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Marine Investigation Report M14a0348

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Marine Investigation Report M14a0348 MARINE INVESTIGATION REPORT M14A0348 COLLISION PILOT BOAT CAPTAIN A.G. SOPPITT AND PASSENGER VESSEL BAYLINER MAIN CHANNEL INTO THE PORT OF SAINT JOHN SAINT JOHN, NEW BRUNSWICK 01 AUGUST 2014 The Transportation Safety Board of Canada (TSB) investigated this occurrence for the purpose of advancing transportation safety. It is not the function of the Board to assign fault or determine civil or criminal liability. Marine Investigation Report M14A0348 Collision Pilot boat Captain A.G. Soppitt and passenger vessel Bayliner Main channel into the Port of Saint John Saint John, New Brunswick 01 August 2014 Summary On 01 August 2014, at 2052 Atlantic Daylight Time, the pilot boat Captain A.G. Soppitt and the small passenger vessel Bayliner collided in dense fog while both vessels were transiting the main channel that leads into the Port of Saint John, New Brunswick. There were no injuries or pollution. Both vessels sustained minor damage. Le présent rapport est également disponible en français. Marine Investigation Report M14A0348 | 1 Factual information Particulars of the vessels Table 1. Particulars of the vessels Name of vessel Captain A.G. Soppitt Bayliner Official number 837143 808649 Port of registry Saint John, NB Yarmouth, NS Flag Canada Canada Type Pilot boat Passenger/work boat Gross tonnage 47.0 39.63 Length1 17.1 m 12.42 m Draft at time of occurrence Forward: 1.3 m Forward: 1.4 m Aft: 1.3 m Aft: 2.6 m Built 2012 1987 Propulsion 2 diesel engines (1066 kW total), 1 diesel engine (252 kW), single- twin-screw screw Passengers 1 None Crew 2 3 Registered owner Atlantic Pilotage Authority, DMK Marine Services Ltd., Halifax, NS Saint John, NB Description of the vessels Captain A.G. Soppitt The Captain A.G. Soppitt is a purpose-built aluminium vessel designed and equipped for transporting marine pilots (Photo 1, Appendix A). The vessel has a hard chine,2 deep-vee planing hull and a maximum speed of 24 knots. Propulsion is provided by two 5-bladed propellers measuring 89 cm in diameter, each driven by a diesel engine through a custom gear-driven marine transmission.3 The vessel has 2 spade-type rudders. A series of 9 large windows provides visibility on the bridge. 1 Units of measurement in this report conform to International Maritime Organization Standards or, where there is no such standard, are expressed in the International System of Units. 2 The term “hard chine” refers to a small interior angle where the sides of the hull and the bottom of a flat or V-bottom hull intersect. 3 The custom marine transmission on the Captain A.G. Soppitt provides 15 times faster clutch response and 10 times faster to full torque than the standard marine transmission. 2 | Transportation Safety Board of Canada The integrated bridge includes a set of Photo 1. Captain A.G. Soppitt three 20-inch video screens that can display navigational information from 2 marine radars and 2 electronic charting systems (ECS) (Appendix B). The bridge is also equipped with 2 very high frequency (VHF) radiotelephones with digital selective calling (DSC), a magnetic compass, a satellite compass, an autopilot, a depth sounder, a weather station, and an automatic identification system (AIS).4 The vessel is also fitted with a manually operated fog horn, a thermal camera, and an automatic horn, but neither the thermal camera nor the automatic horn was operational at the time of the occurrence. The radars on the Captain A.G. Soppitt each have video plotters that allow the user to display electronic charts, plot the vessel’s track, plot other vessels’ tracks, enter waypoints/routes, and create a radar map of lines and marks. The radars have a target trails feature that, when activated, generates shading to show the track (trail) of targets moving across the display. This feature enables the operator to observe the vessel’s own movement as well as other vessels’ tracks, and can be used to assist in collision avoidance. Two electronic bearing lines and ranges can also be used to determine if an approaching vessel is on a steady bearing and, therefore, if a risk of collision exists. An electronic chart can also be overlaid onto the radar image to show the position of radar targets in relation to the charted area. The vessel is owned by the Atlantic Pilotage Authority (APA), a federal Crown corporation responsible for providing marine pilotage service to the major ports in Atlantic Canada. The APA operates vessels throughout Atlantic Canada, and the Captain A.G. Soppitt is 1 of 2 pilot boats servicing the Saint John harbour and approaches. Bayliner The Bayliner is a small aluminium vessel of closed construction (Photo 2). The deckhouse is located forward