Vessel Type: ContainerIncident descriptionWhen conducting rounds of the engine room, the duty engineer noticed an accumulation of fluid on the boiler flat deck apparently caused by leakage...
Vessel Type: Bulk Carrier Incident descriptionThe vessel was discharging water sensitive cargo at night when it began to rain. Cargo discharge was stopped and the crew were instructed by...
Vessel Type: Tanker Incident description This partly laden tanker was proceeding inbound along a river channel to berth at a jetty for cargo discharge. The transit was being made in daylight in...
During cargo operations, the duty deck officer noticed the presence of a large quantity of water within one of the holds. He immediately informed the master and arrangements were made to transfer the water into a holding tank using the hold bilge pumping system.
In preparation for arrival in port to load cargo, the crew rigged the pilot ladder combination on the port side in accordance with the pilot’s instructions. The tanker’s master manoeuvred the vessel to create a lee for the pilot launch and the pilot transferred from the launch to the rope ladder without incident. Unbeknown to the launch crew, a tripping line attached near to the bottom rung of the ladder fouled a cleat on the near side of the launch and as the craft manoeuvred away, the ladder was stretched and pulled from the ship’s side.
The crew were instructed to clean the vessel’s cargo holds in preparation for the next cargo. The vessel was underway with sea conditions recorded as slight with no ship movement. In order to gain better access to the upper areas of the hold, the crew arranged to position the high pressure washing equipment on top of portable staging erected on the tank top.
This partly laden tanker was proceeding inbound along a narrow river channel with a pilot on board. The transit was taking place in the early morning hours on a flood tide. Shortly before entering a stretch of the channel with occupied river berths, the pilot ordered the vessel’s speed to be reduced from full ahead to half ahead.
As discharge of a cargo of coal progressed, the level in one of the cargo holds had lowered to the point where stevedores needed to enter for cargo trimming operations using bulldozers.
This bulk carrier received instructions to anchor in a designated port anchorage area occupied by other vessels. When approaching the anchorage, the Master placed his vessel on a Northerly heading with the intention of passing between two other anchored vessels. As the bulk carrier was about to pass between the two anchored vessels with the main engine on “dead slow ahead”, the Master noticed that he was rapidly setting down onto the vessel anchored to starboard. He immediately ordered “full ahead” to increase the effectiveness of the rudder but the attempted avoiding action was unsuccessful with the starboard side of his vessel colliding with the bow of the anchored vessel.
This vessel was loading a bulk cargo in two of the vessel’s lower holds. During the loading operation, the vessel bunkered 500 MT of HFO into no.’s 2 port and starboard fuel oil side tanks. Shortly after the completion of bunkering operations, the Chief Engineer (C/E) noticed the level of no.2 port fuel oil tank was decreasing from observation of the remote gauging system.
This fully laden bulk carrier was on passage in the Mediterranean Sea during winter. Whilst the seamen were handling the hose on the starboard side, a wave was shipped onto the main deck, sweeping them heavily against the adjacent cargo hold hatch coamings. Both sustained multiple injuries requiring the vessel to deviate to land the seamen ashore for urgent hospital treatment.
The vessel was scheduled to call at two West African ports for cargo operations. At the first port of call, all operations took place without any untoward incident. However, shortly after berthing alongside at the second port of call as preparations were underway to commence cargo discharge, the crew found two stowaways who had been hiding inside the deck crane pedestals.
This was a very poorly planned bunkering operation from the outset with an almost complete neglect of the company SMS procedures. The bunkering checklist was ticked off but not in fact implemented.
The subject vessel was berthed on a NNE heading, port side to an exposed quay for cargo discharge operations. In the early morning, the wind was observed to increase in strength from the NW. The Master ordered the crew to deploy additional mooring ropes, with the final arrangement reported to be 4 head/stern lines, 2 breast lines and 2 spring lines forward and aft.
Whilst the vessel was at anchor waiting to berth, one of the engine room fitters was instructed by the Chief Engineer to fabricate a set of locking pins for the anchor cable stoppers. It was planned that the work would take place in the engine room workshop and involve the use of an angle grinder for which the fitter had the choice of an electrical or pneumatically powered tool.
A shipyard pipe fitter was tasked with disassembling a section of steam piping in the engine room. He was not expected to read the repair specification for the job but instead he was to receive general repair guidance from his foreman, who did have a copy of the repair specification.
Vessel Type: Tanker Incident description: While the 1st engineer was performing his normal daily duties as day work team leader, he instructed the 2nd & 3rd engineers to check a boiler valve gasket that had been reported as leaking.
Vessel TypeBulk CarrierIncident description:Whilst the subject cargo vessel was anchored waiting to load cargo, a scheduled...
Vessel Type: Dry cargo vessel Incident description: During an overtaking manoeuvre in a busy traffic separation scheme, the subject vessel grounded on a reef while making 22 knots.
Vessel Type: Dry cargo vessel Incident description: The subject 5 hold vessel was fixed to load a full cargo of yellow Maize in bulk. The previous cargo was bulk fertiliser. On completion of...
Vessel Type: Tanker Incident description: A collision occurred between the subject tanker (4,829 GRT) and an overtaking dry cargo ship (93,152 gross tons) in conditions of good weather and...