Displaying items by tag: Marine Casualty Investigation Board
Department Moves to Highlight Fatal Incident Caused by the Inhalation of Toxic Gases Onboard Trawler
The Department of Transport, Tourism and Sport has moved to highlight a recent report published by the Marine Casualty Investigation Board of the fatal incident on board “FV Oileán an Óir” as reported on Afloat.ie
The fatalities occurred due to the inhalation of lethal levels of hydrogen sulphide (H2S) accompanied by elevated levels of ammonia (NH3) that were present in the atmosphere in refrigerated seawater.
Entry into any enclosed or unventilated space should only take place after the space has been tested and proven to be free from toxic or suffocating gases. Measurement of Oxygen content alone should not be taken to indicate that the atmosphere is safe.
Owners and Skippers of vessels fitted with Refrigerated Sea Water Systems should ensure that notices are displayed onboard highlighting the dangers.
Personal Beacons For Kayakers Recommended In Report On Inchavore Drowning Tragedy
#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.
As previously reported on Afloat.ie, Shane Murprhy (21) from Baldoyle in North Dublin drowned while kayaking on the River Inchavore on 13 November 2014.
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.
Fisherman Drowned 100 Metres From Shallows Says MCIB Report
#MCIB - Various factors - including poor buoyancy, suboptimal lifejackets and a fateful late decision to swim to shore - have been identified in the official report into the death of a fisherman off the Waterford coast earlier this year.
As previously reported on Afloat.ie, a major search and rescue operation was launched on 10 January when a 16-foot fishing punt capsized in a strong swell at the sandbar off Brownstown Head near Dunmore East, throwing its two-man crew overboard.
James Tate was able to swim to the nearby shore in the early morning darkness after some two hours in the water. But he became separated from his friend Johnny Flynn - a former member of the Dunmore East lifeboat crew - who was found unconscious in the water by coastguard helicopter before 8.30am.
Flynn was pronounced dead at Waterford Airport shortly after, with a post-mortem concluding that he cause of death was drowning.
The tragedy occurred six years to the day after the sinking of Dunmore East trawler the Pere Charles, which took five lives.
In the official report into the incident, the Marine Casualty Investigation Board (MCIB) found that the fishing punt, already vulnerable to breaking waves as an un-decked open boat, was more susceptible due to its waterlogged condition, and the lack of adequate buoyancy.
It was also found that neither the vessel's handheld VHF radio nor GPS device, or indeed Tate's mobile phone, were available to the pair after the boat turned turtle.
Though both men were wearing lifejackets, they were of a kind that lacked a collar that would have kept the deceased's head above water, nor did they have a light or whistle. Only Tate was equipped with any kind of light, so he could not locate his friend in the dark.
Most importantly, it was found that the boat had overturned within 100 metres of the shallows, so that if the pair had attempted to swim to shore earlier - rather than tire themselves out trying to climb onto the upturned hull - the chances of both men surviving the incident "would have been greatly enhanced".
The full report into the incident is available to download below.
#MCIB - Marine investigators have emphasised the dangers of drinking while at sea in the official report into the death of a lobster fisherman off Galway in April last year.
The body of Gerard Folan was recovered from the waters off St MacDara's Island, near Carna in Co Galway, on the morning of 24 April 2012 after he was reported missing the night before.
According to the report into the incident by the Marine Casualty Investigation Board (MCIB), Folan had set off in his currach from Dooeyher Pier in Carna around lunchtime on 23 April to check on lobster pots some 3nm away, off Deer Island - promising to contact his father on his return.
Folan was shortly after observed by another fisherman in the area, and was reportedly not wearing an oilskin nor a lifejacket.
Some hours later Folan's father went around the local piers but did not find his son. Later still, Folan's ex-wife contacted Clifden Coast Guard to report his disappearance and a search effort was mobilised.
Early the next morning, before the search resumed at first light, the fishing vessel Ocean Breeze sighted a drifting currach that was found to be Folan's. His body was later recovered off St MacDara's Island around 11am.
