Displaying items by tag: MCIB
#MCIB - Poor mooring configuration and adherence to safety procedures have been identified as main factors in the interim report on an incident involving a 'handy size' bulker at Greenore Port last year.
As previously reported on Afloat.ie, the MV Cielo di Monaco was detained at the Co Louth port by Irish authorities on 30 September 2015 under the Paris MoU as a safety measure, with suspected damage to its 180m-long hull.
Further investigation of the vessel found an ingress of water in the forepeak blast tank that caused it to go aground forward, with subsequent diver inspection revealing damage to the shell plating and frames, according to the interim report from the Marine Casualty Investigation Board (MCIB).
Temporary repairs were carried out before the vessel sailed on the following month, with no reports of pollution or injury to any persons.
The MCIB notes that the findings and conclusions in the final report may not reflect the contents of the interim report if additional information or evidence is revealed.
#MCIB - Two fishing crew died after exposure to toxic gases that were not detected within their trawler's refrigeration system, according to the official findings on the incident in Killybegs a year ago.
The new report from the Maritime Casualty Investigation Board (MCIB) also recommends the issue of a Marine Notice warning fishing crews of the hazards of toxic gases within closed spaces on board their vessels.
As previously reported on Afloat.ie, the tragedy occurred when the two men were cleaning refrigeration tanks on the fishing vessel Oileán an Óir in Killybegs Harbour on Monday 24 August 2015.
When one man was overcome by fumes upon entering the port-side tank, his colleague was similarly overcome when going to his aid. Both were rescued from the tank and removed to hospital for treatment, but later died as a result of the inhalation of lethal levels of hydrogen sulphide gas.
The MCIB report determined that the gas, a common byproduct from the breakdown of organic matter such as fish, was held in solution within water that had not been fully flushed out of the trawler's refrigeration system after the end of the pelagic fishing season five months prior.
When the two crew members ran harbour water through the system to flush out the tanks, the gases released remained in the confined spaces.
The report highlights that while the trawler's refrigeration system lacked gauges or sensors to detect toxic fumes, it was also standard practice for the crew to enter the tanks for various purposes, such that the first crew member "would not have perceived the danger that this action posed to him or the repercussions to the safety" of his crewmate.
"Fatalities due to enclosed space entry is an issue of considerable concern" within the merchant shipping sector, the report adds, despite the hazards of toxic gases in such spaces being "well known in the broader marine industry".
The full MCIB report on the Oileán an Óir incident is available to download below.
#Fishing - The latest Marine Notice from the Department of Transport, Tourism and Sport reminds fishing vessel operators to monitor their bilge spaces prior, during and after voyages.
It is also essential that bilge alarms are tested regularly, to determine that both the audible and visible alarms are working.
In addition, it is good practice to regularly inspect bilge suction strainers to ensure they are clean and ready for use.
The official MCIB report into the incident was unable to determine the exact cause of water flooding the boat's bilge and engine area as it was not recovered from the sea bed, though it is presumed to be a serious failure of the seawater cooling system.
One man died by drowning but nine others were rescued after a five-hour ordeal at sea when their leisure craft was swamped in the channel between the islands, as previously reported on Afloat.ie.
According to the official report on the incident by the Marine Casualty Investigation Board (MCIB), the 21ft Dory named 'Jillian' was already low in the water when it set out from Kilmore Quay in Co Wexford on the afternoon of Saturday 29 August 2015 with its owner-skipper and nine passengers on board.
Shortly before 7pm, as the boat passed through the channel in what are commonly choppy waters towards fishing grounds south of Great Saltee, witness reports said that a wall of water came over the bow, forcing through the acrylic glass windows of the wheelhouse and flooding the cabin.
Before efforts could be made to bail out the boat or use the fixed VHF radio in the wheelhouse, the engine stopped and more water flooded in, causing the vessel to capsize quickly.
One passenger was trapped under the hull but was rescued moments later by one of the others, and all but one managed to climb onto the upturned hull.
With no handheld radio or EPIRB on the boat, the skipper and his passengers were unable to call for help. A flare found by one of the survivors was discarded as none knew how to operate it and feared injury in doing so.
Many hours later at midnight, as the group were having difficulty staying on the upturned hull, they attracted the attention of the Saltee Islands ferry which had joined the search party with the Kilmore Quay and Fethard RNLI and the Irish Coast Guard minutes before.
Within 20 minutes all 10 casualties had been taken aboard the ferry, but one was quickly transferred to the Kilmore Quay lifeboat when his health appeared to be failing.
Despite the swift actions of the lifeboat crew and the personnel of coastguard helicopter Rescue 117 who continued CPR, the man was pronounced dead on arrival at Wexford General Hospital.
The investigation later determined that the skipper did not know the maximum load capacity of his vessel, though it was built before such information was made mandatory for the maker's name plate.
It was therefore judged likely that the additional passenger weight caused the boat to sit low in the water, making it vulnerable to breaking waves in the rougher waters between the Saltees.
In addition, if the boat had carried a handheld radio or EPIRB, or had anyone on board knowledge of how to use a flare, it's likely that the party could have been rescued earlier, the report concluded.
#MCIB - Unapproved modifications to a lobster boat may have contributed to the loss of a crewman off Donegal last summer, according to the official report into the incident.
As previously reported on Afloat.ie, the man died after falling overboard from the fishing vessel off Horn Head on Tuesday 16 June.
Sometime after baited pots had been set out ready to shoot, the skipper left his crewman, who was not wearing a personal floation device (PFD), on deck as he went to the wheelhouse to set the next waypoint and navigate to the location.
However, on arrival he looked out the wheelhouse door to see the crewman in the water off the starboard quarter, conscious and waving his arms – though he was not able to swim.
The skipper attempted a rescue with lifebuoys but the crewman was able to grasp them, prompting the skipper to bring the vessel right alongside and pass a line around the crewman's waist to try to haul him above the waterline in what were described as choppy conditions.
However, reports indicate that the crewman had lost consciousness by the time the skipper raised the alarm over VHF radio, and emergency services were unable to revive him when they reached the vessel some 45 minutes later. The cause of death was confirmed as drowning.
With no witnesses to the incident, it is not clear precisely how the crewman went overboard.
But the MCIB identified a more than two-metre opening in the transom bulwark created after the vessel's most recent Document of Compliance with the Code of Practice has been issued – a modification that would not have conformed to standards.
Similarly, rubber laid on the deck after the boat's last appraisal was of conveyer-belt grade without the same anti-slip properties as dedicated marine matting.
Any combinations of these factors could have resulted in the crewman going overboard, the report concludes.
The MCIB also noted that while not mandatory, the use of a safety harness "could well have prevented the incident from occurring", and the report recommends relevant changes to the Code of Practice.
The full MCIB report into the MFV Our Jenna incident on 15 June 2015 is attached below.
As previously reported on Afloat.ie, the Aran Islands registered trawler sank suddenly off the Outer Hebrides on 20 January 2015 after it began taking on water.
The boat's five crew were rescued immediately by an accompanying vessel and the UK coastguard, and none required medical attention, according to the MCIB.
But the board's report into the incident highlighted the lack of knowhow regarding hi-line protocols for helicopter operations among the crew, with only one fisherman on board having any prior knowledge.
As a result the crew were unable to release the emergency pump dropped from the helicopter from its standard clasp, nor determine how to operate it despite the instructions being included – though in this particular situation the flooding was too great for the pump to be of use.
The MCIB was unable to determine the cause of the water ingress without physical evidence from the trawler, which could not be recovered.
It was noted that the vessel had adequate stability for normal working conditions, and that the crew made every effort to save the vessel – but were hampered by flooding in the compartment with the pumps and generators, which rendered them useless.
Also noted was that the while the crew were not all wearing lifejackets or fully zipped up in survival suits, after expressing difficulty working on rescuing their boat with them on, they evacuated the vessel without panic and looked after each other.
The release of the report coincides with a new campaign by Bord Iascaigh Mhara (BIM) to encourage all in the fishing industry to wear personal flotation devices – or PFDs – where appropriate, according to The Irish Times.
BIM's statistics show that more than half of all fishermen in Ireland do not wear a lifejacket or PFD while at sea, despite the availability of free safety gear on subsidised training courses.
It's also despite 36% of fishermen reporting that the know of a colleague who has died at sea.
The Irish Times has much more on the story HERE.
#MCIB - A large boulder snagged in its dredge net caused a razor clam boat to capsize in Rosslare Harbour earlier this year, in an incident judged to have been "predictable" by investigators.
The Marine Casualty Investigation Board (MCIB) has released its report into the incident on the FV Qui Vadis on 11 February, from which three fishermen were rescued by the quick action of the local lifeboat station and other fishing vessels in the area, as previously reported on Afloat.ie.
It was found that the boat was rolled over by a swell after it was already destabilised by the presence of a 750kg boulder in its net – with the MCIB report adding that this type of dredge fishing carries a "high risk" of fouling gear or picking up heavy objects.
The skipper and two crew were swiftly rescued, but it was noted that none was wearing a personal flotation device as required by fishing vessel regulations.
Further analysis by the MCIB determined that the lack of protection bars at the dredge mouth allowed the large boulder to enter the net, and the lack of restriction on the power of the winch allowed the vessel to lift the boulder to the point where it was dangerously unstable.
The MCIB also noted that while the vessel passed the roll test on its most recent inspection months before, that test "does not give sufficient information on a vessel’s stability" and that "only a full inclining test can establish a vessels dynamic stability".
The MCIB's full report is available to download below. The incident is not to be confused with that relating to a motor yacht with the same name also investigated by the MCIB in 2011.
#MCIB - The official report into the death of a kayaker on a Wicklow river last year recommends that anyone kayaking a river of Grade 3 or above should carry a personal locator beacon.
The inquest into his death this summer heard that Murphy became separated from his group while paddling the river swollen by heavy rains.
Despite righting himself a number of times, he was quickly thrown from his kayak and seen face down in the water before the river took him away from his fellow kayakers.
