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CMA CGM Florida and Chou Shan Should Pass Port-To-Port

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CMA CGM Florida and Chou Shan Should Pass Port-To-Port ACCIDENT REPORT ACCIDENT SERIOUS MARINE CASUALTY SERIOUS MARINE Report on the investigation of the collision between Report ofthecollision ontheinvestigation 140mileseastofShanghai,EastChinaSea H CMA CGM Florida CMA CGM NC on 19 March 2013 on 19March RA Chou Shan N B IO and REPOR GAT TI S T NO 11/2014 MAY 2014 T NO11/2014 MAY INVE T DEN ACCI RINE MA Pursuant to Regulation 6 of Chapter XI-1 of the International Convention for the Safety of Life at Sea (SOLAS) and the Code of the International Standards and Practices for a Safety Investigation into a Marine Casualty (Casualty Investigation Code) (Resolution MSC.255(84)), the MAIB has investigated this accident with the co-operation and assistance of the Panama Maritime Authority, whose contribution to the investigation is acknowledged and gratefully appreciated. Extract from The United Kingdom Merchant Shipping (Accident Reporting and Investigation) Regulations 2012 – Regulation 5: “The sole objective of the investigation of an accident under the Merchant Shipping (Accident Reporting and Investigation) Regulations 2012 shall be the prevention of future accidents through the ascertainment of its causes and circumstances. It shall not be the purpose of an investigation to determine liability nor, except so far as is necessary to achieve its objective, to apportion blame.” NOTE This report is not written with litigation in mind and, pursuant to Regulation 14(14) of the Merchant Shipping (Accident Reporting and Investigation) Regulations 2012, shall be inadmissible in any judicial proceedings whose purpose, or one of whose purposes is to attribute or apportion liability or blame. © Crown copyright, 2014 You may re-use this document/publication (not including departmental or agency logos) free of charge in any format or medium. You must re-use it accurately and not in a misleading context. The material must be acknowledged as Crown copyright and you must give the title of the source publication. Where we have identified any third party copyright material you will need to obtain permission from the copyright holders concerned. All MAIB publications can be found on our website: www.maib.gov.uk For all enquiries: Marine Accident Investigation Branch Mountbatten House Grosvenor Square Southampton Email: [email protected] United Kingdom Telephone: +44 (0) 23 8039 5500 SO15 2JU Fax: +44 (0) 23 8023 2459 CONTENTS GLOSSARY OF ABBREVIATIONS AND ACRONYMS SECTION 1 - FACTUAL INFORMATION 2 1.1 Particulars of CMA CGM Florida, Chou Shan and accident 2 1.2 Background 5 1.2.1 CMA CGM Florida 5 1.2.2 Chou Shan 5 1.3 Narrative 5 1.3.1 Events leading up to the collision 5 1.3.2 Collision 13 1.3.3 CMA CGM Florida - immediate post-collision actions 13 1.3.4 Post-collision events 14 1.4 Damage and pollution 14 1.4.1 CMA CGM Florida 14 1.4.2 Chou Shan 14 1.5 Environmental conditions 17 1.6 Manning and watchkeeping 17 1.6.1 CMA CGM Florida 17 1.6.2 Chou Shan 19 1.7 Bridge equipment 20 1.7.1 CMA CGM Florida 20 1.7.2 Chou Shan 20 1.8 Company instructions and master’s standing orders 23 1.8.1 CMA CGM Florida 23 1.8.2 Chou Shan 25 1.9 Regulations and guidance 26 1.9.1 International Regulations for Preventing Collisions at Sea 26 1.9.2 International Chamber of Shipping’s Bridge Procedures Guide 26 1.9.3 Marine Guidance Note 324 (M+F) 26 1.9.4 International Maritime Organization Resolution MSC.192(79) 26 1.10 Voyage data recorder recovery and data 27 1.10.1 CMA CGM Florida 27 1.10.2 Chou Shan 27 1.11 Similar accidents 27 1.11.1 Recent MAIB investigations 27 1.11.2 Request to the Marine Accident Investigators’ International Forum (MAIIF) 27 SECTION 2 - ANALYSIS 29 2.1 Aim 29 2.2 Fatigue 29 2.3 Overview 29 2.4 Action by CMA CGM Florida’s Filipino OOW 29 2.4.1 Situational assessment at 0002 29 2.4.2 Action to avoid fishing vessels 30 2.4.3 VHF radio communications 30 2.4.4 Traffic situation and course alteration after passing the fishing vessels 31 2.4.5 Action to avoid Chou Shan 32 2.5 Action by CMA CGM Florida’s Chinese 2/O 33 2.6 Actions by Chou Shan’s OOW 35 2.6.1 Initial action to avoid collision with CMA CGM Florida 35 2.6.2 CMA CGM Florida’s request to pass port-to-port 36 2.7 Actions by CMA CGM Florida’s master 37 2.7.1 Management style 37 2.7.2 Post-collision actions 38 2.8 Use of VHF radio for collision avoidance 39 2.9 Use of AIS and radar for collision avoidance 39 2.9.1 CMA CGM Florida 39 2.9.2 Guidance 40 SECTION 3 - CONCLUSIONS 42 3.1 Safety issues directly contributing to the accident that have been addressed or resulted in recommendations 42 