PaulaC DaryaGayatri

ACCIDENT REPORT
Report on the investigation of the collision between
Paula C
and
Darya Gayatri
In the south-west lane of the Dover Strait Traffic Separation
Scheme
M A R I N E A C C I D E N T I N V E S T I G AT I O N B R A N C H
on 11 December 2013
SERIOUS MARINE CASUALTY
REPORT NO 25/2014
SEPTEMBER 2014
Extract from
The United Kingdom Merchant Shipping
(Accident Reporting and Investigation)
Regulations 2012 Regulation 5:
The sole objective of the investigation of an accident under the Merchant Shipping (Accident
Reporting and Investigation) Regulations 2012 shall be the prevention of future accidents
through the ascertainment of its causes and circumstances. It shall not be the purpose of an
investigation to determine liability nor, except so far as is necessary to achieve its objective,
to apportion blame.
NOTE
This report is not written with litigation in mind and, pursuant to Regulation 14(14) of the
Merchant Shipping (Accident Reporting and Investigation) Regulations 2012, shall be
inadmissible in any judicial proceedings whose purpose, or one of whose purposes is to
attribute or apportion liability or blame.
Crown copyright, 2014

You may re-use this document/publication (not including departmental or agency logos) free of
charge in any format or medium. You must re-use it accurately and not in a misleading context.
The material must be acknowledged as Crown copyright and you must give the title of the source
publication. Where we have identified any third party copyright material you will need to obtain
permission from the copyright holders concerned.
All MAIB publications can be found on our website: www.maib.gov.uk

For all enquiries:
Marine Accident Investigation Branch
Mountbatten House
Grosvenor Square
Southampton Email:
maib@dft.gsi.gov.uk
United Kingdom
Telephone: +44 (0) 23 8039 5500
SO15 2JU
Fax:
+44 (0) 23 8023 2459
SECTION 1 CONTENTS
SECTION 1 - FACTUAL INFORMATION
1.1 Particulars of Paula C, Darya Gayatri and accident

1.2 Narrative
1.2.1 Events leading to the collision
1.2.2 The collision
1.2.3 Actions following the collision
1.3 Damage
1.4 Paula C
1.4.1 Ship management
1.4.2 Key personnel
1.4.3 Bridge equipment
1.4.4 Bridge watchkeeping routine
1.4.5 Manoeuvrability
1.4.6 Masters orders
1.5 Darya Gayatri
1.5.2 Key personnel
1.6 Channel Navigation Information Service
1.6.1 Purpose
1.6.2 Mandatory reporting
1.6.3 Vessel traffic service designation
1.6.4 V103 standard message markers
1.6.5 Watch officer
1.7 Junior officer training and assessment
1.8 STCW 95 requirements
1.9 Guidance
1.9.1 International Maritime Organization
1.9.2 Maritime and Coastguard Agency
1.9.3 International Chamber of Shipping
1.10 Collision regulations
1.11 Similar accidents
2
4
4
13
15
15
17
17
17
19
19
21
22
22
22
22
23
23
23
24
24
24
25
25
25
25
25
27
28
28
28
29
29
30
SECTION 2 - ANALYSIS
32
2.1 Aim
2.2 The collision
2.2.1 Initial assessment
2.2.2 The failure of the plan
2.2.3 Loss of situational awareness
2.2.4 Actions on board Darya Gayatri
2.3 Actions on board Raquel
2.4 OOW competency
2.5 Bridge watchkeeping arrangements
2.5.1 OOW
2.5.2 Additional lookout
2.6 Intervention by Dover Coastguard
32
32
32
32
33
33
34
34
35
35
35
36
2.7 Junior officer development

2.8 Watchkeeping practices
2.8.1 Calling the master
2.8.2 AIS in collision avoidance
2.8.3 Sound signals
36
37
37
37
38
SECTION 3 - CONCLUSIONS
39
3.1 Safety issues directly contributing to the accident that have been addressed or
resulted in recommendations
3.2 Other safety issues directly contributing to the accident
39
40
SECTION 4 ACTION TAKEN
41
4.1 Actions taken by other organisations
41
SECTION 5 - Recommendations
42
FIGURES
Figure 1
Positions of Paula C and Darya Gayatri at 2245
Figure 2
Positions of vessels at 0011
Figure 3
Positions of vessels at 0013 and 0018
Figure 4
Dover Coastguard radar plot
Figure 5
Paula C turning to starboard
Figure 6
The collision
Figure 7
Damage to Paula C
Figure 8
Damage to Darya Gayatri
Figure 9
Paula C - bridge layout
Figure 10
AIS information on Paula Cs port radar display
Figure 11
CNIS coverage
TABLES
Table 1
Paula Cs heading between 0022:06 and 0023:35
Table 2
-
Transcript of the communication between Dover Coastguard and
Paula C
Table 3
Paula Cs heading between 0024:40 and 0025:57
Table 4
-
Transcript of the communication beween Dover Coastguard and Darya
Gayatri
Table 5
-

Collisions and hazardous incidents in the south-west traffic lane of the

Dover Strait TSS
ANNEXES
Annex A
-

Guidance for use and completion of the MNTB training record

book and on the Maritime and Coastguard Agency requirements
Annex B
-

Extracts from the International Regulations for Preventing

Collisions at Sea 1972, as amended
GLOSSARY OF ABBREVIATIONS AND ACRONYMS

AB - Able Seaman
AIS
Automatic Identification System
ARPA
Automatic Radar and Plotting Aid
BNWAS
Bridge Navigational Watch Alarm System
CALDOVREP
A mandatory reporting system for ships in the Dover Strait
CEC
Certificate of Equivalent Competency
CNIS
Channel Navigation Information Service
CoC
Certificate of Competency
COG
Course Over the Ground
COLREGS
-

International Regulations for the Prevention of Collisions

at Sea 1972 (as amended)
CPA
Closest Point of Approach
DSC
Digital Selective Calling
GMDSS
Global Maritime Distress and Safety System
GPS
Global Positioning System
gt - gross tonnage
IALA
-
International Association of Marine Aids to Navigation and
Lighthouse Authorities
ICS
International Chamber of Shipping
IMO
International Maritime Organization
kt - knot
MCA
Maritime and Coastguard Agency
MGN
Marine Guidance Note
MNTB
Merchant Navy Training Board
MSN
Merchant Shipping Notice
NUC
Not under command
OOW
Officer of the Watch
rpm
revolutions per minute
SMS
Safety Management System
SOG
Speed Over the Ground
SOLAS
-
International Convention for the Safety of Life at Sea
1974, as amended
STCW

-
International Convention on Standards of Training, Certification

and Watchkeeping for Seafarers 1978, as amended (STCW
Convention)
TSS
Traffic Separation Scheme
UTC
Universal Co-ordinated Time
VHF
Very High Frequency
VTS
Vessel Traffic Services
TIMES: All times used in this report are UTC unless otherwise stated
SYNOPSIS
At 0027 on 11 December 2013, the general cargo vessel Paula C and the bulk
carrier Darya Gayatri collided in the south-west lane of the Dover Strait Traffic
Separation Scheme. Both vessels were damaged but there were no injuries and
there was no pollution. The collision occurred as a result of Paula C turning into
the path of Darya Gayatri after the action taken by the general cargo ships officer
of the watch to avoid the Belgium registered beam trawler Raquel had not gone as
intended.
The contributing factors identified by the MAIB investigation included:
Paula Cs officer of the watch did not effectively use the electronic aids available
to maintain a proper lookout. After taking action to avoid the fishing vessel,
he was uncertain as to the action he should take next and he lost situational
awareness.
An intervention on the radio by Dover Coastguard was timely and well-intended
but, inadvertently, it almost certainly influenced Paula Cs officer of the watch into
taking action, which resulted in Paula C turning towards Darya Gayatri.
Paula Cs officer of the watch was very inexperienced and he had not yet
developed sufficient competency to keep a bridge watch in the Dover Strait at
night by himself.
Although it was dark, Paula Cs officer of the watch was not supported by an
additional lookout.
The masters decision to allow an inexperienced officer to keep the bridge watch
by himself in the Dover Strait at night was ill-judged and contrary to international
requirements.
Following the accident, Carisbrooke Shipping Ltd, Paula Cs ship manager, adopted
a more structured approach to the training and development of its junior officers.
It also issued instructions to its fleet regarding the use of an additional lookout
and electronic aids for collision avoidance. The Merchant Navy Training Board
has started to prepare guidance for companies and seagoing officers covering
junior officer development and confidence building. In addition, the Maritime and
Coastguard Agency has taken action which is aimed at improving the vessel traffic
services provided by Dover Coastguard.
In view of the actions already taken, no recommendations have been made.
SECTION 1 - FACTUAL INFORMATION

1.1
Particulars of Paula C, Darya Gayatri and accident

SHIP PARTICULARS
Vessels name
Paula C
Darya Gayatri
Flag
United Kingdom
China (Hong Kong)
Classification society
Lloyds Register
Lloyds Register
IMO number
9373553
9591686
Type
General cargo
Bulk carrier
Registered owner
Carisbrooke Shipping 636 Ltd
Gayatri Shipping
Manager(s)
Carisbrooke Shipping Ltd
Anglo-Eastern Ship Management

Ltd
Construction
2008
2012
Length overall
89.90
229.0
Gross tonnage
2998
44325
Minimum safe manning 7
14
Authorised cargo
No
No
VOYAGE PARTICULARS
Port of departure
Brake, Germany
Ijmuiden, Netherlands
Port of arrival
Poole, England
Baltimore, United States of

America
Type of voyage
Manning
Ballast
8
Ballast
20
MARINE CASUALTY INFORMATION

Date and time
11 December 2013 at 0027 UTC
Type of marine casualty Serious Marine Casualty

or incident
Location of incident
Dover Strait
Place on board
Port bridge wing and port quar- Port bow

ter
Injuries/fatalities
None
None
Damage/environmental Significant damage to port

impact
bridge wing and
accommodation block; port
liferaft davit removed; port
quarter indented and holed
Ship operation
On passage
Port bow holed and dented in

way of forepeak void space.
Voyage segment
Mid-water
Mid-water
External & internal

environment
Wind SE Force 3, clear skies, calm seas, with good visibility. The
predicted tidal stream was 225 at a rate of 2kts. It was dark.
Persons on board
On passage
20
Image courtesy of Sangrin/Marine Traffic
Paula C
Image courtesy of Anton Bergstrom/Marine Traffic
Darya Gayatri
3
Image courtesy of Guido Jansen/Marine Traffic
Raquel
1.2
Narrative
1.2.1 Events leading to the collision

