Zodiac Maritime Agencies
Monthly Safety Bulletin – Issue 41
Lost Time Injury Frequency
Oct 05 to Oct 06 = 1.67 Lost Time Accidents per million man hours exposure
The trend has been down from 1.84 in October 2005
During October 2006 there were 10 reported accidents including 5 lost time injuries.
There were 14 near miss reports received of which 7 were from fleet A.
None from Fleet D.
he purpose of these in house Monthly Safety Bulletins is to:
1. Improve safety awareness.
2. Promote the sharing of information across the whole fleet.
3. Report details on accidents and incidents when something went wrong and
4. Spread information on ‘best practice’.
Every accident is avoidable! - If you have an accident onboard please ensure that your safety officer conducts a
full investigation. Managers will require a suitably detailed report, which may be sent by e-mail with 1 or 2 attached
photographs to show what happened how the accident occurred. A Danaos ISM module report must always be sent.
A reminder - all accidents should be reported to the safety department, the insurance department and crew
department; if in doubt send a short report message and someone will advise.
Investigate properly; check all the circumstances that happened, how they happened and why. Consider what could
be done to change the circumstances and prevent such a thing happening again.
It is only with a clear understanding of what happened that you able to prevent it happening again.
If you have any safety related issues, comments or suggestions for the bulletin then please feel free to send them to
A CCIDENTS - LOST TIME INCIDENTS
Container vessel - Facial injury - LTI
Whilst at sea one morning an O/S was out on deck chopping up a wooden pallet. While the O/S was chopping the
pallet he received an injury to his face from wooden debris. The injury consisted of a cut 5 cm long, which started
from about 2 cm under his left eye up to the bridge of the nose. The cut was about 2mm deep. The O/S was
transferred to the ships hospital where the bleeding was stopped, wound cleaned and dressing applied. He was then
given antibiotics and put to rest. At the next port the patient was taken for a further medical check up.
It appears that the O/S was breaking the pallet up in a rather random and uncontrolled way using a hammer.
A piece of wood flew up in the air and hit him in the face.
Chemical Tanker – Broken finger - LTI
A fitter was using the workshop drill to drill a hole through a long steel plate. The fitter had not fixed the steel plate
to the drill vice properly causing it to spin.
His loose sleeve caught the end of the revolving plate spun his hand and arm rapidly and caused an injury to the
little finger of his right hand.
First aid had been provided on board by 2nd officer. Local agent had been requested to arrange for the injured fitter
to go to hospital for treatment.
Safety meeting held. Accident analyzed. Crew reminded of the correct way to use power tools and PPE.
The office message about unqualified and inexperienced ratings using work shop equipment was discussed again
(Ref msg 1966841)
We of course fully agree with the Captain’s summary and comments.
Do not allow people to use workshop tools and machinery unless you are sure they can use them properly and
safely. This is the responsibility of the Chief Eng / Primo. This fitter was using the drill in an unsafe way.
His loose sleeve added to the hazard and resulted in his injury.
With a loose sleeve and an unsecured work piece in a drill – his injuries could have been much more serious,
perhaps he was lucky? Will he be lucky next time? Would you be lucky?
Container vessel – Arm injury - LTI
On departure at Port of Reunion the C/O, Bosun and two O/S’s were casting off the forward tug line.
One of the O/S’s started to slacken the tugs line messenger. But due to the late releasing of the tug line and because
it was now coming tight, the O/S lost his balance and his arm was trapped by the roller engaged with the messenger.
The O/S sustained a cut to his left arm near his elbow.
The 2/O gave first aid and the O/S was sent to the doctor at Toamasina were the wound was stitched.
Take care with tug lines, make sure you have good communication between the crew members and the tug;
most accidents seem to happen when the tug does something unexpected.
Try to control the tug line, by using the messenger as much as possible. Use the mooring winch and the bits to
heave and control the release.
No one is as strong as a tug. If you want to have a tug of war you will loose.
PCTC – Burns - LTI
During the filling the boiler feed filter tank, boiler water overflowed onto the E/T’s left arm, He did not complain of
any problem initially but on arrival in port asked to see the doctor.
When he went to hospital the doctor recommended to sign him off for shore treatment due to 2nd degree burns.
