Take your time and maybe used less force on vessel connections suggests Marine Safety Forum following a recent injury.
A platform supply ship was called into the platform to discharge water and fuel. Two deck crewmen were on duty. The weather was calm and fine and it was daylight.
The FW hose was sent down to the starboard side amidships. The IP went to take the end cap off the vessel connection. The connection faces aft and is about 1 metre off the deck. He faced the manifold and took a small hand sledge hammer in his right hand and held the cap in his left hand in case it spun and fell to the deck. He struck the cap lugs with force moving the hammer from right to left to turn the cap anti-clockwise. The hammer head glanced off the cap lugs and struck his left hand heavily on the palm at the base of his thumb.
Although this alert from Marine Safety Forum is offshore it has much wider value. It went like this: A platform supply vessel, PSV, connected the oil-based mud hose from a drilling rig. A routine message went from the bridge to the deck to check that mud filters on the starboard and port sides were in the correct position and that there were no leaks on other manifolds.
AB1, who was new to the vessel, went to check the filters and manifolds, and went through a hatch, leaving it open. He didn’t know where AB2 was. AB2 was on the port side, walked around to the starboard side and…
Yes, fell through the hatch left open by AB1. As chance would have it, AB1 was on his way back up the ladder to close the hatch. Fortunately there were no serious injuries, except possibly for Gerard Hoffnung splitting his sides.
Throwing a little (broken) light on dropped objects
Marine Safety Forum says “A recent report from a Platform Supply Vessel has highlighted a serious incident on board concerning a dropped object from an offshore installation crane. Although no injuries were sustained as a result of this incident, the deck crew were working on the main deck of the PSV at the time and could have been struck by this dropped object.
At 1750 hours, a bang was heard from the top of the PSV’s bridge/monkey island. The second officer went up to investigate and came down with the remains of a red lamp. This lamp was first believed to be part of the ship’s NUC light but when tested the ship’s NUC lights were found to working.
It can be hard enough to find a stonking great port anchored to the ground so when it comes to finding a floating production storage and offloading vessel,FPSO, it’s a good idea to find out where it is before you set off. “The usual place?” doesn’t hack it, as a recent safety alert from the Marine Safety Forum emphasises.
Explains MSF “A recent incident occurred where one of our PSVs, following departure from Aberdeen, arrived at the wrong offshore location.”
Two ABs working on the main deck of a PSV servicing an offshore installation are lucky to be walking around, following a close call involving the loading of a secion of crane boom according to a safety alert issued by the Aberdeen-based Marine Safety Forum.
Says the safety alert
“A recent high potential near miss occurred on a PSV during the back loading of a crane boom section from an offshore installation. Although no injuries were sustained as a result of this incident, two ABs working on the main deck at this time could potentially have been crushed resulting in 2 fatalities.
At the time of the incident, the PSV was starboard side alongside the installation back loading the second section of a crane boom.
This back loaded crane boom section was first landed on deck with no clearance from adjacent tote tanks. However, the ABs had to pass between these tote tanks and the back loaded crane boom section to access the crane hook for unlatching.
Therefore, the crane operator was asked to move the back loaded crane boom section towards the port side of the main deck to create a gap to allow the ABs clear access.
The crane operator moved the back loaded crane boom section 1-2 meters to port and asked the bridge whether the new position was satisfactory. The Bridge then confirmed with the ABs on deck that this new position was acceptable for them and then advised the crane operator accordingly.
The crane wire was then slackened down and the ABs started to pass between the back loaded crane boom section and the nearby tote tanks to unlatch the crane hook.
The crane operator then started to heave and raised the back loaded crane boom section by about 1 metre to approximately waist height with the ABs positioned between this back loaded crane boom section and the tote tanks. This resulted in a potential for the ABs to be crushed between the back loaded crane boom section and the tote tanks.
The bridge shouted a warning on the UHF radio to the ABs who were already aware of the hazardous situation and were moving to a safe position. The crane operator also then lowered the back loaded crane boom section to deck.
The prevailing weather conditions at the time of the incident were within acceptable working limits, consisting of a wind speed of 19 knots and sea conditions with a significant wave height of between 1.5 and 2.0 meters.
Main Findings and Recommendations:
The crane operator lifted the back loaded crane boom section off the vessel’s deck but failed to effectively communicate his intention to the vessel personnel. The crane operator also assumed that the vessel’s deck was clear of personnel.
The investigation of this incident identified the need to instruct crane operators to:-
• communicate their actions to the vessel before proceeding with lifting operations
• ensure that all communications are fully understood and verified by all relevant installation and vessel personnel before proceeding with any lifting operation
• avoid making assumptions and to verify with the vessel that the deck area is clear of all personnel before proceeding with lifting operations.”