Watch Out For Stroppy Fingers

 Offshore, Safety Alerts  Comments Off on Watch Out For Stroppy Fingers
Jun 082014

stropArrange the strop properly when handling hoses then leave it alone is a key lesson from a recently issued safety alert from Marine Safety Forum. The incident resulted in a crewmember losing the tip of his finger in a rather unpleasant fashion. Not, of course, that there is pleasant way to lose a finger.while assisting the attachment of a bulk hose using the strop and pin method.

As the bulk hose was being lowered to the vessel the crew member caught the strop and looped it around the pin as usual procedure, but also took hold of the bulk hose as it continued lowering. As the hose lowered and the hang-off strop bore the weight of the hose his finger became trapped between the ship’s rail and the hose connection resulting in a finger being crushed and severed.

Says MSF: “The ‘strop and pin’ method of transferring a bulk hose requires minimal intervention or assistance from the vessels crew and there is no requirement or need for the crewmember to touch or guide the bulk hose as it is being lowered once the strop is attached. The only requirement for the crewmember during the bulk hose transfer is to catch the strop and ensure it is correctly looped over the pin.”

Here’s how the strop should be looped over the pin. No other intervention is required: Continue reading »

Dealing With A Stroppy Hose

 maritime safety news, Offshore, Safety Alerts  Comments Off on Dealing With A Stroppy Hose
Feb 122013

A PSV was working alongside an installation and had successfully completed a discharge of oil based mud (OBM) to the installation via the mud hose. The vessel was subsequently required to deliver base oil (BO) using the same (OBM) delivery hose.

In order for the hose to reach the BO manifold onboard, the vessel would be required to re-position the OBM hose from the forward hang off pin to the aft hang off pin. This was to be executed utilising the platforms crane. The OBM hose was connected to the crane pennant and was lifted clear from the forward hang off pin in the usual manner. It was then transferred aft and re-positioned to one of the hang off pins adjacent to the BO connection. Once the hose was in the required position the hang off sling was placed over the pin.

The ABs noticed that the hose hang off sling was displaying signs of wear and tear / damage during the re- positioning of the hose from the forward to the aft pin. They however continued with the operation and as a precautionary measure they decided to secure the hose with a piece of rope as a backup. Continue reading »

Check Those Floating Collars

 Safety Alerts, safety flash  Comments Off on Check Those Floating Collars
Feb 182010

imageHow many collars does it take to float a hose? Make sure you get the right answer warns Marine Safety Forum in a recent safety alert on Bulk Hose Flotation Collars.

Says the alert: “During cargo operations a vessel was passed down a long Oil Based Mud hose with a total of three flotation collars fitted. No concern was raised as to the insufficient quantity of collars and the oil
based mud transfer commenced. During the transfer a large section of the hose became  submerged and the position keeping of the vessel allowed for the submerged hose to become entangled in the port propeller.

Continue reading »

Safety Alert – How To Handle A Hose

 accident reporting, alert, marine safety forum  Comments Off on Safety Alert – How To Handle A Hose
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.