In its monthly safety scenario for January, the Swedish P&I Club describes a collision of vessels caused by insufficient combination of VHF communication and a proper maritime traffic look-out by sight and hearing.
The incident
As a very large ore carrier was approaching port in an evening with clear sky, the pilot had boarded and the tugs were lining up to connect to the vessel. At the same time, vessel B was outbound from the port without a pilot, as he had just disembarked. Both vessels had all the required navigational equipment. The Master, 3rd Officer, pilot and helmsman were on the bridge of vessel A. Three tugs would assist our vessel during the berthing. The vessel was making about 8 knots on a course of 300°, both steering pumps were switched on.
The Master first saw vessel B on the radar and visually when it was about 6 M away and at 10° on the starboard bow. Vessel B was plotted on the ARPA with a CPA of 0.5 M and was shaping up to pass down the starboard side of our vessel. The starboard green light and mast lights could be seen. The pilot ordered the tugs to connect to the vessel as they were approaching the buoyed fairway. The pilot called vessel B on the VHF and asked to pass green to green which the Master on vessel B agreed with. One tug was connected forward, one on the stern and the third one was on standby.
In the meantime, the VTS called vessel B and informed it about our vessel being inbound. Vessel B’s Master acknowledged that they were aware of vessel A and that they would pass green to green. When vessel B was about 0.8 M off the starboard bow, it started to alter to starboard and towards our vessel. The pilot on our vessel was alarmed and called on the VHF and yelled “green to green vessel B” and, at the same time, ordered hard to port and slow ahead. Someone on vessel B replied “too close have to pass port to port” and continued to alter to starboard.
The pilot on our vessel ordered dead slow ahead and then full astern, but it was too late and the vessel collided with vessel B’s port side by cargo hold 2 and ripped the shell plating up to cargo hold 6.
The Swedish Club cites the following questions to take into consideration on the aftermath of this collision:
- What were the immediate causes of this accident?
- Is there a risk that this kind of accident could happen on our vessel?
- How could this accident have been prevented?
- What are our procedures regarding the use of VHF for collision avoidance?
- How do we ensure that we are aware of the traffic situation while we speak on the VHF?
- Do we use all navigational equipment on the bridge while sailing?
- What sections of our SMS would have been breached if any?
- Does our SMS address these risks?
- How could we improve our SMS to address these issues?
- What do you think was the root cause of this accident?
- Is there any kind of training that we should do that addresses these issues?
The Club also referred to the respective COLREGS rules:
- Rule 5:
Every vessel shall at all times maintain a proper look-out by sight and hearing, as well as by all available means appropriate in the prevailing circumstances and conditions so as to make a full appraisal of the situation and of the risk of collision.
- Rule 7:
(a) Every vessel shall use all available means appropriate to the prevailing circumstances and conditions, to determine if risk of collision exists. If there is any doubt, such risk shall be deemed to exist.
(b) Proper use shall be made of radar equipment if fitted and operational, including longrange scanning to obtain early warning of risk of collision and radar plotting or equivalent systematic observation of detected objects.
(c) Assumptions shall not be made on the basis of scanty information, especially scanty radar information.
- Rule 8:
Any action taken to avoid collision shall be taken in accordance with the Rules of this Part and shall, if the circumstances of the case admit, be positive, made in ample time and with due regard to the observance of good seamanship.
Further details may be found herebelow: