Tug Domingue girted and sank, with the loss of two seafarers, when it was manoeuvring container ship CMA CGM Simba in Madagascar
An unexpected and uncommunicated movement by a CMA CGM container ship caused a poorly equipped and insufficiently powered tug to capsize with the death of seafarers, according to an accident investigation report.
The UK’s Marine Accident Investigation Branch (MAIB) said that manoeuvres ordered by the master on the UK-registered CMA CGM Simba to prevent a collision was one of the factors in the sinking of tug Domingue and the resulting two fatalities.
The accident occurred when Domingue was manoeuvring the container ship in Tulear, Madagascar, on 20 September 2016. In a report published on 19 July 2017, the MAIB said Domingue girted and capsized as it was connected to CMA CGM Simba’s port quarter.
Girting occurs when high towing forces can cause a tug to be pulled sideways through the water by the towline. If the tug is unable to manoeuvre out of this position it is likely to capsize.
It was intended that the 16m tug be used to pull the stern away from the quay and that the ship’s bow thruster would be used simultaneously to bring the bow off. The manoeuvre began well with the master satisfied that the tug had enough power. The ship master ordered the chief officer to apply ahead propulsion and the helmsman to apply starboard helm. The resulting actions caused the ship to pivot on the remaining forward backsprings, thereby enhancing the stern’s movement away from the quay
When CMA CGM Simba’s stern was 25m from the quay, the forward backsprings were let go. The container ship was moving astern but its stern was closing to within 3m of the mooring dolphin so, to avoid striking the dolphin, the ship’s master briefly manoeuvred his ship ahead. The ship’s speed increased to 5.4 knots ahead but the tug, which was now astern of CMA CGM Simba, girted and capsized.
MAIB said pre-operation communications were inadequate as the ship master and pilot did not discuss what actions should be taken if the planned manoeuvre proved unsuccessful. Neither the master nor the pilot warned the tug that they would be coming ahead and during the manoeuvre nobody on board the boxship was monitoring the tug’s position.
There were other factors that potentially caused the accident. Domingue had one engine driving a single shaft with a fixed pitch propeller in a nozzle and MAIB discovered that it was less manoeuvrable than the port’s usual tug, which was undergoing maintenance. MAIB also found that the Domingue crew were inexperienced in assisting ships.
In addition, the tug’s single towing hook was not fitted with an emergency release mechanism. There was no gog rope rigged and the tug’s doors and hatches were left open during the towing operation. None of the five crew was wearing a lifejacket or other buoyancy aid at the time of the accident.
Following the accident, CMA CGM Simba’s manager, Midocean (IOM), highlighted to its fleet the potential dangers of working with tugs, including girting, and measures that should be taken to minimise the risks.
In its accident report, MAIB warned of the girting dangers of towing operations. MAIB also said tug crews can only rig a gog rope appropriately once they know how the tug will be used throughout the manoeuvre. The report recommended that there should be proactive communications and an agreed means for monitoring the tug throughout the towing operation to reduce the risk of a tug girting should the manoeuvre not go according to plan.
MAIB main findings
Forward movement by CMA CGM Simba caused capsize of tug Domingue
Lack of communications between ship captain, pilot and tug crew
Domingue poorly equipped, no gog rope or emergency release
Tug doors and hatches open, crew not wearing lifejackets
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