Jun 132014


A major contributory factorwas the ineffective heat shielding of hot surfaces on the adjacent port main engine, specifically the turbo charger outlet, Allowing fuel oil to come into direct contact with hot surfaces.

A major contributory factor was the ineffective heat shielding of hot surfaces on the adjacent port main engine, specifically the turbo charger outlet, Allowing fuel oil to come into direct contact with hot surfaces.

Marine Safety Forum has issued a safety alert following an engine room fire aboard one of its member’s ships. The issue raises concerns about the potential for fire when oil purifiers leak onto hot surfaces. Have you checked yours lately?

Says the alert, which raises several safety issues:: “Recently onboard one of our vessels a fire occurred in the engine room space in way of the fuel oil purifier unit and port main engine. This resulted in a blackout situation, a temporary loss of propulsion and damage to engine room equipment, wiring etc.

“The vessel informed the platform at the location, they were well clear of the installation (1.5 nautical miles) in the drift off position. There were no other vessels in the area. The vessel was in contact with the Coast guard throughout the incident and they were kept abreast of the situation. The fire was extinguished by ship staff.
“Power was restored and the vessel made way to port for remedial repairs and incident investigation. There were no injuries or environmental impact sustained due to this incident; however the potential for a less favourable outcome was present.”
The seal between the purifier main body and cover was not effective enough in preventing fuel oil leaking out. Lagging and shielding in way of the Port main engine exhaust and turbo charger was not effective in preventing exposure to the hot surfaces below (The turbo charger outlet was the most likely initial ignition point), allowing fuel oil to come into contact with hot surface. The purifier unit had a number of plastic hoses fitted to it. It is felt that this had an impact on the extent of the damage, as when these melted they allowed more fuel to feed the fire.

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Feb 142013

dp2Single fault failures should not be possible in safety critical systems. However, a recent incident in which dynamic positioning failed while divers were underwater show that they can and do happen in ways that, with 20/20 hindsight, are not surprising.

A serious incident occurred in which a diving support vessel’s dynamic positioning (DP) system, designated as IMO class 2, failed resulting in the vessel drifting off position while divers were deployed subsea. Investigations have shown that a probable cause of the DP failure was a single fault which caused blocking of the DP system’s internal data communications. Continue reading »

Apr 022012

Open holes, a hazard when mooring

‘Watch your step’ is a lesson learned by an AB at the cost of a fractured foot while assisting with mooring lines according to a safety alert from Marine Safety Forum.

Says the alert: While vessel had to move approximately 300m to new berth, AB was on quay wall assisting with mooring lines. Able Seaman let go lines and walked to new position to make ready the other mooring lines. Able Seaman fell in unmarked drain or manhole on quay wall.

Brief Description of Root Cause:

No grid over deep drain or manhole, no hazard marking around the hole. Able Seaman not familiar with the area.

Learnings and Preventative Actions:

Watch your step when walking around all areas, especially when not familiar with the area. All areas should be examined so that slips trips and falls hazards are identified prior to commencement of any operations. All hazardous areas should be clearly marked. Having identified hazards, Risk Assessments are to be carried out. Use the risk assessment in consultation with the crew

Download safety flash here

MSF Issues New ERRV Inspection Checklist

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Feb 252011

Marine Safety Forum has published an updated checklist for inspections of emergency response and rescue vessels, ERRVs.  The Inspection is to ensure that the vessel is fit for purpose.
Normally this inspection should take around 1 hour.
Qualifications, Experience and Knowledge of Inspector are to be aligned with CMID definitions and experience in ERRV operations. Findings are to be reviewed with vessel Master on completion of inspection.

Download the checklist here

Learn Incident Investigation With MSF

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Nov 252010

Marine Safety Forum is to run a series of incident investigation courses early in 2011 at the Atholl Hotel, 54 Kings Gate, Aberdeen, AB1. The cost of the two-day courses is £395 plus VAT per delegate

Course Dates:

23rd & 24th February11th & 12th May24th & 25th August
23rd & 24th November

The Marine Safety Forum incident investigation training process is split into two parts. Delegates must complete Part One of the training before progressing to Part Two. Part One – Intended for: nominated vessel crew members. Training is designed to ensure that delegates, who at some point may be required to act as team members in incident investigations, are adequately prepared and are familiar with the concepts of causational/ root cause analysis investigation techniques. Part Two – Intended for: vessel captains, chief engineers and office management. Training content includes additional information and training for those delegates who may be required to lead independent investigations into major accidents or high potential incidents.

To book a place on this course, use the ‘Apply’ arrow http://www.marinesafetyforum.co.uk/ (Training Courses) which will direct you to the Safety Hub’s website, ring them on +44 (0)1674 673963 or send an e-mail to info@thesafetyhub.com.

