Decision of the Commissioner of Maritime Affairs, Republic of Liberia M/S CATHERINA OLDENDOREF (O.N. 90355) With The Netherlands flag vessel, m/s SLOTERGRACHT Off the South Falls Light Buoy in the Dover Strait On 16 August 2002 AUTHORITY ‘This Decision is rendered pursuant to the provision of Section 258 of Liberian Maritime Law and Liberian Maritime Regulation 9.258(7). COMMENT ‘The Liberian registered cargo vessel] CATHARINA OLDENDORFF, (Official Number 90355, was involved in a collision with the Dutch registered vessel SLOTERGRACHT on August 16, 2002, at 00:33 UTC in the southwest lane of the Dover TSS. The incident occurred off the South Falls Light Buoy as the SLOTERGRACHT was overtaking the CATHARINA OLDENDORFF off the CATHARINA’s starboard side. At the same moment, both vessels were being overtaken to the SLOTERGRACHT’s starboard by a third, and much bigger vessel, the Danish registered SINE MAERSK. At 00:29 UTC the three vessels were passing the South Falls Light Buoy virtually abeam, The SINE MAERSK then altered her course slightly to port, putting herself on a course to cross ahead of the other two vessels. This action caused the SLOTERGRACHT to become sandwiched in between the CATHARINA OLDENDORFF and the SINE MAERSK, leading to her approaching within 0.1 mile of the CATHARINA at 00:32 UTC and eventually colliding with the CATHARINA OLENDOREF at 00:33 UTC. The collision appears to have been the result of a failure by the SLOTERGRACHT and the SINE MAERSK. to properly follow International Regulations for Preventing Collisions at Sea (COLREG) 1972 Rule 13 while overtaking. It seems, however, that the SLOTERGRACHT’s failure to follow Rule 13 was to a great extent caused by the actions of the SINE MAERSK. COLREG Rule 13 requires that an overtaking vessel stay out of the way of the vessel being overtaken. There is also some possibility that both the CATHARINA OLDENDORFF and the SLOTERGRACHT could have taken steps earlier to prevent the collision, Such steps would have been in agreement with International Regulations for Preventing Collisions at Sea (COLREG) 1972 Rule 17(a)(ii) which allows a vessel being overtaken to alter course to avoid a iidangerous situation; and International Regulations for Preventing Collisions at Sea (COLREG) 1972 Rule 2a), allowing vessels to follow the ordinary practice of seamen. Contact between the CATHARINA OLDENDORFF and the SLOTERGRACHT occurred between the port shoulder of the SLOTERGRACHT and the starboard side of the CATHARINA OLDENDORFF abreast holds number 2 and 3. The SLOTERGRACHT experienced denting of her shell plating while the CATHARINA OLDENDORFF experienced damage to a number of deck containers and a denting of the top edge of her sheer strake plating. There was no serious damage, deaths, injuries or pollution and the CATHARINA OLDENDORFF was able to continue her journey. She was traveling from Antwerp 10 Aqaba via the Suez Canal. ACTION 1, The Report of Investigation, along with the Findings of Fact, Conclusion and Recommendations, is approved. It is directed that this Decision be published together with the Report of Investigation. a The owners/operators of the vessel should seriously consider Recommendation Nos. 1 and 2 of the aitached Report of Investigation, taking into account the relevant comments in this Decision. 4, In light of the importance of this Report of Investigation to the quest for improved safety of life and property at sea and the environment, the undersigned will cause a copy of this Decision and Report of Investigation to be forwarded to the Secretary-General of the International Maritime Organization (IMO), 5. As a matter of comity, the undersigned will cause a copy of this Decision and Report of Investigation to be officially transmitted to the Government of the United Kingdom of Great Britain and Northern Ireland via the U.K. (MAIB) Marine Accident Investigation Branch. Done in Monrovia, Montserrado County, RL. This Lge day ot Dtlpbey AD. 2003 enoni W. Urey COMMISSIONER OF MARITIME AFFAIRS ivREPUBLIC OF LIBERIA BUREAU OF MARITIME AFFAIRS REPORT OF THE INVESTIGATION INTO THE MATTER OF COLLISION OF CATHARINA OLDENDORFF WITH SLOTERGRACHT OFF THE SOUTH FALLS LIGHT BUOY IN THE DOVER STRAIT CONTENTS SECTION SECTION 1 - Synopsis SECTION 2 - Authority SECTION 3 - Factual Information 3.1 Identity of the flag State, owners, managers and Class. 