Marine Accidents

Marine accidents occur all over the world and result in loss of lives and property
as well as damage to the environment and the reputation of the company that is
responsible for the accident.

Therefore, it is vital that the number of marine accidents is reduced.

Safety management system (SMS) in an organization which originates from the

product quality management system and the risk management system at a local
workplace, considered the SMS and risk management system as the defensive
layers and applied the process approach that is used in managing product quality. 

It is stated that controlling the quality and quantity of products has much in
common with controlling the frequency and severity of accidents.

 In many cases, the same faulty practice is involved, and the reason for the
existence of the fault is similar.

Therefore, it is considered that the methods for correcting the faulty practice are
identical in both fields. 

Risk management is required in workplaces to ensure the health and safety of

operators and others who may be affected by what the operators do or do not do
under the Health and Safety at Work Act as amended.

The factors relating to the marine accidents investigated by the JTSB (Japan
Transport Safety Board) known as 10 latent conditions.

(1) in-adequate passage planning,

(2) in-adequate procedures,

(3) in-adequate rules or deviations from rules,

(4) in-adequate human–machine interface,

(5) in-adequate condition of equipment,

(6) Adverse environment,

(7) in-adequate conditions of operators,

(8) in-adequate communication,

(9) in-adequate team work at a local workplace, and

(10) in-adequate management in an organization.

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Procedures for enclosed space entry

Procedures for enclosed space entry are based on the revised

recommendations for entering enclosed spaces aboard ships issued by the
IMO (2011).

IMO -A-1050 to be followed.

Accident reports- recent ones

Oil sprayed into eyes

A crew member was making a visual inspection of one of the fuel oil booster units in the
engine room while underway.

He found a minor oil leak at the buffer tank and saw that the fuel oil supply pump discharge
line pressure was above nominal values.

While checking the mixing column air vent valve, hot fuel oil was sprayed on his face.

The crew member was treated for his injuries and the defective air vent valve was replaced.

Lessons learned

Every effort should be made to ‘de-energise’ and ‘lock-out/tag-out’ (LOTO) a system before
undertaking work.

Sometimes, this may not be possible – so all the more reason to wear appropriate PPE.

In this case, this would have meant at least eye protection and ideally a full face shield.

Note: Every incident, accident or close call is an opportunity to improve safety. Analyse the
events and determine the unsafe condition(s), then make the necessary adjustments so that
the risks for the unsafe condition(s) are brought As Low As Reasonably Possible (ALARP).

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A most dangerous tool UK P&I Club Bulletin 605

The crew member is operating a handheld grinder, yet he is not wearing any eye
protection.

Grinding work throws off metal particles from the disc as well as from the metal surface
being worked.

Additionally, incidents of grinder disks shattering are not uncommon.

Operators of grinding and cutting tools should assume that the disc may shatter and
should ensure that the guarding will deflect broken pieces away from themselves.

The correct component parts which support and secure discs must always be used.

Did you know?

= Angle grinders are one of the most dangerous tools in any workplace;

= Most angle grinder injuries are from metal particles lodging in the operator’s eye;

= However, the most serious injuries are from kick-back, where the disc is thrust back
violently towards the operator;

= Discs can shatter or explode, sending pieces flying in all directions.

Lessons learned

= Give your crew training and guidelines before letting them work with a grinder;

= Cutting wheels or discs should not be used for grinding jobs, and grinding wheels should
not be used for cutting jobs; = Wheels designed for a particular revolution speed should
not be used on machines of different speeds;

= Wheels should be used only for the specific material and purpose for which they are
designed, and according to the manufacturer’s recommendations;

= The British Abrasives Federation recommends using abrasive discs that comply with
standard EN12413:2007+A1. This stipulates that discs be marked with a date of expiry that
is at most within three years from the date of manufacture;

= Wheels worn small through use should be discarded and never used on smaller
machines.

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Danger of adiabatic compression

An engine room crew member was preparing to do some torch cutting.

