ERASMOS & BLUE EMERALD - Serious Maritime Casualty
Vessel: ERASMOS BLUE EMERALD
GAMA reference: 2017-016
Data da ocorrência acidental: 16-01-2017
Circulated on: 17-12-2017
Published on: 17-01-2018
Casualty Event: Collision - With other ship
Summary
On 16 January 2017, the bulk carrier ERASMOS entered the Port of Leixões with its rudder restricted to seven degrees to starboard. The deficiency had not been recorded in the Portuguese Port Single Window system and the pilot was only informed after boarding the vessel. The vessel entered at a relatively high speed and passed the breakwater before the tug lines had been secured. Following a pronounced sheer to port, ERASMOS collided with the tanker BLUE EMERALD, which was berthed and engaged in cargo operations at the oil terminal. The accident resulted in extensive damage to both vessels and to port infrastructure, but caused no injuries or pollution.
Safety recommendations
SR01-2017/016, to APDL:
Assess requiring pilots involved in marine accidents while performing their duties to undergo a medical assessment before returning to duty.
SR02-2017/016, to APDL and to the vessel's shipping agent:
Assess requiring every vessel limitation, whenever identified, to be entered in the Port Single Window.
SR03-2017/016, to APDL:
Assess reviewing and standardising the communication methods and terminology used by pilots, tug crews and the ship-coordination centre.
SR04-2017/016, to APDL:
Assess requiring proactive monitoring of vessel movements and compliance with procedures for vessels with defects.
SR05-2017/016, to APDL:
Assess allocating an additional tug when a vessel with restricted manoeuvrability enters while ships are alongside the oil terminal.
SR06-2017/016, to ISM Company of ERASMOS:
Assess reviewing port-entry and pilotage procedures for vessels with restricted manoeuvrability, drawing on the lessons from this accident.
Lessons learned
Any deficiency affecting a vessel’s manoeuvrability should be reported in writing to the relevant authorities, recorded in the Port Single Window system, and included in the information provided to the pilot. The decision to enter port should be supported by a formal risk assessment. Tug lines should be established before the defined critical point is reached. Speed should allow the vessel to stop and manoeuvre within the available space. Standardised communications that are clearly understood by all parties are essential. Port authorities should actively monitor vessels with defects or operational limitations.