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Biter loss: reactions split over MAIB's fatal incident review
Only some of the Marine Accident Investigation Branch’s safety improvement recommendations following the loss of a harbour tug on the River Clyde in Scotland have been actioned
Not all of the UK Government’s Marine Accident Investigation Branch’s (MAIB) recommendations to owners, ports and associations are accepted, acknowledged or carried out promptly.
This was the case with the MAIB’s report and recommendations from the fatal accident and loss of tugboat Biter as it assisted passenger vessel Hebridean Princess off Greenock, Scotland in February 2023.
The MAIB discovered in its investigation that the towage plan was not understood and agreed by all parties; the tug’s gob rope was unable to withstand the forces exerted on it; the passenger vessel’s speed exceeded the port’s guidance; watertight doors on Biter were not closed, preventing the tug remaining afloat; and there was inadequate training and experience.
In its report, the MAIB made several recommendations to key stakeholders and associations in the towage and port industries.
To tug owner Clyde Marine Services, it recommended the company review its safety management system to provide clear guidance on the safe speed for conducting the peel off/drop back manoeuvre and rigging tug gob ropes. This was only partially accepted by the company.
The MAIB also recommended the company adopt an appropriate training and qualification scheme for its tug masters that is demonstrably equivalent to those specified in MGN 468 (M) and MGN 495 (M+F) requirements.
However, Clyde Marine Services rejected that recommendation, and instead told the MAIB it would assess the experience of new masters and consider the level of training that would be appropriate for them.
Clyde Marine Services also said it is the UK’s Maritime and Coastguard Agency remit to determine if mandatory training is required by tug masters.
Port operator Clydeport Operations received several recommendations from the MAIB for which it has conducted a risk-based review of the pilot grade limits and the Tug Matrix within its waters, and is scheduled to formalise the conduct of pilot/tug information exchanges and ensure they are routinely carried out within its port by the end of July 2025.
However, it had no appropriate action planned for two MAIB recommendations: to commission an independent review of its tug training for pilots within the port; and to consider requiring all tugs and workboats that routinely operate within its statutory harbour area to be fitted with and operate automatic identification system (AIS) transponders.
The MAIB provided two recommendations to the UK Harbour Masters’ Association, in conjunction with the UK Maritime Pilots’ Association, British Tugowners Association (BTA) and the Workboat Association that have had no response to date.
These are to develop for inclusion in the Port Marine Safety Code’s Guide to Good Practice, guidance on matching the capability of the tug to the intended task to ensuring the most appropriate tugs are assigned; and guidance that harbour masters require tugs and workboats that routinely operate within their statutory harbour area to be fitted with and operate AIS transponders.
The MAIB’s recommendation to the BTA and the Workboat Association to develop guidance on testing gob ropes and towlines used during harbour towage was actioned in March 2025.
Its recommendation to the UK Maritime Pilots’ Association, in conjunction with the BTA, UK Harbour Masters’ Association and the Workboat Association, to develop guidance for inclusion in appropriate publications that emphasises the importance of conducting a pilot/tug exchange in addition to the master/pilot exchange, to ensure the pilot, bridge team and tug crew have a common understanding of the intended arrival/departure manoeuvre, the potential hazards and their respective roles in managing them, was actioned in March 2025.
All this information was in the MAIB’s annual review for 2024, published mid-July 2025.
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