Oct 162014
 

cmvavenueMurphy’s Law is more consistent than the Law of Gravity: If something can go wrong it will, and at the most critical moment. An unresolved engine problem, a contined waterway and an overtaking maneouvre bought together the 12,878 dwt Antigua and Barbuda-flagged CMV Conmar Avenue with the 88,669 dwt Netherlands-flagged Maersk Kalmar on the Outer Weser between fairway buoys 29 and 31 in the Fedderwarder Fairway, Germany.

The joint accident report from Germany’s BSU and Antigua and Barbuda’s Inspection nd Investigation Division, emerges a few weeks after video of what appears to be a somewhat similar siuation in the Suez Canal circulated on the internet. That partiular incident remains under investigation. Continue reading »

FacebookTwitterGoogle+StumbleUponRedditLinkedInDeliciousEmailShare
Oct 142014
 

wildeMost of us like to push the limits often because our experience tells us we can do so safely. Just because we can does not mean we should, a lesson from Ireland’s Marine Casualty Investigation Board in its report into the collision between two ro-ro ferries: Stena Europe and Oscar Wilde in the port of Rosslare.

At 17.45 on 26 October 2012  as Stena Europe approached Rosslare the vessel’s master took over as OOW and the Mate/Master briefed the bridge team on the intended approach to the berth. The OOW called Rosslare Harbour Port Control and confirmed a wind direction of 028° (T) and a wind speed between 29 and 35 knots. The fact that the vessel had the use of only 3 out of four engines was not reported to port control.

Another source for information on wind speed and direction Information of wind speed and direction was also available from an instrument installed by Stena Line on the breakwater; this transmitted the information by
radio to displays on the bridge wings of the Stena Europe. Continue reading »

Oct 062014
 

Untitled Much bandwidth has been expended on social media, including MAC’s Maritime Investigation group on LinkedIn, following the collision between the German-flagged Hapag-Lloyd Colombo Express and the Singapore-flagged Maersk Tanjong at the northern end of the Suez Canal on 29 September. Captured on a mobile phone, the incident caused serious disruption to canal operations, dunked several containers overboard, and put a 20 metre dent in the port side of Colombo Express.

No-one was hurt there was no environmental impact and both vessels were able to continue on to an anchorage to await recovery of the lost containers and investigators from the Suez Canal Authority.

Even at this early stage there may be lessons to be learned.

Continue reading »

Aug 142014
 

eldfiskNorway’s Petroleum Safety Authority, PSA, says that it is going to carry out its own investigation into a hydrogen incident early on the morning of Thursday 7 August, which led to the discharge of stabilised oil to the sea from the Eldfisk FTP field terminal platform.

PSA says its decision to launch its own investigation “reflects the seriousness of the incident and the information received about it. Among other goals, the inquiry will seek to establish the course of events, identify the direct and underlying causes, and follow up ConocoPhillips’ own investigations of the ESD and leak”.

Continue reading »

Aug 142014
 

safespaceThree men died after entering a confined space aboard the German-flagged general cargo ship Suntis at Goole docks, Humberside.  Initial investigations by the UK’s Maritime Accident Investigation Branch, MAIB, show that signs were ignored, safety procedures were not followed and during the recovery of the three unconscious crewmen, safety equipment was used incorrectly and inappropriately.

MAIB has issued the following Safety Bulletin:

At approximately 0645 (UTC+1) on 26 May 2014, three crew members on board the cargo ship, Suntis, were found unconscious in the main cargo hold forward access compartment, which was sited in the vessel’s forecastle. The crew members were recovered from the compartment but, despite intensive resuscitation efforts by their rescuers, they did not survive.

Continue reading »

Aug 132014
 

glacierGiving your passengers a close look at a glacier calving may satisfy them but get too close can be fatal. But how close is too close and how far is safe asks Norway’s Accident Investigation Board, AIBN, in its report on the death of a tourist in Ymerbukten Bay in the Isfjord on Svalbard.

AIBN suggests three key issues: Tour guides may have responded to expectations raised by photographs in the tour company’s brochure; it was difficult for tour guides to estimate their distance from the glacier; safe distances set by the local authority did not take into account the circumstances of this particular calving.

