MAIB PUBLISHES REPORT - GROUNDING OF P&O NEDLLOYD MAGELLAN
17 May 2002 11:14 AM
The Marine Accident Investigation Branch (MAIB) today published its
report into its investigation of the grounding of the
Liberian-registered container ship P&O Nedlloyd Magellan in the
Western Approach Channel to Southampton Water on 20 February 2001.
SYNOPSIS
At about 07:00 on 20 February 2001, the Liberian-registered container
ship P&O Nedlloyd Magellan ran aground in the Western Approach
Channel to Southampton Water. There was no damage to the ship, no
pollution and no injuries to persons. Associated British Ports
Southampton reported the accident to the MAIB that day. P&O Nedlloyd
Magellan was inbound from Rotterdam to berth 207 at Southampton
Container Terminal. At 05:30 the pilot boarded the ship at the Nab
Tower pilot station. The pilot's and the master's passage plans were
exchanged and the ship's pilot card was given to the pilot. The
passage continued along the East Solent, during which time there were
various VHF radio conversations between vessels and Southampton
Vessel Traffic Services (VTS), about restricted visibility.
The VTS officer gave the pilot a countdown from 5 to 2 cables to the
Gurnard buoy. This was given so that the pilot could judge the timing
of the wheel-over manoeuvre for the 141 Degree turn into the narrow
Thorn Channel. The wheel-over occurred at about 06:52 and the ship
began to turn. At this time, the W Bramble and NE Gurnard buoys,
which are at the entrance to Thorn Channel, could not be seen because
of restricted visibility. Various helm and engine movements were made
during the turn. However, when W Bramble and NE Gurnard buoys
appeared, the pilot realised that the ship was in the wrong position
for the heading she was on. Despite further helm and engine orders,
the vessel grounded soon after, at 07:00. It was not until about
07:10 that the escort harbour launch informed VTS of the grounding.
With the assistance of two tugs, the ship was refloated near the time
of high water, and she safely berthed at 12:32.
The cause of the grounding was an error of judgment by the pilot
during the execution of the turn into Thorn Channel. Contributing
factors include restricted visibility, lack of full monitoring of the
pilot by the bridge team, no warning of reduced visibility in the
area of the turn, and the pilot erroneously reading the electronic
bearing line on the radar.
Recommendations have been made to:
- Associated British Ports Southampton, with regard to monitoring
areas of restricted visibility, implementing a dedicated VTS service
for the turn, and modifying port passage guidance procedures;
- The ship's management company, regarding monitoring the standard
of passage plans and navigational procedures on its ships and
producing turning data for various conditions; and
- The United Kingdom Hydrographic Office, regarding radar reference
lines.
RECOMMENDATIONS
ABP Southampton is recommended to:
1. Where practicable, implement an improved system of monitoring
areas of restricted visibility in its pilotage area.
2. Implement a dedicated VTS service for the turn into Thorn Channel
and consider using a plan imposed on the VTS radar screen.
3. Send generic port passage guidance to ships visiting Southampton
before they arrive (as suggested by the Port Marine Safety Code) and
ensure a comprehensive pilot/master exchange of their respective
specific passage plans on arrival.
E R Schiffahrt is recommended to:
4. Monitor more closely the standard of passage plans and
navigational procedures on board its managed ships.
5. Produce, for its large container ships, turning data for various
loaded conditions, speeds and degrees of helm.
The UK Hydrographic Office is recommended to:
6. Amend the note on Chart No.2036 concerning radar reference lines
to the effect that they are not to be taken as the required track and
that Rule 9(a) of the Regulations for the Prevention of Collisions at
Sea still applies.
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