3.2 Details of the dimensions and engines of the ships involved. SECTION 4 - Narrative detailing the circumstances of the casualty 4.1 Parties assisting with the investigation. 4.2 Narrative SECTION 5 ~ Analysis and comment SECTION 6 Conclusions and breaches of COLREGS SECTION 7 Recommendations Glossary of Abbreviations PAGE 2-3 4-6 CATH OLD CATHARINA OLDENDORFF SLOT SLOTERGRACH cG Coast Guard COLREGS International Regulations for Preventing Col 1972 as amended CNIS Channel Navigation Information Service oy Cylinder GT Gross Tonnage kW Kilowatts M Nautical miles m Metres MAB Marine Accident Investigation Branch, UK Government MCA Maritime and Coastguard Agency, UK Government MT Metric tonnesREPUBLIC OF LIBERIA BUREAU OF MARITIME AFFAIRS REPORT OF THE INVESTIGATION INTO THE MATTER OF COLLISION OF CATHARINA OLDENDORFF WITH SLOTERGRACHT OFF THE SOUTH FALLS LIGHT BUOY IN THE DOVER STRAIT Annex 1 An audio tape copy of VHF transmissions, CNIS Annex 2 A brief transcript of the VHF transmissions of the tape, CNIS Annex 3 A collision analysis, CNIS Annex4 Radar track plot: CATH OLD & SLOT, CNIS Annex5 Radar track plot: CATH OLD, SLOT and SINE MAERSK, CNIS Annex 6 Radar track plot: SINE MAERSK, CNIS ‘The following documents obtained from the special inspection done by Mr. Nagy Elnady on board the CATHARINA OLDENDOREF at Port Said on 25 August. 2002 were considered in doing this report. They are part of the investigation file: Doc 1 Statements from Capt Kazem Said Mahmoud, Master Ruzmaykin Andriy, 2" Officer and OOW, Sergiy Simakov Chief Officer and Felix Asi, AB and Watchman Doc 2 Report of Vessel Casualty or Accident, Form RLM-109 Doe 3 Deck Log Book extract for CATHARINA OLDENDORFF of 15 and 16 August 2002 Doc 4 BA Chart extract Doc 5 Crew List Doc 6 ‘Vessel’s Particulars, CATHARINA OLDENDORFF Doc 7 Master’s reply statement INTRODUCTION Section 1 ~ Synopsis © The Liberian registered general cargo ship ms CATHARINA OLDENDORFF (CATH OLD) of 15,194 GT was in collision with the SLOTERGRACHT (SLOT) of 16,641 GT at about 00 33 UTC on 16 August 2002. The SLOT was overtaking \ CATH OLD at this time while both ships were proceeding in a South Westerly direction in the SW Traffic Lane of the Dover Strait Traffic Separation Scheme (TSS), UK. * The collision occurred off the South Falls light buoy when a third, larger and faster ship the ms SINE MAERSK of 91,560 GT was overtaking both ships at very close range. * At the time of collision the CATHARINA OLDENDORFF was on passage from Antwerp to Agaba via the Suez canal, the SLOTERGRACHT was bound from Finland to Baltimore, USA and the SINE MAERSK was proceeding from Felixstowe to Singapore.REPUBLIC OF LIBERIA BUREAU OF MARITIME AFFAIRS REPORT OF THE INVESTIGATION INTO THE MATTER OF COLLISION OF CATHARINA OLDENDORFF WITH SLOTERGRACHT OFF THE SOUTH FALLS LIGHT BUOY IN THE DOVER STRAIT © | Ship contact occurred between the port shoulder of SLOT, which suffered some denting to the shell plating and the starboard side of the CATH OLD, abreast nos. 2.& 3 holds, which damaged a number of deck containers and dented the top edge of the sheer strake plating. ‘* Subsequently and with the assistance of the emergency towing vessel ANGLIAN MONARCH it was assessed that there was no serious damage. Accordingly CATH OLD proceeded on passage to Aqaba via the Suez canal while the SLOT, after anchoring outside Dover harbour, was instructed to proceed to Flushing, «| There were no deaths, injuries or pollution as a result of the collision. AUTHORITY Section 2- Authority Liberian Nautical Inspector Capt Brian H. Agnew was appointed Investigating Officer, pursuant to Liberian Maritime Regulation 9,258(4) to conduct an Investigation into the cause of the collision of the container vessel CATH OLD (ON. 90355) with the Netherlands vessel SLOT in the Dover Strait, UK on 16 August 2002. Inspector Brian Agnew immediately confirmed his availability for this consignment. PARTICULARS AND FINDINGS OF FACTS Section 3 - Factual Information 3. Identity of the flag State, owners, managers and Class of the ship's involved, CATHARINA OLDENDORFF —_1M.O. No. 8124943 Ship Manager: Class: Lloyd’s Register of Shipping ~ ii) SLOTERGRACHT 1.M.O. No. 9197947 Flag State: The Netherlands Owner: Slotergracht Ship Manager: SPLIETHOFF’S Class: Lloyd’s Register of Shipping, /REPUBLIC OF LIBERIA BUREAU OF MARITIME AFFAIRS