Removing critical bridge alert equipment, alcohol, fatigue and distraction were key factors in the grounding and damage of a general cargo vessel off Scotland
The UK government’s Maritime Accident Investigation Branch (MAIB) discovered the grounding of Briese Schiffahrts’ 2010-built BBC Marmara on the island of Eilean Trodday was due to the officer of the watch (OOW) falling asleep under the influence of alcohol.
This 5,344-gt cargo ship was sailing from Foynes, Ireland to Scrabster, Scotland when it struck the island’s rocky shore while transiting the Little Minch, off the west coast of Scotland, at 0332 on 25 July 2021, causing considerable damage to its hull.
MAIB investigators found the safeguards to prevent crew members from falling asleep in the wheelhouse, including the mandated bridge navigational watch alarm system (BNWAS) and coastguard interventions, were removed.
They discovered the OOW had been drinking prior to, and on taking the watch, and that abuse of alcohol was tolerated by senior officers. Events leading up to the grounding were indicative of a lack of responsibility at every level of management on board.
When examining the wider factors behind the accident, the MAIB found the vessel traffic management (VTM) operator at Stornoway, Scotland became distracted by another task due to a lack of training and “sufficient processes to manage the hazard of distraction interfering with the VTM role.”
Following the grounding, BBC Marmara was refloated from the rocks and proceeded to the port of Stornoway.
In the harbour, a dive inspection confirmed significant damage to the forward part of the vessel’s hull that included penetration of the bow thruster space and forepeak tanks.
A port state inspection granted permission for BBC Marmara to sail to Scrabster to offload cargo before proceeding to a drydock in Poland for repairs.
After completing the investigation, the MAIB recommended to Briese Schiffahrts that it should “determine and implement the crew resource needed to avoid a conflict between safe navigation and operational tasks such as maintenance.”
This should include a link to safety management requirements to ensure Standards of Training, Certification and Watchkeeping for seafarers and guidance are followed, and a lookout is on the bridge during hours of darkness and in restricted visibility.
Briese Schiffahrts was also asked to “review and implement the management assurance tools necessary to provide accurate feedback on the effectiveness of navigation practices in its safety management system.
This includes “the presence of a lookout during hours of darkness or in restricted visibility, the use of the BNWAS while at sea and standards of passage monitoring.”
There were also recommendations to the MCA concerning VTM operations. The agency was recommended to “ensure the hazards of distraction to vigilance-based roles, such as VTM, and the management of vigilance related hazards are captured in appropriate training packages, practices, and the Coastguard Information Portal pages.
The MCA should also carry out a study into the cognitive performance needed by coastguard teams to successfully maintain the VTM function throughout the national network and implement the findings of the study when considering the future management of the network.
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