According to the MCIB report, it was not possible to determine how Folan became separated from his boat, though it was found that the currach's outboard engine had no kill cord attached, so it is probable the engine was running and the boat motored out of reach when he went overboard.
Although Folan was regarded as a strong swimmer, the post-mortem found elevated levels of alcohol in his bloodstream, which the MCIB report said would have hindered his attempts to swim back to his vessel.
Investigators also highlighted the "undue delay" in raising the alarm when Folan has failed to return earlier on the evening of 23 April.
The full report into the incident is available to download below.
Dinghy Drowning Report Blames Poor Planning
#MCIB - Marine investigators have reiterated the importance of boaters informing people ashore of planned trips in their report into the drowning of a dinghy sailor in West Cork last autumn.
As reported last August on Afloat.ie, an afternoon sail by a father and son from the Beara Peninsula ended in tragedy after their Enterprise sailing dinghy capsized.
The body of John O'Leary from Allihies was found around 1.30am on Tuesday 14 August, just hours after he and his 18-year-son Christy had abandoned their overturned vessel to attempt the swim to shore.
The official report by the Marine Casualty Investigation Board (MCIB) found that the two had been sailing without incident in the area between Cod's Head and the Cullogh Rock for an hour or so before a gust of wind flipped their dinghy.
Unable to right the vessel, the O'Learys rested on the upturned hull to await assistance. But after many hours had passed and suspecting that the hull was starting to sink, they decided to swim to the shoreline some 800 metres away.
With 200 metres to go, John O'Leary encouraged his son to swim ahead to raise the alarm, which he did minutes later. But in the interim John went missing.
Some time into the search operation launched immediately by Castletownbere RNLI and assisted by the Irish Coast Guard from Allihies, John O'Leary's lifejacket was found in the water, and his body was located shortly after.
The MCIB report found that the Enterprise dinghy the O'Learys were sailing is of a kind notorious for its difficulty to right after capsizing. It was also noted that the craft had an insufficient buoyancy bags, which made it even more difficult to bail out once overturned.
But more importantly, the report found that John O'Leary, as skipper of the dinghy, had not arranged a return time or sailing area with anyone on shore prior to the trip.
"If he had done this, the rescue may have occurred before they decided to enter the water," the report said.
Neither man was wearing a wetsuit, exposing them to "the cold and stresses from the cold" which may have "impaired their decision making process" and prompted their decision to swim from the vessel, it added.
In its recommendations, the MCIB advises all sailors to inform a responsible person ashore of their itinerary, and to stay with their vessel as long as possible in the event of any incident on the water.
The full report into the dinghy capsize is available to download below.
Loss of Buoyancy Led to Drowning of Lady Eileen Crew - MCIB
#MCIB - Overloading of the boat deck and a missing hatch at the stern may have caused a fatal loss of buoyancy that led to the drowning of two fishermen off Co Clare last year, according to the official report into the incident.
As previously reported on Afloat.ie, the remains of the two fishermen were found by local divers at the wheelhouse of their sunken boat near Spanish Point on 14 August 2012 during a search operation for the fishing vessel Lady Eileen.
Their craft had been reported missing the previous day after they failed to return from a trip to mend snagged nets, and a massive search operation was mounted after debris and diesel were discovered in the water close to Spanish Point that evening.
The two men lost were later named as owner/skipper Michael Galvin and crew Noel Dickinson, both of Quilty in Co Clare.
In its official report into the incident, the Marine Casualty Investigation Board (MCIB) found that the vessel had a low freeboard, such that even in an unladen condition it would not have to heel by a significant degree to take water on the deck.
With the weight of nets and the seawater tank used to store crustaceans, the vessel's freeboard was reduced such that water would be allowed to "flow freely on to the deck even in very calm weather conditions". This is water that would not be quickly released, with potentially very serious effects on the craft's buoyancy.
In addition, a panel removed by Galvin some weeks before to do repair work on the sterngear appeared not to have been replaced, possibly allowing a catastrophic amount of water on deck if the boat encountered wind or wave action.