REPORT OF THE INVESTIGATION INTO THE MATTER OF COLLISION OF CATHARINA OLDENDORFF WITH SLOTERGRACHT OFF THE SOUTH FALLS LIGHT BUOY IN THE DOVER STRAIT. iii) SINE MAERSK 1M.O. No. 9146455 Flag State: Denmark (DIS) Owners: SVENDBORG/1912 Ship Manager: Moller AP. v Class: ‘American Bureau of Shipping v 3.2. Details of the dimensions and engines of the ships involved. CATH OLD SLOT SM Ship type Gen. Cargo Gen cargo Container Teu: 6,418 Gross tons: 15,194 16,641 91,560 Deadweight: 23,503, 21,000 104,700 Date of build: 1982“ 2000 ¥ 1998 ,/ Length OA: 157.94 m 168.14 m 346.98 m Engine type: B&W Warisila B&W 28A Sey ASA 6 cy 2SA I2ey 670.x 1700 640 x 900 900 x 2300 Power: 8018 kW 12060 KW 54840 kW Section4 _ Narrative detailing the circumstances of the casualty 4.1 Parties assisting with the investigation ‘This narrative was prepared with the assistance of HM Coastguard, Dover C.N.LS. who provided the information as now submitted in annexes I 0 6. ‘The Maritime and Coastguard Agency (MCA), Dover office, and the P & O cross- channel ferry ms EUROPEAN HIGHWAY provided further assistance. ‘The cross-channel ferry was a witness to the collision with a radar plot recorded on the VDR. I subsequently visited the European Highway in Dover, on 19 August 2002 by courtesy of a P & O Fleet Manager, an MCA Surveyor and C.N.LS Manager, Dover. The VDR was then played back on ECDIS system for our benefit. The UK MAIB was kept informed. The Liberian Inspector at Port Said subsequently visited the vessel for a Special Inspection and provided some documents to assist with the investigation as listed under Docs 1 ~ 6. 42 Narrative ‘The three main vessels involved, ms CATHARINA OLDENDORFF, SLOTERGRACHT and SINE MAERSK were following the contours of the Southwest (SW) Traffic Lane for about 30 minutes before the collision occurredREPUBLIC OF LIBERIA BUREAU OF MARITIME AFFAIRS REPORT OF THE INVESTIGATION INTO THE MATTER OF COLLISION OF CATHARINA OLDENDORFE WITH SLOTERGRACHT OFF THE SOUTH FALLS LIGHT BUOY IN THE DOVER STRAIT about 00 33 UTC on 16 August 2002. The CATH OLD was being overtaken by the SLOT on her starboard side which in turn was being overtaken by the much larger SINE MAERSK, also on her starboard side. By 00 21 the three vessels ‘were within 1.6M of each other in a North/South line and on converging courses towards the alter course position off the South Falls light buoy. A fourth unidentified vessel was about 1.5 miles ahead of the CATH OLD at this time and passed the South Falls light buoy at 00 23 when an apparent course adjustment to starboard was made to maintain the contours of the SW Traffic Lane A VHF tape transcript records a conversation between an unknown vessel, suspected to be “SLOT” and the Maersk ship between 00.27:40 and 00.28:09 . Significantly the “SLOT” expresses concern about SINE MAERSK being “a little close today” and further confirms slowing down. A further VHF call is made between two unknown ships at 00.30:40 & 55 suspected as from “SLOT” to “CATH OLD” advising “I cannot move to starboard” and “ship on my port side please move back to pon”. A collision between CATH OLD and SLOT occurred soon after with 2 VHF report to Dover CG from CATH OLD at 00.35:50 that “he has just hit me”. (I believe the transcript record of port bow should read starboard bow.) Returning to the radar plots: About 00 29 the 3 main vessels are passing the South Falls light buoy, virtually abeam of each other. The SINE MAERSK appears to make a very slight adjustment of course to port that would mean crossing ahead of the other two vessels. Radar contact drops for the SLOT, behind the larger SINE MAERSK. CATH OLD appears to alter course to starboard while SLOT is not displayed and is probably sandwiched between the other two vessels. 00 32. The SLOT target is reacquired by the system while SINE MAERSK has passed ahead. CATH OLD now has SLOT on his starboard side at approximately 0.1M distant with SINE MAERSK about 0.4 mile on the starboard bow of SLOT, All three vessels are therefore contained within 0.5M. (The CNIS reported that, their system is only able to display 0.1M or 0.0M.) 00 33 is the best estimate for time of collision with the vessels in very close proximity. 0034 The SLOT and CATH OLD tracks appear to be slightly further apart at 0.2M while SINE MAERSK still appears to maintain course and speed with the unidentified vessel 0.5M on her own starboard bow.