On 5 November 2016, an able seaman (AB) on board the Maltese registered roll-on rolloff (ro-ro) ship Catherine was severely injured during cargo operations. He was discharged from the ship and was transferred to a local hospital for further treatment.
The incident
Catherine, a 21,287 GT vessel, was berthed at the port of Leixoes, Portugal.
At the day of the incident only a few ro-ro units were left for loading. The ro-ro units were marshalled in by a port stevedore, driving a tug master. No other stevedores were engaged to undertake the loading operation.
Two crew members were appointed as signallers. One AB was assigned to guide the tug master driver to stow the trailer units in their respective position. The second AB was responsible to signal the tug master to lower the trailer on the trestle. Both ABs had been also tasked with the lashing of the ro-ro units, Transport Malta noted.
One of the trailers was hauled up the weather deck at the rear of MAFI roll-trailer.
The first AB, who was positioned at the back adjacent to the roll-trailer, signalled the driver to stop. A trestle was placed underneath the trailer by the second AB who then signalled the driver to lower the trailer on the trestle and disengage the tug master.
The first AB walked behind the trailer to lash roll-trailer. As evidence indicates the driver reversed the tug master, entrapping the AB between the trailer and the MAFI.
The AB suffered neurovascular injuries to his right lower leg. A detailed medical examination revealed a minor fracture of the femoral trochlea, bone contusion in the posterior tibial plateau, and haemarthrosis with extensive oedema and haematic suffusion in the soft tissues, as Transport Malta reported.
The company implemented a safety management system (SMS) which included the following:
- Crew briefing on the Code of Safe Working Practice for Merchant Seamen,
- Crew / stevedore directing the vehicles should keep out of the way of moving vehicles, and particularly those that are reversing, by standing to the side, and where possible should remain within the driver’s line of sight,
- Second crew member required to monitor the tug traffic and to act as relay to report any danger to the tug master. This relay has to see the tug driver and the ‘chock man’,
- Crew members must review risk assessments prior to each operation.
Probable cause
The direct cause of the injuries was the AB becoming entrapped between two cargo units during the cargo loading operation, according to Transport Malta.
However, Transport Malta mentions that there was no evidence to suggest that either an on board risk assessment or toolbox talk had been conducted at Leixoes. Neither was a safe system of work discussed with the crew members and the stevedore.
The loading of the trailer on the weather deck was not supervised and the crew did not use chocks to prevent sudden or unexpected trailer movements.
Furthermore, without safety briefing, the work practice adopted by the ABs and the port stevedore was opposed to the requirements of the SMS and the recommended safety measures were not enforced.
Recommendations
Taking into consideration the master’s review of on board risk assessments following the accident, meeting between the crew and the stevedore on personnel safety, and subsequent satisfactory safety audit of cargo operations by the company, Transport Malta did not make any recommendations regarding this safety investigation report.
For further details into this accident report, click in the PDF below
