Part 1 - Merchant Vessels - Marine Accident Investigation Branch

CASE 5
Figure 2: CPP command signal data
Control of the CPPs was passed from the
engine control room to the bridge, where the
chief officer confirmed he had manual control
of the ahead and astern pitch. No other
preparations were made such as doubling
up mooring lines, removing the gangway,
checking main engine emergency stops or,
indeed, informing the master of the need to
connect an unproven control system with
rotating propulsion machinery.
As manual control of the CPPs was passed to the
DP system, full ahead pitch was automatically
applied and the vessel immediately began to
move rapidly up the quay. The mooring lines,
which were only turned around single bitts or
winch drums, were pulled from the vessel as
the chief officer tried to apply astern pitch. This
was unsuccessful and the vessel made heavy
contact with another vessel moored ahead.
Soon afterwards, he pushed both main engine
emergency stops, but only the starboard one
worked. In the meantime, the vessel continued
ahead, making contact with another PSV, and
only came to a stop after the chief officer
pushed the port main clutch disengage button.
At this time, the master arrived on the bridge
and tried to recover the situation by using
the available tunnel thrusters. This was also
unsuccessful, and he opted to warp the vessel
back alongside with the aid of a pilot launch
which had arrived on scene.
Varying degrees of shell plate, frame and upper
deck equipment damage (Figures 3 and 4) was
sustained on the three vessels. Fortunately
there was only one case of minor bruising, to
one crew member.
20 MAIB Safety Digest 1/2012