Continue reading »

Aug 072014
 

safetyrunnerTowing vessel Safety Runner tied up on the Mobile River next to two Kirby barges at the Oil Recovery Company Gas Freeing Terminal, ORC, unaware that the barges were being cleaned of residual diesel. Shortly afterwards the engines aboard Safety Runner began racing and could not be shut down, there was a fire which spread to the to the barges, resulting in explosions.

Three people sustained serious burn injuries. The total damage to the vessel and barge was estimated at $5.7 million.

Poor operations manuals and uncertified personnel played a key role in the incident. Continue reading »

Jul 292014
 
Morning-Midas

Morning Midas. Photo: Eukor Car Carriers Inc.

Overboard is not the place for discarded mooring lines as  Lombard Corporate Finance Ltd., owner of the Eukor car carrier Morning Midas, discovered in an Australian courtroom. As Australia’s Maritime Safety Authority, AMSA. points out wandering mooring lines are a hazard to other vessels, which is how this case came to light.

The errant 30 to 25 metre line was discovered the hard way by the pilot

launch Wyuna III in the early hours ofAugust 1, 2012 near the pilot boarding station outside Port Phillip Heads when it became entangled in the propellers of the launch and stalled its engines.
An AMSA investigation found charts linking two GPS locations from the Morning Midas deck log book and the site of the collision of the Wyuna III with the mooring line. Morning Midas  failed to report a danger to navigation posed by the mooring line.

Continue reading »

Jul 212014
 

coronaseawaysOnce upon a time they were called ‘second-hand’ but today it’s fashionable to call them ‘pre-loved’ – old cars and trucks. Unfortunately they come with an increased risk of fire when being transported to their last resting place as the fire aboard the DFDS ro-ro ferry Corona Seaways.

At 0215 on 4 December 2013, a fire was discovered on the main deck of  Corona Seaways while the vessel was on passage from Fredericia to Copenhagen, Denmark. The crew mustered, closed the ventilation louvres, established boundary cooling and operated the fixed CO2 fire-extinguishing system.

Although smoke continued to escape from the louvres, steady temperatures in the vicinity of the fire indicated that the CO2 had been effective in controlling it. At 0640, the vessel entered the Swedish port of Helsingborg, where assistance was provided
by the local Fire and Rescue Service.

The vessel suffered light structural damage and the loss of some minor electrical supplies. Three vehicles and six trailers were severely fire-damaged and other vehicles suffered minor radiant heat damage. The fire was caused by an electrical
defect on one of the vehicles’ engine starting system.

A Renault Premium 250.18 truck had been driven about 240km before arriving at Fredericia and then onto the vessel. Neither the drivers nor stevedores reported any mechanical, electrical or instrumentation issues. However, the truck had not been driven for the previous 11 months and there was no evidence that any checks had been carried out to prove its roadworthiness or general safety, including the integrity of its electrical and mechanical systems.

Existing damage to a battery cable meant that even though the vehicle was parked with the key in the ignition in the Stop/Park position an electrical short, with resultant heating, could still occur, as seems to have happened in this case.

MAIB’s report on the incident says: “The carriage of used vehicles and equipment that do not have appropriate road worthiness certification and whose history and condition are unknown,  brings increased risks when compared with the carriage of well maintained vehicles that are in regular use“.

Although DFDS has fire risk control systems in place that might have prevented such a vehicle fire these oly applied to dedicated car transporters not to ro-ro ferries. Says MAIB: “Contrary to the spirit of the MCA’s Code of Practice and the master’s ‘Unsafe Cargo’  notice, there was no evidence that the vessel’s crew carried out vehicle safety  checks. Neither the SSMM nor the onboard risk assessments covered the carriage of used vehicles and equipment”.

MAIB also noted: Injection of CO2 into the main deck was delayed, allowing the fire to develop, because it took time to establish the fitter’s whereabouts during the crew muster.  The reason why the CO2 fire-extinguishing system apparently failed to discharge the   allotted quantity of CO2 as designed remains unexplained.  The main deck ventilation louvres were not fully closed and some of the crew were   unaware how to correctly operate them. This allowed air (oxygen) to feed the fire and potentially affected the CO2 concentration levels needed to extinguish the fire.  The cargo deck ventilation fans were not operated as required by the current regulations. This increased the fire risk due to the potential build-up of flammable
vapours from vehicles.

Download report

See Also:

Accident Report – Stena Voyager

Green Car Caused Pearl Fire