Take These Chains – And Throw ‘Em

 Maritime Safety Forum, maritime safety news, Safety Alerts  Comments Off on Take These Chains – And Throw ‘Em
Jul 212011
 

Poorly fixed chains are a danger

Marine Safety Forum has highlighted the dangers of poorly repaired safty chains in a new alert.

Following a recent Near Miss reported on a company operated vessel, where it was observed that a safety chain had broken and a poor repair was carried out by using a cable tie, can we ask all vessels to check open areas and inspect all Safety chains. These chains are there for a reason and if faulty they should not be inadequately repaired, if these chains require replacing all vessels are requested to do so and order new safety chains.

Download the safety flash here

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Warning On Total CO2 Extinguishers

 fire extinguisher, Maritime Safety Forum, MSF  Comments Off on Warning On Total CO2 Extinguishers
Jul 192011
 

Marine Safety Forum has issued an alert regarding faulty  2kg and 5kg aluminium CO2 fire extinguishers manufactured between 2006 and April 2011.

TOTAL, a manufacturer of portable CO2 fire extinguishers has contacted Lloyds Register to advise that faulty extinguishers have been identified in service. In a small number of cases the valve has failed and released unexpectedly. This has the potential to cause serious injury as the valves may be ejected at high speed. We have been further advised that, although these extinguishers were primarily used on land, a number have been supplied to the marine industry.

The affected extinguishers are 2kg and 5kg CO2 aluminium cylinders and were manufactured between 2006 and April 2011. The screw thread on the valve cannot be seen.

The following brands are affected: Continue reading »

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Feb 092010
 
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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.

Continue reading »

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Crane Snags Cargo on Safe Haven

 Crane, Maritime Safety Forum, safety alert, Safety Alerts  Comments Off on Crane Snags Cargo on Safe Haven
Dec 132009
 

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Marine Safety Forum

Weather: Wind 16-20 knots Sig Wave 1.7m

The vessel arrived at the first location and commenced cargo operations. This installation partly discharged its cargo. As per the routing the vessel proceeded on and visited six other locations.

During this time a Waste Recycling Unit (WRU) was moved from the centre line of the vessel to the starboard side adjacent to a safe haven to allow more backload space. The vessel returned to the first location to complete the remaining cargo. As the WRU was lifted it caught in the safe haven which resulted in the lifting bridle parting.

Continue reading »

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Beware The Load Binder – It Might Bite Back!

 Maritime Safety Forum  Comments Off on Beware The Load Binder – It Might Bite Back!
May 092008
 

Use the right tool for the job. Heard it before? Of course you have, and I’m sure this AB in this safety alert from Marine Safety Forum had heard it too:

An AB was securing an anchor buoy with a chain using a lever-type load binder. He had tensioned up the binder using a piece of pipe. He thought it was locked in position; however, when he released it the handle sprung back with force and struck him on the forehead just above his right eye. If the handle had hit him slightly lower down he could have lost the use of his eye.

  • Never use unofficial equipment such as, in this case, a piece of pipe. Use the correct cheater bar which is designed to fit the load binder.
  • Consider using ratchet-type load binders instead.
  • If a lever-type is used, two persons should work together.
  • Always work so that the lever will fly away from you or your colleague if your grip is lost or the handle is not locked.
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Doors Damage Digits

 Maritime Safety Forum  Comments Off on Doors Damage Digits
Feb 132008
 

When going through firedoors watch your fingers. Better still, make sure the door closure is properly adjusted in the first place, say the Marine Safety Forum.

Heavy Doors in Heavy Weather
A seafarer crushed one of his fingers in a fire door and had to be airlifted ashore for
treatment. The injured party (IP) was going to the laundry, accessing it through two fire doors. The weather was worsening, and at the time of the incident the sea state was 3.5 metres with the wind was blowing approximately 36 knots.

The IP opened the first door and stepped through. As he took his hand off the outside
handle to put it on the inside handle, the door started to shut suddenly and he was unable to hold it back. His finger was fractured when it was caught between the door and the door frame.

There are some misconceptions concerning the closure units on doors, the first of which is that they should close gently. This is not true and means adjustments are being made to them unnecessarily and, in most cases, incorrectly. Doors need to close securely, and on a rolling ship this will necessitate a fairly heavy closure. They should close slowly (closing speed) up until the last few inches or so and then close fairly heavily to ensure that they are closed securely (latching speed). It is important to remember this if you are approaching a closing door.

