[BITList] See Below

[M.j. Feltham]

Swedish P&I Club Highlights on Officer Falling Asleep
The Swedish P&I Club publishes on a monthly basis a new “Monthly Safety Scenario” (MSS) to assist owners in their efforts of complying with regulation. Under the ISM requirement owners are obliged to carry out monthly safety meetings or safety committee meetings onboard their vessels. This obligation comes also from Code of “Safe Working Practices for Merchant Seamen”, where it is stated that the safety committee should meet regularly: “3.13.2, The frequency of meetings will be determined by circumstances but as a general guideline, the committee should meet about every 4-6 weeks”.
Swedish Club published Monthly Safety Scenario for July 2013.

Officer falling asleep

The container vessel had arrived at its penultimate port in Europe before proceeding to Asia. The vessel visited 5 ports in 6 days in Europe before proceeding to Asia. The vessel had been delayed at the previous port because of problems with a cargo crane. To make the scheduled berthing time at the next port the vessel had to increase speed. There was also a long pilotage at the next port.

The vessel departed around 2300 the previous evening and arrived at the next port around 1000 in the morning. The normal procedure was that the chief officer was awake during the cargo operation and also did the 4-8 watch. Usually the Master took the evening watch after the cargo operation. Unfortunately this was impossible because the vessel departed around 2300 from the previous port. The chief officer did his morning watch as the pilot came onboard early in the morning and after breakfast he prepared the cargo operation. During the cargo operation the master carried out administrative tasks.
Just before midnight the vessel departed for the final port and the chief officer went to bed to get some rest before his watch at 0400. The Chief Officer woke up at 0345 and was on the bridge just before 0400. The 2nd officer handed over the watch and told the chief officer there were no special orders, there was some traffic but nothing unusual and that he should call the pilot station at 0600 to make arrangements for an 0800 berthing.
Both radars were operational and the vessel had an electronic chart with the passage plan entered. Guard zones were not used on the radar but the electronic chart did have a cross track error alarm and radar overlay. The vessel’s course was maintained by autopilot.
The chief officer did his normal checks of the navigational equipment after he had taken over the watch. Visibility was good with calm winds, so the Chief Officer told the lookout that he could go and rest but should be available on the radio. Around 0430 the Chief Officer saw a fishing boat fleet that was about 6 M away and to stay clear of the fishing boats he made a small alteration to starboard and then sat down in one of the cockpit chairs.
The Chief Officer suddenly felt a lot of vibration and heard a monotone alarm. In shock he realised that he had fallen asleep and was now aground on a small island. The sound was from the cross track alarm on the electronic chart as the vessel was far from the planned course. The alarm had a low monotone signal and had not awoken the Chief Officer. Shortly after the vessel ran aground the master rushed into the bridge, found the Chief Officer in shock and reduced the engines to neutral. The master sounded the general alarm and gave the crew instructions and duties designed to establish the vessel’s condition. In view of the Chief Officer’s state of shock, the master insisted he remain on the bridge until the situation was stabilised. It was quickly confirmed by the crew that the vessel was held fast forward while her stern was in deep water. There was calm sea and the vessel was not believed to be in imminent danger. The master transmitted a ‘Pan Pan’ urgency call giving the vessel’s circumstances that was received by the coastguard who deployed search and rescue assistance. After the initial crisis the master contacted the DPA (designated person ashore) informing him of the situation and he, in turn, liaised with allnecessary parties who needed to be involved. Source: The Swedish P&I Club. 
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