A deck crewmember went to the bridge to make a telephone call. He saw a slipper lying on the grating by the lifebuoy, realizing he had not seen the OOW when he came to the bridge, he concluded something was wrong…
A bulk carrier coming into port was low on bunkers, and because of payment problems, the Master opted to remain at anchor overnight. The Master’s attempts to keep the bow into the wind and check the leeway by intermittent use of the engine were unsuccessful.
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.
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.
The radar had auto-acquired a target ahead and, with three nautical miles to go, a collision risk alarm was indicated on the screen. No audible alarm sounded, because these had been muted on the radar.
The crew was tasked with removing an air compressor motor from its enclosing cabinet. The motor was being lifted, it became stuck. As one of the crew members attempted to remove it, the motor released itself and swung out.
Two crew members were in opening the pilot access door when the vessel was hit by heavy seas that forced the door open and flooded the embarkation space. As the seawater swirled and splashed in the space it swept one crewman out of the door and into the sea.
The OIC of the aft mooring station did not notice the developing hazard of the fast-moving mooring line as his attention was on the attending mooring tug. The rope caught the crew member’s arm as it slid out, causing a fracture to his left forearm.
Scaffolding had been erected on top of hatch cover four of a general cargo vessel to allow two crewmembers to paint the crane jib while the vessel was underway.