‘Sanchi’ and ‘CF Crystal’ collision: the human

element strikes again?

• In a world where the incidence of major maritime oil spills has diminished during the past
decade into insignificance, the ‘Sanchi’ collision that occurred at 8 pm local time on Saturday 6
January and about 160 n. miles east of Shanghai, provides a huge wake-up call to shipowners
and their insurers.
• The ‘Sanchi’, a Suezmax tanker of 160,000 DWT, registered in Panama and built in 2008, was
carrying about 136,000 tonnes of Iranian light crude oil bound for South Korea. Known for its
volatility, the light crude cargo appears to have caught fire on impact and quickly spread to the
entire 247 metre length of the ship. Only one oil soaked and lifeless seafarer has been recovered
from the ‘Sanchi’s’ total crew of 30 Iranian and 2 Bangladeshi nationals. Bearing in mind the
intensity of the fire and the toxicity of the smoke, it seems to be a certainty that all hands have
died a terrible death.
• The ‘CF Crystal’, a 75,000 DWT bulk carrier registered in Hong Kong and loaded with US grain
for China, appears from video excerpts to be intact with hull damage in evidence only at her bow
area. Her crew of 21 Chinese Nationals are all reported to be safe. They are the lucky ones.
• The casualty scene is being attended by multiple firefighting, oil spill, clean-up and other rescue
vessels including an USAF spotter plane looking for survivors. The Chinese authorities have taken
charge and the information released to date is very limited. Nevertheless, the world’s media are
making much of the potential for the ship to explode and sink with a resultant massive oil spill.
Details of ship
Sanchi Cf crystal
Operator:National Iranian Tanker • Gross Tonnage: 41073
co. • Deadweight: 75725 t
Port of registry:panama • Length Overall:225m
Type:suezmax crude oil tanker • Flag: Hong Kong [HK]
Tonnage:164,154 • AIS Vessel Type: Cargo
Displacement:189,653 • Speed recorded (Max /
Length:274 mtr Average)6.7 / 6.5 knots
Speed:16 knots
So how did this deadly collision occur between
two large merchant vessels in open waters?
• The answer lies in the frailties of humankind, not only the ship’s crew as the immediate cause of a major incident but
also the entire regulatory and enforcement chain that controls the ownership, registration, management and operation of
ships.

• Now look closely at‘CF Crystal’s’ bow damage. Here you can see what appears have been the result of the bow of the ‘CF
Crystal’ penetrating the hull of the ‘Sanchi’. What is below the water line and cannot be seen is the ‘CF Crystals’ bulbous
bow that has long been a standard feature of merchant ship design. Bulbous bows improve ship speed and save fuel
when a ship is in ballast. However, they also present an enormous battering ram attached to a huge mass of ship and
cargo that is propelled by a powerful engine. A ship that is struck side on by a bulbous bow will often suffer a fatal blow.
• Considering the photo evidence and the Reuters chartlet, it appears that the ‘CF Crystal’ struck the ‘Sanchi’ and
penetrated her double hull through to a cargo tank, igniting the light crude oil inside. For this to have occurred, it must
have been the case that despite the fact these vessels were on reciprocal courses, neither vessel made an early alteration
of course to starboard as obligated by Rule 14. It then seems that the ‘Sanchi’ make a last minute and wrongful alteration
hard to port across the ‘CF Crystal’s’ on coming bow.
• A report filed by Reuters provides a chartlet of the locale. It can be
seen that the ‘CF Crystal’ was southbound. The ‘Sanchi’ was
northbound. By reference to Rule 14 of the COLREGS, the two vessels
appear to have been “meeting on reciprocal or nearly reciprocal
courses so as to involve risk of collision”. In such circumstances,
Rule 14 dictates that “each shall alter her course to starboard [right]
so that each shall pass on the port [left] side of the other”. In simple
terms, both vessels were obligated to take positive action by altering
course to starboard (right) to avoid a collision.
• Rule 8 provides that “Any action taken…shall…be positive, made in
ample time and with due regard to the observance of good
seamanship”.
Which type of collision is
• Stern collision
• This kind of collision happens like one vessel running into the rear or
stern of another.
Which type of oil it is
• Condensate - also known as "natural gasoline" or "drip gas" - is a low-
density mixture of petroleum liquids that are extracted from "wet"
raw natural gas.
• It is lighter than water, and many of its components will evaporate at
normal temperatures; it is highly volatile and flammable.
Reasons behind the collision
• Human error
• Given that the Sanchi collided with another ship, it’s highly likely human error played a similar role in this
accident. Human error can be reduced through more resilient design with greater redundancy so that if one
system stops working, another takes over. Traditionally this has meant things like using two engines instead
of one. But new technology such as intelligent sensors can also make a difference by automatically detecting
when problems occur, such as faults in a hull structure. Similarly, introducing more safety warning devices
and improving crew training, supervision and communication could help prevent human errors and catch
them earlier when they do occur.
• The other technology that could reduce human error is automation. All ship operations including navigation,
propulsion and things like loading and unloading can be automated – although eliminating human crew
altogether would introduce other safety issues by making the ship entirely dependent on software. Much of
the technology to make this possible already exists or is under development.
• But in the near future, it is unlikely for many shipping companies will introduce such automation. Unmanned
ships aren’t yet allowed to operate in international waters and there are many other obstacles yet to be
overcome relating to things like insurance and regulations. The other issue is that the marine industry always
tries to minimise possible costs, and so often accepts a certain amount of risk if it is cheaper to do so. Unless
shipping companies have evidence automation will reduce their costs, they are unlikely to change their
operational culture in a short period of time.
Environmental damage
• The environmental damage from the collision is still unknown, but
could be limited because condensate burns and evaporates more
easily than the heavier crude oil involved in some of the world’s best-
known spills.
• Life damage 32 sailors are believed to have died in this accident
Insurance
• Norwegian ship insurer Skuld confirmed it was the lead hull insurer
for the tanker and the protection and indemnity (P&I) insurer for CF
Crystal.
Solution for this
• One solution to the human element problem lies in more advanced
bridge watch keeper training through use of bridge simulators,
inclusive of navigation, pilotage, COLREGS based collision avoidance
and emergency scenarios. Much of this solution has already been
actioned for a number of years. However, the availability of simulator
equipment and competent trainers in developing countries – often
crew source suppliers – remains patchy due to high capital cost and
on-going maintenance expense. As such there is as yet no level
playing field in relation to bridge watch keeper competence and the
‘Sanchi’ collision demonstrates that much more must be done.
How to avoid
• 1. Value of life
• Before you take an erroneous decision, always remember your life and that of your crew members value.
• 2. Miscommunication
• In many occasions, mostly 75% of the ship collisions involves countries like China and other none English speaking countries.
According to Maritime rules, all crew should know English language for better communications. That is why the marline English
test and others has being provided for free training and quick learning.
• 3. Lack of professionalism
• The fact is that, rules of the road need to be apply during Navigation. Most captain use to play politics while on a risk job. In
condition where other ship call to give way, it’s important to respect the call or signals and give way without claiming right. I listed
the first point because, some navigators do not value life’s under them while in bridge or watch. Work professionally and keep
safe.
• 4. Weather
• In about 30% of the collisions involves poor weather or visibility. But in all cases, a lots of rules and guidelines has been listed on
your checklists to follow. Try them an sail safe.
• 5. Engine failure
• This point is not that common, because technology has gone so high that, even if you got engine failure, there are other
emergency navigational means to keep in control of your ship. Therefore I don’t see any reason to believe that a ship collision
happened due to engine failure, except in high current area.