Marine Safety Alerts: 09-08 (Update) & 01-09

Electronically-Controlled Cargo Pump Engine Components

April 15, 2009 – Washington, DC: For many years, cargo pump engines on weather decks of Subchapter D & O tank barges had mechanical-type start and control systems. The installation of electronically controlled engines on tank barges since the 1990s has introduced non-approved electrical equipment associated with engine monitoring and control systems into hazardous locations (Class I, Division 1) on thousands of tank barges nationwide.

U.S. Coast Guard District Eight recognized this problem with John Deere manufactured engines and distributed enforcement guidance to their field units on November 22, 2005. Since then, John Deere has engineered retrofit packages for approximately 400 units and is currently seeking approval from the U.S. Coast Guard Marine Safety Center (MSC). Because of widespread use of electronically controlled engines, we suspect there may be other equipment currently in use that similarly is not designed or approved for hazardous locations. Other manufacturers of these engines will likely need to follow suit with their own retrofit packages.

46 CFR 111.105-31(1) defines Class I / Division 1 locations as any area located within 10 feet (3 meters) of a cargo tank vent outlet or ullage opening, or cargo pipe flange or valve on a tank barge that carries a flammable or combustible cargo with a flashpoint below 60 degrees C (140 degrees F). By regulations, electrical equipment located in hazardous locations must be approved intrinsically safe, explosion-proof, or purged and pressurized.

On John Deere electronically controlled cargo pump engines, electrical ignition sources were found in control panels, notification lights, alternators, batteries, computers, and associated wiring for engine sensors. Since new components are still being designed and tested, it may be some time before all electronic components on John Deere engines can be re-engineered and retrofitted for hazardous locations. Again, we suspect other makes of electronically controlled engines have the same issues.

John Deere has been working with the MSC on the approval of retrofit packages for their engines and has recently received approval for some models. >Operators should coordinate with John Deere's service facility, eiServices, at (870) 268-3700 in Jonesboro, Arkansas to schedule retrofits.<

This safety alert is provided for informational purposes only and does not relieve any domestic or international safety, operational or material requirement.

Developed by the Office of Domestic Vessel Activities (CG-5431), United States Coast Guard Headquarters, Washington, DC. Questions should be directed to LT James T. Fogle at (202) 372-1038 or [email protected]. Distributed by Office of Investigations and Analysis: http://marineinvestigations.us

Electrical Shock Hazards

Earlier this year an engineer working onboard a chemical tank ship was electrocuted. The incident occurred while several engineers were preparing to test a circuit breaker. The engineer apparently made contact with the unprotected stripped ends of a conductor plugged into a live 480 volt power supply on an electrical test bench. The investigation is currently ongoing and is examining the other circumstances surrounding the casualty. However, important safety concerns have been noted. This alert serves as a reminder to the maritime industry about the dangers of working with electrical equipment.

With respect to this casualty, the corded three-conductor power supply line being used to connect to the breaker, also called a pig tail, should not have been energized until it was connected. Further, depending on the type of equipment it was being used with, its ends should have had high voltage insulated alligator clips or it should have been wired securely into the electrical component prior to testing. Under no circumstances should the ends have been handled with the power turned on.

The Coast Guard strongly recommends that all vessel owners and operators ensure that:

1. Circuits are de-energized prior to performing any work whenever possible.
2. Employees having electrical maintenance and repair responsibilities are fully trained regarding all safety precautions needed when working with potential electrical hazards.
3. Individuals wear appropriate safety gear - insulated shoes, dry clothing, hard hat, rubber gloves, etc...
4. Appropriate supervision is provided.
5. Procedures for the use of test panels and connectors and are found in the Safety Management System or other operating manuals and readily available.
6. Safe electrical equipment inspection, maintenance and repair procedures are available and followed closely.
7. Test equipment is properly maintained according to original plans.
8. Tools used in the repair of live equipment are properly insulated.
9. Test benches are both properly insulated and grounded in the appropriate areas.
10. Flooring and other surrounding areas of test benches are properly insulated and dry.

This safety alert is provided for informational purpose only and does not relieve any domestic or international safety, operational or material requirement. Developed by the Investigating Officers at MSU Galveston and the Office of Investigations and Analysis, United States Coast Guard Headquarters, Washington, DC.