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A trecut Sololong prin Anchorage? Sau SUA a fost nava pe banda de transport? | SY News EP450
39 thoughts on “A trecut Sololong prin Anchorage? Sau SUA a fost nava pe banda de transport? | SY News EP450”
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Thank you. Your answer on shipping lanes/anchorages was clearly explained and answered my questions.
there is no such river as the humber, the Humber is an estuary fed by the river Hull
I’m not in the industry. That said modern AIS and radar are not that difficult to operate. It’s not that hard to call the captain to the bridge once the radar shows an object in your path. Keep in mind in all likelihood the radar showed the anchored vessel 15 miles away. There was an hour probably between first radar and AIS contact until collision.
Are there any big yacht for seal
Rock dodger.
Brit's should not go on diving vacations !
Solong is not a small coaster – it,s a feeder container ship and for sure it has at least 3 navigation officers (master, ch.mate and second) all crew was 14. So master was on watch from 0800 and according a good practice in poor weather conditions (thick fog) he should keep a deckhand on the bridge also! Concerning tanker – looks like the watchkeeping also was not at a high level! In the fog and in the area with high traffic! (I've been working from Grimsby and know the area).
A very cool level headed report. Thanks. I think of the "over riding rule" in the Colregs. words to the effect "the operator will, not withstanding all the other rules, do everything in their power to avoid a collision." Since the 'Stella' was properly lighted and anchored, and the other ship moving (at a fair speed) I think I know where I would lay the blame
In the aviation world, there are detailed and specific rules about the time that crews may spend at work, hours, hours per day, hours per 48 hours, hours per week, hours per month, minimum gap between duties etc. These rules are based on extensive research done by the aviation industry and a number of academic institutions into what patterns of work cause the worst fatigue.
I wonder if any such detailed rules apply in the maritime industry.
Shipping lane or anchorage? Anchored ship was rammed by another.
I've been watching videos of Riva aquramas and thought it would be great if you did a tour of the factory that restores them,
I know you also love Rivas
in pilot/aviation language: (inadvertent) IMC (instrument metereologic conditions), AP (autopilot), PIC (pilot in command/captain) not present in flight deck (cockpit), mid air (crash), hazardous goods/cargo but no passengers but crew on board, fatigue, get-there-itis… what could possibly go wrong? ship: very low speeds, always same altitude (if you have a different altitude (less than MSL… more than MSL you need a lot of fantasy) as a ship you are wether sunk or a submarine, can (should) stop anytime… A/C (aircraft) none… contributing factors well known and in most cases avoided in aviation (human performance): normalization of deviance, complacency and PINC… procedural intented non-compliance
I've seen a lot of AIS track for the Solong, but hardly any for the Stena Immaculate, any chance of showing the Stena Immaculate movements before the collision?
All vessel can drop anchor at tss but if the circumstances needed.if the vessel encounter a engine failure.or a circumstances needed to drop a anchor for their safety of the ship but the vessel being anchor at tss should follow the rule regarding lights and shape to avoid collision to other vessel and a proper look out and proper reporting.
I retired because of sleep depravation and my health. I was piloting an unlimited tonnage vessel in extreme pilotage water 12 hours a day on 6×6. I worked for the USACE.
I believe the ‘outer anchorage’ ships will all be flying red flags. Dangerous cargo. In many ports red flagged vessels are all on one side of the entrance and others on the opposite side. For logical reasons!
As to fatigue, I’m a singlehanded sailor. I’ve got very little time for that argument. I know my life depends on me at all times and act accordingly. These guys were all thinking, ‘chill, someone else is looking after it’. Whoever those persons are – are completely to blame (baring some extraordinary circumstance). Fatigue just doesn’t cut it in my mind. There are factory jobs for people who want a good night sleep every night.
I'd say your being kind to the American fuel ship anchored in the TSS…..there's no need to increase the risk of collision…..!! Both ships have the duty to avoid a collision by any means available. unacceptable in my opinion to anchor in a regularly used route.But you have to remember ….they are Yanks!!
Ah, the good old days; on watch from 0400 to 0800, then work from 0800 to 1600, and then back on watch from 1600 to 2000. I could do that when I was an 18-year-old!
So as I understand it the main anchorage outside hull was full so ships often anchored further out from the defined anchorage when it was full, it was routine and not for security reasons.
As mentioned though ships can anchor anywhere. There is no TSS outside Hull…
Solong regularly transited through this area and would have known this.
It would seem that it would be a good idea for the formal anchorage outside Hull to be expanded to include this area.
