Engine room emergency hatch damage
- Safety Flash
- Published on 9 June 2017
- Generated on 25 April 2025
- IMCA SF 14/17
- 2 minute read
The engine room emergency hatch of an anchor handling tug supply (AHTS) vessel was damaged while towing a barge
What happened?
An anchor handling tug supply (AHTS) vessel, whilst towing a barge, encountered heavy seas (wind on the beam - 25 knots, waves - 2 m) and began to roll heavily. In order to avoid damage to the barge, the Master decided to slack off the towing wire by 10 m.
As soon as the vessel and barge came to calmer water, speed was picked up to 6-8 knots. Then, for other reasons, the Master had to reduce the speed of the vessel again.
The momentum of the barge was such that it continued to move in such a way that the towing line caught the open hatch of the emergency exit from the Engine Room, which had been kept open at sea.
What went wrong?
- All watertight openings were not physically inspected before sailing to ensure they were secured for sea, despite requirements in company operations manual that this should be done.
- Crew had decided to keep the Engine Room hatch open due to insufficient Engine Room ventilation leading to a high air temperatures, in turn leading to alarms being triggered.
- The problem with the ventilation system in the Engine Room had been experienced for a long period of time, but had not been reported to the relevant parties nor any investigation conducted.
- The original stern fenders of the vessel had been temporarily replaced by smaller fenders, which made it difficult to keep the towed barge tight to a stern of the vessel while towing.
Actions
- Any defect or abnormal condition onboard should be reported immediately to relevant parties.
- The problem with engine room ventilation system should be investigated.
- A new hatch should be fabricated and installed as soon as possible.
- Original fenders should be reinstalled at stern for safer towing operations.
- Further training should be provided on board emphasising importance of timely defect reporting.
- Further coaching and training should be provided on board to ensure proper physical inspection of all watertight openings before sailing.
Related safety flashes
-
IMCA SF 32/16
29 November 2016
IMCA Safety Flashes summarise key safety matters and incidents, allowing lessons to be more easily learnt for the benefit of the entire offshore industry.
The effectiveness of the IMCA Safety Flash system depends on the industry sharing information and so avoiding repeat incidents. Incidents are classified according to IOGP's Life Saving Rules.
All information is anonymised or sanitised, as appropriate, and warnings for graphic content included where possible.
IMCA makes every effort to ensure both the accuracy and reliability of the information shared, but is not be liable for any guidance and/or recommendation and/or statement herein contained.
The information contained in this document does not fulfil or replace any individual's or Member's legal, regulatory or other duties or obligations in respect of their operations. Individuals and Members remain solely responsible for the safe, lawful and proper conduct of their operations.
Share your safety incidents with IMCA online. Sign-up to receive Safety Flashes straight to your email.