On 10 December 2013 at 2245 UTC1, the general cargo vessel Paula C was on
passage in the south-west traffic lane of the Dover Strait traffic separation scheme
(TSS). The vessel was following an autopilot-controlled heading of 221 at a speed
over the ground (SOG)2 of 11.9 knots (kts) (Figure 1). Paula C was in ballast and
its destination was Poole, England. It was a dark, clear night and the visibility was
good.
Paula Cs master was keeping the navigational watch. As the master completed his
night orders, the second officer arrived on the bridge to take over as the officer of
the watch (OOW). In preparation for the watch handover, the second officer checked
the settings on the port X-band radar display. As he did so, he noticed a number
of radar targets following the south-west traffic lane. In particular, the second
officer saw a target on Paula Cs starboard quarter at a range of 1.9nm. From the
Automatic Identification System (AIS) data3 shown on the radar display, the second
officer identified the radar target as Darya Gayatri, a bulk carrier in ballast on
passage to Baltimore, USA. He also identified that Darya Gayatri was making good
i.e local time in the UK. The time zone kept on board Paula C and Darya Gayatri was UTC+1.
All speeds referred to in this report are SOG unless otherwise stated.
The information provided by AIS is divided into: static information, including the ships call sign and name;
dynamic information, including position, course and speed over the ground and status; voyage related
information, including destination, draught, and hazardous cargoes; and short safety related messages. Static
and voyage related information is transmitted every 6 minutes, or on request. The reporting interval for dynamic
information is dependent on a ships speed and whether or not it is changing course. The reporting interval for
a ship at a speed of between 0 and 14kts and changing course is 4 seconds.
Figure 1: Positions of Paula C and Darya Gayatri at 2245
Reproduced from Admiralty Chart BA 1406-0 by permission of the Controller of HMSO
a course over the ground (COG) of 216 at a speed of 12.4kts and was overtaking
Paula C. The closest point of approach (CPA) between the vessels was 0.5nm in 88
minutes time.
At approximately 2300, Paula Cs master finished his night orders and advised
the second officer to keep to the passage plan and to call him if in any doubt. The
master left the bridge at 2305. By that time, Darya Gayatris heading had been
altered to 227 and the bulk carrier was 79 abaft Paula Cs starboard beam at a
distance of 1.7nm.
The second officer monitored Paula Cs position using the cross track error facility
on the Global Positioning System (GPS) receiver. The vessel remained on track.
At 2345, Paula C arrived at a navigational waypoint indicating a planned course
alteration. Accordingly, the OOW altered the vessels heading to follow a track of
212.
At 0000, Paula Cs OOW plotted the vessels position on the paper chart; it
remained on the planned track. At 0011, he saw a vessel 20 off the starboard bow.
Through binoculars, the OOW was able to see the vessels port side light and its
deck lights. He also correlated the unidentified vessel with a radar target. From the
targets AIS data shown on the port radar display, the OOW saw that the vessel was
at a range of 3.9nm and had a CPA of 0.1nm. The second officer did not acquire the
vessel on the ARPA or use the AIS data to determine the vessels name or status.
The OOW assessed that the vessel was crossing Paula Cs bow from starboard to
port. He also assessed that Paula C was the give way vessel.
The vessel ahead of Paula C was the Belgium registered beam trawler Raquel,
which was towing its nets on a COG of 153 at a speed of 4.8kts (Figure 2).
Raquel was displaying the appropriate lights for a power-driven vessel underway
and engaged in trawling4; the vessels deck lights were also switched on. The
beam trawlers AIS was transmitting static and dynamic information, including its
status (engaged in fishing), SOG and COG. However, no heading information was
broadcast.
Raquels skipper was on watch in the wheelhouse and he was monitoring other
vessels in the area visually, by radar and by AIS. The skipper had seen Paula C
and Darya Gayatri following the traffic lane and he was aware that he needed to
take action in order to keep out of their way. Accordingly, at approximately 0013,
with Paula C 3.4nm off the trawlers port bow, Raquels skipper began the first of
several alterations to port, which were intended to eventually turn the fishing vessel
onto a north-westerly heading (Figure 3). A single, broad alteration was not possible
because Raquels manoeuvrability was limited by its fishing gear.
Raquels changes in heading were not seen by Paula Cs OOW, who was also still
unaware of the identity of the vessel ahead of him, or that it was engaged in fishing.
At approximately 0018, when Raquel and Paula C were 1.82nm apart, the OOW
adjusted the heading set on the autopilot to 230. No sound signal was made and
the second officer did not look over the starboard quarter to make sure that there
were no vessels in close proximity. The OOW also did not use the ARPAs trial
manoeuvre facility to determine the effect of the intended alteration on the CPAs of
the other vessels in the area.
4
The International Regulations for the Prevention of Collisions at Sea 1972 (as amended) (COLREGs) require
that a vessel engaged in trawling, in addition to the lights prescribed for its length, should display two all-round
lights in a vertical line. The upper light is green and the lower light is white.
Figure 2: Positions of vessels at 0011
Figure 3: Positions of vessels at 0013 and 0018
Darya Gayatri
Paula C
Key
As Paula C steadied onto its new heading, the second officer noticed that the
heading of Raquel, which was now almost directly ahead, had changed to the
north-east. In response, the OOW adjusted Paula Cs heading further to starboard.
By 0022 Paula Cs heading was 266 and the fishing vessel was about 30 off
Paula Cs port bow at a distance of 1.1nm; Darya Gayatri was on the cargo ships
starboard beam at a distance of 0.98nm.
Over the next 2 minutes, Paula Cs OOW adjusted the autopilot to alter the vessels
heading to port and then to starboard. The vessels changes in heading between
0022:06 and 0023:35 are detailed at Table 1.
Time
Heading ()
0022:06
266
0022:23
263
0022:54
255
0023:04
253
0023:15
259
0023:24
273
0023:30
282
0023:35
287
Table 1: Paula Cs heading between 0022:06 and 0023:35
Paula Cs manoeuvring was seen by Darya Gayatris OOW, who determined that
the cargo ship would now pass about 2 cables ahead of his vessel. Darya Gayatris
OOW was also aware that Raquel was ahead of him and was engaged in fishing. He
was closely monitoring both vessels. Darya Gayatris OOW was the second officer
and he was accompanied on the bridge by an able seaman (AB) lookout.
Paula Cs movements were also seen on radar (Figure 4) by the duty Dover
Coastguard watch officer. He called Paula C via very high frequency (VHF) radio
channel 11 in order to clarify the OOWs intentions. The transcript of the resulting
conversation is at Table 2.
10
Figure 4: Dover Coastguard radar plot
Time
Station
Dialogue
0023:34
Dover Coastguard
Paula C, Paula C, this is Dover

Coastguard channel 11.
0023:41
Paula C
This is Paula C, go ahead over.
0023:43
Dover Coastguard
0023:48
Paula C
0024:01
Dover Coastguard
Yep, I see the situation there sir, er, can

you tell me why you have gone hard to
starboard?
Yeah, Ive got a vessel um crossing
my bow and I, Ive started giving way
but he has altered his course, over.
Is that the fishing vessel on your port bow
now sir?
0024:06
Paula C
Right, thats errrr right, over.
0024:10
Dover Coastguard
Whats your intention now? Are you going

to do a three sixty?
0024:16
Paula C
Errrr, my intention now . is to, err, do a

three sixty, over. Yeah, to starboard.
0024:25
Dover Coastguard
Have you spoken to the vessel that is

south-west bound, the Darya Gayatri?
0024:31
Paula C
No, not yet Im ehhhh still making my

manoeuvre. I havent had a chance.
0024:34
Dover Coastguard
Roger.
Table 2: Transcript of VHF exchange between Dover Coastguard and Paula C
During the VHF conversation, Paula Cs OOW adjusted the cargo ships heading
from 287 to 253. Immediately after the VHF exchange, he selected hand-steering
and applied 35 of starboard helm. Paula C started to turn quickly to starboard
(Figure 5). The OOW did not check visually or by radar that the intended manoeuvre
was safe or make a sound signal to indicate he was turning to starboard. He was
unaware that Darya Gayatri was 511m off Paula Cs starboard beam.
Paula Cs headings between 0024:40 and 0025:57 are shown at Table 3 below.
Time
Heading ()
0024:40
253
0024:54
258
0025:11
286
0025:24
297
0025:48
338
0025:52
347
0025:57
000
Table 3: Paula Cs heading between 0024:40 and 0025:57
11
12
Figure 5: Paula C turning to starboard
Paula C
Darya Gayatri
As Paula C turned to starboard, the coastguard watch officer called Darya Gayatri
via VHF radio, channel 11. The transcript of the conversation between Dover
Coastguard and Darya Gayatri is at Table 4.
Time
Station
Dialogue
0024:45
Dover Coastguard
0024:49
Darya Gayatri
0025:03
Dover Coastguard
0025:08
Darya Gayatri
0025:21
Dover Coastguard
This is Dover Coastguard calling the Darya

Gayatri. This is Dover Coastguard calling
you channel 11.
Dover Coastguard, Darya Gayatri, I did
copy your conversation ah about he will be
doing a three sixty ahhh Ill be coming to
port, over.
Are you aware of the situation, you can
actually see the fishing vessel ahead of
you? Is that correct?
Yes, Dover Coastguard, I can see the
fishing vessel ahead of me. She altered
her course north-west of me now over.
Roger. Thank you sir. As long as you are
aware. Many thanks
0025:24
Darya Gayatri
Okay, thank you.
Table 4: Transcript of the VHF exchange between Dover Coastguard and Darya Gayatri
1.2.2 The collision

Immediately after Darya Gayatris OOW had finished talking to Dover Coastguard,
he changed to hand-steering and instructed his lookout to take the helm. He then
ordered the helm hard to port; no sound signal was made. By now, Paula C was
turning through a heading of 297 at an increasing rate. Darya Gayatris OOW was
not aware that the cargo ship was under helm to starboard. He assumed that Paula
C would pass ahead of the bulk carrier before starting to manoeuvre to the north; he
expected the vessels to pass starboard to starboard.
At 0026, 18 seconds after port helm was applied, Darya Gayatri started to turn to
port. At the same time, the second officer noticed that Paula C was turning towards
the bulk carrier. He immediately ordered the lookout to put the helm hard-tostarboard and then telephoned the master in his cabin to inform him that there was
another ship very close. The OOW also put the engine telegraph astern for several
seconds. He soon returned the telegraph to full ahead after he assessed that there
was no time for an astern movement to take effect.
Darya Gayatris master arrived on the bridge just as Paula Cs port bridge wing
collided with Darya Gayatris port anchor. At the point of contact, which was at
0026:52, Darya Gayatri was heading 198 at 12.9kts; Paula C was heading 070 at
6.2kts (Figure 6).
13
14
Figure 6: The collision
Darya Gayatri
Paula C
1.2.3 Actions following the collision

Paula C
Immediately after the collision, Paula Cs second officer sounded the general
alarm and pressed the Digital Selective Calling (DSC) alert button5. The OOW
then intended to stop the vessels engines, but he accidentally placed the engine
telegraph to 40% ahead instead of to stop. After waiting a minute or two, and
fearing the worst when no-one arrived on the bridge, the second officer left the
bridge to knock on the masters cabin door. When the master responded to his
shouts, the second officer returned to the bridge.
Shortly afterwards, the master and the vessels crew joined the second officer
on the bridge. The master immediately saw that the port bridge wing was badly
damaged. He instructed the chief engineer and the chief officer to check the engine
room and the accommodation block respectively. The second officer remained
on the bridge and continued VHF communication with both Dover Coastguard
and Darya Gayatri. By 0130, it had been confirmed that the vessels hull was
not breached below the waterline. Paula C then continued on passage towards
Poole but was later diverted to Southampton for repairs. The vessel arrived in
Southampton at about 1500.
Darya Gayatri
Immediately after the collision, Darya Gayatris master ordered the helm hard to
port. The second officer sounded the general alarm and informed Dover Coastguard
of the collision. The master then informed the ships crew that the vessel had been
involved in a collision and instructed them to muster. The vessels speed was
reduced and its not under command (NUC) lights were switched on. The second
officer then broadcast a safety information message on VHF channel 16 advising
ships in the area of the situation.
Darya Gayatri continued on passage at slow speed while its crew checked for
damage; there was no evidence of water ingress. Dover Coastguard instructed the
master to proceed to a UK port for inspection. After daybreak, the ships crew found
damage to Darya Gayatris bow in way of the vessels forward void space. The ship
arrived in Falmouth, England for repairs on 12 December 2013.
1.3
Damage
Paula C suffered significant damage to her port bridge wing and port side
accommodation and port quarter (Figure 7). In particular:
The port bridge wing was crushed.
The chief officers cabin, which was on the forward port side of the
accommodation block, was indented and holed.
The port liferaft davit was almost entirely removed.
The second officer pressed the DSC button for 4 seconds, which initiated the transmission of an undesignated
alert.
15
Figure 7: Damage to Paula C
16
The railings on the port side of the accommodation were dented and partially
removed.
The port quarter poop deck and shell plating was dented and holed.
Temporary repairs were made to Paula C in Southampton. Permanent repairs were
subsequently completed in Rotterdam, Netherlands.
Damage to Darya Gayatris port bow comprised indentations and a 5m gash above
the waterline in way of the forward void space (Figure 8). Permanent repairs were
completed in Falmouth.
1.4
Paula C

