RM Case studies:

250213 -- 080313

J ABDUL AZEEM, 2/O

NON AVAILABILITY OF LIFE BOAT FOR A LONGTIME:
During one of the life boat drills, it was found stbd lifeboat was not lowering
properly, as there was heavy leakage of lub oil from the brake drum. On verifying it
was found that the seals and other requirements for the brake drum were indented,
but not supplied by the company. Master had joined new and he was appraised. He
informed the company about the non availability for use of the stbd life boat,
company kept silent about it. After about 8 months, when the ship was bought by
some other party, then company agreed to do the repair before handing over the
ship.

N SURESH
ROBBERY IN INDONESIA ANCHORAGE:
Ship was anchored in Balikappan port. Ship board personnel were aware of the
piracy in
That port. Security arrangements were arranged, oiler was keeping deck watch
from midship to forward and the keeping midship to aft watch. 2/O handed over
the watch to C/O at 0400 hrs, and chief officer communicated from bridge to the
deck patrolling personnel. After initial communication, he did not talk to them at
regular intervals. At 0515 hrs, AB reported stating that the oiler in the forward had
been handcuffed and he is coming running aft. C/O sounded the alarm, by the time
people gathered on the deck, the robbers ran off with a bundle of mooring rope
from forward.
Lesson learnt: There should be communication between bridge and patrolling
people at frequent intervals to enable timely action.
CAPT. T P ANAND
NEAR MISS AVOIDED COLLISION WITH BARGE
Vessel was to go to go to Chinese port via Singapore straits. Company had
arranged bunkers and stroes at Singapore and they were to be picked up at
Anchorage Bravo. Pilot help had been given, and when the vessel proceeded
around 10 nM towards the anchorage, M/E stopped. Captain rushed to the bridge
and found everything normal and no vessels were around. Master informed VTS
and other ships that they are NUC. Meanwhile, C/E said engines are ready and the

maneuvering started. Luckily a barge which was found almost near the ship (could
not locate earlier), escaped without collision and the larger vessel could maneuver.
The main engine stoppage was due to poor quality fuel supplied, and the purifiers
were giving problems frequently. Company was informed about this, but they kept
quiet.
CAPT. ANIL KUMAR KAVIL
OFF HIRE DUE TO RAMP TROUBLE:
The vessel was a multi purpose Ro-Ro vessel. Vessel used to load car / Ro-Ro cargo.
During one of the jerky, taking quite some time than usual for lowering and hoisting.
After discharge, the vessel was to load ro-ro cargo and proceed to Korea and later to
China for some repairs. With some difficulty the ramp was operated and the cargo
was loaded and discharged at Korea. C/E was asked to check up the problem and to
rectify. This could not be done on board and hence it was repaired at a river port in
China. The superintendent was in the ship and he was busy with Master for
planning some other jobs and he was busy in completing some reports. After
repairs, the vessel went to one of the Chinese ports for loading, and the ramp did
not open to enable loading. Ship was taken to anchorage and experts were called.
It took two days to completely and satisfactorily repair the ramp. It was hydraulic
problem, the broken seal ring had blocked the passage of oil to the valve block.

CAPT. UTHAYAKUMAR
NON OBSERVATION OF REGULATIONS RESULTING IN LOSS OF STBD RUDDER:
The vessel was a mini bulk carrier, loaded klinkers at Jaffrabad port in Gujarat.
Ship proceeded to Magdalla port for discharging. Vessels draught was 5.2 m.
Vessel reached Hazira and anchored waiting for the tide. The tide was expected at
1400 hrs and the tide was maximum 5.25 mtrs. Master was new to this passage
and he had chief officer with 10 years experience in this water. Master wanted to
enter the river before high tide. C/O told him to wait for 20 and reminded him that
the port had not yet given clear signal to enter. Master due to his ego did not listen
and ordered for the maneuvering. After about 15, the vessel ran aground and
relfloated by itself after about 15. Vessel berthed and discharged the cargo. After
completing the discharge, inspection was carried out and found stbd rudder
missing. Ship was a twin screw, hence maneuvering was not a problem. The
rudder was changed in dry dock subsequently. Chief officer signed off at Magdalla.
Lesslearnt: never be in a hurry. Take all precautions, strictly follow the port
required procedures.

