HAS ANYTHING BEEN LEARNED FROM THE PAST?
Henk Hensen
Marine Consultant, author of `Tug Use in Port'. Current issue 4th edition 2021`.
Collision between Tugboat George M and Containership MSC Aquarius
?On April 14, 2022, about 0346 local time, the tugboat George M and containership MSC Aquarius collided while both vessels were transiting north in the Houston Ship Channel. NTSB Report Issued July 11, 2023. MIR-23-15
?“The National Transportation Safety Board determines that the probable cause of the collision between the tugboat George M and the containership MSC Aquarius was the George M mate’s attempt to make up bow-to-bow while the tugboat and containership were transiting at a speed that was excessive for the advanced harbor-assist maneuver. Contributing to the casualty was the George M mate’s lack of experience operating the tugboat …”
?COMMENTS
The crew of the George M has been extremely lucky. Often there are one or more casualties to regret with such accidents. See for instance the almost similar and very tragic accident near Hook of Holland, the Netherlands, in 2010 with the tug Fairplay 22 which tried to connect as bow tug to the ferry Stena Brittannia and was overrun by the ferry.
领英推荐
Now seeing a similar accident, the following questions arise. Are training institutes, trainers, towing companies, etc., aware of the risks of bow tug operations and do they know of accidents that happened in the past? Do they read their relevant literature as for instance mentioned in the NTSB report and do they study accident investigation reports? If not, are tug masters then properly trained about the risks they have to deal with during their daily operations? In line with the former question, also the question arises if pilots and ship captains are properly trained about the capabilities and in particular the limitations of the tugs used??
The book `Tug Use in Port’, 4th edition, can be a great help.
Photo: On 10 April 2008 tug BARTA, while trying to connect, came in contact with the bulb of the ship and was overrun by the ship. Two crew members drowned.
Consultant Master Mariner/Expert Witness/Associate Lecturer/Authorised Pilot Chartered Master Mariner/Younger Brother Trinity House/Published Researcher
1 年Vessel incidents: it’s (nearly) always about speed!
CMMar, CMarTech, MTA Dip MPilot, MIMarEST, AFRIN, AFNI, PCQI, MCMI Marine Pilot at Trinidad and Tobago Pilot's Association
1 年In the case of the Stena Britannica/Fairplay 22, there was agreement reached on a speed of 7 knots through the water while manoeuvring to transfer the towline. In 2016, according to a reference email in the NTSB public docket, G & H Towing Company did advise Houston Pilots about the maximum speed of 7 knots for making fast when performing bow-to-bow operations with ships. It also encouraged their Masters/Mates to discuss this with the Pilot and secure forward only after the stern tug was secure so a braking force is available if needed. Like the Master/Pilot info exchange, there must also be effective communication between the Pilot and tug masters so that everyone shares the same mental model for the operation. The tug masters must also brief their crews accordingly. Extend BRM principles to tug masters so that there is effective challenge and response. Regarding training, both pilots and ship/tug masters should be conversant with the limitations of tugs and the ship's maneuverability under different conditions. Use workshops to cement teamwork, build on ideas and discuss relevant safety investigations. Train alongside each other in simulations using role play and effective debriefing. Past lessons are not being learnt!
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1 年Still nothing beats experience & Speeds are often still too high.
University Lecturer. University of A Coruna
1 年A new IMO circular is probably necessary. I attach some calculations to reinforce the idea that important hydrodynamic effects must have appeared in the area. Thank you for the publication.
Regional Marine Manager
1 年Used for every masters contingency course here in Aus, a great reference.