99050 Collision in Bay of Biscay
Collision in Bay of Biscay
Report No. 99050
Own ship was a 37m long 250 dwt oil bunker vessel which had been refurbished after a lay-up and was bound for Gibraltar. She had single forward masthead light, side and stern-lights. The height of the bridge was about 7m above sea level. Crew complement 7. Our position was midway across the Bay of Biscay, course 210T, speed 5kts. No auto pilot - hand steering engaged throughout. The weather was 3 to 4 miles visibility, wind SW force 6 and a moderate to heavy swell. It was a dark night, overcast with low cloud and no moon. The vessel was pitching heavily, pounding occasionally and shipping frequent heavy seas. The radar returns were very poor due to sea clutter and vibration. Traffic conditions were moderate, with a few ships mainly heading NNE or NE. The Mate was on watch from 0300. At 0330 a vessel was sighted fine to port, nearly head on, masthead lights visible, a few minutes later the Master departed from bridge.
0338 The course was adjusted to 2300T to increase sea room on vessel 'A' running on opposite course, clearing to port, whilst being aware that a 2nd vessel, 'B', was 2 points on the starboard bow about 4 miles distance, heading NE but passing well clear to starboard.
0345 Vessel 'A' on our port side was nearly abeam (3 points to port) passing clear about 6 cables off. A few minutes later, the OOW was about to resume our original course of 2100T when, looking round before altering, he was alarmed to see 'high up' a green light close to hand, slightly abaft the port beam. A large cargo vessel, 'C', was crossing from port to starboard and we were about to collide with it. Immediately "hard a starboard" helm was given at 0349.5 and the General Alarm sounded.
0350 We collided with the other vessel. There was a glancing blow to the port side forward which bent the mast forward and spun own vessel rapidly to starboard. The bow of the other ship crushed a half round steel fendering and indented the deck over 3m up to maximum of 20cm depth in way of the forward store between the collision bulkhead and cargo tanks. Almost immediately a second lesser impact occurred as the sides of both vessels touched causing some minor damage to our fendering.
0351 The Master was very quickly on the bridge and at 0352, after ascertaining no-one was injured, all hands commenced checking the ship for damage. We reduced speed and stopped the vessel swinging to starboard when running with swell, on a NE'l'y heading. At no time were we able to see the colliding vessel's name, or Port of Registry. On VHF Ch16 & 6 a call was made. "Crossing vessel in position xxx just now in collision with yyy, please respond". There was no response. We repeated the call three times eventually eliciting one short garbled reply in what appeared to be Greek but may have been Spanish. Errant vessel did not stop. (2 other vessels in vicinity probably would have stopped had assistance been required).
0355 A thorough initial damage assessment was made and it was decided that our ship was not endangered. At 0420 the course of 2100T was resumed at reduced speed until a full assessment of damage could be made in daylight and temporary repairs augmented.
Reporter's Comments:
After considerable analysis, the only reasonable conclusion we could reach was that, as vessel 'C' was proceeding on a westerly course, she was hidden behind the passing clear vessel, 'A', on our port side. Therefore, 'C' must have passed close under the stern of 'A' and did not see us on radar. Perhaps 'A' was also blocking the sight line and so 'C' did not see us visually either. Vessel 'B' probably did see what happened, but as we were - by luck? - not "in distress", she made no contact. Had the mate not acted promptly on seeing a green light high up and close just abaft our beam by spinning the (big) wheel 10 turns hard a starboard, our own vessel would most likely have been severely damaged. As it was, the fore part of the ship took the brunt of the collision and we were spun further round to starboard.
The actual damage incurred was as follows:
On the port side 10" half round steel fendering on the sheer strake at deck level was flattened with, fortunately, only minor indentation to hull plating and bending of 5 beam knees. The radar ceased operating entirely. Of course we, as stand on vessel, were partly to blame for not seeing the vessel 'C' earlier, which would have enabled us to take earlier action to avoid collision (Rule 17). In the disorientation of rapid swinging, it is not at all clear, on a dark night, which actual vessel one has been in collision with, particularly without the useful tool of radar. The GMDSS DSC alert system was not used because we were not in danger. Temporary steaming lights were subsequently rigged and we proceeded on our way.