Mooring operations remain one of the most dangerous tasks onboard ships. They require discipline, correct procedures, and constant awareness. The following real-life mooring accident involving a Second Officer (2/O) shows how unsafe practices and poor equipment design can quickly lead to tragedy.
The Incident
On the day of the accident, the after mooring team included the Second Officer and an Integrated Rating (IR). The 2/O had just returned from leave, while the IR had only eight days of experience onboard.
Weather conditions looked stable with cloudy skies, 15-knot winds, and a clean, dry mooring deck. The 2/O had handled the aft mooring station more than 140 times before. Although he knew about the dangers of rope whip, he often retrieved mooring lines at maximum speed, preferring speed over caution.
When the Master ordered all lines to be let go, the aft team released the green and red winch ropes first. After that, they worked on the stern rope from the blue winch and the back spring from the yellow winch. The IR offered to operate the blue lever, and the 2/O agreed.
The Fatal Sequence
Both men took positions at the ship’s side controls—the 2/O at the aft end and the IR at the forward end of the control box. The stern rope moved through the fairlead and started coming in very quickly.
At that moment, the IR noticed the line moving too fast. He turned to check the drum, but when he looked back, he saw the eye of the mooring rope whipping violently above the 2/O’s head. He shouted a warning, released the lever, and even tried to pull the officer back. Unfortunately, the winch kept hauling at maximum speed.
The 2/O, focused on the yellow rope and leaning over the bulwark, didn’t notice the danger. In just seconds, the blue rope’s eye tightened around his body and dragged him overboard. Witnesses later saw him floating face down with serious head injuries.
Emergency Response
The bridge team immediately reacted when they saw the accident. The Master hit the engine emergency stop and alerted port emergency services over VHF. Meanwhile, the Chief Mate, senior crew, and a probationary IR rushed aft to assist.
By the time they reached the station, the blue winch drum still rotated at full speed. The PIR quickly moved the manual lever on the winch itself, finally stopping the drum. Sadly, when the team recovered the 2/O’s body from the water, he had already succumbed to his injuries.
Investigation Findings
The official inquiry revealed several factors that led to the fatal accident:
- Excessive Winch Speed: With the winch set to maximum, the rope came in at over 2 meters per second. This speed created dangerous whipping action in the rope’s eye.
- Control Box Layout: The arrangement of remote control levers did not match the physical positions of the winches and ropes, which caused confusion.
- Inadequate Training: Crew members wrongly believed that the remote levers worked on a simple stop/go basis. They did not know that proportional control was possible.
- Unsafe Work Habits: The 2/O had a routine practice of retrieving lines quickly, even though he had previously discussed the dangers.
- Poor Safety Reporting: The crew knew about rope whip risks but failed to escalate them properly.
Key Lessons Learned
This accident teaches several vital safety lessons for all seafarers:
- Avoid retrieving lines at maximum winch speed.
- Train all crew properly on proportional winch controls and safe mooring procedures.
- Report unsafe equipment designs such as poorly positioned control levers.
- Maintain full attention during mooring and avoid distractions.
- Always prioritize safety over speed.
Conclusion
The Second Officer’s death resulted from a chain of unsafe practices, poor awareness, and flawed equipment setup. Mooring is a high-risk operation where just a few seconds can decide life or death.
This tragic case reminds us that every seafarer must follow procedures, respect the dangers of mooring ropes, and never compromise safety for efficiency.
📌 Disclaimer
This blog is written for educational purposes only. The details are based on reported incidents and are intended to raise awareness about maritime safety. Readers must not treat this as an official investigation report. Always follow company safety management systems (SMS), international regulations, and proper training guidelines during mooring operations.
Pingback: Nautical Circular No. 16 of 2024 - Jhazi Bhaiya G