Jun 162014
 
rimac

Assumptions led to collision

Merely responding “Okay” isn’t the best way of ensuring that the other vessel actually understands your intentions. And, as Germany’s Bundesstelle für Seeunfalluntersuchung, BSU report into the collision between xontainerships CMV CCNI Rimac and CMV CSAV Petorca near the port of Yangshan, China, shows:  Assume nothing.

Under conditions of reduced visibility at 1148, on 21 June 2011, VTS Yangshan, told the Petorca that she was outside the fairway and that a vessel in the fairway was approaching her. Petorca  acknowledged the information and told the traffic centre that she intended to return to the northern part of the fairway immediately after the outbound ship  passed. She did not mention the ship by name but was referring to the Rimac. VTS Yangshan repeated the information from the Petorca and acknowledged her intentions.

Rimac called VTS Yangshan about 15 seconds later and asked about the oncoming vessel now some 1.5 nm away. The Petorca heard this query and requested the Rimac to maintain her course at 1150. Petorca intended to alter her course a  little further to port. Continue reading »

Share
Feb 112013
 
Navigation: Getting where you want to go with no nasty surprises

Navigation: Getting where you want to go with no nasty surprises

Navigation in its most basic form is the art and science of getting from where you are to where you want to go with no unpleasant surprises. A new publication from the Nautical Institute, produced in association with The Royal Institute of Navigation, aims to help seafarers do just that.

The current edition is 12 pages long and focuses on collision avoidance. It can be downloaded or read online.

See it here

 

Share
Jan 032013
 

““From 0700 yesterday until now, but at least we shall sleep this afternoon” said the master of the Netherlands-registered refrigerated general cargo ship Spring Bok. He was wrong – hours later his vessel ploughed in an LPG tanker, Gas Arctic.

The UK’s Marine Accident Investigation Branch has identified lack of look-out, distraction on the Spring Bok by family members, a fatigued master who was OOW at the time of the incident, and breach of Colregs on both vessels.

The MAIB summarises the incident: “At 1014 (UTC1) on 24 March 2012, the Netherlands registered cargo vessel Spring Bok collided with the Maltese registered liquefied petroleum gas (LPG) tanker Gas Arctic.

The collision occurred in visibility of less than 2nm, 6nm south of Dungeness while the vessels were proceeding in the same direction in the south-west lane of the Dover Strait Traffic Separation Scheme (TSS). There were no injuries or pollution, but both vessels suffered structural damage.

Following the collision both crews assessed the damage to their vessels, exchanged details and reported the accident to the coastguard. The coastguard later directed both vessels to proceed to Portland for survey and inspection.

The MAIB investigation identified that the officer of the watch (OOW) of Spring Bok, which had been overtaking Gas Arctic, was distracted, was probably fatigued, and had failed to see the other vessel visually before the collision.

Although each vessel had detected and identified the other by both radar and AIS, neither OOW made a full appraisal of the risk of collision, nor took the action required by the International Regulations for Preventing Collisions at Sea 1972 (as amended) (COLREGS) to prevent the accident.

Both vessels’ safety management systems (SMS) required that when the visibility was 3nm or less, a range of control measures be put in place to reduce the risk of collision. However, there was no lookout posted, or sound signal operating on either vessel at the
time of the collision.

Download Report

See also:

Shen Neng 1 Grounding: Same Old Tired Story

ATSB on Thor Gitta: Compliant Fatigue Led To Fatality

Accident Report – Karin Schepers and the Stranger on the Bridge

Fatigue Leads To Wrong Hand Down A Bit

That Old Familiar Tired Feeling

MAIB Mulls Sleepy Single Watchkeeper Aground On Sanda

Cruise “Overloaded – Ship’s Officers Not Getting Enough Rest”

Moller-Maersk Fined For Sleepy Seafarers

MAIB Catches A Bit Of Sleep

MAIB Tired of Fatigue – “UK must go it alone”

NTSB Tired of Fatigue

US Courts Hit Shipowners On Fatigue

MCA Cracks The Whip On Fatigue

Video Of Note:Fatigue At Sea

Fatigue Risk Management On The Horizon?

OCIMF Probes Fatigue Rules Problem

 

Share
Dec 242012
 
Marti Princess/Renate Schultz collision "poor situational awareness"

Marti Princess/Renate Schultz collision “poor situational awareness”

Poor situational awareness and missing or deactivated barriers led to the collision between the Malta-registered general cargo ship Marti Princess and the German-registered containership Renate Schultze off Bozcaada Island on
27 June 2009 says a joint report by Transport Malta and Germany’s Federal Bureau of Maritime Casualty Investigation.

The 6,019 GT Marti Princess, and the 14,619 GT Renate Schulte collided on 27 June 2009 whilst navigating in the Aegean Sea close to Bozcaada island. Marti Princess was southbound. Renate Schulte was northbound. The weather was predominantly dark with no moonlight although visibility was reported to be between five to seven miles.
Marti Princess was proceeding at about 10.5 knots and Renate Schulte was doing about 16.5 knots.
On Marti Princess, the OOW and the master had just made an alteration in course to pass behind the stern of another ship – Ilgaz, and was coming back to the original heading. Both crew members did not see Renate Schulte ahead until a few minutes
before the collision. Continue reading »

Share
Mar 082012
 

Marks on Cosco Hong Kong’s bulbous bow

At 0218 on 6 March 2011, the UK registered container ship Cosco Hong Kong collided with the China registered fish transportation vessel Zhe Ling Yu Yun 135. The accident occurred in international waters off the coast of Zhejiang Province, China. Zhe Ling Yu Yun 135 sank almost immediately, with the loss of 11 lives. Cosco Hong Kong was not damaged.
On impact, Cosco Hong Kong’s officer of the watch (OOW) felt an unusual vibration
and immediately put the engine telegraph to stop. He did not see Zhe Ling Yu Yun 135 immediately before or after the collision and he was unaware of what the container ship had struck. Cosco Hong Kong remained drifting in the vicinity for over one hour while the master tried to establish what had happened.  In the absence of any evidence that a collision had occurred, Cosco Hong Kong then resumed passage to Yangshan, China.
The Taizhou Maritime Rescue Co-ordination Centre was notified that Zhe Ling Yu Yun 135 was missing at 2021, 18 hours after the collision. An air and sea search failed to find any trace of the vessel or her crew. The wreck of Zhe Ling Yu Yun 135 was eventually located
on 17 March 2011 close to the position of the collision.

Factors that led to the collision included:

Continue reading »

Share
Nov 112011
 

Damage to FV Lynn-Marie

Alterations to autopilot settings by the chief officer of the Gibraltar-registered containership Philipp resulted in a ‘curve of pursuit’ that ended with a collision with the fishing vessel Lynn-Marie. Despite being aware of the collision neither the Philipp chief officer nor the master determined whether the struck vessel required assistance.

The incident is reported by Britain’s Marine Accident Investigation Branch, which concludes that the chief officer of Philipp did not use all information available to determine the possibility of collision.

In its summary, MAIB says: “At 0453 UTC on 9 April 2011, the Gibraltar registered, container feeder vessel Philipp collided with the United Kingdom registered scallop dredger FV Lynn Marie 6nm south of the Isle of Man. There were no injuries or pollution, but Lynn Marie was badly damaged and was towed to Port St Mary, Isle of Man.

“After the collision, Philipp did not stop and neither her officer of the
watch (OOW) nor her master tried to communicate with Lynn Marie to see if the fishing vessel required assistance.

Philipp was about 20nm away from the location of the collision when her master eventually informed the coastguard of
his vessel’s involvement”.

Continue reading »

Share
Jul 192011
 

Damage to Far Swan

Shared mental models can be hazardous when they are based on inadequate data and don’t match reality, as the chief mate and lookout of the  offshore supply vessel Far Swan discovered on the night of 6 October 2010 when it collided with the barge Miclyn 131 being towed by an aluminium catamaran Global Supplier. Confirmation bias does not help, either.

That evening Global Supplier was towing the flat barge Miclyn 131, a total tow of around 180 metres from the bow of Global Supplier to the stern of Miclyn 131. Global Supplier was not showing the requisite two white masthead lights in a vertical line and a yellow towing light in a vertical line above its sternlight. The lights had been ordered but not yet fitted.

Global Supplier was not fitted with AIS or radar and was not required to be.

The barge was equipped with portable BargeSafe lights which should have been visible at three nautical miles. They were placed in such a way that the lights were easily missed against background lights and were all-round rather than sectored, making them more difficult to determine accurately at night. Continue reading »

Share
Mar 222011
 

Homeland

One fisherman lost his life when the ro-ro passenger vessel Scottish Viking collided with the fishing vessel Homeland, which subsequently sank. A Safety Flyer which accompanies the investigation report by Britain’s Marine Accident Investigation Branch, MAIB says: “This case highlights the lack of time available to crew in an emergency to locate
and don a lifejacket. Routine wearing of a lifejacket by fishermen when working on deck can significantly improve survivability and detection by the rescue services when a vessel sinks rapidly”. Continue reading »

Share
Dec 292010
 
image

Top: Birka Exporter. Bottom: Hendriks Senior

Finland’s Accident Investigation Board has released its report into the collision between the fishing vessel Hendrik Senior and the ro-ro vessel Birka Exporter. Both vessels failed in this case to comply with the COLREGS, and as a result of complacency, two well equipped and modern ships collided in conditions of good visibility,
even though each knew a risk of collision existed. Bridge equipment was not used effectively and no lookout was present in either wheelhouse at the time.

At 05:29 UTC on 8 December 2008, the UK registered, Dutch operated, fishing vessel Hendrik Senior and the Finnish Ro-Ro cargo ship Birka Exporter collided in international waters approximately 17 NM off the Netherlands coast. There were no injuries and no significant pollution.

Hendrik Senior was on passage from Harlingen, in the Netherlands, to her regular fishing grounds in the North Sea. She was crossing the south-bound lane of the Vlieland Traffic Separation Scheme, near West Terschelling, on an approximately west north westerly course. Birka Exporter was on passage from Finland to Antwerp, heading approximately south south west in the south-bound lane. It was dark; environmental conditions were benign. Each vessel had seen the other, initially by radar and later by eye.

Continue reading »

Share