— nage ee : wie ‘ae aks 2B le pemtececs Lf, ame f 4a, a Were, his a 78" & 02-Ab a, , O55 e > m * a so fun “ a. S VA Bu 7s e"9 ® 7 = 6 ” ar ST a : » oe # a / Gres : Re 8 ye oom Oe ESAS sREPUBLIC OF LIBERIA BUREAU OF MARITIME AFFAIRS REPORT OF THE INVESTIGATION INTO THE MATTER OF COLLISION OF CATHARINA OLDENDORFF WITH SLOTERGRACHT OFF THE SOUTH FALLS LIGHT BUOY IN THE DOVER STRAIT 00 36 Tracks of the SLOT and CATH OLD fluctuate dramatically and may indicate that a collision has previously occurred .00 40:26 SLOT reports to Dover CG that “MAERSK container vessel passed us and almost less than 100 yds he has caused all the trouble” repeated. Following the collision an exchange of messages was made between Dover CG and both vessels for about one hour conceming the extent of damage and intentions. The CATH OLD and SLOT exchanged vessel details by 01 18. The SLOT moved to an anchorage outside Dover harbour before proceeding to Flushing while CATH OLD continued on passage to Aqaba via the Suez canal. Section5 Analysis and comment. ‘The radar plot shows the SLOT was not able to alter course to starboard when passing the South Falls light buoy as the SINE MAERSK appeared to be maintaining a course that prevented the SLOT from doing so. ‘The CNIS conclusion from the radar plots reports the CATH OLD as moving to starboard at this time. This is consistent with the VHF transcript at 00 30:55 when a report between two “unknown “ ships calls “At South Falls ship on my port side please move back to port”, (I believe the call was from the SLOT to CATH OLD.) However, the close proximity of three ships off the South Falls light buoy has made it difficult to be sure of ship movements due to the merging of radar echoes. Further the ‘written statements taken from Bridge personnel on CATH OLD do not mention an alteration of course to starboard. A possible reason for contact between CATH OLD and SLOT could be due to a loss of steering control by SLOT after slowing down too quickly as reported at 00 28:09. ‘The SLOT was being overtaken by the much larger SINE MAERSK which may have caused SLOT to take a shear to port and onto the starboard side of CATH OLD. The SLOT was the overtaking vessel in respect to the CATH OLD and in accordance with Rule 13 of the COLREGS has a duty to keep clear. However, SLOT was unable to fully comply as the overtaking SINE MAERSK on the starboard side prevented this. In the time leading up to the collision, the SINE MAERSK made no apparent adjustment of course or speed irrespective of other vessels in the vicinity. The SINE MAERSK was the overtaking vessel for all other vessels involved and appears toBFGn boo = Dgeree= ar 92°20 TSth laos wee IS * p Be fi v 7 Arrensea amp Surquiosag Surmeig s 11seyAREPUBLIC OF LIBERIA BUREAU OF MARITIME AFFAIRS REPORT OF THE INVESTIGATION INTO THE MATTER OF COLLISION OF CATHARINA OLDENDORFF WITH SLOTERGRACHT OFF THE SOUTH FALLS LIGHT BUOY IN THE DOVER STRAIT have failed to comply with the obligations of COLREGS Rule 13 by keeping clear of the vessel(s) being overtaken. For a large portion of the passage preceding the collision, the three vessels appeared to be relatively close to each other, no more so than when passing the South Falls, light buoy. There were no other vessels in the vicinity and no apparent reason why the vessels could not have used the full width of the traffic lane, about 2.1M, instead of bunching within 0.8M in the North-eastern side of the lane. ‘The three vessels concerned could have foreseen the impending situation before passing the South Falls light buoy and acted accordingly whether by adjustment of course or reduction of speed. It is suggested that by about 00 22 or about ten minutes before the collision and about twenty minutes after the three vessels had been together in the Southwest traffic lane, some action was necessary and allowed by the COLREGS to avoid a close quarters situation if not a collision as follows: ‘The SINE MAERSK could have altered course to pass south of the other two vessels and comply with Rule 13 instead of taking no action and “squeezing in” between the SLOT and South Falls light buoy. ‘The CATH OLD as a stand-on vessel could have made a small alteration of course to port to relieve the impending bunching of three ships and as allowed by Rule 17(a)(ii) and Rule 2(a), the ordinary