He opened the stop valve on the oxygen pipeline that precedes the pressure reducing valve
on the gas bottle.

As he opened the stop valve an explosion occurred.

Thankfully there were no victims.

On investigation and consultation with the manufacturers the following points came to
light:
= The explosion was probably due to adiabatic compression (gas hammer effect); that is,
ignition without external heat input. This can occur when there is a sudden increase in the
pressure of oxygen in the presence of an ignition agent such as metal particles, an organic
substance, oil or grease;

= Compression heat is generated locally inside the piping system when the pressure
increases quickly. This increased temperature can, in turn, cause auto ignition, depending
on what products are in contact with the oxygen;

= The ignition agent (e.g. grease or impurities) could have been deposited during oxygen
cylinder exchange or have been present within the piping system.

Lessons learned

= When working on oxygen gas connections, pipelines and hoses, working gloves should
be clean and tools free from oil, grease and dirt;

= Ensure that all pipelines, hoses and valves in the connections between the manifold and
cylinders are clean and free of all impurities;

= High pressure oxygen cylinder valves which connect the cylinders to the manifold should
be opened slowly to avoid undue generation of compression heat;

=Ensure that there are no leaks from the oxygen installation, which can lead to dangerous
levels of oxygen enrichment – especially in poorly ventilated areas;

= Ensure crew that use compressed gases know the best practices.

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Unidentified fire damper hazard contributes to injury

 During a Port State Control (PSC) inspection, the inspector asked the engine room crew
to demonstrate the function of one of the engine room ventilation fire dampers by moving
the lever to the closed position.

The crew member grabbed the lever in the middle and pulled to close the damper.

The damper closed rapidly to its maximum and was then stopped by the welded limiter
block.

Because the crew member was holding the lever in the middle, his finger was caught
between the lever arm and limiter block and heavily squeezed.

Neither the lever arm nor the limiter was marked in any way to warn of this hazard.

Apart from the lack of hazard identification, another contributing factor was that engine
room dampers may not be subject to regular operation.

Crew may hesitate to shut these dampers or otherwise be unfamiliar with the particulars of
a specific damper lever.

Lessons learned

= Identify all hazards on your vessel. Each close call or accident presents opportunities for
identification and risk reduction measures.
= Practise closing engine room dampers with crew when the vessel is in port and the main
engine(s) are not running. The more familiar crew are with each lever, the more efficient
they will be in case of an emergency or PSC inspection.

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Dangers of an unsecured battery

The fire alarm sounded in the early morning hours during a period of diverse weather. The
fire panel showed the alarm had been activated in the vessel battery locker.

The crew mustered and the fire team assembled. Upon investigation it was discovered that
small flames and sparks were coming from a spare battery that was stored in the battery
locker on the top shelf.

The battery had been delivered during the previous port call and stored within the battery
locker. It had been placed on a storage shelf without being secured and without protection on
the battery terminals.

During a period of heavy weather, vessel movements had caused the battery to tip onto its
side and slide against the steel lining of the bulkhead.

The bare battery terminals against the steel bulkhead caused the battery to short and
consequently overheat.

Once the battery had reached ignition temperature, the casing melted, setting off the fire
alarm.

Lessons learned

- All stored batteries should be secured against movement.

- Battery terminals not in use should be protected with insulation material to prevent
unwanted shorting.
 
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Incinerator burns 
Two engine room crew members were tasked with loading the incinerator. Although the
incinerator was not in operation at the time, it had recently been used and was still hot.

One crew member opened the incinerator door and deposited some articles that
contained oily waste into the incinerator.

The oily waste ignited in a flash fire and the two crew members received severe burns to
their faces.

The victims were sent ashore for medical treatment. 

