Tag: CHIRP

CHIRP has received a report regarding a vessel being overtaken

Challenges faced and Lessons to be learned Confidential Hazardous Incident Reporting Programme (CHIRP) has received a report regardingthe danger of getting distracted while operating the ship.Report text:"This incident I would rate as a potentially hazardous one, interfering with the effectiveness of the Bridge Team."I had boarded the ship at the pilot station for inward transit to the berth. The Pilot/Master exchange was completed with no problem and we proceeded inwards. About 45 minutes into the Pilotage, the bridge door was flung open and a Superintendent strode onto the Bridge and proceeded to give the Master a good 5 minute tirade in the middle of the Bridge. I was not particularly concerned at this time, the ship was on a straight run with no other traffic around - it was slightly distracting but, if anything, it was extremely embarrassing for the Master to be on the receiving end of this language in front of me, the helmsman and the officer of the watch. After a while the Superintendent disappeared and everything settled down and carried on as normal, including discussions on the berthing arrangements, allthat had been previously discussed at the exchange but which is often best repeated before it happens."Subsequently ...

CHIRP has received a report regarding loss of ship's engine cooling water system.

Challenges faced and Lessons to be learned Confidential Hazardous Incident Reporting Programme (CHIRP) has received a report regarding engine room procedures.Report text:"My offshore support vessel was standing by a drilling rig. We were using our dynamic positioning system. The ship's propulsion is generated by four diesel electric generators. The propulsion system is combination of two bow thrusters and two stern azimuth pods. The engine room watch consists of one engineer always on watch. The charterer's standing orders are to maintain constant watch in engine room during DP operations, and, depending on power load, 2 or 3 diesel generators are always to be running."On this occasion, the weather deteriorated. Rain squalls were frequently passing with wind gusts up to force 7, with swell to 1.5 metres. The engine room was attended but only one generator was running.Summary:A combination of a squall and big waves resulted in large power demand from propulsion system.The second diesel generator started in auto mode but did not put itself on line. This resulted in alarms in the machinery space.The third diesel generator then started in auto mode but did not put itself on line, with further alarms.The fourth diesel generator started in auto mode. This did ...

Challenges faced and Lessons to be learned Confidential Hazardous Incident Reporting Programme (CHIRP) has received a report regarding a vessel's engine room getting flooded while conducting ballasting operations.Report text:"A vessel was conducting ballasting operations concurrent with discharging cargo. The vessel is equipped with steel ballast pipe work installed in a ring main configuration."The Chief Officer had joined the vessel as an emergency relief and had recently received the handover from an experienced Master. This was his first trip on this class of vessel."I was concerned that the ballasting operation was falling behind and would not be completed in time for the vessel's departure - and so a second ballast pump was started at this request. This was a deviation from approved operating procedures and was not discussed with the Master or Chief Engineer. However, ballasting operations were completed well before the completion of discharge. With adequate time in hand a decision was taken to educt a cofferdam that had approximately 90cm of water in it. This was a further deviation from approved operating procedures."On completion of educting operations, the ballast main was filled directly from No. 1 ballast tank (forward from most tanks) which contained water to a depth of ...

CHIRP has received a report regarding bunker oil fumes entering the passenger's cabin on a cruise vessel.

Challenges faced and Lessons to be learned Confidential Hazardous Incident Reporting Programme (CHIRP) has received the following report from the Master of a vessel that had sailed from a port on the East coast of the UK in daylight and good visibility facing a crossing situation."We had just left port and were steering 045 degrees and doing 12 knots. A Roll-on/Roll-off vessel heading to the North according to the AIS was coming up behind us and was going to overtake on our starboard side at a distance of 8 cables. That was the situation when I came up to relieve the Mate for his dinner."I went to the aft end of the bridge to have a look at a nearby fishing vessel as it had gone into the radar blind spot. When I was satisfied that it was going to pass clear I returned forward and noticed the collision alarm on the radar. The Ro-Ro had altered course to port and had closed the Closest Point of Approach to 0.5 cables with a Time to CPA of 5 minutes. I put the wheel over to port and steadied up on a northerly course and opened the CPA up to 0.8 ...

CHIRP has received a report from a ship manager regarding a Chief engineer getting struck by crank handle

CHIRP has received a report from a mariner, regarding a container vessel's roll that synchronised with the waves.

CHIRP - Maritime Feedback 29 Confidential Hazardous Incident Reporting Programme (CHIRP) has received a report from a mariner regarding inapropriate instructions from guard ship.Report text:"My vessel was approaching a salvage operation. Due to a concentration of north-bound vessels to the west with which I was slowly converging and overtaking, I elected to pass to the east of the salvage works whilst maintaining a minimum passing distance of 1 nautical mile."I was contacted by the guard vessel and informed about the location of the salvage operations and the recommended safe passing distance. This I acknowledged. When I was approximately 2.5 miles from the salvage operations with a passing CPA from the salvage operations of 1.4 miles, the guard ship contacted me again on Channel 16 and proceeded to give us instructions to 'alter course to port'. After two attempts I was able to get the VHF operator on the guard ship to go to a working channel."When I questioned his reasoning for this instruction, he pointed out a vessel on my starboard quarter at a range of approximately 3 miles stating that there wasn't enough room for both vessels to the east. I pointed out to him that the other vessel's ...