The second issue is the fact that people think the arm of the door should be adjusted in
order to adjust the closing speed. This is also incorrect as the arm is set up when the unit is fitted and should not need to be adjusted. There are many different types of closing units and the main ones are covered here. Basically, there are screws either at the end of the unit or at the front. There can be anything from two to five screws which are used to adjust the different closing cycles. These are:

Closing Speed
This is the speed that the door will initially close until it gets to the latching point which is, as stated previously, approximately 2-3 inches from the fully closed position. Generally, the screw is turned a full clockwise turn to slow the closing speed, and a full turn anticlockwise to speed this up.

Latching Speed
This is the speed that governs the final part of the closing mechanism which is the last few inches. Once again, it is a full turn clockwise for a slower latching speed and a full turn anti-clockwise for a faster latching speed.

Delay Action
Some door closures have what is known as a delay action. This is basically the delay from the time that the door gets to the latching position and the time when it closes. Turn the screw one full turn clockwise to increase the delay and one full turn anti-clockwise to reduce the delay time.

Back Check
Turn the back check adjusting valve clockwise to reduce the opening capacity. This
function is to avoid the door, handle or door closer coming in contact with a wall, etc.
This is a guide only and some may be on the top, some on the bottom or sides. With the
Dorma unit, you may need to remove the cover but it has nothing to do with the arm.

Root Causes:
• Faulty dampening system due to slight leak, making the door close more
violently than it should have.
• Worsening weather conditions. The vessel followed best practice by heading
into the weather, turning and running with the weather. This minimizes side-to-side
movement and allows the vessel to ‘ride’ the waves, but would have
increased the weight of doors when being used.
Actions Taken:
• Inspect all door closure units and report any faults
• Try to identify what types of units you have onboard and identify the adjusting
screws
• Take into account weather conditions when moving about the vessel

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Sep 252007
 

MSF, Marine Safety Forum, has set up a work programme in response to the Bourbon Dolphin tragedy in April, 2007, to respond to industry concerns and actions raisedf by the Norwegian Maritime Directorate. A full enquiry is current underway by the NMD.

The Bourbon Dolphin, an Ulstein A102 Anchor Handling Tug Supply vessel capsized and sank during anchor-handling operations for the semi-submersible drilling platform Transocean Rather. According to report on the Marine Link websiteWhen the Bourbon Dolphin attempted to release the inner pin of the anchor, the chain ran free and caught the outer tow pin, which caused the boat to capsize. The emergency release was triggered, but did not perform as designed. Fifteen crew members were onboard, seven survived, three bodies were found, and five are still missing, thought to be trapped in the vessel.”

Only one member of the bridge team survived.

Pending release of a full report the NMD has released a series of measures for Norwegian-registered vessels intended to avoid similar incidents. Copies are available here.

Bourbon itself has established a fund of the families of those lost in the incident .

MSF will hold a workgroup review meeting in Aberdeen on 28 November 2007, preparatory to the MSF all members meeting on the 29th.

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Maritime Safety Forum Web Problems/Notices

 Maritime Safety Forum  Comments Off on Maritime Safety Forum Web Problems/Notices
Aug 302007
 

The Maritime Safety Forum is having some website problems so we’re happy to pass on the following information (MAC is not associated with MSF):

Bob

First of all, please accept our apologies for the current problems with the Marine Safety Forum’s website. The problems are without our control, but we hope to have matters rectified soon. Our database is curtailed so many members won’t receive this message. Please feel free to pass this information on to anyone to whom it might be relevant.

Below are links to our latest safety alerts. The first one is the Norwegian Maritime Directorate’s guidelines for immediate measures on supply ships and tugs that are used for anchor handling:

http://www.marinesafetyforum.org/upload-files//safety-alert-notice/msf-safety-flash-07.17.pdf

The second alert is the MCA’s advice from DEFRA on the EU Foot and Mouth Regularions:

http://www.marinesafetyforum.org/upload-files//safetyalerts/msf-safety-flash-07.18.pdf

The third one concerns a crane jib failure and was issued by ASCO as No 12/07:

http://www.marinesafetyforum.org/upload-files//safetyalerts/msf-safety-flash-07.19.pdf

And finally, our last one is to do with an injury sustained following a rig move when a member of the crew was struck by a tugger wire:

http://www.marinesafetyforum.org/upload-files//safetyalerts/msf-safety-flash-07.20.pdf

We have a new Marine Awareness Course on offer and the first one takes place on the 11th and 12th of September at the Treetops Hotel in Aberdeen. The Marine Awareness Course was developed to familiarise and update knowledge and awareness of marine operations in connection with offshore installations. It is intended for those personnel who have responsibility for, or are engaged in, marine activities. Further details are available on our website under the Training Courses section and bookings should be made directly with RGIT on 0845 606 2909 or by sending an e-mail to: bookings@petrofactraining.com.

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 Posted by at 09:49