Lessons learned

- Before opening the furnace door for either cleaning or putting in garbage and/or oily
waste, it must be confirmed whether unburnt sludge and/or embers remain, using the
sight glass and furnace temperature indicator. Never open the door if it is still hot or
smouldering.
- Before opening the furnace door always wear proper PPE, as shown right. Anticipate
the possibility of a flash fire. Proper PPE includes full face shield, long sleeves and heat
resistant gloves. 
==
Never to junior to ‘stop job’
 

Edited from Marine Safety Alert 16-25

A recently qualified crew member was on his first trip as 3rd engineer and had only a few
days experience as the sole engineer of the watch (EOW).

Keen to clear the outstanding planned maintenance, he asked the engine room cadet to
complete the job of topping up the cooling system on one of the four main engines.

This was a job the cadet had previously done, but only on an engine that was not running.
In this instance, the engine was running and on-line.

The engine had both a lower and upper temperature header tank and both required
topping up.

As the cadet removed the cap from the upper temperature header tank, water at 90˚C and
7 psi was released spraying across both of his forearms.

First aid was quickly administered but the mishap resulted in 2nd degree burns to both of
his arms.

The vessel diverted to a nearby port and the cadet was released to the local hospital before
he was repatriated home.  

Lessons learned
- When you are new to a job, don’t hesitate to ask superiors for their input before
undertaking a task. 
- Before undertaking a task, do a running risk assessment. Ask yourself, ‘What could go
wrong?’
- Never carry out maintenance on running or standby machinery. Do the lock-out tag-out
(LOTO) procedure first.
- All crew, irrespective of their rank, have the same authority and responsibility to stop a
job if they are unsure of safety. 

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Earth fault means trouble
 

In the early evening hours the fire alarm sounded showing an alarm on B deck. Smoke
was also reported on the port side of B deck. The re source was localised in a cabin and -
first attempts to extinguish it with portable extinguishers were inconclusive. Meantime,
emergency teams were mustered. Crew donned re suits and breathing apparatus (BA) sets
to attack the re, while boundary cooling was started from outside the cabin bulkhead. The
fire was extinguished, but thick smoke was still prevalent.

Boundary cooling was continued for the next 30-45 minutes while bulkhead temperatures
were continuously monitored. It was observed that the ceiling tube light in the cabin along
with all fittings appeared to be the most severely burnt area, so was possibly the origin of
the re. Upon closer inspection it was found that molten plastic from the ceiling light had
probably ignited the chair and other objects below the light.

Further investigation found the alarm logs in the engine room had recorded a low
insulation alarm 10 minutes before the fire had started. This earth fault was probably the
first indicator of the light fixture deficiency that started the fire.

Lessons learned 
- Earth fault alarms should be investigated as they occur and the ship searched for any
unusual activity. 

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SAFETY PRECAUTIONS AFTER CO2 RELEASE

o It is strongly recommended that expert advice should be

obtained from ashore before ventilation of the space or any
attempt at re-entry is made. The nearest Port Authority/Coast
Guard to your position may be contacted who will assist in
trying to obtain this advice. Unless specifically requested, this
will not be interpreted by the Port Authority/Coast Guard as a
request for on-scene fire-fighting assistance.

o Immediately after activation of the CO2 system checks should be

carried out to ensure that the gas has been correctly released
from the cylinders. This can be achieved by feeling the CO2
 cylinders which should be cold to the touch and visually checking
the individual cylinder release valves to ensure they are in the
open position.

o Crew should keep well clear of the ventilation flaps to prevent

the inhalation of noxious gases.

oVentilation of the space should not be resumed until it has

been definitely established that the fire has been
extinguished. This is likely to take several hours.
 
oEntry into a space that has contained CO2 should only be
attempted by trained personnel wearing breathing apparatus with
safety lines attached and sufficient back-up immediately available
should difficulties arise.

oAn attendant should be detailed to remain at the entrance to the

space whilst it is occupied.

oAn agreed and tested system of communication should be

established between any person entering the space and the
attendant at the entrance.

oShould an emergency occur to the personnel within the space,

under no circumstances should the attendant enter the space
before help has arrived and the situation has been evaluated to
ensure the safety of those entering the space to undertake the
rescue.

oIn the event that the ventilation system fails any personnel in the
space should leave immediately.

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