Part 1 - Merchant Vessels - Marine Accident Investigation Branch

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The Lesson Although the steel lashing points on the vehicle appeared to be fit for purpose, the supporting aluminium frame was not strong enough to withstand the loads imparted when the ferry rolled. Requirements for vehicle CASE 3 Ship Moovement Highlights Need for Lashing Securing Points to be ‘Beefed’ Up Narrative A ro-ro passenger vessel carrying livestock vehicles encountered heavy weather while on passage. To reduce the ship’s motion, course was adjusted and the rolling eased. Consequently, the starboard stabiliser fin was retracted. Seconds later the vessel took a heavy roll, resulting in one livestock vehicle, containing cattle, to break free from its lashings and overturn. MAIB Safety Digest 1/2012 Interlocking bolts The 70 tonne vehicle and trailer had been secured by eight chain lashings, but all of the lashing points on the vehicle had failed (figure). Steel lashing point complete with securing bolts detached from aluminium vehicle frame Closer inspection showed that the vehicle and trailer had been designed with steel lashing points secured by four steel bolts to the aluminium frame of the vehicle. The force applied to the lashings during the heavy roll had caused the four steel bolts on each lashing point to be pulled through the aluminium bodywork and become detached from the vehicle (figure). lashing points are detailed in international standards. However, a coat of paint can disguise many deficiencies, and it is good practice for road hauliers and ferry operators to closely check, wherever possible, that the design, construction, or condition of vehicle lashing points are not flawed. 15
CASE 4 Lift Shaft Working Can Kill Narrative A ship’s passenger lift was to be inspected to ensure that the pit at the base of the lift shaft was clean. The lift car was stopped at the deck above the lowest deck to allow a clear view from the lowest deck into the lift pit. The lift controls were isolated by the emergency stop button in the lift car. The engineer on duty was unable to open the lift shaft door on the lowest deck with the access key that should have released the door and allowed it to be opened by hand (Figure 1). The chief engineer arrived on the lowest deck and also tried, unsuccessfully, to open the door. The chief engineer then went up the stairs to the deck above and into the lift car through the open doors. He then climbed up a ladder through the emergency escape hatch on to the lift car top and closed the hatch behind him (Figure 2). The duty engineer followed the chief engineer into the lift car and incorrectly assumed that, as the hatch was closed, the chief engineer had taken control of the lift from the controls on the lift car top (Figure 2). The duty engineer operated the springloaded reset for the lift car emergency stop using the reset key that was attached to the door opening key (Figure 3). The lift was now reset to its automatic operating mode. The lift car was either called from another deck, or responded to a previously stored command. It went upwards at normal working speed, trapping the chief engineer between the lift car and the overhanging sill of the deck landing above (Figure 4). The chief engineer died almost immediately, however the ship’s staff were unable to release him. He was finally released, over an hour after the accident, with the assistance of shore-side lift contractors. Lift car top control panel Figure 1: Lift shaft door being released Figure 2: Escape hatch and lift car top control panel 16 MAIB Safety Digest 1/2012
Page 1 and 2: Part 1 - Merchant Vessels ‘Keep i
Page 3 and 4: CASE 1 Heavy Weather - Serious Inju
Page 5 and 6: CASE 1 The Lessons 1. When the ship
Page 7: CASE 2 Figure 2: Hold ventilation c
Page 11 and 12: CASE 4 The Lessons 1. Lack of plann
Page 13 and 14: CASE 5 Figure 2: CPP command signal
Page 15 and 16: CASE 5 The Lessons Luckily, the out
Page 17 and 18: CASE 6 They immediately pushed the
Page 19 and 20: CASE 7 The Lessons 1. The cause and
Page 21 and 22: CASE 8 The Lessons 1. A good bridge
Page 23 and 24: CASE 9 The planned tracks of the ve
Page 25 and 26: CASE 10 Figure 2: Pipe securing arr
Page 27 and 28: CASE 11 Watch ‘Sleeping’ Leads
Page 29 and 30: CASE 13 Watch Your Step Narrative M
Page 31 and 32: CASE 13 The Lessons This was a simp
Page 33 and 34: CASE 14 Figure 1: AIS data Position
Page 35 and 36: CASE 15 Navigating the Cut Narrativ
Page 37 and 38: CASE 16 Is the Forward Store a Dang

Part 1 - Merchant Vessels - Marine Accident Investigation Branch

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