97006 Near Miss in Fog
Near Miss in Fog - Approaches to Halifax, Nova Scotia.
- Official Report No. 97006.
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The following is extracted from a Marine Occurrence Report by the Transportation Safety Board of Canada into a close quarters situation between two vessels in the approaches to Halifax Harbour, Nova Scotia.
Synopsis
A bulk carrier with a deck cargo of containers was outward bound and a container vessel inbound for the same terminal. Both vessels had dangerous goods and pollutants potentially harmful to the marine environment stowed on deck. The weather was inclement with a strong easterly breeze and fog which reduced visibility in the harbour and approaches to less than half a mile. The tide was ebbing.
The Incident
Both vessels were proceeding in reduced visibility and established radio contact, however, radio communications between the two vessels, and between the bulker and the VTS later became indistinct. The pilot on the bulker had agreed by radio to 'hold back' until the inward bound vessel had passed the Outer Middle Ground calling-in point.
After leaving the berth, the bulker, which was conned by the pilot using radar, proceeded at slow speed (approx. 6 knots) with the intention of passing to the eastward of Middle Ground. The pilot was unable to detect the 'HAD' Middle Ground buoy on the radar, it was sighted visually by the lookout on the fo'c'sle, close to on the starboard bow. When the buoy was seen close on the starboard side by those on the bridge, the course was altered more to the Southeast and the main engine was stopped. Course alterations were unsuccessful in avoiding the buoy, which was overrun and sunk.
The 'HAD' buoy was equipped with a radar reflector, mooring chain and cement block anchor. It measured approximately 5.8 m from top to bottom. It was reported that the buoy slid along the vessel's starboard side and then disappeared under the surface of the water. Divers were later employed to locate the buoy, but neither it, nor it's chain and anchor were found.
The container vessel had reduced speed to approximately 9 knots approaching the Outer Middle Ground, and was following courses and allowing for leeway to maintain positions favouring the eastern side of the mid channel. Visibility temporarily improved to about 7 cables and the bulker was seen at that distance heading to the south-eastward, Southeast of the Middle Ground. At about that time the bulker requested the container ship to reduce speed. Initially the latter agreed to stop, but almost immediately afterwards, the pilot and master on the container ship decided that the safest course was to alter course 'hard-a-port' and pass the bulker starboard-to starboard. The container ship pilot informed the bulker of his intentions and, after receiving an acknowledgement, executed the alteration to port. Whistle signals were neither required nor sounded by either vessel as, in accordance with the Canadian Modifications to the COLREGS, a manoeuvring agreement had been reached by radiotelephone.
No damage was sustained to the container vessel, on the bulker the tips of the propeller were damaged, these were subsequently ground and the propeller was changed at a later date.
Conclusions
-Findings
The bulker did not exercise the option to use the channel to the west of the Middle Ground to avoid a close quarters situation
The radar reflector-equipped Middle Ground buoy 'HAD'' was not detected on the radar screens of the bulker.
At reduced speed and with the wind acting on the large windage area, the bulker was making leeway when the buoy was overrun and sunk.
The bulker stopped her main engine in an endeavour to avoid entanglement with the buoy.
The bulker passed close to the hazard of the relatively shallow water of the Middle Ground
A further alteration to port to a south-easterly heading placed the bulker across the intended course of the container ship.
During the occurrence some VHF transmissions from the bulker were indistinct.
The pilot of the container ship advised the bulker's pilot of his intentions by VHF and obtained an acknowledgement that the proposed manoeuvre was understood.
The master and the pilot of the container ship agreed, when the vessels were in sight of one another, that the safest action was 'hard-a-port'' and a 'starboard-to-starboard'' passing.
-Causes
The bulker while 'holding back' overran and sank the buoy.
The bulker did not, by navigational means, assure that she would not foul the buoy or enter the area of the shoal.
The bulker got across the channel and partly obstructed the intended course of the container vessel.
The container vessel took evasive action to avoid a possible collision at a time when radio communications between the vessels were indistinct.
Safety Action
Prolonged periods of fog, commonly prevalent in Halifax harbour and its approaches, present a threat to safe navigation. Statistics indicate that the average number of days with fog in the area exceeds 100 per year. During the year 1989/90 there were approximately 1,700 transits made by container vessels. The report therefore recommended that: The present methods for the conduct of ships be evaluated to determine if additional practices are warranted to facilitate safe navigation.
There had been no requirement for pilots to upgrade their proficiency in collision avoidance and electronically assisted pilotage techniques by attending radar simulator courses. The report recommended that: The Department of Transport implement a policy requiring pilots to regularly update their radar skills.