS superintendents and harbour pilots.
Acknowledgement
Through the kind intermediary of The Nautical Institute we gratefully acknowledge sponsorship provided by:
American Bureau of Shipping, AR Brink & Associates, Britannia P&I Club, Cargill, Class NK, Consult ISM, DNV, Gard, International Institute of Marine Surveying, Lairdside Maritime Centre, London Offshore Consultants, Lloyd’s Register-Fairplay Safety at Sea International, MOL Tankship Management (Europe) Ltd, Noble Denton, North of England P&I Club, Port of Tyne, Sail Training International, Shipowners Club, The Marine Society and Sea Cadets, The Swedish Club, UK Hydrographic Office, UK P&I Club
Submit a MARS Report
More reports are needed to keep the scheme interesting and informative. All reports are read only by the MARS-coordinator and are treated in the strictest confidence. To submit a report please use the MARS report form (MARS@nautinst.org)
