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Two million man-hours achieved: a new milestone in ESM safety record

A feat achieved by the BP tankers under our management : A demonstration of exemplary safety performance

The first tanker of BP came under ESM management on 25th of February 2003. Since that day till end of May, 2005 the crew on board these BP tankers have crossed two million man hours without any days away from work injury (DAFWC). A remarkable and top safety performance indeed by any international standards.

Needless to say, this result is achieved due to the strict adherence to the highest level of safety procedures and taking unreserved initiative in promoting HSE culture by the entire team of crew on board.

Our hearty congratulations to each crew who has served on board these vessels and the steady and continuous leadership provided by the senior officers to achieve this outstanding feat. We are equally proud of our shore staff who had provided full guidance and training to achieve this stellar performance.

We are indeed proud of you all and confident that there are many more such achievements to keep the ESM flag high.

DAMAGE TO CRANE
A General cargo ship was under pilotage and approaching the berth at night , to berth starboard side to, assisted by tugs. Visibility was good and there was a light onshore wind. C/O and 3 seamen were forward, 2/O and 3 seamen were aft and the master, pilot, 3/O and a helmsman were on the Bridge. The forward tug was made fast with a tug's line from the centre lead and the aft tug with a tug's line from the port quarter.
As the ship neared the berth the master and the pilot failed to realize that the bow was very close to a gantry crane at the end of the berth. The flare of the bow passed over the edge of the quay and pushed the gantry crane the arm of which was not fully lifted . This caused the crane to twist and the structure collapsed.
Although the damage to the ship was relatively minor, the damage to the crane and berth, and the loss of use of the berth, cost several million US dollars. 
LESSONS LEARNT

Good communication and exchange of information when
planning ship movements are essential.
The master and the pilot should have exchanged information and agreed on berthing plan.
The port authorities should have ensured that the berth was well lit and that the pilot and ship were fully informed of the berthing requirements and the position of obstructions.
The master may abort berthing if it is unsafe to go alongside due to poor lighting of the berth after carrying out a risk assessment.
Most importantly, the Chief Officer should have been observing the situation and informing the master of the existence of the poorly lit gantry and of the distance of the bow from the quay. Close feedback from the forward and aft stations is of paramount importance for safe mooring.
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