practice of seamen. ‘The SLOT at this late stage could have reduced speed in spite of not being able to alter course because of the restrictions imposed by vessels on either side. This action ‘would also conform with Rule 17(a)(ii) and Rule 2. Weather conditions at the time of the incident were Westerly force 2, visibility 6 miles the tidal direction was 213 degrees, rate 2.2 knots and are not considered factors. ‘The South Falls light buoy is a waymark in the Southwest lane, where the lane veers to starboard, and the majority of vessels make their adjustment of course to follow the Southwest lane, CONCLUSIONS Section6 Conclusions and breaches of COLREGS Rules 1, The SINE MAERSK was overtaking both the CATH OLD and SLOT and is required to keep out of their way by Rule 13(a) but did not alter course orREPUBLIC OF LIBERIA BUREAU OF MARITIME AFFAIRS REPORT OF THE INVESTIGATION INTO THE MATTER OF COLLISION OF CATHARINA OLDENDOREF WITH SLOTERGRACHT OFF THE SOUTH FALLS LIGHT BUOY IN THE DOVER STRAIT speed. This resulted in a close quarters situation off the South Falls light buoy. 2. The CATH OLD was the stand-on vessel but under Rule 17(a)(ii) may take action to avoid collision by her manoeuvre alone but did not do so. Further, being on the South side of the other two vessels, a small timely alteration of course to port into the clear lane space could only be to the benefit of all three vessels. This would have avoided a close quarters situation and been in compliance with the ordinary practice of seamen as provided in Rule 2. 3. The SLOT as the give way vessel for CATH OLD was restricted in her ability to alter course by the SINE MAERSK on her starboard side. However, an earlier reduction in speed was probably the best option to comply with Rule 13 and avoid collision. 4. The Master of CATH OLD was fully rested before leaving Antwerp at 1400 on 15 Augustin anticipation of the long river and sea passage. For the next 12.1/2 hours he was on the bridge most of the time in intensive traffic and narrow sea areas. A three-hour rest period was taken in-between (Doc 7) No doubt the Master was experiencing some degree of tiredness at the ‘ime of collision about 02 30 on 16 August. However, occasional long working hours of this nature is not unusual and is to be accepted. (Doc 7 refers) 5. ‘The Master was on the bridge when 2" Mate took over the bridge watch from 3” Mate for the 12-4 middle watch. The 2% Mate retained the conn of the vessel until about 02 28 when he stated the master proceeded to the stbd bridge wing and then started giving orders “I took command for a moment” (Doc 7). The 2" Mate further states (Doc 1) that the master subsequently gave orders about 02 33 for “Port 20” and “Hard to Port” then “Stop the Engine”, He is assumed to have taken over the conn and charge of the bridge watch again by giving these orders. | found no evidence of master’s orders or instructions when he intends to take over the bridge watch. ‘The absence of clear and unambiguous instructions may have contributed to the lack of action by the bridge team, misunderstandings and divided responsibility between master and OOW leading up to the time of collision, The close quarters situation developed over a period of about 30 minutes without any precautionary action being taken by CATH OLD.REPUBLIC OF LIBERIA BUREAU OF MARITIME AFFAIRS REPORT OF THE INVESTIGATION INTO THE MATTER OF COLLISION OF CATHARINA OLDENDOREF WITH SLOTERGRACHT OFF THE SOUTH FALLS LIGHT BUOY IN THE DOVER STRAIT ‘The ISM Code states as follows: Paragraph 5.1.3. “The Company should clearly define and document the master's responsibility with regard to: Issuing appropriate orders and instructions in a clear and simple manner.” RECOMMENDATIONS Section? Recommendations 1. The contents of COLREGS: Rule 2. Responsibility Role 13(a) Overtaking and Rule 17(a)(ii) Action by stand-on vessel Should be brought to the attention of the three ships involved, 2. Review of Bridge Team Management on CATHARINA OLDENDORFF to ensure there can be no misunderstandings between Master and OOW concerning the conn of the vessel and their responsibilities. Procedures should be noted in the Master’s standing orders with clear and unambiguous instructions for taking over control from the OOW and his subsequent supportive role, Further guidance may be found in the following publications: i) ISM Code