Ocean Network Express Pte. Ltd.

7 Straits View, Marina One East Tower

#16-01/03 and #17-01/06
Singapore 018936

MSQ Accident News (No.31)

Marine Safety and Quality
Our Ref.# MSQ-070/20
9th April 2020
Contact with Gantries and moored vessel while approaching berth
We would like to draw your attention to the following catastrophic Allision accident that involved our operated vessel.

<Summary> ONE operated 13900 TEU vessel contacted with multiple shore gantries and with one moored container vessel
while approaching berth at PNC #8, Pusan New Port on the 6th Apr’20. This was her first berthing for phasing-in after Dry
Dock.
<Time line (LT)> [ Two Tugs in action throughput below timeline, FWD and AFT, could not provide
adequate pull due to the high FWD speed, use of Bow thruster not fully known]
14:37: Commenced STBD turn, STBD 20 Helm, Dead Slow Ahead, Speed: 9.3Kts
14:39: Stopped engine, Speed: 7.6 Kts
14:40: Pilot appeared panicked, Speed 7.6 Kts, Dead slow ahead STBD 20 helm.
14:42: Pilot realizes heavy drift to port, panicked, full ahead engine, hard Stbd helm, concerned to avoid three (3)
moored vessels. AFT Tug continuously pulling.
14:44: Cleared 1st moored vessel, drifting towards 2nd moored vessel, Navigation full ahead, STBD 20 helm, drifting
further towards berth. FWD tug’s action not known as pilot speaking in local language. Master used BT.
14:47: Cleared 2nd moored vessel, random orders on ME and rudder, stern drifting towards port side, Speed 6 kts.
14:47: Cleared lesser beamed 3rd moored vessel.
14:49: Made hard contact with Gantry no.85 , fully collapsed on stern of ONE vessel. ME Nav full ahead, speed. 5.2
kts. FWD tug not pulling.
14:50: Emergency full stern to prevent contact with moored vessel ahead.
14:52: Hard contact with Gantry crane no. 81 by bridge wing, which was working on the moored container vessel
ahead followed by slight contact with the moored vessel around Bay 02 & 06.

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 Ocean Network Express Pte. Ltd.
7 Straits View, Marina One East Tower
#16-01/03 and #17-01/06
Singapore 018936

<Known Damages So Far>

Gantries & Berth
• One gantry fully collapsed on the ONE vessel’s stern area and parts dropped into water, crane total loss.
• Another gantry badly damaged, inclined out of shape almost about to fall, inopeartional.
• Another two gantries externally damaged and derailed, inoperational
• Next two gantries externally damamged, among whch one is operational.
• Total 6 Gantries damaged among which 5 inoperational (incl. 1 total loss) & 1 operational prsently
• Damages to berth: Unknown at this time
• 580 Meters length of total 2000Mtrs of PNC out of commision at this time.
Damages to the Ship
• Heavy hull breach above water line around port quarter under deck passage.
• AFT lashing bridges severely damaged
• Deck plating & fittings distorted at several locations of port side
• Propellar damaged
• Port side bridge wing damaged
• Above all damges are extended in various locations hence further examination in progress.
Injury & Pullution
One (1) shore staff slightly injured(by local news), no pollution.
Damages to the contacted moored container vessel
Pending investigation & survey
Actions taken so far
Debris of the collapsed gantry carne removed from seabed and from ONE vessel. Traffic in the harbour area normal.

<What went wrong>

1. High approach speed.
• Uncontrollable speed.
• Very less reaction time after the turn.
• Lessened effect of tug’s pull due to high FWD speed
• No effect of Bow Thruster
2. Failure to recognise vessel’s condition
• Light condition, partly submerged Rudder and propeller providing less steering effect & lesser
ROT. Propeller immersion: approx. 60%, Rudder Immersion: Partial corresponding to propeller
immersion
• Light condition provides large exposed transom and less parallel body & quick response to helm
and engine, hence very careful approach to berth is required.
3. Failure to recognise local conditions
• Light condition of vessel is affected by wind easily even with gusts of 10~15Kts.
• Land breeze effect resulting on-shore wind is expected during berthing at around noon time.
• Flood tide contributed the lesser effect of the Rudder and more speed.
4. From the beginning of the turn to a substantial period 20 Degrees of STBD helm used, resulted in less
ROT, a quicker turn could have given the vessel better clearance from the moored vessels and the
berth.
5. Failure to challenge Pilot’s intention of
• High approach speed was not challenged by Bridge team even when the pilot’s panic was noticed
well in advance.
• Not choosing the other approach from south of the Island to have better control on a flood tide.

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 Ocean Network Express Pte. Ltd.
7 Straits View, Marina One East Tower
#16-01/03 and #17-01/06
Singapore 018936

<We Request>

1. Please establish good BTM and BRM with attention to controllable speed during all approaches.
2. Prepare speed down plan for every approach and challenge Pilot if he deviates from that.
3. Recognize current condition of your vessel, her maneuverability in present local conditions before
every maneuver and explain adequately to the pilot. Monitor pilot’s each action, verify if in doubt,
take necessary action without hesitation, if not satisfied.
4. Please review MSQ 135/2019, MSQ Accident News Digest (Collision, Allision & Grounding) and carry
out training of all bridge team members.

** The Accident news shared by this letter is still under investigation, based on currently available information from various
sources & will be updated with new findings, should need be.

We appreciate your attention to safety always, let’s strive towards ZERO accidents.

Capt.Nobuyuki YAMAOKA
Senior Vice President
Marine Safety & Quality

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