Paula C was a UK registered general cargo ship. The vessel was managed by
Carisbrooke Shipping Ltd, a privately owned shipping company based in Cowes,
England. Carisbrooke Shipping Ltd managed a fleet of over 50 general cargo
vessels which ranged in size from 3000gt to 20000gt. Paula C was one of its nine
3000gt vessels.
1.4.2 Key personnel
The master was 43 years old and a Russian national. He held a Russian STCW6
II/2 Certificate of Competency (CoC) and a Certificate of Equivalent Competency
(CEC) issued by the United Kingdoms Maritime and Coastguard Agency (MCA) on
2 December 2013. He had sailed as master for 7 years and had completed four
previous contracts with Carisbrooke Shipping Ltd on Paula C or vessels of the same
class. He joined Paula C on 26 November 2013 for his second contract on board.
The second officer was 20 years old and a British national. He joined Carisbrooke
Shipping Ltd in 2010 and served on board four of its vessels (Andrea Anon; Paula
C; Michelle C; and Klazina C) as a cadet. During the second officers sea time on
board these vessels he completed a Merchant Navy Training Board (MNTB) training
record book7 and accumulated 229 days of watchkeeping service. His sea time as
a cadet was spent mainly in coastal waters or on short international trading routes.
The second officer completed the shore elements of his cadetship at the Warsash
Maritime Academy in the UK.
The second officer gained a UK STCW II/1 CoC (OOW unlimited) on 27 June 2013
after completing an oral assessment conducted by the MCA8. He joined Paula C as
a supernumerary junior officer in August 2013 and had accompanied the vessels
second officer during his bridge watches. He did not keep any bridge watches by
himself until after being promoted to second officer on 2 December 2013. Before
6
STCW - International Convention on Standards of Training, Certification for Watchkeeping for Seafarers 1995,
as amended
MNTB guidance for cadets and ship managers on the use and completion of the training record book and on
MCA qualification requirements is at Annex A.
To qualify as an OOW (STCW II/I) in the UK, deck cadets must complete the MNTB training record
book to a satisfactory standard, pass the required academic examinations and have a record of their
time at sea, which must include 6 months bridge watchkeeping experience. Finally, a cadet must
pass an oral examination with an authorised MCA examiner.
17
Image courtesy of Anglo Eastern Ship Management
Figure 8: Damage to Darya Gayatri
18
the accident, the second officer had kept ten 4 hour bridge watches as the sole
watchkeeper, most of which were during Paula Cs passage from Spain to Germany.
None of these watches occurred in the Dover Strait.
Paula Cs bridge was fully enclosed (Figure 9). The controls for hand-steering,
autopilot, steering pumps and the engine telegraph were located on a forward
control console on the centreline. The navigational and communications equipment
fitted on the bridge included two X-band radars with ARPA, an AIS and a GPS
receiver. A Bridge Navigational Watch Alarm System (BNWAS) was also fitted,
which was required to be reset every 12 minutes. The BNWAS was not connected to
any navigational aids.
The AIS was adjacent to the port radar display and had a minimum keyboard
display which showed the names, ranges and bearings of the nearest five vessels
transmitting on AIS. The AIS was interfaced with both radar displays, which enabled
AIS information transmitted by operator-selected vessels to be shown (Figure 10). It
was the usual practice for Paula Cs OOWs to use the AIS data shown on the radar
displays for collision avoidance. There were no onboard instructions or guidance
regarding the use of AIS.
During the second officers bridge watch on 11 December, the port radar display
was set to north-up, in relative motion, and was showing target vectors and trails.
The second officer set the range scale to 6nm and off-centred the display to the
north-east in order to extend the area displayed ahead of the vessel. The starboard
radar display was also switched on but was not used by the second officer; this
display tended to be for the masters sole use.
A global maritime distress and safety system (GMDSS) station was located at the
rear of the bridge on the starboard side. The station had numerous illuminated
lamps. Blinds fitted to the aft bridge windows on the starboard side were kept closed
in order to prevent the lights from the GMDSS equipment reflecting off the windows
into the bridge.
The master, second officer and the chief officer kept the 8 to 12, 12 to 4 and the
4 to 8 bridge watches respectively. The master was also available to assist either
deck officer if required. In port, the chief officer and second officer worked 6 hours
on duty, followed by 6 hours off duty in a two watch system; again the master was
available as required.
The onboard safety management system (SMS) required that assistance be
immediately available to the OOW. Section 3.9 of the SMS also specified that
the crews work and rest schedules should be adjusted to enable a lookout to be
available for duties on the bridge during hours of darkness. In addition, Section 8.3
of the SMS also required that:
A lookout shall be posted during hours of darkness, when poor visibility is
encountered, when in pilotage or confined waters and when high traffic density
is encountered. Lookouts should be given sufficient instruction and information
to enable them to keep a proper lookout. [sic]
19
Port radar
Hand steering
and engine
telegraph
console
Drawn blinds
GMDSS station
Figure 9: Paula C - bridge layout
20
Figure 10: AIS information on Paula Cs port radar display
Paula Cs crew included three able seamen (AB), none of whom were allocated
lookout duties. It was usual practice on board Paula C for the OOW to be the sole
lookout during both daylight and darkness.
Paula C was fitted with a high-lift rudder with a maximum angle of 45 to port or
starboard. It was also equipped with two steering pumps. Both pumps were usually
used in coastal waters or rivers, but only one pump was switched on when the
vessel was in open water. At the time of the collision only one steering pump was in
use.
21
Paula Cs manoeuvring data was displayed on the bridge on a manoeuvring

diagram. The information shown on the diagram illustrated the manoeuvring
characteristics of the vessel using maximum helm to port and to starboard in both
the loaded and ballast conditions.
The manoeuvring diagram showed that when Paula C was in ballast at a speed of
13.3kts, the vessel would advance 154m and transfer 195m during a 360 turn to
starboard. The time taken to complete a 360 turn was 2 minutes and 15 seconds.
The manoeuvring diagram also provided data for a crash stop. The diagram
indicated that from full sea speed to stop would take 3 minutes, during which time
Paula C would travel 610m.
The orders written by Paula Cs master on the night of 10 December 2013 were:
10th December 2013
To follow MSO9, passage plan, COLREG10, to keep sharp lookout and hearing
(Rule 5) The safe progress of the ship as planned should be monitored closely
at all times. Report to the Dover Coastguard on VHF channel 11 when enter
to VTS monitoring area. Take care for crossing traffic between Sandettie SW
LB and MPC LB. If any doubt call the master immediately (B.13 BRG).Taken
whatever action is necessary before the master arrives. Good Watch. [sic]
The masters standing orders specified that:
When altering course for another vessel do so boldly and in sufficient time to
let any other vessel be in no doubt as to your intentions. If you are in any doubt
as to another vessels intentions on the port side with a steady bearing. Call the
Master in sufficient time to assess the situation and if so required to take the
necessary action. [sic]
1.5
Darya Gayatri

Darya Gayatri was a Hong Kong registered bulk carrier. The vessel was managed
by Anglo Eastern Ship Management based in Hong Kong, China. The company had
numerous offices worldwide and managed more than 450 vessels.
1.5.2 Key personnel
The master was 43 years old and was an Indian national. He held an Indian STCW
II/2 CoC and a CEC issued by Hong Kongs Marine Department on 20 December
2012. He had served as a master since 2005.
MAIB explanatory note: MSO Masters Standing Orders

MAIB explanatory note: COLREGS - International Regulations for Preventing Collisions at Sea 1972, as
amended
10
22
The second officer was 26 years old and an Indian national. He held an Indian
STCW II/1 CoC issued in 2010 and had joined Anglo Eastern Ship Management as a
third officer in 2010. He had served as a second officer on board bulk carriers for 13
months before he joined Darya Gayatri in August 2013 for a 6 month contract. This
was his first time on board the vessel. The second officer had previously transited
the Dover Strait on three or four occasions when in charge of a navigational watch.
Darya Gayatris bridge was fitted with an integrated navigation and control system
which included X and S band radar displays fitted with ARPA, an AIS and a BNWAS.
The AIS was interfaced with both radar displays which enabled AIS information
for operator-selected vessels to be shown on the displays, similar to the display
on Paula C (Figure 10). Darya Gayatris second officer routinely used AIS data for
collision avoidance. The onboard instructions for the use of AIS included There is
no provision in the COLREGS for use of AIS information therefore decision should
be taken based primarily on visual and/or radar information. [sic] The guidance also
noted that AIS information may be useful in making decisions for collision avoidance
but should be used with caution.
During the morning of 11 December 2013, the X-band and the S-band radar displays
were set on the 6nm and 12nm range scales respectively. Both displays were
north-up and off-centred to the north-east in order to increase the area of the radar
coverage displayed ahead of the vessel. A C-Map electronic chart system was
carried for evaluation purposes, but the primary means of navigation was paper
charts.
The chief officer, the third officer and the second officer kept the 4 to 8, 8 to 12 and
the 12 to 4 bridge watches respectively. In port, the second and third officers worked
6 hours on duty, followed by 6 hours off in a two watch system. The chief officer
worked as required while the vessel was in port and the master was available to
assist when necessary both at sea and alongside.
Darya Gayatri was fitted with a spade rudder with a maximum angle of 35 to port or
starboard. Onboard instructions specified that two steering pumps must be operated
when the vessel was navigating in restricted waters. On the morning of 11 December
2013, one steering pump was in use.
Darya Gayatris manoeuvring data was displayed on the bridge on a manoeuvring
diagram. The diagram represented the turning characteristics of the vessel with
maximum helm to port and starboard in both the loaded and ballast conditions.
The manoeuvring diagram showed that when proceeding in ballast at 15.6kts, Darya
Gayatri would advance 709m and transfer 613m during a 360 turn to starboard. The
time taken to turn a full circle was 9 minutes and 4 seconds.
The manoeuvring diagram also provided data for a crash stop. The diagram
indicated that from full sea speed to stop would take 11 minutes and 30 seconds,
during which the vessel would travel 2395m.
23

The orders written by the master during the evening of 10 December 2013 were:
10th Dec 2013 @2110hrs (UTC+1)
1.
Observe standing orders
2.
Give wide berth to all traffic, min CPA 0111
3.
Maintain proper lookout at all times
4.
Course 220 (T) BA 1630
A/C to 222(T) in position 5153.8N 00234.4E BA 1630, 2449

A/C to 204(T) in position 5126.6N 00155.0E BA 2449, 323
A/C to 225(T) in position 5112.8N 00245.0E BA 323
1.
Call master as marked on BA 323
2.
Report to dover coast guard as marked BA 323
3.
Monitor/ plot EGC message and Navtex message
4.
Maintain fire patrol
5.
Call or consult me any time
Have a safe watch [sic]

