NIVARIA - Serious Maritime Casualty
Vessel: NIVARIA
GAMA reference: 2014-262
Data da ocorrência acidental: 22-11-2014
Circulated on: 22-04-2015
Published on: 25-05-2015
Casualty Event: Loss of containment
Summary
On 22 November 2014, the Spanish chemical tanker NIVARIA loaded approximately 1,800 tonnes of fuel oil at Porto Brandão and proceeded to the Oriental anchorage, upstream of the 25 de Abril Bridge. The ship anchored at 1635 using the port anchor with four shackles in the water. The anchor began to drag at approximately 1745 to 1750 and was fully broken out by about 1800, but the ship’s movement was not detected by the bridge watchkeepers. At 1825, the Chief Officer left the bridge for dinner without completing a proper watch handover to the Third Officer, who then carried out administrative work. At 1837, the Master arrived on the bridge and observed that the ship was close to the southern bridge pier. The Master ordered the engine to be prepared, but at 1839 the ship’s port side contacted the north-eastern corner of the pier base. The ship sustained indentation damage to port-side ballast-tank areas, and the bridge pier sustained minor damage. No injuries or pollution were reported.
Safety recommendations
SR 262-2014.1: Assess amending the Port of Lisbon Authority Regulations so that the term local-traffic craft is restricted to Portuguese-flag craft, ensuring that foreign-flag ships granted equivalent operational status remain within the scope of VTS monitoring, particularly while anchored. No response status is recorded in the report. SR 262-2014.2: Assess establishing, in cooperation with Lisbon pilots, procedures for the allocation and authorisation of anchorages and for VTS monitoring based on ship characteristics, environmental conditions, cargo and intended activity, including foreign-flag ships exempt from compulsory pilotage. No response status is recorded in the report. SR 262-2014.3: Assess establishing, in cooperation with Lisbon pilots, procedures requiring VTS operators to alert the duty pilotage representative and the ship whenever doubt or imminent danger arises concerning an anchored ship or port infrastructure. No response status is recorded in the report. SR 262-2014.4: Assess developing onboard training for company deck officers on the ship’s safety management system, particularly anchor-watch procedures P9N28 and P9N32 and the Master’s standing and night orders. No response status is recorded in the report. SR 262-2014.5: Assess initiating, as soon as practicable, a review of the safety management system and associated checklists to identify missing procedures or requirements that could affect safe ship operation. No response status is recorded in the report.
Lessons learned
An effective anchor watch requires regular position checks using visual bearings and all available electronic means. Watchkeepers should respond immediately to any indication that the anchor is dragging and should not undertake personal or administrative activities that distract from the watch. Watch handovers should include confirmation of the ship’s position, environmental conditions, anchor scope and alarm settings. The amount of cable used should reflect the current, depth and holding-ground conditions rather than normal practice alone. Port and VTS arrangements should ensure that foreign-flag ships granted local-traffic status remain subject to appropriate monitoring when anchored near critical infrastructure.