CLOSER RELATIONSHIP WITH BP 

The relations between BP and ESM went even closer with the signing of a second contract between the two on 27th May, Thursday at London. Signing the contracts on behalf of BP shipping, the Chief Executive Mr. Bob Malone stressed on the trust and expectations that the BP is putting on the services of ESM.

Crewmembers for the first of the series of product tanker vessels are already in the Korean yard, the delivery of which is due on 17th June 2004. By the end of the year there will be 6 of these sister vessels to be operated under the BP shipping technical team.

It is going to be a new experience for ESM as well as for BP shipping but based on the initial indication it is indeed another smooth sailing venture between the two.

At the dinner hosted for the occasion, attended by the top officials of the BP shipping, Mr. Bob Malone, praised the high standard of services rendered by the ESM and reiterated that BP supported an expanding relationship with ESM as it recognises the integrity and high standard of services delivered by ESM. Recalling his recent trip to Mumbai, India to inaugurate Samundra Institute of Maritime Studies, Mr. Bob Malone applauded the sincerity, commitment, and enthusiasm of the ESM employees and appreciated the management for looking after them well.

In his remarks, Mr.B.S.Teeka, Managing Director of ESM was emphatic that best of ESM is yet to come and the entire organisation is geared up for delivering better and improved services in future. He also indicated various future training projects that ESM had intended to undertake to produce the best-qualified, world class future generation crew.

SIGNING CEREMONY

From left - Mr. Bob Malone,Mr.B.S.Teeka,Mr.David Williamson and Ms. Sikha Singh.

From left - Mr. Bob Malone,Mr.B.S.Teeka,Mr.David Williamson 

From left - Mr. Paul Mulholland ,Mr. Andrew Cassels,Ms. Sikha Singh. At Center - Mr. Bob Malone. From right - Mr. Simon Scott,Mr.David Williamson and Mr.B.S.Teeka

A fully loaded tanker had embarked pilot at half speed. Events log for her approach to berth as follows: 

15.25: Slow ahead
15.34: Approaching breakwater, Dead slow ahead. 
15.38: Engine stopped. 
15.40: While still making headway, tug lines were passed from bow and stern. A third tug was to assist in turning the vessel around. The forward tug started to pull to starboard, the after tug pulling to port. Due to the tanker's excessive speed, the forward tug was unable to hold its position at the required angle to the tanker's side and got pulled by the towing line, getting dangerously pressed against the tanker's side. To avoid capsizing, the tug cast-off the towing line. At this point the tanker was just about half a ship's length away from the intended berth. Full astern was ordered and the port anchor was let go to one and half shackles on deck. These measures however proved insufficient to prevent an accident and the vessel, still under headway, contacted the berth head on.

Lesson learned:

1. Immediate cause: Excessive approach speed. Higher speed may have been kept to maintain manoeuvrability in the following swell and northerly wind of force 6. Yet, having passed the breakwaters, it was not reduced by using astern movement.
2. Tugs might not be effective in taking the way off of a large tanker.
3. Master did not keep track of distance to berth, own ship's speed and her inertia characteristics. 
4. The OOW should have reported ship's speed and warned the master of reducing distance to the berth. 
5. Master realised the danger rather late, only in close proximity of berth and when a bow tug had to cast off the towing line. 
6. Blind reliance on pilot's judgement can be detrimental and during pilotage careful checks on positioning and impending dangers must always be made.

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