The master noted on the vessels chart BA 323 the positions at which the OOW was
to call him. His standing orders also required that the OOW call him:
If in any doubt whatsoever;
If the traffic conditions or the movements of other ships are causing concern;
Any time a give way vessel on a constant or near constant compass bearing
closes within fifteen minutes of established C.P.A [sic]
1.6
Channel Navigation Information Service
1.6.1 Purpose
The Channel Navigation Information Service (CNIS) was introduced in 1972 and
provides a 24 hour radio and radar safety service for shipping within the Dover
Strait. By collecting, recording and disseminating maritime information, the CNIS
aims to provide the latest safety information to shipping in the CNIS area. CNIS is
MAIB explanatory note 01 = 1nm
11
24
jointly provided by the UK and French Maritime authorities in Dover and Gris Nez
respectively. In the UK, the MCA is responsible for the operation of CNIS, which it
delegates to Dover Coastguard. The CNIS area is shown at Figure 11.
1.6.2 Mandatory reporting
A mandatory reporting system (CALDOVREP) for vessels over 300gt was
introduced in the Dover Strait TSS in July 1999. This was in accordance with
the requirements of Regulation 8-1 of Chapter V of the Safety of Life at Sea
(SOLAS) Convention 1974. Under the scheme, all south-west bound vessels are
required to report to Dover Coastguard no later than when crossing a line drawn
from North Foreland Light (5123N;00127E) to the Belgian and French borders
(5105N;00233E). The radar coverage of CNIS extends further than the reporting
area and CNIS operators routinely monitor vessels in the areas approaches.
1.6.3 Vessel traffic service designation
Merchant Shipping Notice (MSN) 1796, issued by the MCA in April 2006, designated
vessel traffic services (VTS) stations in the UK in accordance with the Merchant
Shipping (VTS Reporting Requirements) Regulations 2004. This notice defined the
level of service available to shipping operating in designated VTS areas. Annex A of
MSN 1796 designated the CNIS as an information service which it defined as:
A service to ensure that essential information becomes available in time for
on-board navigational decision making
1.6.4 V103 standard message markers
The International Association of Marine Aids to Navigation and Lighthouse
Authorities (IALA) Recommendation V-103 sets the international standard for the
training and certification for VTS personnel. Dover Coastguard watch officers
complete mandatory training which includes the correct use of message markers
and message formats. A message marker is a single word used by the operator
to indicate to the officer on the vessel what the content of the following message
will be. There are eight approved message markers, which are: Answer; Intention;
Question; Warning; Advice; Information; Instruction; and Request.
1.6.5 Watch officer
The watch officer who called Paula C and Darya Gayatri via VHF radio before the
vessels collided joined Dover Coastguard in 2006. He had previously worked in the
coastal marine sector and was familiar with the Dover Strait. He had completed the
mandatory VTS training courses in 2006.
1.7
Junior officer training and assessment

As part of its fleet manning strategy, Carisbrooke Shipping Ltd sponsored
approximately 100 trainee officers (cadets) of differing nationalities including British,
Ukrainian, Filipino, Polish, and Romanian. Once its deck cadets were qualified as
OOWs, they were usually employed on board Carisbrooke Shipping Ltds vessels as
junior officers. The junior officers were initially placed on the same watch as a more
experienced deck officer, usually the second officer, in order to gain more bridge
watchkeeping and cargo experience. After a period of assessment, and with the
25
26
Figure 11: CNIS coverage
Image courtesy of NP 286, Volume 1, Admiralty List of Radio Signals, Pilot Services, VTS Services and Port Operations (UK)
masters approval, the junior officer was promoted to second officer. Carisbrooke
Shipping Ltd did not provide any guidance or procedures for its masters with regard
to the training and assessment of newly qualified officers.
1.8
STCW 95 requirements
The STCW 95 states, inter alia:
Chapter 1, Regulation I/14, Responsibilities of companies
1 Each Administration shall, in accordance with the provisions of section A-I/14,
hold companies responsible for the assignment of seafarers for service on
their ships in accordance with the provisions of the present Convention, and
shall require every such company to ensure that:
.4 documentation and data relevant to all seafarers employed on its ships are
maintained and readily accessible, and include, without being limited to,
documentation and data on their experience, training, medical fitness and
competency in assigned duties
Part A, Chapter VIII, - Watchkeeping, Part 4-1 - Principles to be observed in
keeping a navigational watch
17 In determining that the composition of the navigational watch is adequate to
ensure that a proper lookout can continuously be maintained, the master shall
take into account all relevant factors, including those described in this section
of the Code, as well as the following factors:
.1 visibility, state of weather and sea;
.2 traffic density, and other activities occurring in the area in which the vessel is
navigating;
.3 the attention necessary when navigating in or near traffic separation schemes
or other routeing measures;
.4 the additional workload caused by nature of the ships functions, immediate
operating requirements and anticipated manoeuvres;
.5 the fitness for duty of any crew members on call who are assigned as
members of the watch;
.6 knowledge of, and confidence in, the professional competence of the ships
officers and crew;
.7 the experience of each officer of the navigational watch, and the familiarity
of that officer with the ships equipment, procedures, and manoeuvring
capability.
27
1.9
Guidance
1.9.1 International Maritime Organization

The International Maritime Organization (IMO) provided guidelines for the use of AIS
in its Resolution A.917 (22). These included, inter alia:
USE OF AIS IN COLLISION AVOIDANCE SITUATIONS
39. The potential of AIS as an anti collision device is recognised and AIS may be
recommended as such a device in due time.
40. Nevertheless, AIS information may be used to assist collision avoidance
decision making. When using the AIS in the ship to ship mode for anti
collision purposes, the following precautionary points should be borne in
mind:
a. AIS is an additional source of navigational information. It does not replace, but
supports, navigational systems such as radar target tracking and VTS; and
b. The use of AIS does not negate the responsibility of the OOW to comply at all
times with the Collision Regulations
41. The user should not rely on AIS as the sole information system, but should
make use of all safety relevant information available.
42. The use of AIS on board ship is not intended to have any special impact
on the composition of the navigational watch, which should continue to be
determined in accordance with the STCW Convention.
43. Once a ship has been detected, AIS can assist tracking it as a target. By
monitoring the information broadcast by that target, its actions can also be
monitored. Changes in heading and course are, for example, immediately
apparent, and many of the problems common to tracking targets by radar,
namely clutter, target swap as ships pass close by and target loss following a
fast manoeuvre, do not affect AIS. AIS can also assist in the identification of
targets, by name or call sign and by ship type and navigational status.
1.9.2 Maritime and Coastguard Agency
Marine Guidance Note (MGN) 324 (M+F) Radio: Operational Guidance on the Use
of VHF Radio and Automatic Identification Systems (AIS at Sea), published in 2006,
includes the IMO guidelines contained in Resolution A917(22) above.
MGN 364 (M+F) Navigation: Traffic Separation Schemes Application of Rule
10 and Navigation in the Dover Strait draws attention to the mandatory reporting
scheme in the Dover Strait and makes recommendations to vessels operating in the
TSS.
28
The MGN includes:

2.8 Vessels fishing within a Scheme are considered to be using the Scheme,
and must comply with the general requirements set out in Rules 10(b) and (c),
however, when fishing in a separation zone they may follow any course.
2.9 The requirement that vessels fishing must not impede the passage of traffic
passing through a TSS, means that they must not operate in such a manner
that neither they, nor their gear, seriously restricts the sea room available
to other vessels within a lane, and must take early and substantial action to
avoid any risk of collision developing. [sic]
2.10 Rule 10(f) places further obligations upon fishing vessels, with regard to
their responsibility not to impede the passage of any vessel following a traffic
lane, and fishing vessels are not relieved from this obligation in a developing
situation where risk of collision may exist. When taking any action they must,
however, take account of the possible manoeuvres of the vessel which is not
to be impeded.
MGN 315 (M) Keeping a Safe Navigational Watch on Merchant Vessels, provides
guidance for masters and officers in charge of a navigational watch, and specifies:
In certain circumstances of clear daylight conditions the Master may consider
that the OOW may be the sole look-out.
The officer of the watch should notify the master when in any doubt as to what
action to take in the interests of safety.
1.9.3 International Chamber of Shipping
The International Chamber of Shipping (ICS) Bridge Procedures Guide provides
advice to the master and officers on safe navigation. Section 3.2.7 details the
circumstances when the OOW should call the master. It states:
The OOW should notify the master, in accordance with standing orders or the
bridge order book, when in any doubt as to what actions to take in the interests
of safety
1.10 Collision regulations

The following COLREGS (Annex B) are particularly relevant to this accident and are
summarised as follows:
Rule 2 Responsibility. This rule allows a departure from the collision
prevention regulations when following the rules will not avoid immediate
danger.
Rule 5 Lookout. This rule states that a lookout should be kept by all
available means, visual and electronic, to assess the risk of collision.
29
Rule 7 Risk of Collision. This rule requires that all means possible, including
radar, should be used to assess if a risk of collision exists as early as
possible. Risk of collision is primarily determined by monitoring the compass
bearing of an approaching vessel.
Rule 8 Action to Avoid Collision. This rule requires that any action taken to
avoid a collision is positive, clear and made in ample time. Such action should
not result in another close quarters situation.
Rule 10 Traffic Separation Schemes. This rule specifies the responsibilities
between vessels operating in a traffic separation scheme.
Rule 13 Overtaking. This rule states that the overtaking vessel must keep
out of the way of the vessel being overtaken.
Rule 15 Crossing Situation. When two power-driven vessels are crossing
each other and there is risk of collision, the vessel which has the other on
its own starboard side shall keep out of the way of the other and, if possible,
avoid crossing ahead of the other vessel.
Rule 16 Action by the give-way vessel. Every vessel required to give way
must take early and substantial action to keep well clear.
Rule 17 Action by the stand-on vessel. Where one of two vessels is to keep
out of the way, the other vessel should maintain its course and speed. The
stand-on vessel may take action to avoid collision as soon as it is apparent
that the give-way vessel is not taking the required actions. When taking such
action, a stand-on vessel should try to avoid altering course to port for a
vessel on its own port side.
Rule 34 Manoeuvring and warning signals. Vessels in sight of one another
are to warn other vessels of their intended movement by the use of sound and
light signals.
1.11 Similar accidents

The number of collisions and hazardous incidents (which resulted in a HAZREP
report being issued)12 in the south-west traffic lane of the Dover Strait TSS recorded
by Dover Coastguard between 2009 and 2013 is at Table 3. Table 3 also shows
the number of vessels that reported to CNIS on entering the area of the south-west
traffic lane for which CNIS has responsibility.
12
A HAZREP is a notification of an apparent breach of COLREGs other than rule 10. The data in the table represents both
reported and unreported incidents. A reported incident is where a vessel makes a complaint about the conduct of another.
An unreported incident is one in which two vessels are involved in an apparent close quarters situation where neither vessel
makes a complaint about the other.
30
2009
2010
2011
2012
2013
Hazardous
Incident
Reports
49
54
39
28
29
Collisions
Total of
reporting
vessels
39096 39125 39074 36804 35551
Table 5: Collisions and hazardous incidents in the south-west traffic lane of the Dover
Straits TSS (Source: Dover Coastguard 2014)
The collision data has been collected from incidents involving merchant and/or
fishing vessels. The total volume of reporting vessels include those vessels that
are required to observe the CALDOVREP mandatory reporting system. The figures
do not include fishing vessels and yachts which are not required to report to Dover
Coastguard due to their size.
31
SECTION 2 - ANALYSIS
2.1
Aim
The purpose of the analysis is to determine the contributory causes and
circumstances of the accident as a basis for making recommendations to prevent
similar accidents occurring in the future.
2.2
The collision
2.2.1 Initial assessment

