SMOOTH SAILING WITH BP...

Inside this issue

It is over an year now we  had embarked on our relationship with  the oil major BP, London. The first of the series of six Tree class Aframax tankers- MT British Willow celebrated her first birthday on 25^th February while the sixth is being delivered in a month’s time.

While it is indeed a rare privilege for a third party ship manager to be recruited to provide technical management to an oil major, it has been only through a thorough professional and qualitative service that such a privilege has been sustained.

We are indeed indebted to a various departments of BP shipping who have provided immense support and guidance to making this relationship such a great success. 

We would particularly like to mention the Vetting department whose recommendation based on their minutest scrutiny and assessment of our systems, caliber and potential made the very germ of this flourishing relationship.

BP officials visiting SIMS Mumbai.
We are extremely thankful to the amazing level of cooperation and camaraderie from the BP technical department that we have not accustomed to receiving as a third party technical manager!

Safety Moment-Mar
Courses in SIMS-Mar

2

The C/O arrived on bridge at 0358 for his morning watch. Master was present in the wheel house as the vessel had altered course around 0330. The vessel was loaded with timber, which made her tender resulting in a constant gentle roll and he instructed C/O to calculate the GM, which took about 5 minutes. At about 0410 C/O commenced taking over watch duties from 2/O. The vessel was on hand steering. In addition to the duty AB, a deck cadet was also on watch from 0400 hrs. During the course of handing over the watch, the 2/O informed the C/O about an inconsistent target on the radar about 7nm on the starboard bow. The Master and 2/O left the bridge at about 0415 hrs.

The C/O rechecked the target on the ARPA and found the closest point of approach (CPA) to be 0.2nm, which meant that the vessels were on a collision course. No action was taken at that time. Though regular watch was kept on radar, it was difficult to locate the exact position of the target due to a slight drizzle. The bridge wing doors were also kept shut. Around 0420 the object on radar was noticed to be around 3nm on starboard bow.

The C/O ordered 10° starboard helm in order to pass the vessel on the port side. At 0425 the target on the radar appeared to be at 1nm from the bow. The C/O immediately gave hard starboard but it proved to be too late and the vessel made contact with the fishing vessel on her port bow.

Probable causes:

1. The Watch-keeper was distracted when the Master instructed him to calculate the GM.
2. No immediate action was taken even though the ARPA indicated that the vessels were on collision course. Sound signals to attract the attention of the target were not sounded as per COLREGS. This indicates a very complacent approach.
3. Taking over the watch was done hastily indicating a casual approach.
4. There was too much dependence on electronic navigational aids. No visual checks were made to confirm the location of the object. No efforts were made to keep a lookout from bridge wings.