Another fine report eSysman. Clearing up commerical shipping is necessary in situations like this.
Another dive boat accident. How sad.
If a vessel has an American Flag it has an American crew.
Star gazers not rock dodgers
Well said!
I'm a retired shipmaster and pilot let me clear up this anchorage thing.
There are three traffic lanes in and out of the Humber, large deep draft ships use the NEly lane, the New Sand Hole . At the top of the NSH on its seaward side lies the Humber deepwater anchorage . Although a designated deep water anchorage it isn't very big and it does have some shoal patches surrounding it . If an arriving vessel was going to anchor for a longer period an area 5 miles NE of the Humber Light Float was offered as an alternative anchorage . When sailing a ship with no voyage orders that wished to anchor we used to suggest this area as there is more room and we gave instructions to anchor clear of the gas pipelines in this area and before anchoring to contact the guard vessel in that area to ensure the safety of the gas lines .
Although not a marked anchorage the areas use was well known and has been used as such for at least the last 25 years . Ships that used the area regularly , such as the Solong , would know about ships being anchored here and fog or no fog an alert bridge watch would have no difficulty avoiding them .
We will have to wait for the enquiry to learn what went wrong with the watch keeping system that day.
We can see the anchorage, it is an anchorage, from where we live and it has ships in it almost always waiting for berth or tide. There were three in it today. Too much speculation.
Do you absolutely have to do a 'cadetship' in the UK to obtain an initial deck 'ticket? Cannot an AB, after completing required sea time, commence writing exams for an initial deck certificate?
In the US, Canada and other maritime nations, one is not obliged to attend a cadet program, in fact, one is allowed to self-study through some course/exam material, without ever having had to enter a class setting. I have known quite a few people, who have only attended a formal class setting, beause it is an absolute requirement (eg. radar theory & paractical, for a radar endorsement).
Of course, understandably so, astro-navigation, is a whole other 'baby'…).
I love your clear and knowledgeable commentary
no excuse in poor visabilty a constant watch should be maintained either electronic or visual ….. poor watch management……
That poor woman, she's probably on the seabed with the boat, either burnt to death, drowned or a combination of both
One has to wonder about the navigation and watch keeping on the SOLONG. As you point out the SOLONG was on a regular trip between Rotterdam and Grangemouth. From what I have seen She had followed pretty much the same track, in that areas on roughly NNW/SSE direction, over a spread of 500 m or so with the Collision point pretty much in the middle of that spread. I suspect she was going from way point to way point under autopilot, with the same waypoints used each trip.
I have spent 50 years dealing with Marine Insurance Claims, including collisions, and little would surprise me about what went wrong.
i believe tech makes people lazy and too reliant on screens rather than thinking for selves
What strikes me as odd here is that both ships were transmitting their GPS position in real time: anyone in the world can pick up this information on a smartphone app! It should be trivial to implement automated collision warning or even collision prevention systems given this information. Either ships can pick up the transponders of other ships around them and predict potential collisions, or authorities in congested waters can do this for all the traffic in their area and radio instructions to ships sailing into danger. Are there no systems similar to ACAS/TCAS in aviation for shipping? If not, why not?
Thanks for the update. I would imagine AIS alarms would have been going off quite often on both ships in the hour before the collision. Radar can be hard to interpret in a cluttered environment. Looking forward to more details. Aside – did that safe get opened on the Bayesian ?
Good insights.
The Humber is always busy many ships anchor out at sea so they don't have docking fees to pay
I noticed AJ using an openend wrench to run in a bolt at 19:46. I used aockets myself.
I beg to differ, driving a car is way harder, surrounded by thousands of barely capable drivers coming at you from all directions at speeds of up to 80 knots, no AIS information available, no radar, no vhf to ask them what their intentions are and that’s why there are hundreds of road fatalities every year around the world vs a few on the sea. I can sail out of Singapore next port Rotterdam and change course or speed just a handful of times (via cape) and avoid a handful of obstacles but I can’t drive from house to supermarket without hundreds of changes to course and speed and avoidance of hundreds of obstacles. Let’s not over complicate this collision, cntr vessel was not keeping a good lookout.
Chose that spot for security reasons
If the master ends up in court on a charge of manslaughter due to fatigue, I sincerely hope the shop manager is in the dock alongside him. Fatigue is a known issue on short sea vessels, as is flogging rest period records. The ship manager either turned a blind eye, which makes him complicit, or didn’t check, which makes him negligent. The knee jerk reaction of criminalising only the master has got to stop. Only when managers and superintendents are also criminalised will crews be treated better and allowed better conditions.