Bulk Carrier – Finger injury - LTI
An A/B was injured while closing the door to the accommodation on the port side on the upper deck. The door
swung rapidly and unexpectedly as the vessel took a large roll. The A/B tried to stop the door swinging but was
unable to stop it as his left hand came in between the door and the door frame. Initially it seemed to be only a minor
cut, but the force of the door had also broken his finger.
The pain persisted pain killers were given on board as temporary measure and he was sent to doctor on arrival at the
first port. Two hairline fractures was sighted in the x-ray and reported by doctor. The doctor recommended light
duties only, but the master and crew dept agreed to send him home.
An experienced seaman always makes sure that any door or hatch is secured in either the open or closed
Always secure doors and hatches open or leave them closed and secured closed. When they are open make
sure you have hold of the door and it can’t swing out of control.
A CCIDENTS - RESTRICTED WORK CASES
Bulk carrier – Hand Injury - RWC
An E/T was standing in the alleyway talking to a fellow crewmember. His right hand was placed on the doorframe
and due to the rolling of the ship the door suddenly closed trapping the E/T hand between the door and the
doorframe. The next day the E/T was sent for an x-ray and fortunately no injuries were sustained. Doctor
recommended light duties with right hand for one week.
An unsecured open door on a ship at sea!
Someone on this ship must have thought he was in his favourite café ashore, and left the door open.
Always secure doors and hatches open or leave them closed and secured closed.
Container vessel – leg injury - RWC
While carrying out sweeping duties on the first platform of no.1 ballast tank an O/S tripped and trapped his right leg
between two bars of an original welded grating located in the middle of the lightening hole. This was because the
O/S was not looking where he was going as he was sweeping and moving backwards.
After the O/S had fallen the A/B who was also in the tank with him asked the O/S if he had sustained any injuries.
The O/S was able to exit the tank unaided. On exiting the tank they reported the incident and were checked up by
the 2/O. The O/S did not complain of any pain. He was sent to rest, remaining under continuos observation.
Another reminder about safety procedures and all risks which can occur while working in a tank and on a slippery
Tank entry – permits to work is a must,
Have a stand by man, with communication and never enter alone,
Good ventilation and adequate lighting for the job,
Wear the right clothing use the right equipment and …
Look where you are going.
The company requirement is to practice tank entry rescues every two months. This is actually a Bermuda flag
specific requirement – if you have a tank job to do, spend half an hour, before you start on the first day and have a
Bulk Carrier – Finger injury - RWC
After completing the overhauling of an electric motor for the auxiliary boiler feed water pump, the EE3 and 3/E had
to lift the motor (about 50 to 60 Kgs) outside the workshop by hand. From outside of the workshop the motor was
going to be lifted by the engine room crane to its final position in engine room. When the EE3 and 3/E were
crossing the threshold of the engine room workshop entrance door, the motor was not sufficiently lifted by EE3 to
clear the height of threshold plate. The EE3's right hand middle finger was crushed between the motor and threshold
steel plate. Both crewmembers were wearing safety gloves. The 2/O tendered First Aid and the EE3 was sent to
doctor on arrival at the next port.
Master / safety officer comments:
All crewmembers / officers were ordered to help other persons whenever and wherever carrying heavy items.
Officers told to supervise the shifting of items. A safe method of lifting weights has to be considered on each
occasion. Plan and prepare for the job.
A CCIDENTS – MEDICAL TREATMENT CASES
Bulk Carrier – Eye Injury - MTC
The vessel was going through the Luzon Strait with a Southerly Bf 7 wind. Blasting operations were being carried
out on top of the hatch covers at no. 9 hold. The three cadets were working near the forecastle on the lee side,
chipping and painting the handrails. One D/C was told by the Bosun to go to the paint store and take some paint.
While going aft he removed his safety goggles and when he passed by hatch no.7 some grit particles allegedly got
into his right eye. He reported it to the 2/O on the next day and he was given first aid. His eye was washed and
attempts to extract the foreign body were done without success. At the next port he went ashore for treatment and
the foreign body was removed
Wear PPE, protect your eyes. Perhaps this is a good lesson for the D/C so early in his career.
Remember this is painful, and it can so easily damage your eyes for good.
Reefer – Eye Injury - MTC
The EE/2 and EEC were overhauling an air fan in cargo holds no.4. At some stage a foreign body got into the EEC’s
right eye. He cannot remember how or when this happened and thinks it may have been when he removed sweat
from his face by using his sleeves.
