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Hazardous occurrence related to unmooring operation

Challenges faced and Lessons to be learned Confidential Hazardous Incident Reporting Programme (CHIRP) has received a report related topoor communications and misuse of the mooring equipment.Report text:"The vessel was moored alongside and had completed cargo operations. I was posted as Officer in Charge of the forward mooring station. We were secured alongside starboard side to the berth with three headlines (and stern lines) and two springs in good weather, slight to moderate wind on the port beam and a slight sea. The Master, on the bridge in command, instructed the forward station to 'single up to 1 and 2'. This was carried out without any problems."Subsequently, we were ordered to 'single up to 1 and 1'. I asked the crew to let go the remaining headline, which was carried out safely. The Master then instructed us to let go the remaining spring. However, a riding turn had developed on the winch which prevented us from providing sufficient slack for the linesmen ashore to slip the spring from the bollard. I informed the Master of the situation. He simply replied with 'Let go the spring'. At this time, I could hear the bow thruster begin operating and the bow began slipping ...

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Hazardous occurrence related to fire extinguisher failure

Challenges faced and Lessons to be learned Confidential Hazardous Incident Reporting Programme (CHIRP) has received a report regarding fire extinguisher failure.Report text:"An employee recently suffered a serious injury when a fire extinguisher exploded."Debris was being cleared from the engine room of a vessel prior to dismantling. During the course of the work the employee came across an old foam filled fire extinguisher. In attempting to move the extinguisher it exploded causing multiple injuries."On examination it was found that the cause of failure was heavy corrosion of the outer shell of the extinguisher."This is a rare incident but is brought to the attention of the industry so that they are aware of the risks and take extra precautions where there is a likelihood of old fire extinguishers being present.CHIRP CommentThis alert was first published by the UKs Health and Safety Executive. As their material is not generally circulated to the maritime community, CHIRP has reproduced it here. The Maritime Advisory Board also wish to add the following comments:Fire extinguishers should be serviced and pressure tested in accordance with Flag State and/or manufacturers requirements.Particular attention should be paid to extinguishers stored in exposed/damp locationsThe potential risks posed by pressure vessels should be ...

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Hazardous occurrence related to multiple crossing collision avoidance

Challenges faced and Lessons to be learned Confidential Hazardous Incident Reporting Programme (CHIRP) has received a report regarding amultiple crossing collision avoidance incident.Report text:"It was noted that a ferry (A) was crossing the channel at right angles to the flow of traffic. It was noted that this vessel would have a CPA of 0' initially and that the speed of this vessel was initially approximately 16.5 knots. This vessel was on my port bow and thus I was the stand on vessel. Initial distance of this vessel approximately 5.5 miles.Vessel (C) Course: 225 (T) in TSS / Vessel speed: Approx. 16,5 knots "Simultaneously, it was noted that another ferry (B) was transiting in the opposite direction to (A). This vessel also had a CPA of 0' and as she was on my starboard bow, I was obliged to keep out of her way."Initial distance of this vessel was also approximately 5.5 miles. "The situation was monitored closely and it became apparent that the initial actions of vessel (A) were insufficient to avoid a close quarter situation with own vessel. I attempted to contact vessel (A), via VHF Channel 16. My calls elicited nil response despite my repeating the call on ...

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Hazardous occurrence related to temperature and pressure gauge calibration

Challenges faced and Lessons to be learned Confidential Hazardous Incident Reporting Programme (CHIRP) has received a report regarding temperature and pressure gauge calibration.Report text:No pressure gauge and temperature gauge calibration kits found onboard. This is the first ship during my 6 years at sea that I've been on to a ship with no such calibration equipments onboard. As the importance of proper functioning of pressure and temperature gauges of working shipboard machineries cannot be overlooked, this proper functioning can only be ensured properly with the onboard availability of certified calibration kits.Though the ship was dry-docked this year and boiler survey was carried out but the boiler pressure gauge was not calibrated and no calibration certificate exists for such an important pressure vessel. You can imagine the disaster if such an equipment malfunctions.From the Engine Control Room (ECR) one cannot monitor critical parameters like boiler pressure and boiler water level, which if incorrect cannot give appropriate pre-warning to the watchkeeper before giving alarm or will go unnoticed if the alarm fails. According to me it is a very important parameter which should be able to be monitored from the ECR.CHIRP CommentThere appears to be wide variation in how different Administrations mandatethe ...

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