of amidships and contains the conning station, the galley, and the entrance to the crew accommodation below deck (Appendix C). The navigation and communication equipment is located near the seated conning station on the starboard side of the vessel and includes a radar, a depth sounder, an autopilot, a magnetic compass, a fog horn, 2 VHF DSC radiotelephones, 2 global positioning system (GPS) receivers, and an ECS. The ECS is loaded 4 Automatic identification system (AIS) is an automatic tracking system used on vessels and by vessel traffic services for identifying and locating vessels through the electronic exchange of data with AIS base stations, satellites, and other nearby vessels. Marine Investigation Report M14A0348 | 3 with colour charts for the area and also displays AIS data.5 The vessel was not equipped with an AIS transponder, nor was one required. The Bayliner is 1 of 5 small vessels Photo 2. Bayliner operated by DMK Marine Services Ltd., a family-owned marine repair and service company located at the old marine wharf in the Port of Saint John. These vessels provide assistance to vessels, wharfs, and the Canaport monobuoy6 by undertaking repairs, performing pollution patrols, providing divers, and transporting personnel, passengers and cargo. The Bayliner has also occasionally been used to transport marine pilots to and from large vessels in the area when the regular pilot boats were not available. Description of the main channel leading into the Port of Saint John The main channel leading into the Port of Saint John is 1.45 nautical miles (nm) in length and 0.08 nm in width (Appendix D). The south end of the main channel begins at calling-in point (CIP) 7 and joins the harbour entrance at CIP 8. The channel is delimited by 3 red starboard- hand buoys (J12, J14, J16) and 5 green port-hand buoys (J1, J3, J5, J7, and J9).7 A bifurcation junction (JC) buoy indicates the secondary channel to Courtney Bay. The inbound course is 333.5° true (T) and the outbound course is 153.5°T. History of the voyage Captain A.G. Soppitt At 1951,8 the Captain A.G. Soppitt departed the Port of Saint John with the master and a deckhand on board. The vessel was bound for the Canaport monobuoy to embark a pilot 5 The electronic charting system screen on the Bayliner displays the name, bearing, range, and closest point of approach (CPA) of other vessels fitted with an automatic identification system. 6 The Canaport monobuoy is a floating platform anchored in deep water approximately 3.4 nautical miles to the southeast of the main channel. The monobuoy is used by large, deep-draft tankers for mooring, and loading or unloading. 7 Starboard-hand buoys mark the starboard (right) side of a channel or the location of a hazard that must be kept on the vessel’s starboard side when the vessel is proceeding upstream. Port-hand buoys mark the port (left) side of a channel or the location of a hazard that must be kept on the vessel’s port side when the vessel is proceeding upstream. 8 All times are Atlantic Daylight Time (Coordinated Universal Time [UTC] minus 3 hours), unless otherwise stated. 4 | Transportation Safety Board of Canada from a tanker and transport the pilot to Reeds Point wharf, located within the port on the east side of the harbour (Appendix D). At around 1956, Marine Communications and Traffic Services (MCTS) Fundy Traffic9 contacted the Captain A.G. Soppitt on VHF channel 12 and advised the master that the tug Swellmaster was inbound from Canaport and was at the berth where the Princess of Acadia ferry docks (Appendix D). Shortly thereafter, the master of the Captain A.G. Soppitt contacted the Swellmaster by VHF radiotelephone and identified himself by saying “Swellmaster, pilot boat.”10 The master of the Captain A.G. Soppitt then advised, “I’m to the east here; starboard- to-starboard work for you?” The Swellmaster replied “Roger, thank you.” The vessels continued on their voyages and undertook the agreed-upon passing arrangement. At 2039, the master of the Captain A.G. Soppitt advised Fundy Traffic that the pilot was on board and they were inbound for the Saint John harbour. The vessel was in dense fog, and the master was manually steering from the centre chair on the bridge. He was also keeping a visual lookout and monitoring the radars.11 The deckhand was seated in a chair on the port side, adjacent to the master, and was keeping a lookout through the bridge windows. The pilot was seated in the starboard aft chair and was not involved in the navigation of the vessel. At 2045, the Captain A.G. Soppitt’s main ECS froze in position 45.198° N, 065.992° W with a vessel heading of 000°. The time displayed on the ECS also jumped back by 1 minute and 4 seconds.12 The bridge team was not using this ECS and was unaware that it had failed.
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