UK MAIB Report No 15/2013
The UK MAIB has issued Report No.15 on the investigation of the collision between ACX Hibiscus and Hyundai Discovery in the approaches to the easten Singapore Strait TSS on 11 December 2011.
Hyundai Discovey & ACX Hibiscus (Photo credit: UK MAIB report 15/2013)
Visibility at the time was restricted by localised heavy rain. Both vessels’ officers of the watch took action to avoid the collision only after they saw the other vessel emerge from the rain shower at close range. This was too late to be effective. Both vessels were severely damaged; nobody was injured and no pollution was reported.
The United Kingdom registered Hyundai Discovery was inbound to Singapore and thePanamanian registered ACX Hibiscus was outbound from Singapore. The bridge watcheson both vessels were being kept by chief officers. ACX Hibiscus’s chief officer, unawareof Hyundai Discovery’s course and position, turned his vessel to the north to follow itsplanned route. He did not check that it was safe to turn before he began to alter course.
Despite several radio warnings from Hyundai Discovery’s chief officer, ACX Hibiscus’s chiefofficer continued to turn his vessel into Hyundai Discovery’s path.The MAIB led a joint investigation into the accident with the Panama Maritime Authority.The investigation found that both vessels were operating in restricted visibility, but neithervessel’s bridge watchkeepers had taken the precautions required by the InternationalRegulations for Preventing Collisions at Sea 1972 (as amended). The Panama MaritimeAuthority investigators concluded that the behaviour of ACX Hibiscus’s chief officer wasadversely affected by fatigue.
The MAIB’s ability to conduct an effective investigation was restricted because accessto primary evidence from ACX Hibiscus, which was outside the MAIB’s jurisdiction, wasdenied by the vessel’s owners. The owners subsequently put pressure on the PanamaMaritime Authority not to release critical evidence to the MAIB. As a result, this report hasbeen obliged to focus on the actions that should be taken to avoid rogue vessels, ratherthan deal with the underlying causes of the accident.
The obstructive behaviour of ACXHibiscus’s owners, by influencing a flag state to not comply fully with the InternationalMaritime Organisation’s Casualty Investigation Code, has highlighted a significantweakness in the effectiveness of the Code.
Simulations were conducted to consider what action could have been taken by HyundaiDiscovery’s chief officer when confronted by ACX Hibiscus turning towards him. It wasconcluded that had Hyundai Discovery’s chief officer taken action to turn his vessel hardto starboard at the time he began calling ACX Hibiscus by VHF radio, Hyundai Discoverycould have passed 0.4nm ahead of ACX Hibiscus.
Hyundai Discovery’s managers have delivered training to share the lessons learnt fromthis accident with the bridge officers in their fleet. They have been recommended tofurther develop their safety management and training systems to improve inter alia, theirwatchkeeping officers’ understanding of collision avoidance methods and conduct inrestricted visibility.
The MAIB has also recommended that the Panama Maritime Authoritytakes appropriate action with the owners of ACX Hibiscus to address the underlying causesof ineffective watchkeeping on vessels in their fleet, and to ensure it is compliant with themandatory standards of the International Maritime Organization’s Casualty InvestigationCode.
You may read full Report by clicking here
Source: UK MAIB