He felt some pain in his eye and told the 2/O at the end of his working day. The 2/O examined his right eye but
didn't see any foreign body. The eye was rinsed thoroughly by eye wash and eye drops were used.
On the next day once again the 2/O examined his right eye with the bridge magnifier and found nothing. His eye
was a little bit inflamed (red). On arrival in port the EEC visited the doctor who located a very small foreign body in
lower part of his eye. The doctor was able to remove the foreign body.
Another eye injury, another cadet,
Take care wear PPE, protect your eyes.
A CCIDENTS – FIRST AID CASES
Chemical Tanker – foot / ankle burns
The 3/E burned his right ankle when a steam connection came off the air cooler.
The 3rd Engineer was transferring water from the bilge wells and walked around the Main Engine starboard side
where one pump was working for chemical cleaning (ME air cooler No1 seawater side) with SAF acid, heated by
steam. The hose, which was connected from outlet of pump to inlet of air cooler, was disconnected by itself and hot
mixture has burnt 3rd engineer's right ankle.
3rd engineer washed his ankle by fresh water and reported to chief engineer. 2nd officer has been called and has
rendered first medical aid (cream and bandage). After first aid 3rd engineer has been sent to have rest. On the next
day he could carry out his duties without limitation.
Master / Ch Eng Comments
The crew were reminded of the need to wear correct PPE. Special precaution must be used in case of working
with chemicals or steam.
Double checks of all hose's connections before pump starting.
Bulk Carrier – Security / Stowaways
During the discharge of a cargo of steel billets at port Nador two stowaways managed to come on board with the
stevedores and eventually made their way to the steering flag and then the Engine room stores where they hid.
They were discovered at Gibraltar during bunkering. Local authorities and P&I reps were advised, who were very
helpful, Gibraltar police attended on board with the P&I representatives who checked the health of the stowaways
and confirmed their nationality.
After sailing from Gibraltar the vessel called at Tangier outer roads for disembarkation as per instructions from the
The nature of the discharge at Nador involved large numbers of stevedores working in the holds and on deck,
Access to the accommodation was controlled but at some stage the 2 stowaways had gained access to the engine
room via the steering gear deck access.
All engineers were involved in a lot of main engine maintenance and while all machinery spaces were un-occupied
the access doors were locked and secure.
The stowaways were unhelpful in describing how and where they gained access and we were restricted in the
amount of time we had to interview them as well as language problems.
All the good work you do to maintain your vessels security can be undone with one moment when a door is
left open or access left unattended.
Stowaways are often desperate people and will be very patient waiting for their opportunity to get on board.
Many stowaways have experience of ships and know how to move about and find good places to hide. A
common means of access to a good hiding place is to go through the steering gear into the Engine Room.
Always have a good search prior to departure, and in high risk ports always have another search before you
get to the fairway buoy (or while still close offshore).
Container ship – Soot fire in the exhaust gas economiser
A managed container ship was in transit down a buoyed channel from a US port when she suffered a soot fire in the
exhaust gas economizer.
Not long after departure the duty engineer noticed a low pressure reading for the auxiliary boiler, he went to check
the boiler and noticed that the boiler pressure was about 5kg. Soon after that the audible alarm for the aux boiler
sounded and at about the same time the duty engineer noticed steam coming out of the boiler fan.
He stopped the boiler and went to call the C/E. The 1A/E was also called to come to the ECR.
The 1/AE arrived in the ECR and was advised of the auxiliary boiler leak and also a problem with a main engine
Fuel pump. The 1/AE and the 3/AE went to the boiler and could hear an abnormal sound. On further visual checking
by opening the door the 1/AE saw a crack and a water leak. He could also see that the furnace wall had deformed.
Not long afterwards the economiser high temperature alarm sounded and the 3/AE was instructed to start the second
feed pump for the auxiliary boiler. The temperature of the EGE was increasing rapidly at this stage and had reached
about 600 deg C.
The Chief Engineer went up to the boiler flat to have another look and came back shouting ‘fire’.
The vessel was just about to leave the buoyed channel when the C/E informed the bridge of the fire. Fire fighting
commenced with the 3/E and a M/M using a CO2 extinguisher and a fire hose from below.
After abut 15 minutes the C/O reported that the fire fighting efforts were not working, and the Engine room crew
soon abandoned the engine room.
While the Master brought the vessel into an anchorage position and anchored the vessel, the 1/E was shutting down
the systems and isolating power and fuel to the ER. The 3/O started preparing the CO2 system for release.
The Engine room CO2 was released.
The emergency generator was started but not put on the board,
After consultation with the Office managers it was decided that the economiser would be opened up and water
sprayed directly into the space to put the fire out. The emergency fire pump was started but no water was being
The 1/AE and an A/B entered the ER in BA sets to open sea water valves and restore water to the deck line. Once
water pressure was restored fire fighting resumed led by 1/AE; 3/O and the same A/B. Cooling of the inside of the
EGE continued until the fire was completely out, which was about 12:30.
The guidance given here is a repeat of the guidance provided by the Director of technical in the fleet-wide
broadcast 1970111 dated 18 Oct 06.
Be serious about training and drills as they give confidence in facing adversity.
All emergency equipment should be properly maintained and all should be familiar with its use and testing.
Do not abandon the Engine room too quickly. Fight the fire at its source. The CO2 is a last resort and without
guarantee (after the CO2 release a main diesel generator kept running, so obviously the CO2 failed to fill the
engine room and it was later found that only 7 out of more than 230 bottles released!)
When a serious incident occurs in the engine room inform the bridge immediately.
After the loss of steam and thus heating for fuel it should have been discussed with the captain and pilot to
quickly find a suitable place to stop and assess the damage. If this required further steaming it should have
been done at an RPM to the EGB below 240 C which is about the flash point of cylinder oil which tends to
carry over and mix with the soot and ignite.
Quick investigation and organized action is required. An EGB fire is contained in the exhaust trunking so it is
easy to attack in the early stages – hoses prepared, access doors prepared for removal, soot blow if fitted, stop
engine, open doors and direct water onto the area.
If you cannot stop the engine immediately then some boundary cooling may be necessary.
Take care how the water will drain – do not add to your problems.
Contact the office soonest – we can help with advice and arrangements.
Car carrier – pollution
Whilst berthing at Portland Or., the Captain received information from a tug regarding an oil leak near the ship's
port quarter. The C/0 was sent to check for a leak and reported what appeared to be a crack near where the tug's boat
was pushing. With the help of the pilot, all the parties concerned were notified as required by the local (Columbia &
Willamette rivers oil spill response emergency procedure) and the managers informed using the emergency
On close examination 3 small cracks were found on the hull in way of the IFO Settling & Service tanks. It was also
noted that this was where tugs often pushed even though the tug pushing location is clearly marked in position a few
meters forward of the damage. (Obviously tugs should not push in way of a fuel tank.)
A clean up response was initiated and the vessel was allowed to sail after surveys and repair plan was agreed with
the class Society and the USGS
A clean up response was initiated and the vessel was allowed to sail after surveys and repair plan was agreed
with the class society and the USCG
Reefer – Saudi Arabia customs
Two crew members were to join the vessel at Jeddah. After arriving on board they complained that their luggage did
Further investigations revealed that their luggage had been detained because it was found to contain Alcoholic
Spirits which are prohibited in Saudi Arabia. The luggage was detained and the crew members fined.
Several weeks later these two crew members were still trying to recover their luggage.
N EAR MISSES
Near Miss – OCIMF definition
An event or sequence of events which did not result in an injury (or incident) but which, under slightly different
conditions, could have done so.
Typical unsafe behaviours are misuse, or no use of PPE (safety harness, safety goggles). Unsafe working practices
such as crew members standing in dangerous positions or moving into unsafe locations, use of incorrect equipment
or using equipment in the wrong way.
All near misses should be reported to the office via the danaos ISM module.
REMEMBER! REPORT ALL NEAR MISSES THROUGH DANAOS. NOT BY NORMAL MAIL!
Chemical Tanker – PPE and unsafe practices
Whilst unmooring the captain again observed off duty crew members walking around the aft mooring station
without any PPE.
They were enjoying the nice weather and the scenic view, but were immediately sent away from the aft mooring
station. It was again explained to tern that mooring stations are not safe places for walking especially when a tug
line is made fast.