Paula C and Darya Gayatri were on passage in the south-west traffic lane of
the Dover Strait TSS. At the start of his bridge watch, Paula Cs second officer
was aware that Darya Gayatri was overtaking; he was expecting the bulk carrier
to eventually pass down Paula Cs starboard side. Except for a planned course
alteration at 2345, the second officers watch had been uneventful until 0011, when
he saw Raquel 20 off his vessels starboard bow.
Paula Cs second officer only saw the fishing vessels port side light and its
deck lights. Significantly, he did not see its green over white trawling lights at its
masthead, which was possibly due to glare from the deck lights. Consequently,
Paula Cs OOW categorised the vessel as a power-driven vessel rather than a
vessel engaged in fishing.
It is evident that the OOWs categorisation of Raquel led him to assume that this
was a crossing situation in which Paula C was the give way vessel, and that Raquel
was required to stand on (COLREGs rules 15 and 16). In isolation, the OOWs
incorrect assessment was not dangerous. The usual options of a course alteration
to starboard and/or a reduction of speed were both viable. However, because the
OOW did not monitor the situation closely, he did not realise that Raquel had already
turned to the north-east when he altered Paula C to starboard towards a heading of
230 shortly after 0018.
Raquel had started to alter course to port at 0013. However, it is evident that over
the next 5 minutes Paula Cs OOW did not see the trawlers heading change either
visually, or by radar, ARPA or AIS. Therefore, the OOW was neither keeping a
proper visual lookout, nor was he effectively using the electronic aids available.
Although Raquels rate of turn was slow due to its fishing gear, given the time the
fishing vessel was turning and the extent of the turn, the change of heading and/or
COG would have been apparent on both the radar display and the AIS. Indeed, the
fishing vessels COG would potentially have been updated almost immediately on
the AIS display.
2.2.2 The failure of the plan
It was only as Paula C steadied on a heading of 230, that Paula Cs OOW saw that
Raquel had altered course towards the north-east. This made no sense to the OOW.
He did not understand why a power-driven vessel that had been crossing the traffic
lane would manoeuvre in this way. Instead of Raquels bearing drawing to port and
its CPA increasing, the CPA was still very close. The OOWs plan had not worked.
32
The subsequent significant fluctuations in Paula Cs heading between 0022:06 and

0023:35 (Table 1) and during the OOWs exchange with Dover Coastguard, strongly
indicate that the OOW was not coping with the demands of the situation and that
he did not know what to do. Therefore, when Dover Coastguard called Paula C
on VHF radio and asked the OOW are you going to do a three sixty? the OOW
quickly interpreted this question as a suggestion, which he then readily adopted as
his solution to the problem. It is highly unlikely that the OOW was considering such
action before Dover Coastguard asked the question. It is also unlikely that, until the
VHF exchange, the OOW was aware that the vessel that he was trying to avoid was
a fishing vessel.
2.2.3 Loss of situational awareness
After Paula Cs OOW had finished his conversation with Dover Coastguard, he
immediately applied 35 of starboard helm. The OOW clearly thought that it was
safe to do so, possibly because the broadcast on VHF radio of his intention to turn
to starboard was not challenged. He was oblivious to the proximity of Darya Gayatri,
which was less than 600m off his vessels starboard beam. The closed blinds on the
aft starboard side of the wheelhouse also hampered the OOWs ability to keep an
affective all round lookout.
It is evident that Paula Cs OOWs focus was on getting his vessel clear of the
fishing vessel. In the process, he did not absorb or assimilate the information
provided to him, such as the inference by Dover Coastguard that he should
consider the proximity of Darya Gayatri or, subsequently, the stated intention of the
bulk carriers OOW to turn to port (see Table 2). By now, the OOW was probably
not referring to the radar or AIS information and had suffered a complete loss of
situational awareness such that he was unaware that Paula C was turning into the
path of the bulk carrier. Indeed, it is apparent that he remained unaware of Darya
Gayatris presence until the vessels collided.
2.2.4 Actions on board Darya Gayatri
Darya Gayatris OOW was a relatively experienced second officer who was aware
that his vessel was overtaking Paula C and that he was obliged to keep clear. It is
also evident from his conversation with Dover Coastguard (Table 3) that he was also
aware that Raquel was engaged in fishing and had altered course to clear the traffic
lane.
When Paula C altered course to starboard shortly after 0018, Darya Gayatris
OOW saw that the cargo ship would pass ahead of the bulk carrier at a distance of
about 2 cables. However, although a CPA of 2 cables was considerably less than
the minimum CPA of 1nm required by the masters night orders, the OOW neither
took any action to increase the CPA, nor informed the master of the situation.
Consequently, the OOW denied himself the benefit of the masters knowledge and
experience at an early stage.
Nonetheless, it is evident that Darya Gayatris OOW was alert to the potential
dangers as the distances between the bulk carrier, Paula C and Raquel quickly
reduced. He listened to the VHF conversation between Paula C and Dover
Coastguard and then responded quickly and stated his intention to turn to port when
33
he was called on the VHF radio. However, it is evident that the OOWs use of port
helm was based on the assumption that Paula C would only start a round turn to
starboard after passing ahead of his own vessel.
Given that the cargo ship was less than 600m off his port bow (approximately 240m
off the bulk carriers intended track), this was not an unreasonable assumption. Even
though the cargo ship was highly manoeuvrable, any attempt to have turned inside
the bulk carrier was unsafe. Therefore, although the alteration of course to port by
Darya Gayatris OOW was possibly imprudent as the vessels were so close, it was
well intended; he did not know that Paula C was already turning quickly to starboard.
When Darya Gayatris OOW eventually saw the cargo ship turning directly towards
the bulk carrier, he immediately reversed the helm to starboard and momentarily put
the engine telegraph astern. Only then did the OOW call the master. By that time,
given the manoeuvring characteristics of Darya Gayatri, the vessels were too close
for collision to be avoided.
2.3
Actions on board Raquel

MGN 364 (M+F) (Paragraph 1.9) read in conjunction with Rule 10 of the COLREGS
(Annex B) makes it clear that a vessel fishing in the south-west lane of the Dover
Strait TSS should either follow the general direction of the traffic flow in the lane, or
cross the lane as near as practicable at right angles to the traffic flow. In this case,
Raquel was fishing while crossing the lane with a COG of 153 when the predicted
tidal stream was 225 at 2kts. Consequently, the fishing vessel would have been on
a heading of approximately 129. As the axis of the south-west lane where Raquel
was fishing was 211, Raquels heading was within 8 of being at right angles to the
flow of traffic.
The MGN also makes it clear that fishing vessels must take early and substantial
action to avoid any risk of collision developing, taking into account the possible
manoeuvres made by vessels transiting the traffic lane. As Raquel started to
manoeuvre to the north-east at 0013 when Paula C was still at a distance of 3.4nm,
the action was taken in reasonable time. Indeed, when Paula Cs OOW altered
course to starboard 5 minutes later, the fishing vessel had already turned 50 to
port and was passing well clear. As a risk of collision no longer existed, there was
no need for Paula C to take any avoiding action. Therefore, Paula Cs alteration to
starboard could not have been anticipated by Raquels skipper.
2.4
OOW competency
Competence is the ability to undertake responsibilities and to perform activities to a
recognised standard on a regular basis. It is a combination of practical and thinking
skills, experience and knowledge. In this case, although Paula Cs OOW held an
STCW II/I CoC, it is apparent from his actions during this accident that he was still
very inexperienced and had not yet developed sufficient competency to keep a
bridge watch in the Dover Strait at night by himself.
In particular, Paula Cs OOW did not fully utilise the navigational equipment
available. The AIS was not used to determine Raquels identity or that it was
engaged in fishing. Similarly, the ARPAs trial manoeuvre function was not used
34
prior to the initial alteration of course to 230. In addition, the OOW did not complete
basic checks such as ensuring that the vessels starboard side was clear before
altering course, or ensuring that the next intended heading was clear.
More importantly, however, was the inability of Paula Cs OOW to accurately assess
the situation after detecting Raquel. Although Raquels speed was less than 5kts,
the OOW lacked the experience to consider the possibility that, as the vessel also
had bright deck lights, it was a fishing vessel. He also did not take into account that
fishing vessels are sometimes slow to take action when they are required to keep
out of the way of other vessels. Consequently, when Raquel started to manoeuvre
out of the traffic lane, the OOW was taken completely by surprise.
2.5
Bridge watchkeeping arrangements
2.5.1 OOW
Since qualifying as an OOW in June 2013 and joining Paula C in August 2013, the
second officer had been in charge of only 10 bridge watches. Therefore, he had not
been tested in a variety of shipping situations. As the master had only known the
second officer for about 2 weeks, it is astonishing that he was sufficiently confident
of the OOWs abilities to entrust him with the bridge watch in the Dover Strait, one of
the busiest shipping lanes in the world, at night and without a lookout for support.
The masters decision-making in this respect was contrary to the requirement of
STCW 95 (Paragraph 1.8), regarding the principles to be observed in keeping a
navigational watch. In particular, in deciding that the second officer should be the
OOW while Paula C transited the Dover Strait, the master paid insufficient attention
to the potential traffic density, the vessels passage in a traffic lane, his limited
knowledge of the second officers professional competence, or the second officers
inexperience. In the circumstances, a revision of the bridge watchkeeping routine
was warranted to ensure that the inexperienced second officer was supported by
the master or the chief officer. Instead, the master treated the passage through the
Dover Strait as if it were a passage in open water.
2.5.2 Additional lookout
It is implicit in MGN 315 (Paragraph 1.9.2) and clear in Paula Cs SMS (Paragraph
1.4.4) that an OOW should not be the sole lookout during the hours of darkness.
However, it is evident that an additional lookout was rarely, if ever, employed on
board Paula C, regardless of the circumstances.
Many masters and bridge watchkeepers interviewed by the MAIB in recent years
have considered the employment of deck ratings on the bridge as an additional
lookout to be a waste of time, even during darkness or in busy shipping areas. In
many cases where they are used, their presence is seen as a token gesture aimed
at meeting regulatory requirements at the expense of deck maintenance and other
tasks. Others simply prefer to keep watches alone.
In this case, had one of Paula Cs three ABs accompanied the second officer on
the bridge as an additional lookout, he could possibly have helped him to identify
that Raquel was turning, check the starboard side was clear before altering course,
monitor Darya Gayatri and take the helm when required. In short, an additional
35
lookout could have assisted the OOW in his duties and helped him to maintain his
situational awareness. After the collision, the OOW could also have sent the lookout
to make sure that the master was safe rather than leave the bridge unattended.
2.6
Intervention by Dover Coastguard

It is evident from the Dover Coastguard watch officers VHF call at 0023 (Table 2)
that he had seen Paula Cs alteration of course to starboard at 0018, and that he
was alert to the erratic nature of the cargo ships movements (Table 1). Although
Paula C, Darya Gayatri and Raquel were outside the CNIS area of responsibility
(Figure 11), the watch officers intervention was timely and appropriate given the
uncertainty of the situation.
However, the question addressed to Paula Cs OOW, of are you going to do a three
sixty? was extremely influential. Although the coastguard intervention was well
intended, it almost certainly prompted Paula Cs OOW to alter into the path of Darya
Gayatri when he did.
On most occasions, the terms used by the watch officer would not normally be so
influential. More experienced OOWs would not only have had a plan of action of
their own, but they would also have been likely to have better situational awareness.
Nonetheless, the possibility of ambiguity and loss of meaning in VHF exchanges
always exists and, while the use of message markers by VTS operators can be
rather formal and impersonal, they undoubtedly help to ensure accuracy. Had the
watch officer simply asked Paula Cs OOW what is your intention it is likely that
the OOWs reply would have made his uncertainty apparent to both the watch officer
and Darya Gayatris OOW.
2.7
Junior officer development

