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Accidents

Fairplay 22 (2010)

The tug *Fairplay 22* collided with *Stena Britannica* during a towline-connection attempt and capsized, killing two crew members.

Classification

  • Incident Type: Hydrodynamic Interaction
  • Severity: High
  • Primary Source: Dutch Safety Board report dated March 2012

Vessel Details

FieldValue
Vessel NameFairplay 22
Vessel NamesFairplay 22 / Stena Britannica
Vessel TypeTug
Flag StateAntigua & Barbuda [AG]
IMO Number9148764
Gross Tonnage496
LOA (m)35.55
Breadth (m)10.8
Bollard Pull (t)52
Power (kW)3292
Owner/OperatorBBB Schlepp- und Hafendienst GmbH; Fairplay Towage BV branch office, Rotterdam
Year Built1998
Crew Size5

Incident Details

FieldValue
Date2010-11-11
TimeAbout 15:49 local
LocationNieuwe Waterweg, Hoek van Holland, Netherlands
RegionNorth Sea
Coordinates51.9772, 4.1315
Fatalities2
Injuries
Missing0
Vessels Lost
Investigation BodyDutch Safety Board
Direct DamageHull, starboard azimuth-thruster, and water damage to propulsion installation and ship's equipment
Economic Damage

Key facts

  • Fairplay 22 was assigned as the forward tug for the Ro-Ro passenger ship Stena Britannica during its arrival at Hoek van Holland.
  • The tug made two attempts to receive the ferry's heaving line on the port side near the bow; contact occurred during the second attempt at about 15:49.
  • Fairplay 22 came athwart the ferry's bow, heeled to port, and capsized shortly after the ferry reduced speed on an emergency full-astern order.
  • Two crew members died. The other three were taken to hospital with hypothermia symptoms, and one had an ankle injury; the report does not support a single unambiguous numeric injuries count.
  • The Dutch Safety Board identified high speed, hydrodynamic forces, insufficient reserve power, open weathertight openings, and limited stability as important factors.

Narrative

On 11 November 2010, Fairplay 22 was assigned as the forward tug to assist the Ro-Ro passenger ship Stena Britannica during its arrival at Hoek van Holland. The tug was an Antigua & Barbuda-flagged ASD tug with five people aboard. Because of strong southerly winds, the crew planned to receive the heaving line on the ferry's port side, although the tug would later assist from starboard. The vessels agreed a manoeuvring speed of 7 knots through the water.

At 15:41, Fairplay 22 left its waiting position. The first attempt to transfer the heaving line took place at about 15:47 while the vessels' speed over the ground was about 7.4 knots; the current produced an estimated 8.4 knots through the water. The attempt failed, and the tug crossed ahead of the ferry to reposition. During the second attempt at about 15:49, Fairplay 22 was again close to the ferry's bow. Contact occurred, the tug came athwart the bow and heeled to port, and the ferry immediately reduced speed after an emergency full-astern order. The tug continued to roll and capsized between about 15:49:11 and 15:49:21.

The deckhand entered the water and was recovered by a pilot tender. A trainee maritime officer escaped through a porthole and reached Fairplay III. The captain, engineer, and arriving captain became trapped in the overturned wheelhouse; the arriving captain escaped and was rescued, while the engineer's body was found on 12 November and the captain's body on 26 November. Two crew members therefore died. The ferry suffered paint damage and light scratches to its bulb. Fairplay 22 sustained hull, starboard azimuth-thruster, propulsion-installation, and equipment damage and did not return to service.

The Dutch Safety Board concluded that hydrodynamic forces were intensified by the speed and proximity of the two vessels. After contact, the tug lacked sufficient reserve power to escape the ferry's influence. Water entering through open or unclosed openings increased the heel and reduced stability, accelerating the capsize.

Sequence of events

Date/timeEvent
2010-11-11 15:41 localFairplay 22 left its waiting position to approach Stena Britannica.
2010-11-11 15:47 localThe first heaving-line transfer attempt failed.
2010-11-11 about 15:49 localDuring the second attempt, the tug contacted the ferry, came athwart its bow, and began to heel.
2010-11-11 15:49:11-15:49:21 localFairplay 22 rolled and capsized.
2010-11-12The engineer's body was found during the search.
2010-11-26The captain's body was found near Hoek van Holland.

Contributing factors

FactorEvidence statusDescription
Speed through the waterConfirmed findingThe Dutch Safety Board found that the high speed increased the hydrodynamic influence zone and the risk of losing control.
Position near the ferry's bowConfirmed findingDuring the second attempt, the tug left the safer hydrodynamic zone and entered a position in which the interaction could draw it toward the ferry's bulb.
Reserve powerConfirmed findingThe tug used much of its available power to maintain speed and probably lacked enough reserve to escape after contact.
Open weathertight openingsConfirmed findingWater entered through open or unclosed ventilation openings and an aft-deck door, increasing heel and reducing stability.
Stability marginConfirmed findingThe investigation found that the tug did not meet the applicable stability margin in practice and had an increased risk of capsize.

Investigation

The Dutch Safety Board investigated the casualty and published its report in March 2012. It identified the high speed as a crucial factor in the collision, found that hydrodynamic forces and limited reserve power prevented the tug from escaping after contact, and concluded that water ingress and insufficient stability accelerated the capsize. The report also identified weaknesses in the safety-management arrangements of Fairplay and Stena and issued recommendations concerning stability, operating procedures, risk assessment, training, and oversight.

The report does not provide a quantified economic-damage estimate. Its casualty wording describes the three surviving crew members' hypothermia symptoms and one ankle injury but does not provide a single unambiguous numeric injuries count.

References

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