The Maritime Industry Guide
As a training exercise, the ship’s deck crew were discharging LTA on deck. A senior crew member suggested catching the line on its descent to speed up recovery. The speed and trajectory of the line caused a minor friction burn to a finger.
The Master had taken the night watch to allow the chief mate to rest. At one point the Master altered course toward the destination port. The next thing he remembered, he was woken by a call on the VHF radio.
A tug was about to depart a berth that it often used. One crew member was on the dock to let go the lines. Once the lines had been let go aft, he went forward and released them. The over-rider was damaged, that made him fall into the water.
This incident witnesses the fact that darkness and/or poor visibility change everything. It was a dark and clear night and it was possible for both vessels to see each other, both visually and on RADAR. Still, a number of factors have contributed to the collision between the two vessels.
A passenger ship was leaving dock in darkness. A port swing was initiated in order to turn the ship 180°. The pilot then requested ahead propulsion, but the Master mistakenly set it to astern instead.
While at sea, deck crew were sweeping the empty hold of a vessel. The bilge well covers had been left open and were without barriers or guards.
While at berth, a water leak was suspected in the boiler/economiser so it was shut down for inspection. They identified a leaky boiler tube and plugged it from the bottom. Hot water, steam and smoke poured out from the boiler water drum and covered the fitter.
An experienced deck crew member was tasked with painting the end of a raised car-deck ramp hatch. He was attending to this work alone when several other crew heard a loud crash in the vicinity of the ramp.
A tanker in ballast left its berth in a river estuary under pilotage. Some 18 minutes after departure a power blackout occurred. The port anchor was dropped and about two minutes later the starboard anchor was also let go