Page 46 - CHIRP Annual Digest 2017

CHIRP Maritime

Article. 34 Reporter’s Recommendation
All relevant personnel must be briefed with regards to ren-
Simply unsafe practices dering point and brake holding capacity and the significance
of these terms in safe mooring operations. All ship’s officers
OUTLINE: CHIRP has received several reports which should have sound knowledge of mooring winch brake test-
demonstrate individuals continuing to take alarming risks ing procedures and requirements.
and failing to consider “what if” something unexpected
was to happen? We highlight two of these reports below. The above article was published in MFB46

What the reporter told us (1) Article. 36
Sailor observed painting the anchor. The anchor was lowered
part way out of the hawse pipe and a rope ladder lowered Damage to an anchor windlass
down to it, there was possibly a bosun’s chair, although this hydraulic motor
was unclear from the viewing angle. The sailor climbed down
the rope ladder and began to work. He was wearing no hard-
hat, no lifejacket and no harness. There were no man ropes OUTLINE: An unexpected windlass failure – things always
trailing in the water, and no lifebuoy in case he fell in. The go wrong at the most inconvenient time and place!
people involved should have followed the guidance given in
the Code of Safe Working Practices for Merchant Seafarers What the Reporter told us:
– fully assess the risks, initiate a permit to work system, and The vessel anchored off port at an open anchorage, with no
carry out a tool box talk. navigational hazards in the vicinity, on 31 December. On 02 Jan-
uary, at about 02:00 hours, the weather started worsening with
What the Third Party told us (1) strong winds up to 30-35 knots, gusting to 40 knots, and heavy
Thank you for your letter concerning this incident. We have rain. The crew observed that the anchor chain started slipping
once more reviewed our existing procedures with all crew continuously from the brake and through the chain stopper. The
involved, and emphasized that no deviation from our policies Master was called and the engine room was notified. At 02:30
and procedures will be tolerated as safety is our top priority. hours the Master commenced heaving up the anchor. At about
02:40 hours, when the 4th chain shackle was on deck, the
What the reporter told us (2) windlass control unit and hydraulic motor developed a leak.
Whilst waiting for a pilot to disembark from MV ‘xxx’, I noted Simultaneously, the crew realised that the windlass motor had
a crew member on another ship alongside using a rope lad- lost power and they could no longer heave up the anchor.
der without wearing a life jacket.
A spare motor was available onboard and the crew replaced
What the Third Party told us (2) the defective motor. The job was completed at 13.50 hours
Attempts to contact the Third Party were not successful but and the anchor was heaved up safely at 14.50 hours.
CHIRP is aware that local Port Sate Control officials followed
the matter up with the Third Party. During the repairs, the Master used the engines and man-
aged to maintain the vessel in a safe position.
CHIRP Comment
Having discussed both reports the Maritime Advisory Board From the investigation that was carried out, the following
commented that they appeared to demonstrate a complete should be noted:
lack of awareness of self-preservation. The Board encour- • The vessel was anchored in a water depth of 34 metres
ages seafarers to question whether they should be on a ship with 6 shackles in the water.
with this standard of safety culture. Seafarers need not do • The vessel was in normal ballast condition. The drafts
a full risk assessment for each job, but it is prudent to con- were 6.0 m (F) and 8.0 m (A).
sider ‘what if’ something was to happen? What are the con- • The prevailing weather conditions during the incident
sequences? There may be a lack of SMS compliance, there were NW winds 30-35 knots with gusts up to 40 knots
may be a lack of adherence to the Code of Safe Working and the sea state was high, with swell up to 4 metres.
Practices for Merchant Seafarers 2015, and there may be The deterioration of the weather had been predicted and
a lack of effective supervision, but in the final analysis it is relevant weather forecasts, via NAVTEX and INM-C, were
your life, and you have a family and loved ones back home available onboard.
waiting for you. Is it really worth the risk? • The Officer of the Watch (OOW) did not alert the master
promptly when the weather started deteriorating. However,
The above article was published in MFB46 no instructions had been given on this issue in the Night
Order Book or anywhere else.
Article. 35 • The windlass and anchor motor were in good operational
condition prior to the incident. However, the ability of
Winch brakes – will they hold? the windlass and the anchoring system to withstand
the excessive loads/stresses that are applied in heavy
Report weather was not assessed properly.
A ship’s officer was not aware of the difference between ren- • The anchor chain stopper and its securing pin were
dering point and designed brake holding capacity. damaged, most probably due to the high forces applied,
leaving a gap which enabled the anchor chain to slip.

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