Skip to main content

Accidents

CMA CGM Florida (2013)

On 18 March 2013, CMA CGM Florida sailed from Yang Shan, China, toward Pusan, Korea, while Chou Shan was sailing from Qinhuangdao toward the east coast of Australia. At about 2340 local time, CMA CGM Florida's third officer handed over the watch to a Filipino second officer. Chou Shan's radar target was not displayed during the handover discussion.

Classification

  • Incident Type: Collision
  • Severity: High

Vessel Details

FieldCMA CGM FloridaChou Shan
Vessel NameCMA CGM FloridaChou Shan
Vessel TypeContainerBulk Carrier
Flag StateUnited Kingdom [GB]Panama [PA]
IMO Number93487049296963
Gross Tonnage5430991166
LOA (m)294.1289.0
Keel Laid2007-11-052004-12-01
Owner/OperatorCMA CGM International Shipping Company PTE Ltd (CMA CGM)Sincere Navigation Corporation
CargoContainersBallast
Persons on board2424

Incident Details

FieldValue
Date2013-03-19
Time00:33 local (UTC+8)
Location140 miles east of Shanghai in the East China Sea
Coordinates
RegionEast China Sea
Fatalities0
Injuries0
Missing0
Vessels sunk or lost
Investigation BodyMarine Accident Investigation Branch
Direct DamageSerious damage to CMA CGM Florida's port side and accommodation block, flooding of Nos 4 and 5 cargo holds, and serious damage to Chou Shan's bow area
Economic Damage
Environmental impactAbout 610 tonnes of heavy fuel oil were lost from CMA CGM Florida; the resulting pollution was contained and cleaned up with minimal environmental impact.

Key facts

  • CMA CGM Florida and Chou Shan collided at 0033 local time on 19 March 2013, 140 miles east of Shanghai.
  • The collision caused serious damage to both vessels and about 610 tonnes of heavy fuel oil were lost from CMA CGM Florida.
  • The two vessels used VHF radio to negotiate passing arrangements, including a port-to-port manoeuvre contrary to the COLREGS.
  • The Chinese second officer's Mandarin communications were not fully translated for CMA CGM Florida's Filipino officer of the watch.
  • No injuries were reported; the oil pollution was contained and cleaned up with minimal environmental impact.

Narrative

On 18 March 2013, CMA CGM Florida sailed from Yang Shan, China, toward Pusan, Korea, while Chou Shan was sailing from Qinhuangdao toward the east coast of Australia. At about 2340 local time, CMA CGM Florida's third officer handed over the watch to a Filipino second officer. Chou Shan's radar target was not displayed during the handover discussion.

After midnight, CMA CGM Florida altered course to starboard to pass between fishing vessels on its port bow and another vessel on its starboard side. The officer of the watch relied heavily on the AIS target list and continued to manage several traffic situations. At 0019, Chou Shan's officer of the watch called CMA CGM Florida on VHF and asked it to pass astern. The conversation was conducted in Mandarin by CMA CGM Florida's Chinese second officer, who was on the bridge for familiarisation. The Filipino officer of the watch did not understand Mandarin and was not told that the Chinese officer had tacitly agreed to the request.

After further course alterations, CMA CGM Florida's Chinese second officer called Chou Shan again at about 0027 and proposed a port-to-port passing arrangement. Chou Shan's officer agreed, although the manoeuvre was contrary to Rule 15 of the COLREGS. The Chinese officer then told the Filipino officer that Chou Shan had agreed to pass port-to-port but did not fully translate the conversation or the associated course intentions. The two bridge teams therefore acted on different assumptions.

At 0031, both vessels made further avoiding manoeuvres. CMA CGM Florida's officer of the watch called the master about 18 seconds before impact, but the action was too late. At 0033, Chou Shan's bow struck CMA CGM Florida's port side near No. 5 cargo hold. CMA CGM Florida suffered extensive port-side damage, flooding in Nos. 4 and 5 cargo holds, damage to its accommodation block and lifeboat, and damage to hatch covers and containers. About 610 tonnes of fuel oil were lost. Chou Shan sustained serious bow damage, including an opened forepeak tank and damage to shell plating, frames, anchor, and hawse pipe.

The crew of both vessels were accounted for. Chou Shan proceeded to dry dock on 19 March. CMA CGM Florida was anchored offshore while its damaged tanks were cleaned, received clearance to proceed toward Yang Shan on 26 March, and later discharged containers before going to dry dock.

Sequence of events

Date/timeEvent
2013-03-18 23:40 localCMA CGM Florida's third officer handed over the watch to the Filipino second officer; Chou Shan was not included in the traffic discussion.
2013-03-19 00:19 localChou Shan called CMA CGM Florida on VHF and requested that it pass astern.
2013-03-19 00:27 localCMA CGM Florida called Chou Shan and proposed a port-to-port passing arrangement.
2013-03-19 00:31 localBoth vessels made further course alterations as the collision risk continued.
2013-03-19 00:33 localChou Shan's bow struck CMA CGM Florida's port side.
2013-03-19 01:00 localCMA CGM Florida's crew were accounted for and a systematic damage inspection began.
2013-03-19 03:10 localCMA CGM Florida's inspection was complete and its tanks had been sounded.
2013-03-19Chou Shan proceeded to dry dock during the afternoon.
2013-03-26CMA CGM Florida received clearance to proceed toward Yang Shan.
2013-03-27CMA CGM Florida berthed, discharged most containers, and proceeded to dry dock for repairs.

Contributing factors

FactorEvidence statusDescription
Poor bridge situational awarenessConfirmed findingCMA CGM Florida's Filipino officer of the watch did not maintain a sufficiently strategic overview of the traffic situation and relied disproportionately on AIS target CPA and TCPA information.
Inappropriate VHF collision-avoidance negotiationsConfirmed findingOfficers on both vessels used VHF to negotiate collision-avoidance manoeuvres, including a passing protocol contrary to Rule 15 of the COLREGS.
Incomplete translation and undefined bridge-team roleConfirmed findingCMA CGM Florida's Chinese second officer handled Mandarin communications without fully translating the agreed manoeuvres to the Filipino officer of the watch.
Ambiguous standing ordersConfirmed findingThe standing orders on both vessels lacked specific metrics for when the master should be called; CMA CGM Florida's orders also lacked clear instructions on VHF use and radar/AIS operating mode.
Conflicting expectations between the vesselsConfirmed findingThe two officers of the watch acted on different assumptions about whether the vessels would pass astern or port-to-port and altered course accordingly.

Investigation

The Marine Accident Investigation Branch published Serious Marine Casualty Report 11/2014 on 1 May 2014. It concluded that CMA CGM Florida's officer of the watch lacked situational awareness, that VHF radio was used inappropriately for collision avoidance, and that the Chinese second officer did not fully translate the VHF conversations. MAIB also identified ambiguous standing orders on both vessels and inadequate guidance on VHF, radar, and AIS use. Recommendations were made to CMA CGM, Sincere Navigation Corporation, the International Chamber of Shipping, and the Maritime and Coastguard Agency.

References

Similar incidents