Page 12 - 2022 - Q1 - Minerva in Focus

SAFETY & SECURITY Safety Digest:

Effective damage assessments

Figure: Damage to the general cargo
vessel’s hull plating

flood tide, making around 6 knots. During a turn to port, the pilot
The Incident misjudged the effect the flood tide would have on the vessel and,
[occurred onboard a vessel of another company] even with full port helm applied, the vessel was set across the river
and the bow made contact with the bank in an area of known under-
During an outbound river passage under pilotage, a general cargo water obstructions.
vessel grounded and suffered damage to its hull plating (see figure).
The vessel took a sheer towards the opposite bank of the river,
Despite both the bridge team and pilot feeling the contact, no report which the pilot corrected with the tiller. Shortly afterwards, the
of the grounding was made to the local Vessel Traffic Service (VTS), master ordered an inspection of the vessel for damage, and a po-
and the vessel proceeded to sea as usual after disembarking the pi- sition was recorded in the deck logbook. No further mention of the
lot. Hull damage was not confirmed until the day after the incident, incident was made between the pilot and master, and the vessel
and the full extent was not realised until the vessel had completed continued its passage to sea without the local VTS being informed.
its sea passage and entered a dry dock.
Even though the initial damage assessment did not identify a
The master was on the bridge at the time of the grounding, but the breach of the hull, the next day, an area of deformation in a cargo
pilot had control of the vessel and was steering using the tiller. It hold led to the discovery of a significant breach. The vessel was sent
was dark, and the vessel was proceeding at full ahead into a strong to a repair yard immediately on its next arrival and dry-docking.

Lessons Learned

• The pilot took control of the navigation of a vessel in difficult tidal conditions. However, it is unclear how much knowledge he had
of the vessel’s manoeuvring characteristics. It is crucial that the master and pilot take the time necessary to communicate the
essential information needed for the pilot to take the con if this is decided more appropriate than the master maintaining the
con. All vessels have manoeuvring posters on the bridge, which should be referenced when creating the pilot card.
• Even if there has only been a suspicion of a vessel grounding, it is imperative that the local VTS is informed and a comprehensive
check of the vessel made before proceeding to sea. Neither was done in this case, which not only contravened the local regula-
tions and obligations of both the pilot and the vessel’s master but also placed the safety of all the crew and vessel in jeopardy.
Source: Marine Accident Investigation Branch (MAIB)

12 MINERVA IN FOCUS – ISSUE 19 / Q1 2022 Source: Marine Accident Investigation Branch (MAIB)