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Main engine starting failure

Need to follow ocumented procedures after carrying out main engine maintenance While in port, the engineers renewed the plungers and barrels of three units of the main engine fuel pump, but neglected to try out the engine after completion of the task.When controls were tested an hour prior to pilot boarding, the main engine could not be started. As the problem could not be immediately detected and rectified, the scheduled departure arrangements had to be postponed resulting in off hire and commercial loss. Root cause/contributory factors Non-compliance with standard operating procedures that require that the engines be tried out for satisfactory operation immediately after any repairs or maintenance; Fuel system was not primed after completion of maintenance; Control air system filters were badly choked with dirt and excess oil; Routine draining of control air bottles was not carried out properly by the ship's staff. (The practice onboard was only to 'crack open' the drain valve of the air receiver for short periods. This procedure is not enough to drain out or to check for oil or water accumulated in the bottles. Drain valve must be kept fully open for the duration as per maker's specifications to confirm that accumulated water ...

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Lifeboat hook failures cause death and injury to seafarers

Mariners have lost confidence in using lifeboats in training drills Lifeboat hook failures have caused death and injury to seafarers for too long now and mariners have lost confidence in using lifeboats in training drills.The Industry Lifeboat Group (ILG) in which The Nautical Institute is an active participant, was set up to address the concerns of the maritime industry on the issue of lifeboat safety; identify features of existing survival craft and associated systems for which remedial measures are required; and to provide clear recommendations to IMO.

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Explosion with fatalities during cargo tank cleaning

Crews are required to take training in tanker operations On a product tanker on a short voyage between two busy ports, the crew started tank cleaning operations. They fitted a water-driven fan to ventilate the tank with plastic ducting extending to the lower portion of the tank. After completing the ventilation, two crew members entered the tank to remove oil cargo residues.There was an explosion which tore away bulkheads to adjoining tanks and ignited the aviation fuel and kerosene slops that were stored in them. The explosion breached the hull in these tanks and the engine room and the ship flooded rapidly, developed a starboard list and sank. The crew escaped by jumping into the sea.Out of a total of 16 crew, seven were rescued by passing ships. Three bodies were recovered from the sea, while a further six crew members are missing, presumed dead. Probable cause/contributory factorsThe source of ignition could not be identified. It was probably either a discharge of static electricity from the crew's winter clothing or from the plastic ventilation ducting, or a friction spark created when an ordinary metal can that was used to carry tools impacted with the tank's internal surfaces;The crew was under ...

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Loose grating causes fall and injury

Inspectiosn and post of appropriate warnings are necessary During coastal passage, the chief engineer inspected the lower side of the forward seal of the stern tube as part of his rounds. He then turned around and proceeded forward towards the ladder leading up to the bottom plates. He stepped on a flat-bar and rod grating section forming part of the walkway along and underneath the tail-end shaft.The grating section was too small for the bilge well that it covered, and fell down into the well. Thrown off-balance due to the fall, the engineer's right leg hit the exposed sharp edge of the bilge well with great force, inflicting a serious gash wound extending almost the full length of his shin bone. After being rescued and given first aid, he was medevacced by helicopter to receive medical treatment on shore. Root causeMismatch in dimensions of grating section and bilge well opening resulting in grating being insufficiently supported by the edges of the bilge well;No lock bolts fitted on the grating; Due to the location's low lighting levels and difficult access, the potential hazard could not be readily seen; The location was not included in the unmanned operation route risk assessment check ...

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Hazards of Hydrogen Sulphide (H2S) gas

Use of deficient and different versions of MSDSs A chemical tanker was instructed to load 2000 tonnes of crude sulphate turpentine (CST), a Category X cargo under MARPOL Annex II. The cargo was to be discharged to another tanker via a ship-to-ship (StS) transfer at a receiving terminal. Although there were several experienced crewmembers on board, none of them had any previous experience of this cargo, or knew about its associated hazards.The ship's Safety Management System (SMS), Procedures and Arrangements (P&A) Manual, cargo checklists and procedures were all followed, despite there being no information on this specific cargo.Prior to arrival, a briefing was conducted by the chief officer. The material safety data sheets (MSDS), were not available at the time. Accordingly, the hazards of the cargo (toxicity of H2S, organo-sulphides and mercaptans) were not properly discussed. On arrival, the shipper handed the vessel a cargo-specific MSDS. The ship's manager also supplied a generic MSDS which did not mention H2S. Because of the delayed and incomplete information from a large number of sources, the crew remained largely ignorant of the dangers of the cargo.The receiving STS ship, the terminal staff and even the cargo surveyor, who also obtained a generic MSDS ...

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Movement at berth due to ineffective moorings

The Master should determine an optimum mooring plan After completing loading operations our gas tanker's crew secured the ship's accommodation ladder. As a routine pre-sailing procedure, the terminal had rigged a temporary gangway from the shore for two representatives, who boarded to disconnect the loading arm.A large tanker passed our vessel, causing it to surge and sway away from the jetty by about two metres. The shore end of the gangway came away from the jetty and fell on top of taut mooring ropes (after backsprings). Immediately, our crew safely re-moored the vessel and the shore gangway was repositioned and secured. The gangway and loading arm were visually examined after the incident. Damage caused: The wire operating the counterweight of the loading arm was stretched during the incident and will need renewal; The triple swivel of the loading arm was found to be stuck after the incident and will need to be surveyed and repaired.Potential lossesThere was a risk of death/or serious injury to the terminal personnel if they happened to be on the gangway at the time of the incident; The loading arm will be out of service for some time, resulting in financial consequences for the terminal; The ...

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A defective tachometer on an auxiliary engine

Inspectors issued a detention deficiency Code 30 Port State Control inspectors issued a detention deficiency (Code 30) against one of our vessels for a defective tachometer on an auxiliary engine.Fortunately, a spare tachometer was on order and was to be received at the next port of call.On the basis of this evidence, the PSC inspector downgraded the deficiency to Code 45 (rectify detainable deficiency by next port). The defective tachometer was duly renewed and the deficiency rectified at the next port. Corrective actions A fleet notice has been issued requiring all vessels to ensure that tachometers for all auxiliary engines on board are in working condition and that an adequate stock of spare tachometers is kept at all times; SMS (List of critical spares) has been revised accordingly.Source: Mars/Nautical Institute

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