Transport Malta investigation: Mooring injury while letting go the towline

The incident

After completing cargo operations, APL California took a pilot onboard and engaged two tugs to assist in the departure manoeuvre. The forward tug was made fast on the starboard side of the upper deck, abreast of Bay 15.

Shortly after all lines were cast off, the forward tug was also ordered to cast off. The forward mooring party proceeded to the upper deck to release the tug’s line. The bosun took turns of the pick-up gear of the tug’s line around the capstan, to release the line from the mooring bitts.

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While the tug’s line was being cast off, the bosun realized that the vessel’s messenger line was still attached to the pick-up gear. In a bid to intervene and disconnect the messenger line, the bosun’s left leg was caught between the taut pick-up gear and the mooring bitts. Consequently, he sustained grievous injuries to his leg.

Conclusions

1. During the bosun’s attempt to undo the knot connecting the tug’s pick-up gear and the vessel’s messenger line, his left leg was caught in the running line, resulting in serious injuries.
2. The shadows cast in the area, may have contributed to the bosun’s unawareness of his foot placement in relation to the running line and the mooring bitts.
3. The vessel’s messenger line was still secured to the tug’s pick-up gear while the tug was being cast off.
4. The similarity of the vessel’s messenger line and the tug’s pick-up gear, combined with the shadows in the area, may have contributed to the bosun’s delayed awareness that the two ropes were still connected.
5. The two OS, who were part of the forward mooring party, were sent for cargo hold inspection before the tug was cast off.
6. The crew’s hours of rest were of concern to the chief officer.
7. The cargo hold inspections were considered a necessity, since cargo hold bilge soundings were a requirement of the vessel’s SMS manual and because the ballast tanks were filled after being opened and inspected in the dry dock.
8. The chief officer acted as a supervisor as well as an active participant in casting off the tug line.
9. Although the vessel was manned in accordance with the Minimum Safe Manning Certificate, the (limited) number of crew members available at the time would have stretched the situation because of the multiple, simultaneous tasks being undertaken.

See also: Procedures: Mooring line handling tips

Actions taken

The following measures were taken by the Company during the safety investigation:

• The vessel’s crew were briefed on the accident and reminded to take all the necessary precautions to prevent similar accidents in the future.
• A debriefing on the findings of the accident was given to all deck crew members before assignment of next vessel.
• A safety training module/pre-joining briefing module will be conducted for crew and officers.
• High visibility markings were painted on the upper deck area, close to fairleads, mooring bitts and capstans.
• Procedures on mooring operations were amended to reflect the following requirements: one duty officer and at least two crew members to be present for tug operations, bridge to be informed of any changes in manpower during mooring stations/tug operations, and the messenger line must be disconnected from the tug’s pick-up gear after making fast the tug.
• Safety-related posters were placed at tug stations.
• Findings of the accident were shared across the company’s fleet.

Recommendations

In view of the investigation and the actions taken, Transport Malta MSIU recommended Synergy Maritime Pvt. Ltd. to conduct an exercise with the aim of ensure that additional relevant ranks of crew members are readily available during special circumstances such as before / after drydocking, and during major repairs.

FIND THE FULL REPORT BY TRANSPORT MALTA HERE