Rescue Operations
FAIR
WEATHER SHOCKS
Mumbai
ferry incident on 18th Dec resulting in loss of over 13 lives
reminds how imperfect things can get even in fair weather and broad day-light.
It is a sad day for Mumbai ferry services which havebeen operating for over 100
years with a reasonably decent safety record. It is also a sad day for the
Indian Navy, with CNS Admiral Dinesh K. Tripathi offering condolences and
ordering an enquiry.
CAN
OF WORMS
Indian
maritime regulators (Directorate General of Shipping and State Maritime boards)
should see this as a significant straw and not wait for the camel’s back to break.
MV
Herald of Free enterprise (HOF)English channel passenger ferry, sank in a
matter of 90 seconds killing 193 persons (passengers/crew) just about 0.7 Km
from Zeebrugge berth(Belgium) in 1987. There seems to be a need to revisit and
learn lessons from history.
Life
saving appliance (Life jackets, Life boats, Life rafts etc) on board ships are
designed for a ‘distress’ scenario or foreseeable worst case scenario and not
for bizarre incidents such as this. The manner in which the high speed
supposedly a Naval MARCOS boat hit the passenger ferry at about 60 km/hr speed
(About 30 knots) is almost like a missile for the wooden tender boats. With
just few seconds to act it is unlikely that passengers will be level headed in
that moment of distress and wear life jackets with their head above their
shoulders. The fact that the boat had passengers in excess of their certified
capacity is not something extra-ordinary East of the Suez. This however, does
reflect the inadequate monitoring and control measures by Maharashtra Maritime
Board, the authority which surveys a boat before a license is issued by Mumbai
port trust. Is it a case of poor accountability and responsibility by Mr
Somebody, Mr Everybody, Mr Anybody OR Mr. NOBODY?
UPGRADING
THE KALI PEELI TAXIS OF MUMBAI HARBOUR
The
incident is an eye opener and an opportunity for the age old kali peelitaxi's
(wooden boats) of Mumbai harbour, operating for over 100 yrs, to be upgraded to
modern fibre glass boats with AIS fitted on them for digital tracking, to match
the 21st century Atal Setu trans harbour link bridge over the
harbour. Mumbai, India’s maritime hub, needs to set the trend andalign with international
standards for other Indian portsto follow.
Further as a matter of safety and good seamanship practice, all passengers travelling in boats which do not have life rafts and/or life boats, should don the life jackets prior boarding and hand-over at destination on or prior disembarking.
CRICKET
IS TO BE PLAYED IN WANKHEDE STADIUM NOT MARINE DRIVE
Sea
trails are conducted in open sea not in and around port channels where ships
and boats are navigating and certainly not in Port limits.
Naval
standards of safety are profound given the number of drills they conduct each
day, thus giving a Safety talk to Naval personnel is like selling ice to an
Eskimo. However, the claim of “double failure” of Engine and Steering is hard
to swallow for any mariner.
Some
questions that come to the mind of every mariner are:
-Who
was at the Helm of the speed boat (experience and qualifications)?
-Why
was Emergency STOP not activated if Engines were a problem?
-If
steering was not working then how was the craft being manoeuvredin a zig-zag
and circular manner prior impact, since this is not possible without a
functional rudder?
-Who
and how was permission given for sea trials in port limits?
Navy
has a lot to answer, since this incident involves a civil craft (Boat) and civilian
passengers, thus it will be prudent for Navy and investigators to come out with
the facts. Any cover up is unlikely to remain under wraps for long. Thus if
SOP’s have been ignored and if heads have to roll, then so be it. American born
safety research scientist William Heinrichwould be turning in his grave if his
1931 accident triangle theory is ignored.
By Capt. Naveen S Singhal is a Shipping and Marine consultant. Member Singapore Shipping Association and empanelled with IMO as a specialist consultant.