When Paula Cs second officer joined the ship in August 2013, he had recently
finished his cadetship and had been awarded an STCW II/I CoC. During his
cadetship, he had accumulated 229 hours of bridge watchkeeping experience,
completed an MNTB training record book (Annex A) and he had successfully met
the academic requirements of his training at Warsash Maritime Academy. The
award of an STCW II/1 CoC also required the officer to successfully pass an oral
examination administered by the MCA. Therefore, by the time the second officer
joined Paula C, he was qualified and adequately prepared to start his career as an
OOW.
Nonetheless, the second officer was still only 20 years old. Carisbrooke Shipping
Ltd recognised his inexperience and initially appointed him to Paula C as a
supernumerary junior officer. This was intended to enable the young officer to gain
more bridge watchkeeping experience before taking over as the ships navigator.
However, although the newly qualified officer spent 3 months watchkeeping on
board, during this period he was not given the conn. The 3 months he spent
watchkeeping on board Paula C were probably little different to the time he had
spent understudying bridge watchkeepers during his cadetship, which did not
prepare him effectively to stand a watch alone.
Significantly, because the newly qualified officer kept his watches alongside the
second officer, another relatively junior officer on board, it is unlikely that the second
officer would have sufficient confidence to allow the supernumerary officer to take
36
the watch. Moreover, there would have been few opportunities for the master or
chief officer to pass on the benefits of their greater experience, or for the master to
oversee and assess the progress of the junior officer.
Although Carisbrooke Shipping Ltd did not provide any onboard guidance covering
the junior officers development or assessment, it is evident from the circumstances
of this case that the ship managers training and development of its junior officers
warrants a more structured approach. The provision of, among other things,
instructions and guidance on employment, continuation training, methods of
assessment, and feedback on junior officers would not only provide ships masters
and junior officers with a common benchmark, but it would also help to satisfy some
aspects of the requirements of STW 95 regarding the maintenance of records of
training and competency (Paragraph 1.8).
2.8
Watchkeeping practices
2.8.1 Calling the master

The requirement for an OOW to call the master when in any doubt is ubiquitous
in masters orders. Indeed, both Paula Cs and Darya Gayatris masters wrote the
requirement in their night orders before going to bed prior to the collision. Calling
the master when in any doubt is also included in the guidance and instructions
given in numerous references including STCW, MGN 315 (M) and the ICS Bridge
Procedures Guide. However, as in this case, OOWs frequently do not call the master
until it is too late for their presence to be effective, if they call them at all.
Paula Cs OOW was clearly in doubt when he saw that Raquel had unexpectedly
manoeuvred and remained on a near-steady bearing. It is possible that he did not
call the master because he was newly qualified and was keen to impress. However,
it is also possible that Paula Cs OOW did not want to disturb the master, who was
also a watchkeeper and had recently gone to bed, or that he simply forgot when
under pressure in the heat of the moment.
Similarly, Darya Gayatris OOW must have been uncertain about Paula Cs
movements after its CPA reduced to about 2 cables ahead of the bulk carrier.
However, he also did not call his master until a collision was imminent, despite the
fact that the master clearly expected to be on the bridge for part of the Dover Strait
transit as indicated by his notes on the paper chart. Although Paula Cs CPA was
relatively small and was within the 1nm minimum CPA specified by the master in
his night orders, Darya Gayatris OOW had been confident that he had the situation
under control.
With hindsight, had both OOWs called their masters as they were instructed, it is
highly likely that they would have intervened, and the collision between Paula C and
Darya Gayatri would have been avoided. To be effective, a masters order to call if
in any doubt needs to be meaningful and followed, not just written.
2.8.2 AIS in collision avoidance
Both Paula Cs and Darya Gayatris OOWs used AIS rather than ARPA for collision
avoidance. However, the system was not used to its full potential. In particular, Paula
Cs OOW did not use AIS to identify Raquel or that Raquel was engaged in fishing.
Had he done so, his assessment of the situation might have been different.
37
It is also evident that Paula Cs OOW did not use the AIS information available to
closely monitor the fishing vessels heading before he took avoiding action. As soon
as the fishing vessel started to alter course, albeit in incremental steps, it would
have transmitted dynamic AIS data every 4 seconds. Consequently, changes in the
fishing vessels heading would have been reflected and updated faster on the AIS
display than by ARPA due to the time taken to process the radar data.
The guidance issued by the IMO and the MCA regarding the use of AIS in collision
avoidance (Paragraph 1.9) highlights its advantages and disadvantages. As OOWs
will inevitably use AIS to some degree, a balance needs to be struck between
over-reliance and effective use. To achieve such a balance, it is important that
OOWs are fully aware of the systems capabilities and limitations. It is also important
that ship owners and managers provide clear instructions on the use of AIS and that
such instructions are followed.
2.8.3 Sound signals
In recent years, the use of sound signals by masters and OOWs, to indicate their
intentions and actions when manoeuvring in close proximity to other vessels, has
reduced significantly. Frequently, the use of sound signals is now limited to pilotage
waters. The advent of enclosed bridges, VHF radio, radar, ARPA and AIS have
all impacted on the use of ships whistles/sirens, and many OOWs now appear
reluctant to make a sound signal for fear of disturbing the crew on board or people
ashore.
Given that Paula C and Darya Gayatri were within 600m of each other when Paula
C turned towards Darya Gayatri, and when Darya Gayatri started to turn to port, the
vessels were sufficiently close for sound signals to be heard. It cannot be certain
whether the use of sound signals by either Paula C or Darya Gayatri or both would
have alerted either OOW in sufficient time for successful avoiding action to have
been taken. Nonetheless, had the OOW on Darya Gayatri sounded two short blasts
on his vessels whistle/siren when he altered the vessels course to port, or five or
more short blasts once he became uncertain as to the intentions of Paula Cs OOW,
the latter might well have been alerted to the impending danger in time to take
effective action.
38
SECTION 3 - CONCLUSIONS
3.1
Safety issues directly contributing to the accident that

have been addressed or resulted in recommendations
1.
After sighting the beam trawler Raquel at 0011, Paula Cs OOW assessed the
vessel to be a power-driven vessel rather than a vessel engaged in fishing. He also
assessed that Paula C was the give way vessel. [2.2.1]
2.
Although Raquel had started to alter course at 0013 in order to clear the traffic lane
and avoid impeding the safe passage of Paula C and Darya Gayatri, this alteration
was not seen by Paula Cs OOW for over 5 minutes. [2.2.1]
3.
Paula Cs OOW was neither keeping a proper visual lookout, nor effectively using
the electronic aids available. [2.2.1]
4.
Only after Paula C had altered course to starboard shortly after 0018 in order to
avoid Raquel, did its OOW see that the trawler had also altered course. The OOWs
plan had not worked and he was unable to cope. [2.2.2]
5.
The intervention on VHF radio by the CNIS watch officer was timely, appropriate and
well-intended. However, because of the language used, it unintentionally influenced
the decision-making of Paula Cs OOW and prompted him to turn towards Darya
Gayatri. [2.2.2, 2.6]
6.
Paula Cs OOW suffered a complete loss of situational awareness. He was unaware

of the proximity of Darya Gayatri until the vessels collided. [2.2.3]
7.
It is apparent from the inability of Paula Cs OOW to make sense of Raquels actions
and his total loss of situational awareness, that he was still very inexperienced and
that he had not yet developed sufficient competency to keep a bridge watch in the
Dover Strait at night by himself. [2.4]
8.
Paula Cs OOW had been in charge of only 10 bridge watches and the master had
only known him for about 2 weeks. Therefore, it is astonishing that the master was
sufficiently confident of the OOWs abilities to entrust him with the bridge watch in
the Dover Strait. [2.5.1]
9.
A revision of the bridge watchkeeping routine was warranted on board Paula

C to ensure that the inexperienced OOW was supported by the master or the
chief officer. Instead, the master treated the passage through the Dover Strait no
differently than a passage in open water. [2.5.1]
10.
Although it was dark, Paula Cs OOW was the sole lookout. An additional lookout
was rarely, if ever, employed on board the vessel. [2.5.2]
11.
Although the newly qualified OOW on board Paula C spent 3 months watchkeeping
on board before being promoted to second officer, during this period he was not
given the conn, which did not prepare him effectively to stand a watch alone.
Therefore, his time on board was probably little different to the time he had spent
understudying bridge watchkeepers during his cadetship. [2.7]
39
40
12.
Paula Cs ship managers training and development of its junior officers warrants a
more structured approach. [2.7]
13.
Neither Paula Cs nor Darya Gayatris OOW called their masters as they had been
instructed. Had they done so, it is highly likely that they would have intervened and
the collision between Paula C and Darya Gayatri would have been avoided. [2.2.4,
2.8.1]
3.2
Other safety issues directly contributing to the accident
1.
Paula Cs OOW did not use AIS to its full potential. As OOWs use AIS for collision
avoidance to varying degrees, there is an onus on ship managers and masters to
ensure that their bridge watchkeepers are fully aware of both the capabilities and
limitations of the system. [2.1, 2.8.2]
2.
Neither Paula Cs nor Darya Gayatris OOW made any sound signals when
manoeuvring when their vessels were in close proximity. [2.8.3]
SECTION 4 ACTION TAKEN

4.1
Actions taken by other organisations
Carisbrooke Shipping Ltd has:

Reviewed its training system and has adopted a more structured approach to the
training and development of junior officers which requires, inter alia:
A progress assessment to be forwarded to the companys personnel
manager each month.
The junior officer to take charge of the watch with the master or other
more senior officer remaining in the background to monitor and provide
guidance and further training where necessary.
The junior officer to keep bridge watches with the master (8 weeks), the
chief officer (4 weeks) and the second officer (4 weeks).
Priority to be given to bridge and cargo watches over other work.
Issued instructions on the use of additional lookout, AIS and VHF for collision
avoidance.
Anglo Eastern Ship Management has:
Arranged for the second officer to complete a bridge watchkeeping and
collision course. [sic]
The Merchant Navy Training Board has:
Started to prepare draft guidance for companies and seagoing officers
covering junior officer development and confidence building. The document
will be aimed at companies employing newly qualified officers and it is
intended to outline suitable and appropriate planned experiences during the
first few months a junior officer is at sea. It is anticipated that the guidance will
be available by March 2015.
The Maritime and Coastguard Agency has, inter alia:
Reminded all CNIS operators of the requirement to make use of the approved
vocabulary contained in the CNIS instructions and Standard Marine
Communications Phrases.
Initiated a series of VTS based exercises which are being conducted at Dover
on a regular basis by all watches to ensure that VTS operators are exposed to
a range of simulated situations.
Implemented a system to review all VTS incidents and hazardous
occurrences.
41
SECTION 5 - Recommendations
In view of the actions already taken, no recommendations have been made.
42
Annex A
Guidance for use and completion of the MNTB training record book and
on the Maritime and Coastguard Agency requirements
Section 1
Guidance for the use and completion of the Training