Feb 092010

Hanging loose is noit an option

“securing methods used by the packers on and offshore was futile” says the latest safety alert from Marine Safety Forum following several incidents in which equipment was insufficiently secured in cargo carrying units.

Equipment damage was only prevented because of the awareness of vessel crews at the loading and backloading stages.

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Searching For Dropping Rogues

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Nov 092009

imageStill got that lump hammer that nearly clobbered you? The Dropped Object Prevention Scheme, DROPS, wants to know – it might find fame in the organisation’s rogues gallery of things that drop from the sky.

DROPS has already installed a large display of actual and potential dropped object items at an Aberdeen Heliport. Examples include ‘rogue’ tools, equipment and scrap items, many of which could have caused a serious injury or fatality if they had fallen and struck personnel below.

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Safety Alert – How To Handle A Hose

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Feb 092009

imageConnecting hoses between a vessel and an offshore installation can be a dodgy business as the latest Marine Safety Forum Alert points out. How to make it safer?

In the incident a bulk hose was lowered be crane from an offshore installation to a vessel. An AB tried to lash the hose to the vessel’s outer rail but it was not fully secured. After the hose was lowered and the crane hook disconnected The vessel then rose on the swell, the hose came apart, the lashing gave way, the hose was whipped over the side and the coupling struck the AB’s arm producing crushing injuries, multiple fractures and lacerations.

Says MSF: “Hose snagging incidents continue to be a problem during bulk transfers between vessels and installations offshore. A method has been established which has proven very successful over the past few years. This was derived from discussions with vessel masters and shore-based logistics and marine staff. The method involves minimal modification to ship structures and reduces physical handling of the hose.”

The method requires the vessel to have up to three pins welded to the upper rail or ‘taff’ rail in the safe haven, near the bulk hose manifolds on each side. These pins are for hooking on the eye of a webbing strop, 3 tonnes Safe Working Load, and about 2 to 3 metres long. when the hose is being lowered to the ship.

Suggested hose adaptions

MSF suggestion for hose safety

The webbing strop, or hang-off strop, should be attached to the bulk hose about 6 to 8 metres from the hose end and have two turns around the hose, “choked” on the eye. The strop should then be prevented from slipping on the hose by use of tie-wraps or light lashings to prevent slackening and subsequent slippage.

The vessel will advise the installation of the optimum position of the strop on each hose prior to coming alongside. This may vary according to the distance from the hang-off position of the required product manifold on the ship. The crane driver will then pick the hose up and pass it down to the vessel in the normal fashion. As the hang-off strop nears the vessel’s side rail whilst the hose is being lowered, the crew will catch the eye of the strop, by hand or by boat hook, and fit the eye over one of the pins. The crane driver will continue to lower until the strop takes the weight and he will then lower the hose end into the safe haven where the ship’s crew will unhook the hose end. This leaves the crew free to manoeuvre the hose end onto the manifold whilst the hose is securely hung off at the ship’s side.

Suggested hose adaptions

Passing the hose back to the installation is the reverse procedure. The hose end is attached to the crane hook via the lifting sling and, if possible, the ship’s crew lift the hose over the side between crane hook and hang-off strop. The crane driver is then given the signal to lift and the hose can be lifted clear of the ship with no one in attendance at the safe haven.

Securing the hose this way is simple and very effective, in comparison to making the hose fast by lashing it to the ship’s side rail; Crew exposure to a suspended load is vastly reduced and minimal; Fingers are not exposed to the same risk when lashing the hose; Passing the hose back is much safer, as personnel involvement after hooking the hose end on is virtually eliminated; Minimum alterations are required to operate the system.

Xmas Tree Drops in Early

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Jun 092008

You wouldn’t want an errant 32 tonnes xmas tree, an arrangement of metal piping use in the oil industry, suddenly thumping onto your deck unexpectedly, or indeed, anything thumping on your deck unexpectedly, so don’t forget those toolbox talks, and job safety analysis before lifting operations. In this case, which occured within the last week, a 32 tonne “Xmas Tree” had been safety landed and the detachment the tree lifting sling was being lowered for disconnection from the crane hook.

The sling suddenly disconnected from the crane pennant, fell, bounced onto the protective plate of the tree and subsequently landed on the deck of a supply vessel. That nobody was injured and no serious damage was done is both a blessing and irrelevant, that someone could have been hurt or expensive pieces of kit damaged does.

So, discuss the incident during toolbox talks prior to lifting operations, ensure a full risk assessment including type and condition of lifting equipment prior to any lifting operation and, where appropriate, managers and supervisors to discuss this safety alert within their areas of responsibility.

Source: MSF Safety Flash 08-23