With no witnesses to the incident it is unknown exactly what happened to cause the boat to be swamped, though it is thought to have transpired very quickly as neither man was wearing a lifejacket and the boat's manually operated emergency beacon in the wheelhouse was not activated.
Among the MCIB's recommendations is that the Minister for Transport reviews the Code of Practice for fishing vessels under 15m to devise new stability criteria.
Volunteers participating in search operations have also been urged to co-ordinate their assistance, after an open boat with three on board was capsized by waves while searching for the Lady Eileen and its crew.
All were thrown overboard though were quickly rescued by Garda divers in the area.
The full report from the MCIB is available to download below.
Tit Bonhomme Inquest Criticises 999 Service
#TitBonhomme - The "extraordinary" lack of information solicited by the operator who took the first of two emergency calls from the sinking Tit Bonhomme has been taken to task at the inquest into the loss of the trawler's crew.
The Irish Times reports that it only emerged last week that two emergency calls were made from the vessel by its youngest crew member Kevin Kershaw, though the Irish Coast Guard and the Marine Casualty Investigation Board (MCIB) were previously aware of only one.
The first - and previously unreported - 999 call from Kershaw's mobile phone at 5.46am was transferred to Bandon Garda Station rather than to the coastguard. Barrister Elizabeth O'Connel, representing the widow of skipper Michael Hayes, described the dearth of details taken by the operator on that call as "extraordinary".
It was only on the second call placed three minutes later that the Irish Guard was notified of the incident by 5.53am.
The Department of Communications has since announced it will conduct a review of the 999 service provided by the Emergency Call Answering Service (Ecas), operated by BT Ireland from Ballyshannon, Navan and Dublin.
As previously reported on Afloat.ie, five fishermen lost their lives when the trawler Tit Bonhomme went down after striking rocks at the mouth of Glandore Harbour.
The only survivor, Abdelbaky Mohamed, gave testimony to the inquest two weeks ago of his last moments aboard the stricken vessel.
#TitBonhomme - The inquest into the Tit Bonhomme tragedy has heard testimony from the sole survivor of the incident that took the lives of five fishermen.
As The Irish Times reports, Abdelbaky Mohamed explained how he and three other crew had been asleep below deck their trawler hit Adam Island at the mouth of Glandore Harbour on the morning of 15 January 2012.
Mohamed said there was no 'big bang' when the vessel hit the rocks but it began taking on water very quickly has he, his brother Wael, Attia Shaban and Kevin Kershaw made their way to the bridge to join Saied Ali Eldin and skipper Michael Hayes.
The boat was rolling in heavy seas as Hayes handed out lifejackets to each crewmen which they then put on, he recalled, adding that conditions made it impossible for them to put on their immersion suits.
The Irish Independent has published a harrowing transcript of the crew's frantic calls to the emergency services as the Tit Bonhomme was assaulted by the waves and eventually capsized.
Mohamed said his lifejacket was ripped from his body by the force of the water crashing into the bridge, but he was able to grab onto it to reach the surface and swim towards the shore, where he was found by a search party two hours later.
Last month's report by the Marine Casualty Investigation Board (MCIB) found that crew fatigue was "the single overriding casual factor" that contributed to the tragedy, pointing out that the crew had less than five hours' sleep during their 40-hour fishing trip.
But Mohamed told the inquest that he had had sufficient rest at the time of the incident.
The Irish Times has more on the story HERE as the inquest continues.
#MCIB - Investigators have reiterated the importance of water safety measures such as wearing a lifejacket and having a means of alert when on or near the water in the report into the death of a man in Dundalk Harbour in February last year.
As previously reported on Afloat.ie, the man was understood to have taken a small punt from the mudflats at Soldiers Point to reach a colleague requiring his aid on another boat on the afternoon of Saturday 12 February 2012, but went missing after he capsized near Dundalk Lighthouse.
