Damage to ship's propeller - Univan

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The Engine Order Recorder shows that from 16.11.41 UTC (10.11.41 LT) to 16.15.43 UTC (10.15.43 LT) –that is within 3 minutes and 2 seconds, ME orders being ramped up from Stop to Full ahead showing the urgency with which pilot reacted to the situation. As soon as anchor was weighed, the vessel needed to overcome the force of river stream and then move ahead to clear the buoys abaft. The strength of the stream in this location was 2.9 Kts, this will make the vessel fall back by 1.45 cables in 3 minutes. The forward tug was used by the pilot to pull at 45 deg angle to prevent the vessel from falling back. However, the aft tug was kept only stand by. The sudden drop of RPM at 16.16.32 UTC (10.16.32 LT) is the time of impact of propeller with buoy chain and corresponds to position of ship after picking up anchor. As per calculations based on the point from which the chain has been cut and vessels draft with relation to angle of chain at 2.9 Kts current it is calculated that the bouy was 2 M from the stern when the propeller hit the chain. Fwd Tug Port Anchor 3 Shackles on deck. Current E x 2.9 Kts Aft Tug Fwd mooring buoys Position of vessel upon cast off Aft mooring buoys Page 4 of 5
ROOT CAUSE OF THE ACCIDENT 1. Failure to report the propeller clearance from the aft station. 2. Failure to effectively utilize the aft tug. 3. Failure to appreciate the strength of river current and failure to give robust ME movements during picking up anchor and immediately thereafter. LESSONS LEARNED / PROPOSED COUNTER MEASURES 1) Pilot actions to be monitored and challenged if necessary. 2) Handling ships in open waters is very different from handling ships in river/near berth. The catenary of the buoy chain can be different from direct leads. 3) No claims can be enforced for pilot error unless willful negligence can be proved. Master is to exercise his authority for safety of the vessel. 4) Continuous monitoring of all obstructions to be done and reported to wheelhouse till vessel is clear. Corrective Action 1. Ship under water inspection arranged at next port of call, Tampa. 2. Repair of propeller as per Class recommendations. 3. Damage to buoy and loss of buoy cable and anchor case referred to P&I, claims expected in range of USD 230,000/. Preventive Measures 1. Advanced ship handling training for Master to be arranged. 2. All vessels to discuss this incident in next safety meeting and highlight the importance of clear communication during mooring stations. Gouge on Leading Edge of Blade A Near Tip Page 5 of 5
Page 1 and 2: File No CR-15-009 Prep: SJ/NH Rev:
Page 3: Later on 18 th Feb morning the star

Damage to ship's propeller - Univan

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