paragraph 5. “Master's Responsibility and Authority.” ii) STCW Code chapter VIII Part 3 “Watchkeeping at Sea” paragraph 23.3 iii) Bridge Procedures Guide (ICS) Section 1.2.6 “The Bridge Team and the Master” and Section 3.2.7 “Calling the Master.” iv) Bridge Team Management. A Practical Guide (Nautical Institute) Chapter 6 Teamwork.REPUBLIC OF LIBERIA BUREAU OF MARITIME AFFAIRS REPORT OF THE INVESTIGATION INTO THE MATTER OF COLLISION OF CATHARINA OLDENDORFF WITH SLOTERGRACHT OFF THE SOUTH FALLS LIGHT BUOY IN THE DOVER STRAIT 3. That a copy of this Report of Investigation be submitted to the Intemational Maritime Organisation (IMO). Errata: Annex 3— A collision analysis, CNIS. ‘The reference in “additional information” starting at 00 22 and subsequently 10 00 37, notes a bearing of TR 323 from TR 811. The bearing should be reversed at each minute as follows: for 199 degrees should read 019 degrees. Brian H. Agnew Investigating Officer London 6 February 2003ANNEX 1 AUDIO TAPE COPY OF VHF Transmission, Channel Navigation Information Service: A brief transcript of the VHS transmission is contained at Annex 2 of this report.ep mca Anvex & COLLISION - SLOTERGRACHT & CATHARINA OLDENDORFF ‘16 AUGUST 2002 - VHF TAPE TRANSCRIPT VHF tape transcript, basic details and information, from the Master RACAL ICR64 recorder at MRCC Dover, covering channels 11, 16 & 67. Both sides of a C90 audiotape utilised: ALL TIMES UTC. Side ‘B’ 0105 ~0150 Side ‘A’ 0025 ~ 0105 TIME MESSAGE CONTENT (0027:40 [11 | UNKNOWN [UNKNOWN | Maersk ship on my starboard quarter | keep well clear (0028:09 | 11 | MAERSK SHIP [UNKNOWN | Mearsk ship approaching South Falls ‘on my starboard quarter please keep | clear i This is Maersk ship on | starboard side maintain course and |, speed {actually slowing down a kit, (i: I L think you are a little close today. (0030:40 | 11 [UNKNOWN [UNKNOWN [Ship on my port I cannot move To starboard (0030:55 | 11 | UNKNOWN | UNKNOWN [At South Falls ship on my port side I He please move back to port 0035:50 | 11 | DoverCG Catharina Vhave a ship in portibow he has just | Oldendorif hit me, trying to Ret name of him. | * Details passed * 0037:10 | 16 | Catharina STotergracht No message | Oldendorit (0037:35 | 76 | Catharina Slotergracht No message Oldendorft 0036:06 | 11 | Catharina Dover CG Can you confirm the other vessel is | Oldendorit still afloat ?// affirmative | *Other information * (0039:06 |“17_| Dover CG ‘Slotergracht Thave had a collision with Catharina PEE 6 | Oldendort, can't get him on 16. I “Other information * 0040:07 |-17__| Dover CG Catharina Request name of other vessel ? Oldendorit 0040:26 | 11] Dover CG Slotergracht Confirm also that this Maersk container vessel passed us and almost less than 100 yards he has caused all the trouble, he has caused all the trouble. 004118 | 11] Allships Dover CG Supplementary broadcast warning vessels in the vicinity of the situation (0043:38 | 17 _| Catharina Dover CG This is a request for further Oldendorif information 0044:17 | 77 | Catharina Dover CG Request callsign of vessel OldendorftANNEX od 0044:47 | 11 | Slotergracht “T Dover CG |This is a request for further] information and to confirm not taking water 0046:04 | 11 | Catharina Dover CG ‘no response to call Oldendorif 008642 | 11_| Catharina Dover CG This isa request for further Oldendorff information and confirmation of no water ingress 0048:59 | 11 | Dover CG Slotergracht Damage reported as ‘couple of 7 bumps’ and other information gp passed. ‘will come to Dover and we z await daylight to see what is going 9943.6 F on // injuries ?// none. 0050:56 | 11 | Catharina Dover CG ‘no response to call Oldendorff 0051:25 | 67 | Slotergracht Dover CG Standby on this channel 0052:19 | 11 | Dover CG European “We are just astern of the incident Highway would you like us to standby // is affirmative 0052:40 | 11 | Catharina Dover CG ‘Confirm not taking water 7/7 no signs Oldendortf (of water // injuries ? // No i change to channel 67 0053:50 | 11 | European Dover CG ‘Confirmed both vessels no water or Highway injuries, continue passage 0054:33 | 67 | Catharina Dover CG Confirm Callsign // callsign and Oldendorff further information passed. 0055:35 | 67 | Catharina Dover CG Confirm no injuries and what Oldendorff damage // starboard side a lot of damage above water level // Intentions ? // will confirm initially continue with voyage unless other instructions from owners. 