Lessons from UK MAIB’s Marine Accident Reports
The UK MAIB has recently issued the firstSafety Digest for this year which includes lessons learnt from maritime accidents.One case refers to a lifeboat accident due to badly timed tackle.
The master of a cargo vessel had instructed the chief officer to complete the 3-monthly routines on the ship’s lifeboats and fast rescue craft. The routines included lowering the boats to the water and releasing them from the davit falls. A team of two officers and two seamen was assigned the task of launching the boats. The lifeboats were of the fully enclosed type and required a minimum of three people on the boat: the officer in charge (OIC) and the two seamen to conduct the drill.
To launch the boat, the bowsing tackle needed to be released, which allowed the boat to hang free in the davit prior to being lowered. This particular boat had band type bowsing tackles; it was important that these were released simultaneously in order that the boat swung smoothly into the lowering position. The OIC confirmed that both seamen were confident in operating the bowsing tackles before ordering the tackles to be eased off. The after tackle began to pay out correctly, but the forward one did not release. The OIC instructed both seamen to stop releasing the bowsing tackles; this command was repeated several times but the seaman at the front of the boat continued his attempts to release the forward tackle.
The OIC moved forward to attract the seamans attention. At this point the forward bowsing tackle released suddenly, causing the boat to swing violently and the OIC to be thrown head first into the lifeboat cabin. The boat came to rest in the falls, and the OIC suffered a cut to his forehead, which was subsequently treated on board. A ships investigation found that the bowsing tackle brake tension spring tail was broken, allowing the bowsing tackle to pay out in an uncontrolled manner. The spring was replaced and the bowsing tackle was then successfully tested
Visual inspection of the spring has now been included in the maintenance system and the equipment manufacturer notified of the problem.
It was recognised that lifeboat launching involved some hazards, so the operation was subject to an operational risk assessment (RA). However, while the risk assessment identified hazards associated with the launching operation, it did not link directly to the operating procedure. Furthermore, it is unclear if the OIC had viewed the RA prior to commencing the launching operation. Notwithstanding this, it was reported that the OIC had extensive experience with the lifeboat and systems.
The seaman operating the forward bowsing tackle was less experienced and English was not his first language, but he was deemed to be proficient in its use as a working language. Both the OIC and the other attending officer on the ship had shouted for the seaman to stop operating the bowsing tackle, but he had not heard the command to stop. Subsequent trials showed that commands issued from the lifeboat conning hatch were inaudible at the forward bowsing position.
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Lessons Learnt Accidents involving launching of lifeboats for routine and exercise purposes continue to occur on an all too frequent basis. Training of ships crews must be thorough and regularly carried out, with safe systems of work in place to support these operations. Crews must get it right during maintenance and training to ensure that they are prepared should an emergency arise.
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Source:UK MAIB
