1. Drew, Ernest and Hamad (June 24, 2011)
The collision between the fishing vessel Homeland and the ro-ro passenger vessel Scottish Viking (5 August 2010)
Drew, Ernest and Hamad
(June 24, 2011)

2. Overview COLREGS Rules Vessel signs Nature of the incident
Collision overview
Contributing factor to the collision
COLREGS rules breached and ignored
Corrective actions
Navigational Watch-Keeping practice ignored
Corrective measures
Conclusion
References

3. COLREGS RULES Rule 2 – responsibility Rule 5 – lookout
Rule 7 – Risk of collision
Rule 8 – Action to avoid collision
Rule 15 – Crossing situation
Rule 16 – Action by the give-way vessel
Rule 17 – Action by the stand-on vessel
Rule 34 – Maneuvering and warning signals

4. Power driven Vessel
Power driven Vesselththt

5. Fishing Vessel

6. Nature of the incident
Italian registered ro-ro passenger ferry Scottish Viking on 5 August 2010, collided with the UK registered fishing vessel Homeland about 4 miles off St Abb’s Head.
Fishing vessel Homeland sank
One crew member fatality (Daniel McNeil).

7. Overview of the collision
The collision between Homeland and Scottish Viking occurred because those responsible for the watch on either vessel had not taken sufficient action to determine that a risk of collision existed. On board Homeland, the stand-on vessel, this was primarily because an inadequate lookout was being kept and the wheelhouse was not being manned continuously. On board Scottish Viking, the give-way vessel, the watch-keeper took insufficient action to determine that a risk of collision did exist, and , when the collision was imminent, did not take effective action to avoid the two vessels colliding.

8. Contributing factors Manning and qualifications Incompetence
Lack of navigation policies
Un-compliance of safety management
Lack of precautionary thought
Radar was set on short-range 1.5 miles and echo did not appear on display on time.
Misunderstanding of sign signals.

9. COLREGS rules breached/ ignored
Rule 2 – responsibilities (requires master to be primary responsible for the safe and effective navigation of the vessel). However, Scottish Viking master handed over control to the second officer. According the ISM code, master has the responsibility for verifying that specified requirements are observed, and motivating the crew in observation of company policies.

10. COLREGS Rules breached
Rule 5 – lookout (proper lookout was not performed by Homeland vessel watchman (Daniel who was distracted by the skipper in assisting in mending a torn net on the aft deck) Daniel lack watch-keeping proficiency and without appropriate qualifications and limited experience) STCW 95 states that no other duties should be assigned to the lookout. Need for early detection and monitoring.

11. COLREGS rules breached Cond.
Rule 7 – risk of collision (Homeland’s watchkeeper did not use all appropriate available means to establish if there was a risk of collision. They left the wheelhouse unmanned and there was no indication to the skipper of any potential risk of collision). Need to use radar, undue reliance on AIS rather than visual/ radar monitoring.

12. COLREGS Rules breached
Rule 8 – Action to avoid collision (The second officer’s late recognition of the need to take avoiding action prevented him from taking early avoiding action in accordance with Rule 8). Need for early action, the need for precautionary thinking. If in doubt, assume it exist and appropriate action.

13. COLREGS rules breached Cond.
Rule Crossing situation (The Second officer delayed his decision , thereby eliminating his options of collision avoidance by reducing speed or altering course to starboard , particularly after Achieve had altered her course to port. His only remaining option was then to alert course to port , albeit contrary to the spirit of Rule 15.
Rule 16 – Action by the give-way vessel (Action needed to be taking by the give-way vessel to avoid collision was to late)

14. COLREGS Rules breached
Rule Action by the stand-on vessel (Rule 17(b) requires the stand on vessel to “take such action as will best aid to avoid collision”. Homeland skipper attempted to comply with rule 17 (b) however, his actions were too late to be effective.

15. Rules breached
Rule 34 – Manoeuvring and warning signals ( Recognising that action was required by Homeland to avoid collision, the second officer should have sound at least five short and rapid blast on the whistle in accordance Rule 34(b). Need for correct signals to avoid misunderstanding of intentions.

16. Navigational Watch-keeping practice breached
According ISM Code in lines with the company’s navigation policy, it require the master to be the primarily responsible for safe and effective navigation of the vessel.
It requires navigational polices contained in the SMS to be strictly followed.

17. Navigational Watch-Keeping practice breached
At sea, the closet point of approach (CPA) of not less than one (1) shall be maintained whenever possible.
Thee primary means of plotting shall be the efficient use of all automatic radar plotting aids (ARPA)

18. Corrective Measures
The master should have been available to ensure that the company’s navigational policies are being followed.
The policy of closest point of approach not having less than 1 mile should have been maintained.
The automatic radar plotting aids (ARPA) should have been used to avoid the collision.

19. Conclusion
Although Daniel had intermittently returned to the wheelhouse to check the navigational situation, these checks were insufficiently thorough to identify a risk of collision with Scottish Viking.
Daniel’s inability to maintain a proper lookout was compromised by the skipper’s priority of requiring his assistance with mending the torn net on the aft deck.
Daniel might have lacked sufficient watch-keeping proficiency, given his absence of qualifications and limited experience.

20. Conclusion cond.
Scottish Viking’s second officer did not use the radar to fully appraise the situation or the risk of collision.
Daniel had not understood or anticipated the developing situation.
Scottish Viking’s second officer, when navigating in close proximity to fishing vessels, did not usually take early avoiding action. His experience was that fishing vessels often carried out erratic maneuvers and that taking early avoiding action could result in unnecessary close-quarter situations.

21. Conclusion cond.
Scottish Viking’s second officer showed a poor attitude towards guidance and regulations. He lacked precautionary thought and failed to appreciate the hazard he was creating by intentionally navigating in close proximity to other vessels.
It is apparent that the Scottish Viking’s master did not sufficiently motivate the second officer to follow the company’s navigational procedures, or verify that they were being compiled with.

22. References
viewed June 16, 2011.