Record Book and on Maritime and Coastguard Agency
requirements
deck trb september 2006 (amended)
1.1
The Training Record Book and On-board training
Purpose of the Training Record Book
This Training Record Book (TRB) is published by the Merchant Navy Training Board
(MNTB) and approved by the Maritime and Coastguard Agency (MCA) for use by
officer trainees undertaking on-board training required as part of MNTB/MCA
approved national training programmes or schemes leading to a deck officer of the
watch certificate of competency.
Properly used during the required periods of qualifying sea service the TRB will
ensure that the officer trainee receives systematic practical training and experience in
the tasks, duties and responsibilities of an officer in charge of a navigational watch,
and enable a comprehensive record of practical training and experience to be
maintained. Duly completed it will provide unique evidence that a structured
programme of on-board training meeting MCA requirements has been undertaken,
which will be taken into account by the MCA in the process of evaluating competence
for the issue of a certificate of competency.
On-Board Training
A properly planned and supervised programme of on-board training is of prime

importance in the development of the skills, knowledge and experience needed by
future officers.
The quality and effectiveness of on-board training depends in large measure on the
extent to which it is planned, structured and supervised to make best use of the time
available, and to make it as productive and enjoyable as possible. In other words,
successful training does not just depend on time but is measured by what is achieved
in that time. Appropriate periods should be set aside for on-board training and
learning within the normal operational requirements of the ship.
Training Programmes and Schemes
On-board training is an integral part of a wider structured training programme or

scheme, which includes university/college based studies, ancillary training or short
courses in safety and technical subjects, and a minimum sea service requirement,
which together meet MCA requirements for certification.
The employing or sponsoring company or organisation (hereinafter referred to as the
'company') will provide each officer trainee with details of the programme or scheme
being followed, which should be placed in the TRB at the end of Section 2. These
will include the sea service requirement for the particular programme or scheme , and
any variations to the requirements of the TRB arising from previous qualifications or
experience that the officer trainee may have.
On-board training should be progressive and matched to the level of study, training
and experience already reached, both at university/college and in relation to the
number and range of TRB tasks previously completed .
Use of the Training Record Book
A range of tasks is contained in Section 4 to give direction to the training and

experience gained on board and to guide the officer trainee in gathering the evidence
of performance required by the MCA for certification .
Subject to any variations to the requirements of the TRB arising from previous
qualifications or experience which the officer trainee may have, on-board training
should generally start with those tasks where the normal level of responsibility is
associated with working under the direction of qualified personnel (i.e. 'contribute' to
operations). As experience is gained tasks and duties should be undertaken where
the level of responsibility is associated with serving as officer in charge of a watch
and maintaining direct control of activities in accordance with proper procedures
under the direction of a senior officer or Master (i.e. 'control' operations).
After the early stages of sea service it will be necessary for the officer trainee to
undertake sufficient bridge watchkeeping duties to enable the development of
navigational knowledge and skills, and completion of related tasks. At least 6 months
of the last 12 months sea service must be spent on duties associated with
navigational bridge watch keeping under the supervision of a certificated deck officer.
The ship should issue a steering certificate, which is required for the EDH certificate,
to officer trainees completing the task relating to steering (801.4).
Completion of on-board training
Officer trainees should complete all tasks by the end of their training programme or
scheme, unless the ship type on which sea service is completed or the nature of the
trade in which the ship is engaged prevent this. As part of the TRB, a Navigation and
Operations Workbook must be kept, to record relevant aspects and events arising
from day to day duties. This will provide supporting evidence to the MCA for Notice
of Eligibility purposes. Any omissions to the TRB will have to be justified to the MCA
before entry to the examination for deck officer of the watch certification. In
exceptional circumstances the MCA may require additional sea service to be
undertaken to complete outstanding tasks.
National Occupational Standards
National Occupational Standards (NOS) define in generic terms the levels of
knowledge and performance required for a particular occupational function, role or
activity, and are used as the basis for developing detailed knowledge, training and
qualification requirements. As the same function, role or activity may be performed in
a number of different situations (e.g. merchant vessels, fishing vessels, vessels of
limited size and power and area of operation) the detailed knowledge, training and
qualification requirements will vary according to the particular application, although
the generic standard applies to all applications. Marine NOS relevant to the deck
officer of the watch function are contained in Section 5 for information and reference.
Their use in relation to the TRB is explained elsewhere in the section Guidance for
Masters, Officers and Company Training Officers.
Responsibilities
It is the responsibility of the officer trainee to ensure that the TRB is properly
maintained and completed.
It is the responsibility of the Master and other staff on board, as described elsewhere
in the TRB, to manage and superyise the on-board training, sign off tasks when they
have been properly completed, and maintain reports on the trainee officer's progress.
As well as meeting MCA requirements, the TRB will assist companies and
universities/colleges in monitoring that the progress expected at different stages of
the programme has been achieved.
1.2
Guidance for the Officer Trainee
Responsibilities and Support
The TRB is an important document. You are personally responsible for its upkeep
and safekeeping during the entire period of training.
If you have any difficulty completing the TRB you should contact the Master,
Designated Shipboard Training Officer (DSTO) , or Company Training Officer (CTO)
for advice and guidance at an early stage . You must avoid getting into a situation
where your on-board training falls behind schedule as this may lead to you being
required to undertake additional sea service to complete outstanding tasks.
You will be provided by the company with details of the training programme or
scheme being followed, which should be placed in the TRB at the end of Section 2.
These will include any variations to the requirements of the TRB arising from
previous qualifications or experience that you may have.
Training Record Book (TRB) Task Planning
Throughout your training you should be aware of two identifiable individuals who are
immediately responsible for the management of your training, i.e. the DSTO and the
CTO. In some circumstances the Master may also be the DSTO, and the job title of
the person responsible in the company shore office may be different from that of
CTO. Where signatures and reports are required from both the Master and DSTO in
the TRB, only one signature or report is required in each case if the Master is also
the DSTO. References to the CTO in the TRB include any other persons with
different job titles in the company shore office who are responsible for your training.
Specific guidance for Masters, Officers and CTO's who will be involved in your
training on board, and who will sign or complete various parts of the TRB, is
contained elsewhere in this section.
Tasks include the Main Tasks in Section 4, the Priority, familiarisation and safety
Tasks in Section 3.1, and the International Regulations for Preventing Collisions at
Sea as listed in Section 2.6.
You should discuss your training with the DSTO at an early stage of each voyage.
The practical training undertaken at sea must be planned and structured in a way
that enables you to acquire and practise skills and to demonstrate your proficiency in
a range of tasks as contained in Section 4. An important factor is that this should be
on a progressive basis, each task building on those that have already been
completed, both on previous ships and during the current voyage. You should be
given full information and guidance as to what is expected of you and how the
training is to be organised.
Navigation and Operations Workbook
You will need to keep a Navigation and Operations Workbook in which you should
record all calculations, observations, events and activities arising from your: duties on
the vessel, with the date, time and context in which they are made. The navigation
and operations workbook is an integral part of the TRB. General guidance is
provided in Section 6 and your programme or training scheme will identify specific
detail and guidance for completion. Ensure you take the detail from your training
provider (college/university) with you when you set off for your first sea voyage.
Maintaining the Training Record Book (TRB)
Section 2 - Personal and Contact Details and Records of Progress and

Achievement
This section contains provision for recording o
o
o
o
o
o
o
Personal details
Company details
Ancillary or additional training certificates achieved
Sea service completed
Training tasks completed
Progress in learning the International Regulations for Preventing
Collisions At Sea
Training programme or scheme being followed
Upon receipt of the TRB you should complete as much as possible of the
information required, keeping it up to date as your training progresses and not
wait until the end of a voyage to do so.
In particular, you should update the task summary chart on a weekly basis, to
provide an overview of your progress and experience achieved to date. This
applies equally to the progress made with learning the Regulations for Preventing
Collisions at Sea.
Section 3- Ship and Voyage Details, Requirements and Records

This section contains provision for recording o
o
o
o
o
o
o
Completion of Priority, Familiarisation and Safety Tasks

Particulars of ships
Designated Shipboard Training Officer's (DSTO) reviews of progress
Master's reviews of progress
Company Training Officer's (CTO) inspections of progress
Sea service testimonials
Specimen signatures of officers and other experienced staff authorised to
sign off tasks
Priority, familiarisation and safety tasks should be signed off as soon as possible
after joining each ship.
You should complete the ship's particulars early on in the voyage for each ship.
The Master and DSTO will review your progress on a monthly basis. It is advised
that set times should be agreed when you prepare and hand in the TRB for
inspection. Establishing a routine will save time and ensure an efficient process.
The CTO's inspections of the TRB will usually take place during ship visits, during
university/college phases, at company offices, or elsewhere as advised by the
CTO.
Before leaving a vessel it is imperative that you obtain signed sea service
testimonials for the voyage from the Master(s) . It is usually difficult, and
sometimes impossible, to obtain testimonials after personnel have left a ship.
Details and specimen signatures of those signing off your tasks must be entered.
The MCA examiner will not be able to accept any signed off tasks for which this
information has not been provided.
The various summary sheets and records in this section provide essential
evidence for MCA certification. They must be completed for each ship. You
have been provided with 3 sets of these ship details, two of which you can use for
completion purposes and one that you can photocopy, as required, depending on
the number of ships which you will actually be on during your sea service
throughout your training.
Section 4- Training Tasks

You should familiarise yourself with the tasks and duties which are to be
undertaken during the voyage as discussed with the DSTO .
Tasks are signed off at two levels. The first is that progress is being made
towards proficiency, and the other is that proficiency has been achieved . You
should present tasks for signature to the appropriate person when either of the
two stages has been reached.
On completion of the task relating to steering (801.4) you should be issued with a
steering certificate by the ship, which is required for the EDH certificate.
You should complete all tasks by the end of your training programme or scheme,
unless the ship type on which you complete sea service or the nature of the trade
in which the ships are engaged prevent this . Any omissions will have to be
justified to the MCA before entry to the examination for deck officer of the watch
certification . In exceptional circumstances the MCA may require additional sea
service to be undertaken to complete outstanding tasks.
General
You will need to present your TRB for final signatures and updating in good time
before leaving the vessel and well before arrival at the last port, otherwise the
opportunity to record training completed during the later stages of a voyage may
be lost. When those personnel who sign off tasks leave a ship during the course
of a voyage you should ensure any outstanding signatures and reports from
those personnel are obtained before they leave the ship.
1.3
Guidance for Masters, Officers and Company Training

Officers
General
Please refer to the guidance at the start of this section about the importance of
properly planned and structured on-board training, documented in the Training
Record Book, as an essential and integral part of part of a wider training programme
or scheme, which includes university/college based studies, ancillary training or short
courses in safety and technical subjects as well as a minimum sea service
requirement that together meet MCA requirements for certification.
General guidance on the use of the TRB and completion of on-board training can
also be found at the start of this section.
Planning and Supervision of On-Board Training

Officer trainees should be aware of two identifiable individuals who are immediately
responsible for the management of their training on board. The first of these is a
qualified seagoing officer referred to as the Designated Shipboard Training Officer
(DSTO) who, under the authority of the Master, should organise and supervise the
programme of training for the duration of each voyage. The second is a person
nominated by the company referred to as the Company Training Officer (CTO) who
should have overall responsibility for the training scheme and for co-ordination with
shore-based educational and training establishments .
. As soon as possible after officer trainees join a new ship
detailed information and guidance should be given to them as to what is expected

of them, how their training on board is to be organised, and who is immediately
responsible for it;
and
the Task Summary Chart and details of the programme or scheme being
followed, both contained in Section 2 of the TRB, should be inspected to gain an
overview of progress to date and to facilitate the arrangements for an officer
trainee's duties, so that experience can be developed and tasks completed within
the operational requirements of the vessel.