0057:22 | 67 | DoverCG ‘Catharina Request name of other vessel // 4 Oldendorit Slotergracht 05831 | 67 | Catharina Dover CG Request latitude and longitude ~ no Oldendorft response | 0058:56 | 67 | Catharina Dover CG. Request latitude and longitude // one Oldendorff minute..... 51° 10.4N 001° 40.98E — other information also passed ‘1049 | 67 | Slotergracht | Dover CG Request position // 51° 10.75N O07* 42.4GE - other information also passed — transmission ceased at 0105:27. E pagan 0105:48 | 67 | Catharina Slotergracht no response to call ee Oldendortt (0106:13 | 67 | Catharina Slotergracht just a moment Oldendortt eee 0710:08 | 67 | Slotergracht Dover CG Have you spoke to Dover Port Control yet ?// not yet will do so 0110:38 | 67 | Catharina Dover CG response to call OldendorttAWEX 2. Olli:i7 | 67 | DoverCG ‘Anglian Position at CS4 77 situation report ‘Monarch, passed 0112:25 | 67 | Dover CG Slotergracht Have contacted =~ Dover Port, proceeding to Dover — other information passed —_including damage report 0716:30 | 67 | Slotergracht Catharina no response to call Oldendorff 0116:30 | 67 | Catharina Dover CG Intentions @ 77 proceeding on our Oldendorit way, no severe damage. Slotergracht hold him responsible for that act 67 | Slotergracht Catharina Am holding you responsible for Wi VooryyoxT| Oldendorfi 4 | collision // Understand but | hold Amsterdam \Kigaed you responsible, you came to | “aude | starboard when overtaking — other Master WaT information passed ~ exchange of on Sergae | AukeEck _| vessels details 0135:46 | 17 | Dover CG Anglian Position passed Monarch 0739:33 | 11 | Catharina Slotergracht | Contact with company require more Oldendortt information — request Dover CG to suggest channel ~ change to 69 0141:28 | 69 | Catharina Slotergracht Additional information exchanged, Oldendortt * CK nl Colin Mulvana CNIS Manager Dover Coastguard DDI 01304 222603 FAX 01304 222605 ‘e-mail - colin_mulvana@mcga.gov.ukf= son FEL Sanur er SanUR OL Vad, i nyo. ai ze"0 ws 9e'O vad iu FO. rad weo aNVISIG 398 398 298 WOVaL WOU 7 2000 Faz ob (ni) ONRIVIE vee ZeL i a7 wer (Sow) GyadS id alte obIz ole (enn) 3S¥NOD sai VE AS oZEO 6045 «280 BW ET I S50 Saw eT AS .0r0 | INVA F ONIAVAS FLV Lh «100 N/Z91 oLS | 5OFSH 0100 NIOFI olf | SPEZY ol O0NGI'SI olS | SPI'Z¥ 0100 NIO'9L olS ‘SNOT IVT eze i) 886 898 oN wove | +200 ‘HYOGNAGTO YSYIVW INIS NMONANA WNRIVHLVD AHOVADIALOTS yassaa | (1m) aw ueniiseo5 49A0q) 18 WaIsKs sepes SIND ay Aq papiroud Aj 3p pegce|d ay) wos Uaye) a1e ap sJsAyeur BuImo|}O} ay €F6PTZ1L8 “ON OWI ‘SSYOGN3C1O YNIYVHLYD 2 262616 ‘ON OWI ‘LHOWYDUILOTS Bou 2002 ISNOAV 191 - SISATYNV NOISITIOD ar g XINNYSanu S°Z1 YADA. ‘AI! 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AOng IB Sed HANS OMA. “AKON “s1oe} pasapisuoo jou ave pur sjouy 7°z ales ‘aN o€1Z SEM UONDAIIP [epH aU) ‘SAL sin “7 20104 ApaIsOM\ aaM WwAPHDU! aYp JO aun BY Ye SUORIPYOD J9yIeOAN 9m paads u! uonfonpa! 40 asinoo yo waunsnlpe aq soyjaura“jSuips0a.e parse pue Aong si sIe YINOS 24) Bussed ot 4oUd UonEMs Buipuadu ay) YORSBIO} one sdeyiad pinoo pausaauod sjassan ay.Onnex F HM COASTGUARD DOVER C.N.].S. SLOT* CHT & CATH*A OLDENDORFF St 12 NM LIMIT OF UK TERRITORIAL WATERS — — — — — LIMITS OF THE INSHORE TRAFFIC ZONE START TIME: 160000UTC AUG 2002 FINISH TIME: 160100UTC AUG 2002 HW DOVER AT! 15I556UTC AUG 2002 AND? 160430UTC AUG 2002 WEATHER AND SEA STATE rime v0 sea [vistmierty | weatwer Renan 0000 [730] 2 ilo nm | Cove TIMEMARKS AT 6 MINUTE INTERVALS AND AT ure srtmot ure unger srma0t treANNEX AF | | po care [oar | ween TARGET VESSEL (S) errens | Vine loco0 |Gc% [SioeeseacHT Gace kao | Sre [ATMO SR oere| BCS boas [Fag |» —— cH ve re ena CERTIFICATE (Pursuant to Section 69 Police and Criminal Evidence Act 1984) 1. COLIN RICHARD MUVANA — cortity and stete to the best of my knowledge and believe a follows!~ 1. This plot bearing the date WO AUGUST 2002 and tine COGS (Start) ClOO (Finish) hos been outomotically produced by a Direct Imaging Plotter and shows the track(s) of @ vessel (s) held in the Automatic Computer Deto Processing System at HM Coastguard. CNIS. Dover Strait. 2: This information was derived from Radar Stations at Margote: Lengdon Battery and Fairlight and eutometicelly fed into an Automatic Computer Data Processing System which includes Reader Trackers. 