MV Bremen run aground during approach to Silloth, UK

Dear colleagues,

on May 8th, 2024 at 00:13 local time we received a call from the Captain of the MV Bremen who informed us that he had run aground while heading with pilot on board to the port of Silloth in UK.

Various maneuvers with the engine and the bowthruster were unable to free the ship.

The crew immediately checked all ballast tanks to detect any possible water ingress. However, all tanks checked were dry and the crew could therefore assume that no leakage was caused by contact with the ground.

After consultation with the charterer, manager and owner of the ship as well as the pilots still on board, it was decided to wait until the next flood.

At 11.45 the ship floated again and was able to reach the port of Silloth without any problems, where the ship was able to moor safely at 12.15. The crew then immediately carried out various functional checks to check the ship's full seaworthiness. After all tests were positive, the captain confirmed the full seaworthiness of his ship to the DPA.

We asked the captain to send a letter of protest to his agency to indicate that there was not a safe to approach the port.

Furthermore, at 3.20 p.m. the DPA appointed a surveyor to the DNV for a condition survey.

The next day at 10.25 the captain reported that the MCA was on board to carry out a PSC inspection.

2 MCA inspectors began their work and at the end of the day 17 deficiencies including one detention were noted.

A remote survey offered by DNV was rejected by the MCA and an underwater inspection by a diving company was also requested.

The deficiencies that led to the detention were:

1. No evidence is provided if the incident was reported to MAIB, Flag, or Classification

Society. Until MCA made contact with the vessel for the required details. The structural and watertight integrity of the vessel is unknown following the grounding on arrival, this to be investigated and possible repairs carried out to the satisfaction of the classification and flag

administration. At of the time of inspection, MAIB and Flag were still not informed.

2. Rescue boat engine starting not as required. Crew unable to start engine.

3. Crew unable to demonstrate familiarity with emergency response procedures for fire in accommodation.

4. Safety management audit by the Administration is required before departure of the ship. Deficiency(s) marked ISM is (are) objective evidence of a seriousness failure, or lack of effectiveness, of implementation of the ISM Code.

The remaining deficiencies were noted with the action taken code "To be rectified before dearture".

On the evening of May 10th the captain reported that all deficiencies had been resolved and that the required ISM audit had been carried by a DNV Auditor.

On May 11th At around midday the MCA carried out another inspection, which went without any complaints and the detention was therefore lifted again.

In a subsequent phone call with the captain, he reported that the PSC inspection carried out was carried out at a very strict level.

Although there was no damage during the grounding and although it is not uncommon in many English ports for ships to dry up in low water, the captain was given the feeling by the MCA that a failure of the crew more or less led to this accident.

But as the saying goes: it's always someone else's fault...

What do we learn from this incident?

The most important thing is timely reporting to all parties involved such as DPA, Flag, Class, Insurance and local accident investigation committees such as MAIB when accidents occur in England.

In this case, the captain immediately informed the DPA. However, the DPA only informed the class and the flag a little later because there was no damage to the ship.

The defects in the rescue boat engine, a failed fire maneuver, incorrect W&R hours reports and similar offenses, are unfortunately, as is often the case, due to a lack of maintenance and familzation training.

We like to respond to the detention with the following preventive measures as follows:

1. A new reporting procedure will be developed as quickly as possible.

2. All ships in the HLB fleet should discuss this incident on board at the next safety meeting.

3. During the next on-board visit, all colleagues will be informed by our inspectors and internal auditors about the need for timely reporting and the importance of system familiarity.

If you have any ideas or suggestions for improvement on how your colleagues on board and in the office can respond to such incidents in the best possible way, please let us know in a comment at the end of this blog.