3.2 Other safety issues directly contributing to the accident 43 3.3 Safety issues not directly contributing to the accident that have been addressed or resulted in recommendations 43 SECTION 4 - ACTION TAKen 44 SECTION 5 - Recommendations 46 FIGURES Figure 1 - CMA CGM Florida’s port radar display at the time of the handover Figure 2 - Chou Shan’s port radar display at the time of the handover Figure 3 - CMA CGM Florida’s port radar display at 0002 Figure 4 - CMA CGM Florida’s port radar display at the time of the second VHF radio call to Chou Shan Figure 5 - CMA CGM Florida’s port radar display immediately prior to the collision Figure 6 - Chou Shan’s port radar display immediately prior to the collision Figure 7 - CMA CGM Florida’s port side Figure 8 - Close-up on CMA CGM Florida’s damaged port side Figure 9 - Chou Shan’s bow under repair Figure 10 - Chou Shan’s bow under repair Figure 11 - CMA CGM Florida’s bridge centre console viewed from the steering stand Figure 12 - CMA CGM Florida’s bridge centre console, port side workstation area Figure 13 - Sperry Visionmaster FT multiple target list Figure 14 - Chou Shan’s bridge viewed from the port side Figure 15 - Chou Shan’s port X-band radar TABLE Table 1 - Summary of responses received from MAIIF members ANNEXES Annex A - Extracts from the International Regulations for Preventing Collisions at Sea Annex B - MGN 324(M+F) – Radio: Operational Guidance on the Use of VHF Radio and Automatic Identification Systems (AIS) at Sea Annex C - “Effects of national culture on human failures in container shipping: The moderating role of Confucian dynamism” GLOSSARY OF ABBREVIATIONS AND ACRONYMS AB - Able seaman AIS - Automatic Identification System ARPA - Automatic Radar Plotting Aid CEC - Certificate of Equivalent Competency CMA CGM - CMA CGM International Shipping Company PTE Ltd CoC - Certificate of Competency COLREGS - International Regulations for Preventing Collisions at Sea 1972 (as amended) CPA - Closest Point of Approach EBL - Electronic Bearing Line ECDIS - Electronic Chart Display and Information System GPS - Global Positioning System HSFO - High Sulphur Fuel Oil ICS - International Chamber of Shipping IMO - International Maritime Organization JRC - Japan Radio Company Limited LSFO - Low Sulphur Fuel Oil m - metre MAIIF - Marine Accident Investigators’ International Forum MCA - Maritime and Coastguard Agency MGN - Marine Guidance Note mile - Nautical mile (1852m) or approximately 1.15 statute miles MRCC - Maritime Rescue Co-ordination Centre OOW - Officer of the Watch SMCP - Standard Marine Communication Phrase SMS - Safety Management System SSEMS - Safety, Security and Environmental Management System STCW - International Convention on Standards of Training, Certification and Watchkeeping for Seafarers t - tonne T - True (course) TCPA - Time to Closest Point of Approach UK - United Kingdom UTC - Universal Time Co-ordinated VDR - Voyage Data Recorder VHF - Very High Frequency 2/O - Second Officer TIMES: All times in this report are local (UTC+8) unless otherwise stated. SYNOPSIS At 0033 on 19 March 2013, the container vessel CMA CGM Florida and the bulk carrier Chou Shan collided in the East China Sea resulting in both vessels sustaining serious damage, and approximately 610 tonnes of heavy fuel oil being spilled from CMA CGM Florida. There were no injuries. CMA CGM Florida had left Yang Shan, China, on 18 March and was heading towards Pusan, Korea. Chou Shan was heading from Qinhuangdao, China, towards the east coast of Australia. CMA CGM Florida’s Filipino second officer, who was the officer of the watch, altered course to starboard to pass between a group of fishing vessels on the port bow and a vessel on a reciprocal course to starboard. This resulted in a risk of collision with Chou Shan, which was crossing CMA CGM Florida from port to starboard. Chou Shan’s officer of the watch then used the Very High Frequency (VHF) radio to request that CMA CGM Florida pass around Chou Shan’s stern. The VHF radio conversation was conducted in Mandarin by CMA CGM Florida’s Chinese second officer, who had joined the vessel in Yang Shan and was on the bridge for familiarisation. CMA CGM Florida’s Filipino officer of the watch did not understand Mandarin and was unaware that the Chinese second officer had, tacitly, agreed to Chou Shan’s request. Both vessels altered course to port, which resulted in a continued risk of collision with each other. CMA CGM Florida’s Chinese second officer then called Chou Shan on the VHF radio to request that both vessels pass port-to-port. This was agreed to by Chou Shan’s officer of the watch. Both vessels then altered course to starboard, resulting in a collision.
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