Pachuca – Conflict and Snap Back Zones and Design

 Accident, Accident Investigation, Accident report, maritime safety news, mooring  Comments Off on Pachuca – Conflict and Snap Back Zones and Design
Jul 102014
 

pachucoConflicting goals and poor communications with unseen crewmembers are not conducive to safe handling of mooring lines, as a recent investigation by Denmark’s Maritime Accident Investigation Board, DMAIB, shows. The deck arrangements probably didn’t help much either, producing uncertainty at a critical time when crews are under pressure and mooring lines under extreme tension.

Pachuca, an Antigua & Barbuda flagged containership was engaged in regular trade between ports in Northern Europe and called at some six ports a week. The master and crew had been in Esbjerg several times before and were therefore familiar with the harbour area and mooring conditions The port stay was planned to last a few hours.
After discharging was complete at 0445, loading commenced and was completed at 0615. Shortly after the ship was ready for departure. The chief officer and the master were on the bridge and on the enclosed forecastle were the bosun, one ordinary seaman and one able seaman. Continue reading »

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Denmark – Move Work To Avoid Jank Clank

 Accident, Accident report, fishing  Comments Off on Denmark – Move Work To Avoid Jank Clank
Jan 292013
 
Area if the incident

Area of the incident

Even the best personal protective equipment will not remove the risk of injury from heavy flying objects notes Denmark’s Maritime Accident Investigation Board, DMAIB and the best strategy may be to remove the work from the area of hazard.

Says DMAIB: The fishing vessel Jank (SG 75) departed from Klintholm on 21 March 2012 at 0300 in the morning with two fishermen on board in order to trawl for cod in the Baltic.

During the second haul of the day, the trawl got hold of a submerged obstacle at approximately 1030 in the morning. During the attempts to free the trawl, the stern of the vessel was raised by a sea, and the vertical bolt holding the starboard warp block broke due to the strain from the wire. The warp block therefore fell down hard and hit the fisherman’s left safety boot. When the acci-dent happened, the fisherman was standing close to the warp block and just forward of the trawl drum, where he controlled the wire drum with the levers positioned on the trawl winch drum.

The fisherman’s left foot was severely injured, and he was evacuated to hospital by helicopter.

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Ramona/Railway Bridge Contact: “Existing regulations and practices not adequate”

 Accident report, contact  Comments Off on Ramona/Railway Bridge Contact: “Existing regulations and practices not adequate”
Jan 152013
 
Damage to the bridge

Damage to the bridge

An investigation into a contact incident between the cargo ship Ramona and a railway bridge on 28 March 2012 has revealed a number of indications that existing regulations and practices are not adequate to ensure safe navigation through Danish bridges. Furthermore, there is a need for Rail Net Denmark and the relevant maritime bodies to have a dialogue on common issues says Denmark’s Maritime Accident Investigation board, DMAIB.

Says the report: “The cargo ship Ramona sailed into the Railway Bridge on 28 March 2012 at 2226 hours. There were no injuries, but very serious material damage to the bridge and minor damage to the ship.

It had been agreed between the ship and the bridge keeper that passage could take place at 2226 hours. The time matched the train traffic across the bridge and the ship’s speed was adjusted accordingly. The bridge keeper’s disposition of the timing up to the passage at 2226 hours was based on specific attention to a train crossing the Railway Bridge and his experience and routine with the typical timing in connection with bascule openings and ship passages. This led to a very narrow time margin from the train crossing the Railway Bridge to the immediately subsequent opening process for the vessel’s intended passage through the bridge.

The ship sailed faster than predicted by the bridge keeper and arrived at the Railway Bridge earlier than the bascule could be opened. When the bridge keeper noticed this and informed the ship that it had to stop, the ship was too close to the bridge to do so.
The light signals on the Railway Bridge had no effect on the master’s dispositions and manoeuvres as they were not turned on while there was still time and room to manoeuvre. Therefore the master decided to adhere to the verbal agreement on the time of passage”.

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