Container Vessel – Use of ships lifting equipment
During the morning the Electrician of his own accord, decided to shift a burned M/E crosshead pump motor from
one deck upwards by using the Provision crane. He did not call anybody to assist him and did not inform anybody
for his intention. When he started to lift the motor he could not operate the controls and see the lift clearly. The
Motor caught the middle platform in the ER coaming and fell down on the platform by DG#t3
The motor is totally broken and cannot be used anymore. No one was injured.
A Safety meeting was arranged with all the crew. Cargo lifting procedures have been explained once again.
Personnel safety precautions reminded to all.
Plan work think about what you are going to do, and how you are going to do it before hand, not when you
realise that you cannot do it on your own or manage by yourself. Engine Room lifting operations are routine,
but have the potential to cause injury and damage.
There is a "routine task" risk assessment in chapter 7 of the safety manual in QMS ver. 15.
Gas carrier – Working aloft
An A/B was assigned to paint the forward mast whilst the vessel was at anchor. He came on the top of mast with full
set of PPE with a safety belt, but when started painting he did not secure it properly.
Any safety equipment is no use if it is not made fast.
There appears to be a lack of understanding of the difference between a safety belt and a safety harness. This
may be due to language differences, but to be clear:
Safety belt or "work positioning belt" is considered as restraint equipment and should only be used without a
harness when there is no risk of a fail. If a fall hazard exists the belt should either be fitted to a harness, or a
harness incorporating a belt should be used.
A safety harness is to be used if there is a risk of a fall. A fall arrest system (safety harness properly
connected) is to be used when working at heights of 2 metres or more if a fall hazard exists.
If you fall from a height with a safety belt on instead of a safety harness you will be injured
Bulk carrier – PPE (eye protection)
One crew member was working without goggles during a grinding operation.
The C/O stopped him working, and sent him to take the proper PPE (goggles). The C/O warned all deck crew to use
the proper FEE during working.
Container ship – unsafe practices - stevedores
Whilst the vessel was berthed at a US Container terminal, the Chief Officer observed a US lashing man intentionally
jump from the hatch cover of hold #6, bay #44 on the main deck, using an unlocking pole to control his descent. The
pole broke during this incident and he roughly landed on his feet.
Soon after the captain arrived with the Chief Officer and investigated further, all eye-witnesses, any person who has
knowledge of this event, etc.
No stevedores complained or mentioned this event and they just left the vessel for change of gang avoiding the
question. The place from where the lashing man jumped is 2.50m above the main deck. There were no claims or
reports received from the terminal neither after this event nor the next work shift.
The C/O investigated if there had been any reports of injury and called the local P&I representative who also
Container ship – Planning & stowage
On departure from port we received the final baplie file and hard copies of the loading master plan. The C/O noticed
some differences between them.
Seven containers with general cargo (total 170 MT) were not shown on the baplie file but only on the master plan,
some differences were also seen on the IMDG cargo between reality and the baplie I master plan. After visual
checks on deck and against the IMDG cargo manifest on board we found that baplie / masterplan showed eight
containers with IMDG cargo as general cargo and eleven containers with general cargo as IMDG cargo in various
This error in the baplie file has been passed from this port's planners to the next ports planners, but fortunately no
conflicts in segregation of IMDG containers for loading showed up. An e-mail, regarding this matter, with required
correction, has been sent to the planner's office.
Chief Officers are required to check the stowage and loading as much as they can, any problems or questions
regarding any part of the loading, Stack weights, stability, shear forces, bending moments, DC Stowage, or
anything else has to be brought to the masters attention as soon as possible.
The planners should be asked to change the plan accordingly and if they cannot or will not change it to the
master satisfaction then the office Ops dept have to be advised.
Bulk carrier – watertight integrity
The vessel was in ballast and underway sailing in adverse weather conditions. The wind was NW Bf 8 The sea
condition NW 6, Shipping water on the main deck starboard side. The chief office had arranged for a tank inspection
and continued regardless of the weather conditions. He went out and had the port topside ballast tanks access
manholes opened prior to routine inspection.
The Masters instructed the Chief Officer to cease the inspection, close the manholes and the inspection not to be
carried out until the weather conditions improve.
All tank entry ahs to be properly planned, with the Masters specific and evidenced by a Permit to work for
tank entry. If the circumstances or conditions change between planning the work and commencing the job in
hand then it has to be re-evaluated and in this case postponed.
