201462 Two large ships and one small anchorage = trouble

Upon arrival at a large, busy port a laden tanker (VLCC 1) was anchored at a short term waiting anchorage. Before disembarking the pilot confirmed that only one ship was allowed to make use of this anchorage at any time. A few hours later, another tanker (VLCC 2), in ballast, anchored within the limits of the same anchorage less than two cable lengths from VLCC 1.

The Master of VLCC 1 repeatedly requested the Port Administration to require VLCC 2 to shift away from his vessel. However, none of the responsible local authorities responded to his requests. The Master decided to keep the main engine fully manned and on stand-by. They also maintained anchor watches forward and aft to monitor the swing radius and the distance between the two vessels.

Some time later the bow of VLCC 2 closely approached the stern of VLCC 1. By quickly manoeuvring with the engine and the wheel hard to port, all the while picking up the anchor, VLCC 1 managed to avoid VLCC 2’s bow by about 50 metres. It was only after this that those on VLCC 2 realised the likelihood of a collision. However, they then proceeded to lower more shackles into the water, thereby increasing her swing radius.

Not long after, the stern of VLCC 2 moved towards the stern of VLCC 1. Once again the Master of VLCC 1 quickly manoeuvred his vessel to successfully prevent contact. This time, the Master of VLCC 1 decided to leave the anchorage, positioning his vessel between the anchorage’s south border and the inshore traffic lane. A few hours later VLCC 2 ordered a pilot and proceeded towards one of the larger anchorages.

Lessons learned
Notwithstanding the local practice of having only one vessel at that particular anchorage, the Port Control allowed two large vessels to anchor there hence contributing to a hazardous situation.

The Master and officers of VLCC 2 demonstrated poor judgment when more shackles were used after the first close call. This only increased the vessel’s swing radius making the vessel more likely to close VLCC 1 once again. Additionally, the crew did not respond to the calls from the crew of VLCC 1 to jointly coordinate actions and move safely apart after the first close call.

One should not assume that the nearby anchored vessels keep proper anchor watches nor act according to maritime best practices.

Masters and watchkeepers must remain vigilant at anchor. It might be safer to pick up anchor and move to a safer location.

When traffic or weather make it necessary, the engine should be kept at short notice at anchor to ensure the possibility of immediate picking up the anchor.

Editor’s note: Port Control is not a perfect entity – it is manned by humans. Do not assume that a situation is safe if it appears to be condoned or initiated by shore authorities. Always do your own risk assessment risk and, if necessary, communicate your preoccupations to authorities. See also MARS 201464 in this issue.