Port Quarter Contact

After loading in Argentina, one of our vessels proceeded down stream with 2 river pilots onboard. The bridge was appropriately manned and the engine operating on stand by. All navigation equipment was operating correctly. The weather was good but with the wind force 4 blowing across the channel on the vessels port beam. At about 0035, after passing Km20 buoy, another vessel was observed heading upstream. At about 0050, when the other vessel was about 1nm off, the pilot contacted it on the VHF (in Spanish). At 0054 speed was reduced to half ahead and our vessel steered to the starboard side of the channel. At 0055 s peed was reduced to slow ahead and our vessel steered to the starboard limit of channel. The other vessel appeared to be in the centre of the channel and being set across towards our vessel. The pilot altered course hard a starboard to avoid an end on collision, then full ahead and hard a port to clear the stern. At 0058 contact with the other vessel occurred on our vessel's port quarter damaging plating and frames. The shore authorities were informed and tanks and compartments checked to assess damage. Fortunately our vessel was able to proceed down to 'Rada La Plata' to anchor.

Conclusion:

There are many ports that require navigating along a long narrow channel with traffic proceeding in the opposite direction. This inevitably creates high-risk situations. When planning a passage through a channel of this type, Masters should consider what precautions could be taken to reduce this risk. While recognizing the restrictions on passage planning to comply with local procedures and practices, it must not be forgotten that ultimately the Master has responsibility for the safe passage of his vessel and he should make his best efforts to reduce the risk factor.

When the pilot boards, t he passage plan should be discussed at the first opportunity with an appropriate entry made in the log book and the following questions addressed.

a) Is it possible to schedule transit without meeting traffic?

b) If not, are there any passing places or more suitable places where opposing traffic can be met?

c) Meeting other vessels on corners or points with severe constraints should be avoided.

d) Pilots should understand that any communications not in English between himself, other vessels and or traffic management systems should be explained in English to the Master or the Officer of the Watch.

e) The charts should be studied and annotated as required under the passage planning publications. Special attention should be paid to the limitations caused by the vessel's draft, with allowance for squat, outside the confines of the buoyed channel. The chart should be clearly marked where the vessel could navigate in an emergency outside the buoyed channel.

f) If a hazardous situation is developing, the Master or Officer of the Watch must be prepared to use their own judgement when it is necessary to query the pilots actions and overrule if felt necessary.

g) In passing situations the helmsman's actions must be closely monitored to ensure correct helm is being applied.

h) If a collision is imminent, where possible, the engine room should be warned.