In heavy weather and situations where you are taking water on deck you cannot open tanks or compromise
the vessel watertight integrity.
Container vessel – navigation near miss under pilotage
During a transit of the Suez Canal, the vessel approached Lake Timsah, with the pilot choosing to transit via the
Another vessel was observed at about 6.3 cables. It was brought to pilots notice that this tanker was falling behind
our vessel and I asked the pilots intention, whether he intends to go ahead of her in the convoy.
No answer was given and he continued his conversation with traffic control and another vessel on the VHF Ch 09.
When again pointed out that this vessel was increasing speed the pilot ordered stop engines.
At this moment the relieving pilot came on board and he was updated of the situation by the Master and the old
pilot. After a brief conversation on the VHF, the engines were ordered Full ahead. It was observed that the other
vessel was slowing down and she gave an astern engine movement. Our vessels speed was increased to max by
overriding the load program. We passed in front of the tanker with a clearance of about 100 Mts.
B In an effort to improve the safety culture across the fleet each month we will highlight one or two examples
of what we would call 'Best Practices'. By the term Best Practice we mean:
"An activity or procedure that has produced outstanding results in another situation and could be adapted to
improve effectiveness, efficiency, safety or innovation in another situation"
Received Inc.MSG.: 4699997 Date: Sun 29/Oct/2006 13:45
From: SNOWDON <"Snowdon" <email@example.com>>
Subject: SNOWDON-RESCUE REQUEST BY RCC TENERIFFE
TO : <"Zodiac Vessels" <firstname.lastname@example.org>>
Further to our phone call, please be advised that on 29.10.06 at 12.45 hrs gmt completed recovering survivals
(illegal immigrants) from wooden boat, total 131 persons including 3 female. All persons in apparent good
condition. Only one person were pick up on board with stretcher due to some problems with his legs. They declare
that before arrival our vessel in distress position they throw at sea one dead person.
All information reported to RCC Las Palmas and Tenerife. Presently we proceeding to Las Palmas and tomorrow
morning they will send one helicopter with military persons on board.
Our eta Las Palmas on 30.10.06 at 21.00 hrs gmt.
ORT STATE CONTROL, FLAG STATE INSPECTIONS & VETTING
P We will use the area to report every month on items raised during vessel inspections. And report the
details of all ships that completed a PSC without any comments or deficiencies.
Port State Control – Zero Defects / Deficiencies
During October 2006 the following vessels had a Port State Control inspection with Zero Defects:
Green Mountain Cape Town
Stafford Marcus Hook
Summer Phoenix Jeddah
Broadgate Nemrut Bay
Sea Phoenix Constantza
Holsatia Express Oakland
Moorgate Port Arthur
Hyundai Emperor Busan
Shetland Punta Cardon
YM Hamburg Busan
Ural Mountains St Petersburg
Hyundai 107 Inchon
Cape Pelican Itaquai
Summer Phoenix Durban
Hibiya Park Yanbu
Quorn Port Walcott
Saxonia Express Pusan
Cape Flamingo Dampier
Diamond Park Siracuse
Sea Phoenix Nador
Lake Phoenix Camden
Moorgate Santa Marta
NY OTHER BUSINESS?
Please be reminded that all messages that are sent from the ships to the office should be sent to the
It is good to note that more and more vessels have started reporting accidents, incidents and near misses to the office
by the Danaos module. It is our suggestion that the fields are filled in more precisely. Fields such as case details and
injury details be filled with a little more descriptions
It is however also required for ships Master’s to notify the office including ISM/MJR of a more complete detailed
report of the accident, incident or near miss by email.
QUALITY ELECTRONIC MANUALS
The 14th version of Zodiac Maritime Agencies Ltd. Quality Management CD should now be on board and Version
15th will follow very soon (just issued). The new version has the new updates to the SOPEP / SMPEP IMO
contacts. We always welcome any comments on the content of this CD. If you find anything wrong, links that don't
work or section that need updating please let us know.
This can be done by the use of the Masters Review Report, an email to email@example.com or by
inclusion in the Safety Committee Minutes. Remember the purpose of moving away from paper to electronic
documentation is to help you by cutting down the paperwork carried onboard.