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Objectives:
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To share and
disseminate valuable information with ship-owners, ship managers,
Masters and crew of ship regarding the importance of observing practice
of good seamanship during the operation of vessel in port especially
when vessel expected to encounter squally weather in monsoon season.
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To guide the
Master and the crew to exercise reasonable care, and skill during the
maneuvering of ship in the approaches of Indian ports, in the seasonal
South West monsoon months.
NARRATIVE:
A young Bulk
Carrier of five years age, flag foreign, in ballast condition arrived at
an Indian port (Karwar) in the month of May for part loading of iron ore.
The vessel anchored off the port and awaiting its turn for berthing. After
3 days of arrival at about 1300 hours and latter 1800 hours on the same
day, the vessel was reported to have dragged her anchor. The Master of the
vessel re-anchored the ship about 2.6 NM south west of the Oyster Rock. On
the following day, the vessel dragged her anchor again and drifted near to
the Oyster Rock due to heavy squally weather, strong wind, delay in
heaving up an anchor. The vessel after weighing anchor in the early hours
failed to control the drift and eventually drifted towards the Oyster Rock
and grounded. After couple of days the vessel broke into two. Second
Officer lost his life and. approximately 450 tons bunker oil spilled in to
the port.
OBSERVATIONS/ANALYSISES:
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Vessel grounding
was attributed to rough weather conditions and delay by the ship Master
in heaving up of anchor and proceeding to sea or other suitable location
away from the danger.
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The vessel failed to make
adequate headway with engine running at maximum speed due to inadequate
submergence at propeller and excessive trim. The maximum profile offered
to the strong wind led to heavy rolling and drifting towards the shore.
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The ship
complement including Master to failed to act with proper skill and care.
The Master of vessel failed to exercise his lawful command during the
situation which resulted in death of 2nd. Officer, spillage
of 450 tons of bunker oil and wreckage of the ship.
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Ship Log book was not produced by
the Master initially.
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The Master and Mate failed to
take heavy weather precautions when the weather condition deteriorated
on the 3rd day of vessel's stay in the port.
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All officers and
crew panicked after the grounding and, therefore, crew failed to taken
preventive measures during the emergency situation.
RECOMMENDATIONS/LESSONS LEARNT:
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Masters should
prepare comprehensive anchorage plan in accordance with SOLAS/STCW code
provision.
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Stability criteria in ballast
condition should be calculated with due caution to maintain minimum trim
adequate submergence of propeller and windage area.
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All officers and crew must
understand the Contingency Plan and be trained to respond with minimum
delay in the interest of ship safety, crew and protection of Marine
Environment.
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The Port Authorities should
augment the facility and infrastructure to handle the ships calling
their port in safe manner.
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The input of drift when
maneuvering in the restricted water due to strong wind, tides, currents
should be anticipated in advance when approaching and leaving Indian
ports.
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Master during the
vessel stay in Indian ports specially in South West monsoon months
should observe tenet of good seamanship to avert such incident.
The
Directorate being committed to safety of ships during the navigation in
the approaches of Indian ports draw the attention of shipowners,
shipmanagers, charters and agents to
casualty Circular No.6 of 2006 (available on DGS web site
www.dgshipping.com)
which provides the guidelines to the ship master while making approach to
Indian ports and Monsoon Advisory M.S. Notice
No.12 of 2008.
In the light of
above, the shipowners, ship managers are once again advised to provide
necessary guidance to their Masters in a documented form impressing upon
them the significance of exercising extreme caution during the maneuvering
of a ship in congested waters.
Sd/-
(Capt. Deepak Kapoor)
Nautical Surveyor-cum-DDG (Tech) |
