On 17 March 2019, the bulk carrier Caravos Harmony, under the conduct of a pilot, was proceeding to an anchorage in Vancouver Harbour, British Columbia, when it struck the anchored bulk carrier Pan Acacia. Both vessels sustained damage, but there was no pollution or injuries.TSB Canada issued an investigation report on the incident.
Findings as to causes and contributing factors
If familiarization on essential shipboard machinery and equipment is not effective and if necessary instruction manuals and vessel-specific procedures and training are not provided, the crew may not be proficient in the use of the equipment, increasing the risk of accident or injury,
…TSB said.
The investigation determined that, as the Caravos Harmony entered First Narrows, the strong current and eddies caused the vessel to move to port. The pilot gave full ahead and starboard helm orders in an attempt to correct the vessel’s course.
As a consequence of the second officer’s lack of familiarity with the main engine bridge control automation, the engine orders were ineffective and the vessel was slow to respond and continued moving to port.
The pilot then ordered the starboard anchor to be released in order to swing the vessel to starboard. However, because neither anchor had been previously prepared for deployment by lowering them to 1 m above the water as requested by the pilot, the crew found the starboard anchor stuck in the stowed position and could not release it.
With only the port anchor available and having a differing understanding of the situation from the pilot, the master ordered the port anchor to be dropped in order to stop the vessel, but this caused the Caravos Harmony to move further to port until it struck the Pan Acacia.
The pilot and bridge crew did not share critical information to build a common and accurate team situation awareness and this impeded timely and effective coordination of actions to safely manoeuvre the vessel and avoid striking,
…the report found.
Actions taken
-Transport Canada
Following the occurrence, Transport Canada boarded the Caravos Harmony to conduct a PSC inspection and identified several contraventions of SOLAS, the Collision Regulations, and the MLC (2006), including the following:
- One of the port windlass safety pins was missing.
- The rudder angle indicators on bridge had +1-degree errors.
- The under-keel clearance information was missing on the planned route.
- There was an error in the magnetic compass.
- TC also identified items indicating a systematic failure to apply the ISM Code on maintenance and emergency preparedness. TC also requested that an ISM Code audit be carried out by the classification society Registro Italiano Navale (RINA).
TC also conducted a PSC inspection of the Pan Acacia.
-Vancouver Fraser Port Authority
Following the occurrence, the Vancouver Fraser Port Authority amended its rules for vessels refueling at English Bay. As of July 2020, refueling of all vessels can occur in English Bay, thereby reducing the number of inbound laden bulk carriers transiting through the First Narrows Traffic Control Zone.
-Pacific Pilotage Authority
Following the occurrence, the Pacific Pilotage Authority (PPA) and British Columbia Coast Pilots Ltd. conducted a risk assessment on loaded bulk carriers entering Vancouver Harbour on a strong flood tide. Based on the result of the risk assessment, the PPA issued an interim notice to industry on 04 April 2019 that stated that while the TSB was completing its investigation of the occurrence involving the Caravos Harmony, the PPA recommended the following interim measures when the flood current exceeded 1.5 knots:
- An escort tug with a minimum bollard pull of 65 tonnes is to be ordered for any inbound loaded bulk carrier with a length overall of between 200 m and 250 m and a draft in excess of 12 m transiting to an anchorage between Vancouver Wharves and Centerm.
- The escort tug is to be made fast 2 cables west of the Lions Gate bridge on First Narrows.
- For vessels over 250 m in length, users should refer to the information about First Narrows TCZ-1 in the Port Information Guide.
- A note in the interim notice also indicated that it would be amended and clarified once the TSB report was published.
-Registro Italiano Navale
On 18 March 2019, a RINA surveyor carried out an ISM Code audit on the Caravos Harmony and issued the following 3 major non-conformities with a request for a follow-up audit in 2 months:
- Not all non-conformities are reported to the company’s designated person ashore.
- The measures to ensure response to all emergency situations are not always effective.
- The procedures for the completion of passage plans are not always fully addressed.
On 12 April 2019, a RINA surveyor attended the vessel to conduct a follow-up audit and confirmed that the non-conformities had been rectified. Between 24 and 30 April 2019, the vessel underwent repairs to its bow area. An additional ISM Code audit was carried out, which resulted in no further findings or actions required.
-Iason Hellenic Shipping Co. Ltd
After the occurrence, Iason Hellenic Shipping Co. Ltd (IHS) reviewed the performance of the crew and the crewing agents and replaced the crewing agents at the time of the occurrence with a new fully-certified agency. The new agency will recruit crew under the strict supervision of the IHS departments in order to ensure that crew selection and performance is rigorous and in full compliance with SMS procedures and policies.
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IHS also asked the new crewing agents to provide additional training to masters and the senior bridge team before embarkation. The training covered the master-pilot relationship as well as passage planning, master-pilot exchanges, and bridge resource management and communications.
The company will review fleet-wide crew awareness and adherence to SMS procedures (mainly those related to navigation standards, maintenance and repair reporting, and safety practices) during more frequent visits onboard until satisfied with the conduct of the new crew.
The annual office-to-ship exercises were amended to include a collision scenario in order to assess crew knowledge and reactions to this type of emergency, and lessons learned to be shared across the fleet.
Masters and chief officers of the fleet were instructed to ensure adherence to SMS procedures during anchoring operations. The master and the company will provide additional training on anchoring practices and maintenance after auditing, reviewing, and assessing new crew performance. A circular was sent to all of the fleet regarding the need for passage planning with the electronic chart display and information system.
-Pan Ocean Company Ltd.
After the occurrence, Pan Ocean Company Ltd., the owner of Pan Acacia, took the following safety actions:
- The vessel’s crew was given a shipboard education session on emergency responses to various accidents, including collisions/allisions.
- The company’s orientation guide for masters was amended to include a specific reference to the allision involving the Pan Acacia and to provide guidance on anti‑collision measures to be taken while vessels are at anchor.
- Vessels in the fleet were instructed to post the company’s safe working rules for anchor watches and to remind crew to have a thorough knowledge of the rules.
FIND MORE IN THE FULL TSB REPORT