He was later found trapped in branches amid fast flowing water two sets of rapids down from where he was last seen.
The report into the incident by the Marine Casualty Investigation Board (MCIB) found that the river was rated between Grades 4 and 5 – advanced to expert – and within the capabilities of the group, some of whom had paddled it before without incident, and was only passable in flood conditions such as on that day.
However, it found that the noise of the river made communication between the group very difficult when out of line of sight, which hampered their search for Murphy when he became separated from the rest.
The MCIB recommends that "kayaking groups making descents on remove rivers of Grade 3 or higher carry registered personal locator beacons" or PLBs which would enable early alerting of rescue crews in the event of an emergency.
It also recommends that Canoeing Ireland advise kayakers in such situations to consider using waterproof radios to allow communication between group members.
Additionally it was found that the delay in contacting emergency services, due to lack of mobile phone signal in that remote part of Co Wicklow, "did not impact on the casualty’s survival" in this case.
The MCIB's complete report on the incident is available as a PDF to read or download HERE.
#Zillah - Lack of seafaring experience and the absence of a VHF radio or other means of contact compounded a tragic situation that led to the death of a retired teacher after the capsize of his dinghy off West Cork last summer, according to the official investigation into the incident.
As previously reported on Afloat.ie, an inquest into the capsize of the Drascombe Lugger Zillah returned a verdict of accidental death in the case of 66-year-old Douglas Perrin, who drowned after his vessel overturned and sent him and two companions into the water off Castle Island near Schull on the evening of 13 August last.
The court heard that guests Marian Brown and Patrick Anwyl, neither experienced sailors, were taking turns at the helm under the supervision of Perrin, a sailing instructor for more some 30 years, when the boat overturned in gusty weather.
As the report by the Marine Casualty Investigation Board (MCIB) outlines, it was found that the boat - built before the Recreational Craft Directive requirement and of a type known to have stability issues in certain conditions – gybed suddenly on the approach to the Amelia Buoy at the Schull Harbour entrance, taking all three by surprise.
The vessel quickly turned turtle, with its centreplate retracting into the stowed position, and the guests managed to clamber onto the upturned hull with Perrin in the water beside them.
However, they did not have a VHF radio or EPIRB-type beacon on the vessel, and there were no other boats in the vicinity to witness the incident not spot the casualties and attempt rescue.
Despite the mild water temperature, none of the three were wearing more than light summer clothes with their PFDs, and Perrin spoke of feeling cold within 30 minutes.
After the three attempted to swim some 50 metres to nearby rocks on Castle Island, Perrin was separated from his guests, who later saw him drifting past the island making no effort to swim but with his head above the waves.
It was many hours later into the following day, after an alert by Perrin's wife who had been expecting the group's return, that Brown and Anwyl were located and rescued by emergency responders. The body of Perrin was found a short time later off Sherkin Island.
The MCIB found that the guests' lack of sailing experience "meant that they did not react correctly to the developing situation" when the boat suddenly gybed.
Moreover, the lack of a radio, which would have immediately alerted any number of vessels in the nearby Schull area as well as emergency teams, would have likely seen all three rescued in a matter of minutes.
It's also possible that had their PFDs been fitted with lights and whistles, the guests may have been spotted sooner by search and rescue crews.
The full report into the Zillah incident by the MCIB, including its safety recommendations, is available to download HERE.
They were later named locally as brothers Paul, Shane and Kenny Bolger, all aged in their 40s.
Dunmore East RNLI coxswain Michael Griffin commented that the tragedy was "a devastating loss for the community."
He added: "I knew the men personally and had been at school with two of them. They were well known and respected by everyone."
The Marine Casualty Investigation Board's (MCIB) report into the fatal incident involving the MFV Dean Leanne, published this week, has found that a series of safety breaches contributed to the loss of the three men's lives.
Their small open vessel – which was rated to carry only two crew, and did not carry a valid Declaration of Comlpliance with the Fishery Vessel Safety Code of Practice – had headed out before 7am on the day to tend to lobster pots between Falskirt Rock and Brownstown Head.
This was in an area where the boat was not certified to operate, and where the sea conditions grew worse as the day progressed. The brothers had also not provided details of their trip with anyone ashore.
The fibreglassed exterior of the vessel was noted to be in poor condition with "extensive rot and decay" that would result in "reduced structural integrity" - putting boat and crew at risk as the swell built up.
Though it cannot be established exactly how the vessel came to capsize and throw the three overboard, it's believed whatever happened "occurred very quickly as no MAYDAY was transmitted by VHF radio or flares."
Two of the three men were found to be wearing personal flotation devices (PFDs) though only one of these was of the automatic hydrostatic release type, the other being manually operated and found still in its protective cover.
Both PFDs were also poorly maintained, with leaks in their air bladders.
The boat's EPIRB device, meanwhile, did not emit a signal to emergency services despite being found to have been manually operated, and subsequently coming into contact with water.
It was later found to have a defective microprocessor, and was one of a number of models for which its manufacturer later issued a recall notice, though family of the deceased confirm the handset was tested in the month before the incident.