A bulk carrier (ship A) and a container ship (ship B) were at the anchorage for receiving bunkers. The weather and sea conditions were moderate at the time of anchoring and both ships had the Bridge manned at all times. The anchor chain and cable were also inspected regularly by the crew on deck.

Prior to morning twilight, MPA Vessel Traffic Information System (VTIS) issued a weather broadcast which warned of increased wind and rain. This information was broadcasted on the designated VHF channel for the particular sector off Singapore. Subsequently, not long after the broadcast, the wind force gradually/suddenly increased and thunderous showers were experienced. The Officer of the Watch (OOW) of ship A informed the Master and also notified the Duty Engineer to prepare the main engine. The OOW of ship B had also informed the Master of the situation. Minutes had passed waiting for the main engine to be ready and both ships at the anchorage were observed to be dragging their anchors.. Communication between both ships was established via VHF. After approximately twenty minutes following the initial observation of ship B dragging anchor, ship B made her first astern movement but it was too late where she contacted the bow of ship A. The Master of ship A was said to have attempted to use the Bow Thruster but to no avail.

Both ships A and B sustained damage to the bow and stern area respectively and were cleared to depart following inspections by class surveyors and necessary repairs. There were no reported injuries nor pollution as a result of the incident.

Findings:

• The Bridge was manned on both ships. However, insufficient monitoring of the VHF led to the weather broadcast by VTIS not heard or noted.
• The Masters of both ships were informed by the OOW but the notice to the Duty Engineer occurred later.
• There was a lack of proper monitoring of the ship’s position while at anchor.
• On ship A, the Master had issued Night Orders without specifying a time period for the main engine to be ready. On ship B, there were no instructions at all.

Lessons Learnt:

• Ship owners and operators should review their Safety Management System (SMS) to ensure that a proper navigational watch is maintained while at anchor
• While having a OOW manning the Bridge, proper monitoring of the VHF is to be maintained
• For emergency purposes, the Master shall consider a specific time period within which the main engine shall be ready
• In accordance with the STCW Code, the OOW shall not hesitate to take necessary action i.e. even before the Master’s arrival at the Bridge. This may save precious minutes in averting an accident.