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 »

Oct 092014

PSAlifeboatSparked by a freefall lifeboat incident nine years ago Norway’s Petroleum Safety Authority will chew on comments regarding proposed new lifeboat safety rules over the next few months. The aim, says the PSA is “returning us to the level of safety we thought prevailed in 2005”.

Some 480 lifeboats may be affected and the offshor industry has alleged that the regulations could cost $10bn to implement. While the changes will apply to operations on the Norwegian Continental Shelf, NCS, it is likely that PSA’s opposite number, the UK’s Health and Safety Authority, may review its own regulations on lifeboats. Continue reading »

Oct 092014

lsablurMAC has been contacted by the Head of Marine and HSSEQ of a major shipowner with concerns regarding the non-compliance with the LSA Code of freefall lifeboats being installed in a newbuild. The non-compliance presents a potential hazard which may result in death or injury under certain conditions and possible problems with PSC inspections and others.

Efforts are underway to resolve the situation with the lifeboat manufacturer however the same issue may arise with other lifeboat designs.

Despite type-approval and acceptance by by a major classification society the design does not comply with LSA Code Chapter IV which calls for at least 650mm free clearance in front of the backrest but in this design the distance is only about 150mm which under certain circumstances can be fatal to any person sitting in that seat.

In addition to the personal injury hazard the non-compliance may put the vessel at risk of detention in event of port state control inspection.

It is recommended that shipowners should ensure that lifeboats aboard their vessels are appropriately compliant and that Masters ensure that freefall lifeboats aboard their vessel are compliant and take necessary action in event of non-compliance.

Download Safety Alert


The following is the manufacturer’s proposed solution



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 »

Oct 052014

We are pleased to announce that Bob Couttie, administrator of Maritime Accident Casebook since 2006, has been appointed as one of twelve ambassadors for the joint confidential reporting programme of the Confidential Hazardous Incident Reporting Programme (CHIRP) and the Nautical Institute’s Mariners’ Alerting and Reporting Scheme (MARS). The programme enables seafarers to report hazardous conditions, situations and accidents without fear of their identity being known.

Says Couttie: “Reading serious accident reports it is clear that in most cases there are unrecognised, unnoticed situations that either lead to an accident or show underlying problems that lead to accidents. Many seafarers are aware of these problems but have either reported them and been ignored, fear losing their jobs or just don’t know where to go to report it. This programme not only gives them someone to go to but will also protect their identities so they can report with confidence.

“We fully support the initiative and are exploring ways in which we can bring our own resources to bear on it. By reporting the incidents seafarer may stop an accident happening.”

While ambassadors themselves do not file reports they can advice on how to report. A list of ambassador can be downloaded here.

Click below to learn more




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 »