3. There are no reoveneble grounds for believing thet this Plot 1s Inaccurate because of improper use of the seid System 4. That st all materiel times the Rader ond Autometic Computer Dots Processing Syetem were operating properly- 5. I hold @ responsible position in relation to the operation of the said System and fs under my supervision whilot Iai Signedeeeeee Name in Block Capitals. CNIS MANAGER BEE J (HM Coastguard. Dover MRCC) 4 whee - . J Witness Position++ None in Block Cepitels- ReGrowat. INspeerbR “Weel, z 4 (HM Coastguard, Dover MRCC) L PositionANNEX Lp p 3. mo I 35 lt 40 T 4S, T 50 T 55 * ve ‘ sf \ v7 eae L ee \ sf \ we \ 27 ges , \ Z a i TT Sob aa vt i EGO a Z “7 “7 “7 a 77 a sy” 4S ee , Z a“ 4, 7 PC: buvex 3 HM COASTGUARD DOVER alse SLOT / CATH OLD / SINE MAERSK -- 5-5 12 NM LIMIT OF UK TERRITORIAL WATERS: — — — — — LIMITS OF THE INSHORE TRAFFIC ZONE START TIME: 160000UTC AUG 2002 FINISH TIME: 160100UTC AUG 2002 HW DOVER AT? I51S56UTC AUG 2002 AND: 160430UTC AUG 2002 WEATHER AND SEA STATE nine | vino sea |vrstoruire | wearner ena cose [sxe[2] Jo [ona | Fa 51 TIMEMARKS AT 6 MINUTE INTERVALS AND AT use sro me wuren sro. tre,| | | ANNEX 5 pa care [oar | weex TARGET VESSEL (S) race | sraer wee. SEE | ew wane ree eas l0CCO [%6S [StoTeranacnTr [Gac loco [Oss [ABBE N Soe [BCD loco [323 [Sine mAzask [ucc co30|4us [PSSENE ee [eee CERTIFICATE (Pursuant to Section 69 Police and Criminal Evidence Act 1984) 1, COUN RicHARE MUWANA certify and state to the best of my knowledge ond believe os follows!- 1. This plot bearing the date Wo Aueust 2002 and tine ODD (Stort) ICO — (Finish) hos been cutoneticelly produced by Direct Imaging Plotter and shows the track(s) of © vessel (s) held in the Autometic Computer Dete Processing System at HM Coastguard. CNIS. Dover Strait. 2: This “information was derived from Radar Stations at Mergete: Langdon Bettery ond Feirlight end evtomatically Fed into an Automatic Computer Data Processing System which includes Reder Trackers+ 3. There ere no reasonable grounds for believing thet this Plot is Inaccurate because of improper use of the said System. 4, Thet ot oll moteriol times the Redar ond Automatic Computer Data Processing System were operating properly- nin relation to the operation of the said System any said System Is under amy supervision whilst [pm Signed Witnesseceeencee othe Name in Block Capitola. LeGose wWsPectoR uncle (HM Coostguerd. Dover MRCC) Positions.ANNEX 5' PB Ps Loo mo ye Tt oo v7 \ ve \ sf \ ay 7 , | & \ “7 ed \\N \N \N \N SN AN AN aNAWWEX 6 HM COASTGUARD DOVER Cae es SINE MAERSK moore 12 NM LIMIT OF UK TERRITORIAL WATERS — LIMITS OF THE INSHORE TRAFFIC ZONE START TIME! 160000UTC AUG 2002 FINISH TIME: 16011SUTC AUG 2002 HW DOVER AT? ISISS6UTC AUG 2002 AND? 160430UTC AUG 2002 WEATHER AND SEA STATE Td vino sea |vtsioiitr| wearven ean, cose [ofa ilo [exm | Fae. TIMEMARKS AT 6 MINUTE INTERVALS AND AT nove srr@0t tire worsen sra0t tepo | ANNEX G owe [on | week TARGET VESSEL (S) track | stAaRr uetters | tine | £OH2 hare re ena feces [323 _|SNE Hacese [uce CERTIFICATE Pursuant to Section 69 Police end Grininal Evidence Act 1984) 1, COLIN Rotary MULVAN® certify end stele to the best of my knowledge and believe as follows!~ 1. This plot bearing the date Wo NUSUST Joor and time CSO tort) OWS (Finish) has been sutomatically produced by a Direct Imaging Plotter end shows the treck (2) of © vessel (s) held in the Automatic Computer Data Processing System at HM Coastguard. CNIS. Dover Strait. 2: This information was derived from Redar Stations at Mergetes Longdon Battery ond Fairlight ond outometicelly fed into an Automatic Computer Data Processing System which includes Reder Treckera+ 3. There ere no reasenable grounds for believing thet this Plot ts Inaccurate because of improper use of the said Systems 4. Thet at oll material times the Redar and Automatic Computer Date Processing Syotem were operating properly- 5. I hold a responsible posft\on in relation to the operation of the said System anf the said System is under my aut supervision whils 0 a hilst 1g Signedecceeveeeeeeeeetee Nome in Block Capitals. Sitios Moola (HM Coastguard, Dower MRCC) De GRR ReGowal instectoR HHCG, (HM Coastguard. Dover MRCC) Position.ANNEX © Ps. pitiriritipirviiriit iy ttt i Papper Lbipiiig ma) \ aay EGO 4 XN vy ge \N NN \\ sco XN \N \N \N XN 4 - at 7 Kec | nah_3 I 45) 0 TTT TTT TTT PETTITT TTT TI TTTT Tt TPT TTT TT