Jun 302014
 

MSFAs the incidents listed below show, this light touch, outlined in the latest safety alert from Marine Safety Forum, MSF, could have been far, far worse. A too-hard thrust astern fortunately led to nothing more serious than a few scratches on paintwork, but the dynamic situation that the chief officer concerned was facing might have deserved a second look eve when other safety procedures have been checked out..

Says the alert from an MSF member: ” We have recently had an incident where one of our vessels made very slight contact with an installation. The vessel was called in to carry out cargo operations.

“All company and client 500 metre checks were completed and they were then given permission to enter the 500 metre zone. The chief officer was going to be driving during this operation, and he carried out the required 10 minute set up period.

“The vessel was sitting well in the conditions so the C/O started to back the vessel into the platform. At the time, the wind was 9 knots and was basically blowing in from the vessels port side. The tide was 1.5 knots and was running in from just off the vessel’s starboard quarter. The tide was affecting the vessel far more than the wind and the C/O was constantly having to go astern as the tide was pushing the vessel off the platform.

One lift was successfully landed but as the second one came down, the C/O nudged the vessel astern so the container could be landed further up the deck. Unfortunately, the C/O gave too much thrust astern. He quickly realised his mistake and tried to
compensate for it, but he could not avoid the vessel making very slight contact with the platfrm’s leg.

Only superficial paint damage was caused to the platform and the vessel.

Findings:

  • All Company, Industry and Client procedures were followed.
  • The C/O applied too much power when manoeuvring the vessel astern.
  • The vessel had to work close to the platforms leg due to available space on the deck.
  • Vessel could not work beam on as the tide was too strong and the vessel would have had to use
  • more than the 45% power to maintain position.

Action taken by the ompany:

  • Please discuss at your next safety meeting
  • Masters to ensure that whenever any driving training is needed, it is carried out during times of
    slow to moderate tidal strengths and not when the spring tides are running
  • Whenever training is being given, then the platform should be notified so they are aware
  • All cargo vessels should consider how close they have to get to the platform legs when deciding
    on how to set up. It may be easier to have containers moved by the platforms crane or the
    vessels tugger winch instead of backing in very close to the installation.
  • Do not be afraid to raise any issues that you may have regarding R.O.B (Remaining Onboard)
    containers with the Operation department who will investigate the issue with the clients

Do not be afraid to Stop The Job if you have any concerns about the proximity of the vessel to
the installation.

Download Here

Other Offshore Contact Incidents:

Grampian Defender Collides With Magnus Platform

ERRV Contact: Master Unaware of Autopilot

QCV Closure Lead To Blackout, Contact

Big Orange/Ekofisk Contact Energy “Six Times Higher than Designed To Take” – PSA

Norway Wants Collisions Contained – Energy Assumptions Dangerous

Watch That Bustie

 

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