CAPT. BENLIN FERNANDO

RUDDER ENGAGEMENT WITH STEERING GEAR SLUGGISH:

The vessel was a log carrier, loaded timber and was proceeding to Tuticorin for
discharging. When the vessel was 10nM off Braren Island, 2 nd officer reported that
the steering gear failed. Tried out emergency steering found no response. Helm
orders to steering gear gear were found ok. Informed the company around 0120
hours and also all the relevant authorities. Vessel was drifting for 3 days before the
company could arrange for help and the vessel arrived at Port Blair for inspections
and repair. Under water inspection revealed that the part of the bolts holding the
rudder to steering gear had worn out and got slackened, the drive was not available
to rudder. Looked like the problem must have been existing for a long time,
because each and every time, one bolt failed there should have been an indication.
It was not informed to the Master at the time of handing over / taking over. It is
always preferable to tell the truth so that repairs could have been done before
proceeding to sea.
LOVE YOUR JOB AND NOT THE COMPANY. COMPANY MAY NOT LOVE YOU ANY TIME
(above quote by Dr Abdul Kalam)

CAPT. L R HEERALAL NAGASWAMY

DELAY IN GIVING MEDICAL ATTENTION
The vessel was a container vessel. A day prior sailing, around 2130 hours, the
electrical officer went to check one of the reefer containers, as the temperature was
not maintaining. While doing the checks, black out happened, with a big noise.
Crew was summoned and sent for his help. Crew brought him back with burn
injuries on both hands and in the face. Instead of sending him ashore for proper
medical treatment, Master ordered to give him first aid as per the medical guide.
First aid was given and he was unable to bear the pain, and he had third degree
burns. Master was reluctant to send him ashore for treatment, and after a long
pressurization he permitted but he informed the agent that he had to be brought to
the ship in the morning before sailing. He was not signed off in that port but was
signed off in the next port. By the time he could get proper treatment, he lost all
sensations in the hand, and he had to discontinue sailing.

CAPT. ADHINARAYANAN NALINARASU

COMMUNICATION PROBLEM
The cadet was 7 months old in the ship and the Master wanted him on the bridge to
keep watch independently. On his very first watch, around 2300 hrs black out took
place, and he informed Master. Master told him to restore the situation when power
supply returns, and also told him that he can call Master only when required in
emergency.

During his 3rd independent watch, the vessel was to pass South Sri Lanka TSS at 10
knots before proceeding to Durban. At 2200 hrs the cadet noticed 6 targets in the
radar very close to the ship, at a distance of less than 3 cables. He alerted the
master, and before he could come, rain started and made the visibility also poor
and radar targets disappeared.
Master on coming to the bridge, ordered cadet to ask for the whistle air and to
operate the fog horn. Cadet rang up ER and he got the supply of air, and operated
the fog horn. Due to the handle got stuck, the fog horn blew continuously without
stopping. This irritated Master and he told cadet to inform ER to stop whistle Air.
Cadet informed 4/E who was on duty to stop whistle air and he acknowledged.
2 more minutes passed, but the whistle blowing did not stop. Master asked cadet to
check up with 4/E as to what was the problem. 4/E answered back stating that he
understood that the vessel had to be stopped and hence he had stopped the engine
without altering the telegraph order. Due to the communication problem, he
understood the command stop whistle air as stop the vessel.
Neither Master or Cadet observed that the M/E rpm came down and had stopped.
Meanwhile, visibility got restored and they could see that targets, all were going
away from ship. The continuous ringing of fog horn had made them to understand
that the vessel was under distress and they steered to safety and thereby this ship
also got saved from collision.
Always keep the communication short and effective and ensure that it is conveyed
properly.

BENJAMIN CYRIL DSOUZA

COMPANYS IRRESPONSIBILITY
Third Engineer had completed his contract / article time and he had given one
months notice to the company as per requirement. Master had forwarded his letter
and he was communicating with office for his relief. But company did not bother to
relieve him even after two months. Third Engineer went on hunger strike. This was
announced to the companyand the company did not respond. Master counseled 3/E
and told him that he can even meet shipping master who may help him. But third
engineer did not listen and continued his hunger strike. His health was
deteriorating and Master had no other alternative except to sign him off on
disciplinary grounds.