Discover the Polesie: Ratings & Maritime News

The Marine Accident Investigation Branch (MAIB) of the UK has determined that the tragic collision between the bulk carrier 'Polesie' and the coaster 'Verity' was wholly avoidable, as per their report released on the incident. On October 24, 2023, at 04:55 a.m., these two vessels collided in the German Bight, resulting in catastrophic outcomes. The 'Polesie', en route from Hamburg to Spain with a cargo of grain, struck the 'Verity', which was journeying from Bremen to the UK carrying steel coils. Following the collision, the 'Verity' began to sink rapidly, leaning to starboard and ultimately capsizing within five minutes, a timeline too brief for crew members to abandon the ship or utilize safety equipment effectively. The report detailed that upon salvage a year later, the wreckage was recovered in two sections, revealing significant damage to the starboard side, including a breach in the hull that compromised the double bottom ballast tanks as well as the vessel's lone cargo hold. The investigation discovered that three steel coils had penetrated through the cargo bulkhead and were located in both the forward deck store and the hold entry shaft. Contributions from both vessels and the German Bight Traffic Vessel Traffic Services (VTS) were identified as factors in causing the collision. Although the International Regulations for Preventing Collisions at Sea (COLREGs) do not specify a minimum safe passing distance, the MAIB reported that the closest point of approach (CPA) was recorded at just 0.19 nautical miles when the 'Verity' entered the Traffic Separation Scheme (TSS), never exceeding 0.53 nautical miles, despite course adjustments made by both vessels. Legal precedents have established recommended minimum safe distances of one nautical mile for vessels passing ahead and half a nautical mile for those on reciprocal courses. Observations indicated that crew members on watch were willing to accept dangerously close distances, and while there were evasive maneuvers, they were neither decisive nor timely enough to prevent disaster. Evidence showed that the first indication of a potential collision risk was a communication from VTS to the 'Verity' at 04:50 a.m., addressing concerns about the dangerously small CPA. The 'Polesie’s' Voyage Data Recorder (VDR) revealed a passive monitoring approach by the Officer On Watch (OOW), as it was only after the VTS warning that the OOW began tracking the 'Verity' on the radar. Due to the loss of the 'Verity', which did not possess a VDR and whose OOW tragically died, the MAIB could not ascertain whether the vessel’s OOW was aware of the 'Polesie' or adequately monitoring the CPA. The investigation suggested that course corrections were executed in minimal increments via autopilot, yielding gradual responses that complicated situational awareness for VTS and surrounding vessels. According to COLREGs rule 15, the 'Verity' was obligated to take prompt and significant action to avoid the 'Polesie', but the actions of both ships contributed to the collision's occurrence. The initial investigation revealed that certain significant personnel were uncooperative, hampering data collection. The MAIB noted, "Key crew witnesses from 'Polesie' and personnel from German Bight Traffic were either unwilling or obstructed from providing detailed statements that could have aided the investigation." Although German law permits witnesses to decline responses that could be self-incriminating, the MAIB emphasized that their investigations aim primarily to foster safety improvements rather than assign liability. The report indicated that valuable lessons could be lost when witnesses inhibit their testimony in such investigations. Consequently, the MAIB has recommended that both shipping firms reinforce training for their crews to fully comply with COLREGs and to uphold comprehensive navigational watch standards. Additionally, the Isle of Man Ship Registry has been urged to suggest extending the carriage requirements for Voyage Data Recorders to the International Maritime Organization (IMO), given the 'Verity' was not mandated to carry a VDR due to its tonnage under 3,000 GT and construction prior to 2002.

Nearly two years after the maritime collision involving the freighters 'Verity' and 'Polesie', the Marine Accident Investigation Branch (MAIB) in Southampton, UK, has concluded its inquiry into the incident. Working alongside the Federal Bureau of Maritime Accident Investigation in Hamburg, the report on this accident is expected to be publicly released in October, pending a 30-day period for the involved parties to review and comment on the findings. Meanwhile, the investigation led by the Hamburg Public Prosecutor's Office continues to progress. On the day of the incident, the 'Verity', which was en route from Bremen to Immingham, and the 'Polesie', headed for La Coruña from Hamburg, reportedly engaged in evasive maneuvers to avoid each other. Unfortunately, neither ship was able to avert the collision, as established by the Federal Bureau of Maritime Accident Investigation. A key area of investigation focused on the reasons behind the late detection of each ship by the other within this congested maritime zone. The length of the investigation was attributed to the incident's complexity. In the aftermath of the collision, German officials participated in inspections aboard both vessels, interviewing crew members and examining the wreckage. Critical data was retrieved from the 'Polesie''s voyage data recorder, along with radar and radio communications from the Wilhelmshaven Traffic Control Center. Additionally, the investigation's timeline may have been affected by the agency's staffing constraints.

The vessel POLESIE, bearing the IMO number 9488097, is presently moored at Grundartangi harbor in Iceland. This notable docking period spans from February 27 to March 1, 2011, highlighting the ship's operational activities in this strategic maritime location.