Marine Accident Investigation Branch (MAIB) - Safety Digest 3/2003

Case 14 - Fatal Accident Involving Hatch Cover Operations  

Narrative
While at anchor in the southern North Sea, the hatch covers of a 6700gt general cargo/feeder container vessel were being removed to enable her holds to be cleaned.  The aim was to facilitate the loading of a cargo of grain. It is not certain whether commercial pressure was a factor in this operation.  

The design of the vessel incorporated slab-type hatch covers to aid the loading and discharging of containers. The deck crew were using the vessel’s cranes to remove and replace the hatch covers.

The practice of removing and replacing hatch covers while at anchor in this vessel had been carried out for some time, having been inherited when she traded in South American waters. 

On the day in question, the weather conditions were force 5 with a 2m swell. The deck crew, which included the chief officer, were in the process of removing tween-deck hatch covers and stowing them in a specially adapted position on deck, just forward of the accommodation.

While manoeuvring one of the hatch covers into its position on deck, the chief officer placed himself between it and the accommodation bulkhead. As he did so, the hatch cover developed a swing and, despite his efforts to restrain it, it struck him, crushing his pelvis against the bulkhead.  

The emergency services were contacted immediately, and the crew attempted to sustain the chief officer. Owing to the severity of his injuries, he died an hour later.

The Lessons
1. One of the main reasons why this accident happened is that the chief officer placed himself in immediate danger by working in a restricted space between the bulkhead and a suspended hatch cover.  

Whenever handling hatch covers, or any heavy object, never work in an area where space is restricted.  And always ensure you can exit the area safely, just in case things don’t go according to plan.

2. A contributing factor was the practice of removing and replacing hatch covers while at anchor. At such time, a vessel is still subject to the forces of the sea and, as such, a degree of rolling and pitching can be expected.  

Carrying out hatch cover operations in a force 5 wind and a 2-metre swell was dangerous. The dangers of suspended weights in those conditions should have been obvious.  Irrespective of commercial pressures, the best and safest option is to wait until the vessel is alongside before beginning this type of work.

3. Complacency also had a bearing on the accident. Because the removal and replacement of hatch covers had been carried out numerous times before while at anchor, the crew had become complacent.  This led to a belief that the operation was safe. An operation that has been done several times before is not necessarily a safe one. The best option is to carry out a risk assessment and look at the operation in practical terms to find out what can go wrong - before it actually does!