The official report into the indecent by the Marine Casualty Investigation Board (MCIB) names the man as Stephen Fergus, who was making his way to assist his friend Pat O'Brien, whose boat was suffering engine trouble and was anchored on the north side of the estuary at Dundalk Harbour.
Fergus was reported missing after O'Brien became concerned as to his whereabouts. After an extensive search of the estuary by the emergency services, Fergus' body and the submerged punt were found later that evening by the Drogheda unit of the Irish Coast Guard.
The subsequent post-mortem recorded Fergus' death as by drowning.
With no witnesses to the incident that brought about his death, it is assumed that Fergus was in the process of either getting into the punt or transferring from the punt to his own boat when the tragedy occurred.
It was noted that the canvas cover on his boat has not been disturbed, indicating that he did not gain access to the vessel before the incident.
The report's analysis concludes that the strong tidal current at the time would have made it difficult for Fergus to manoeuvre the punt to transfer to his boat single-handedly.
In addition, the condition of the mudflats where the punt was tied off were found to be changeable over time, with the mud in parts "arduous to walk on".
But the key finding of the investigation was that Fergus was neither wearing a lifejacket nor had any means of communication on his person at the time of the incident.
Two lifejackets were found in his car, and it was noted that he had left his mobile phone at home, presumably in the hurry to assist his friend.
The MCIB recommended that all owners and operators of recreational craft should be aware and follow the Code of Practice for the Safe Operation of Recreational Craft.
The full report is available to download as a PDF below.
Nighttime Navigation Issues Led to Grounding of 'Pirate Queen' - MCIB
#MCIB - "Serious weaknesses" in navigational procedures and practices led to the grounding of a passenger boat at Roonagh Pier in Co Mayo last winter, according to the official report into the incident.
The inter-island passenger ferry Pirate Queen - operated by Clare Island Ferry and Clew Bay Cruises Ltd - grounded on rocks at the entrance to Roonagh Pier on the evening of 20 December 2011 as it made a nighttime approach to the pier.
Two crew were joined by three passengers on board at the time, one of whom served as auxiliary crew while another was injured when the vessel was jolted in heavy swell. The vessel itself, though not holed, sustained severe structural damage.
It emerged that the navigational aid lights on the pier - maintained my Mayo County Council - were not fully functioning at the time of the incident and did not illuminate the waters in the vicinity of the pier, making any approach in darkness a dangerous one, particularly at a location where swells were common at the best of times.
However, the Pirate Queen continued on its heading to Roonagh Pier despite its master being made aware of the lighting issue via SMS shortly after leaving Inishturk.
On approach is was noted that the search light was not manned, and when the lookout reported that the vessel was too far to the east, a large swell forced the boat onto rocks on the east side of the pier.
Lifejackets were immediately put on the passengers, while a fellow ferry master returning home on his RIB was hailed to quickly retrieve the passengers from the boat.
As the ferry was rolling and grinding on the rocks in the heavy swell, one of the passengers was thrown against a bulkhead or the hull and suffered a back injury, though luckily avoided head injury due to the lifejacket. All three passengers were transferred ashore safely via RIB.
In its findings, the Marine Casualty Investigation Board (MCIB) initially focused on the pier lighting, both high-level and navigation lights, noting their vulnerability to storm damage and the lack of effective screening.
But upon further analysis, the report highlighted a number of deficiencies in the running of the ferry service itself, such as the lack of crew rosters to ensure a full complement for any sailing, and the absence of an alternative plan in the event of difficulties landing at Roonagh Pier.
In addition, it noted "an over-reliance of visual aids to navigation and a neglect to practice and use the electronic aids on board.
"When one is very familiar with the waters and on regular passages it is very easy to become complacent," the report stated.
It also noted the "hazardous and unacceptable" decision following the incident to move the boat from Roonagh Pier to Clare Island without informing the Irish Coast Guard of the situation.
The MCIB recommends that the ferry operators devise specific approach instructions, ensure that all employees take part "in the full range of emergency procedures" and that crew rosters be drawn up and displayed. The complete report is available to download below.