Before officer trainees join their first ship whilst following a training programme or
scheme, the CTO should have provided each officer trainee with details of the
programme or scheme being followed, which should be placed by the officer trainee
in the TRB at the end of Section 2. This information should include at least:
Programme or scheme title
Main qualifications to be achieved
Sea service requirement
University or college providing the college phases
Annex B
Extracts from the International Regulations for Preventing Collisions at Sea 1972, as amended
Rule2
Responsibility
(a) Nothing in these Rules shall exonerate any vessel, or the owner, master or crew thereof, from the
consequences of any neglect to comply with these Rules or of the neglect of any precaution which
may be required by the ordinary practice of seamen, or by the special circumstances of the case.
(b) In construing and complying with these Rules due regard shall be had to all dangers of navigation
and collision and to any special circumstances, including the limitations of the vessels involved, which
may make a departure from these Rules necessary to avoid immediate danger
Rule 5
Look-out
Every vessel shall at all times maintain a proper look-out by sight and hearing as well as by all
available means appropriate in the prevailing circumstances and conditions so as to make a full
appraisal of the situation and of the risk of collision.
Rule7
Risk of collision
(a) Every vessel shall use all available means appropriate to the prevailing circumstances and
conditions to determine if risk of collision exists. If there is any doubt such risk shall be deemed to
exist.
(b) Proper use shall be made of radar equipment if fitted and operational, including long-range
scanning to obtain early warning of risk of collision and radar plotting or equivalent systematic
observation of detected objects.
(c) Assumptions shall not be made on the basis of scanty information, especially scanty radar
information.
(d) In determining if risk of collision exists the following considerations shall be among those taken
into account:
(i) Such risk shall be deemed to exist if the compass bearing of an approaching vessel does
not appreciably change;
(ii) Such risk may sometimes exist even when an appreciable bearing change is evident,
particularly when approaching a very large vessel or a tow or when approaching a vessel at close
range.
RuleS
Action to avoid collision
(a) Any action taken to avoid collision shall be taken in accordance with the Rules of this Part and
shall, if the circumstances of the case admit, be positive, made in ample time and with due regard to
the observance of good seamanship.
(b) Any alteration of course and/or speed to avoid collision shall, if the circumstances of the case
admit, be large enough to be readily apparent to another vessel observing visually or by radar; a
succession of small alterations of course and/or speed should be avoided.
(c) If there is sufficient sea-room, alteration of course alone may be the most effective action to avoid
a close-quarters situation provided that it is made in good time, is substantial and does not result in
another close-quarters situation.
(d) Action taken to avoid collision with another vessel shall be such as to result in passing at a safe
distance. The effectiveness of the action shall be carefully checked until the other vessel is finally past
and clear.
(e) If necessary to avoid collision or allow more time to assess the situation, a vessel shall slacken her
speed or take all way off by stopping or reversing her means of propulsion.
(f)
(i) A vessel which, by any of these Rules, is required not to impede the passage or safe
passage of another vessel shall, when required by the circumstances of the case, take early action to
allow sufficient sea-room for the safe passage of the other vessel.
(ii) A vessel required not to impede the passage or safe passage of another vessel is not
relieved of this obligation if approaching the other vessel so as to involve risk of collision and shall,
when taking action, have full regard to the action which may be required by the Rules of this Part.
(iii) A vessel the passage of which is not to be impeded remains fully obliged to comply with
the Rules of this Part when the two vessels are approaching one another so as to involve risk of
collision.
Rule 10
Traffic separation schemes
(a) This Rule applies to traffic separation schemes adopted by the Organization and does not relieve
any vessel of her obligation under any other Rule.
(b) A vessel using a traffic separation scheme shall:
(i) proceed in the appropriate traffic lane in the general direction of traffic flow for that lane;
(ii) so far as practicable keep clear of a traffic separation line or separation zone;
,)
(iii) normally join or leave a traffic lane at the termination of the lane, but when joining or
leaving from either side shall do so at as small an angle to the general direction of traffic flow as
practicable.
(c) A vessel shall, so far as practicable, avoid crossing traffic lanes but if obliged to do so shall cross
on a heading as nearly as practicable at right angles to the general direction of traffic flow.
(d)
(i) A vessel shall not use an inshore traffic zone when she can safely use the appropriate
traffic lane within the adjacent traffic separation scheme. However, vessels of less than 20 metres in
length, sailing vessels and vessels engaged in fishing may use the inshore traffic zone.
(ii) Notwithstanding sub-paragraph (d) (i}, a vessel may use an inshore traffic zone when
en route to or from a port, offshore installation or structure, pilot station or any other place situated
within the inshore traffic zone, or to avoid immediate danger.
(e) A vessel other than a crossing vessel or a vessel joining or leaving a lane shall not normally enter a
separation zone or cross a separation line except:
(i) in cases of emergency to avoid immediate danger;
(ii) to engage in fishing within a separation zone.
(f) A vessel navigating in areas near the terminations of traffic separation schemes shall do so with
particular caution.
(g) A vessel shall so far as practicable avoid anchoring in a traffic separation scheme or in areas near
its terminations.
(h) A vessel not using a traffic separation scheme shall avoid it by as wide a margin as is practicable.
(i) A vessel engaged in fishing shall not impede the passage of any vessel following a traffic lane.
(j) A vessel of less than 20 metres in length or a sailing vessel shall not impede the safe passage of a
power-driven vessel following a traffic lane.

(k) A vessel restricted in her ability to manoeuvre when engaged in an operation for the maintenance
of safety of navigation in a traffic separation scheme is exempted from complying with this Rule to
the extent necessary to carry out the operation.
(I) A vessel restricted in her ability to manoeuvre when engaged in an operation for the laying,
servicing or picking up of a submarine cable, within a traffic separation scheme, is exempted from
complying with this Rule to the extent necessary to carry out the operation.
Rule 13
Overtaking
(a) Notwithstanding anything contained in the Rules of Part B, Sections I and II, any vessel overtaking
any other shall keep out of the way of the vessel being overtaken.
(b) A vessel shall be deemed to be overtaking when coming up with another vessel from a direction
more than 22.5' degrees abaft her beam, that is, in such a position with reference to the vessel she is
overtaking, that at night she would be able to see only the stern light of that vessel but neither of her
sidelights.
(c) When a vessel is in any doubt as to whether she is overtaking another, she shall assume that this
is the case and act accordingly.
(d) Any subsequent alteration of the bearing between the two vessels shall not make the overtaking
vessel a crossing vessel within the meaning of these Rules or relieve her of the duty of keeping clear
of the overtaken vessel until she is finally past and clear
Rule 15
Crossing situation
When two power-driven vessels are crossing so as to involve risk of collision, the vessel which has the
other on her own starboard side shall keep out of the way and shall, if the circumstances of the case
admit, avoid crossing ahead of the other vessel.
Rule 16
Action by give-way vessel
Every vessel which is directed to keep out of the way of another vessel shall, so far as possible, take
early and substantial action to keep well clear.
Rule 17
Action by stand-on vessel
(a)
(i) Where one of two vessels is to keep out of the way the other shall keep her course and
speed.
(ii) The latter vessel may however take action to avoid collision by her manoeuvre alone, as
soon as it becomes apparent to her that the vessel required to keep out of the way is not taking
appropriate action in compliance with these Rules.
(b) When, from any cause, the vessel required to keep her course and speed finds herself so close that
collision cannot be avoided by the action of the give-way vessel alone, she shall take such action as
will best aid to avoid collision.
(c) A power-driven vessel which takes action in a crossing situation in accordance with subparagraph (a)(ii) of this Rule to avoid collision with another power-driven vessel shall, if the
circumstances of the case admit, not alter course to port for a vessel on her own port side.
(d) This Rule does not relieve the give-way vessel of her obligation to keep out of the way
Rule 34
Manoeuvring and warning signals
(a) When vessels are in sight of one another, a power-driven vessel underway, when
manoeuvring as authorized or required by these Rules, shall indicate that manoeuvre by the
following signals on her whistle:
-one short blast to mean "I am altering my course to starboard".
- two short blasts to mean "I am altering my course to port".
- three short blasts to mean "I am operating astern propulsion".
(b) (b Any vessel may supplement the whistle signals prescribed in paragraph (a) of this Rule by
light signals, repeated as appropriate, whilst the manoeuvre is being carried out:
(i) these light signals shall have the following significance:
- one flash to mean "I am altering my course to starboard"
- two flashes to mean "I am altering my course to port".
- three flashes to mean "I am operating astern propulsion".
(ii) the duration of each flash shall be about one second, the interval between flashes shall be
about one second, and the interval between successive signals shall be not less than ten
seconds;
(iii) the light used for this signal shall, if fitted, be an all-round white light, visible at a
minimum range of 5 miles, and shall comply with the provisions of Annex I to these
Regulations.
(c) When in sight of one another in a narrow channel or fairway.
(i) a vessel intending to overtake another shall in compliance with Rule 9(e)(i) indicate her
intention by the following signals on her whistle:
-two prolonged blasts followed by one short blast to mean "I intend to overtake you on your
starboard side".
- two prolonged blasts followed by two short blasts to mean "I intend to overtake you on
your port side".
(ii) the vessel about to be overtaken when acting in accordance with Rule 9(e)(i) shall indicate
her agreement by the following signal on her whistle:
- one prolonged, one short, one prolonged and one short blast in that order.
(d) When vessels in sight of one another are approaching each other and from any cause either
vessel fails to understand the intentions or actions of the other, or is in doubt whether
sufficient action is being taken by the other to avoid collision, the vessel in doubt shall
immediately indicate such doubt by giving at least five short and rapid blasts on the whistle.
Such signal may be supplemented by a light signal of at least five short and rapid flashes.
(e) A vessel nearing a bend or an area of a channel or fairway where other vessels may be
obscured by an intervening obstruction shall sound one prolonged blast. Such signal shall be
answered with a prolonged blast by any approaching vessel that may be within hearing
around the bend or behind the intervening obstruction.
(f) If whistles are fitted on a vessel at a distance apart of more than 100 metres, one whistle
only shall be used for giving manoeuvring and warning signals.
Marine Accident Report

PaulaC DaryaGayatri

Uploaded by

Copyright:

Available Formats

PaulaC DaryaGayatri

Uploaded by

Document Information

Original Title

Copyright

Available Formats

Share this document

Share or Embed Document

Sharing Options

Did you find this document useful?

Is this content inappropriate?

Copyright:

Available Formats

PaulaC DaryaGayatri

Uploaded by

Copyright:

Available Formats

What is the purpose of the Channel Navigation Information Service?

What is the purpose of the Channel Navigation Information Service?

What are the key requirements of the STCW 95 convention?

What are the key requirements of the STCW 95 convention?

ACCIDENT REPORT

Report on the investigation of the collision between

SERIOUS MARINE CASUALTY

Crown copyright, 2014

All MAIB publications can be found on our website: www.maib.gov.uk

1.1 Particulars of Paula C, Darya Gayatri and accident

2.7 Junior officer development

SECTION 4 ACTION TAKEN

4.1 Actions taken by other organisations

Positions of Paula C and Darya Gayatri at 2245

Positions of vessels at 0011

Positions of vessels at 0013 and 0018

Dover Coastguard radar plot

Paula C turning to starboard

Damage to Darya Gayatri

Paula C - bridge layout

AIS information on Paula Cs port radar display

Paula Cs heading between 0022:06 and 0023:35

Paula Cs heading between 0024:40 and 0025:57

Collisions and hazardous incidents in the south-west traffic lane of the

Guidance for use and completion of the MNTB training record

Extracts from the International Regulations for Preventing

GLOSSARY OF ABBREVIATIONS AND ACRONYMS

Automatic Identification System

Automatic Radar and Plotting Aid

Bridge Navigational Watch Alarm System

A mandatory reporting system for ships in the Dover Strait

Certificate of Equivalent Competency

Channel Navigation Information Service

Course Over the Ground

International Regulations for the Prevention of Collisions

Closest Point of Approach

Digital Selective Calling

Global Maritime Distress and Safety System

Global Positioning System

International Chamber of Shipping

International Maritime Organization

Maritime and Coastguard Agency

Marine Guidance Note

Merchant Navy Training Board

Merchant Shipping Notice

Not under command

Officer of the Watch

revolutions per minute

Safety Management System

Speed Over the Ground

Traffic Separation Scheme

Universal Co-ordinated Time

Very High Frequency

Vessel Traffic Services

SECTION 1 - FACTUAL INFORMATION

Particulars of Paula C, Darya Gayatri and accident

China (Hong Kong)

Carisbrooke Shipping 636 Ltd

Carisbrooke Shipping Ltd