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The National Transportation Safety Board concluded in an investigation into an allision in the Houston Ship Channel on Aug 25, 2023. The cargo m/v 'BBC Africa' (IMO: 9362621) was departing Houston, Texas, on that day, when the vessel suddenly lost steering control and veered off course, striking the docked 'Common Faith', which was berthed at the Anderson Grain Terminal in Houston. The post ballast tank of the vessel was punctured, along with damage to the shell plating, which cost a total of $467,000 to repair. The 'BBC Africa' suffered damage to its bulbous bow, hull, and shell plating and forward bulwarks, costing $700,000 to repair. There were no injuries or pollution reported from the incident. The NTSB reconstructed the events using AIS data and crew interviews. The 'BBC Africa'’s VDR was not functioning, but the vessel had permission to sail while repairs were being arranged. On the morning of Aug 25, pre-departure testing of the system on the 'BBC Africa' showed no problems. The 2nd officer tested the steering gear, checked rudder movements, and ran the steering gear pumps, while engineers also completed a pre-departure checklist. The master also tested steering from the port bridge wing and told the pilot aboard that everything was “in good working order.” About 10 minutes after having gotten underway, the ship was making speeds up to 6.8 knots, and everything was going smoothly. The pilot released the escort tug, and the pilot and master ordered that maneuvering control (bow thruster, main propulsion engine control, and steering) be transferred from the port bridge wing to the main control station on the bridge. The chief officer pressed the button to activate the controls on the bridge. The pilot then gave a command for starboard 10, and the helmsman confirmed adjusting the rudder. Sensing the vessel was not turning at the expected rate, the pilot ordered starboard 20 and then hard to starboard. It was then that the chief officer realized the indicator light on the main control station had gone off and tried pressing it several times to reengage the controls. The rudder indicator was showing a hard port position of 30 degrees. The master then switched the vessel’s steering to emergency override mode and got the rudder back to 30 degrees starboard. The pilot also ordered full astern, and the master then put the bow thruster to 100 percent starboard thrust. However, it was too late, and they hit the docked bulker. The investigators were unable to replicate the failure, but working with the system manufacturer determined that a component failure had caused the system to fail. The company’s investigation found the rubber on the joystick (tiller) had invisible cracks that let moisture into the control unit, which contributed to the loss of the electrical signal. The shipping company, on advice from the manufacturer, changed the bridge wing steering control tillers, the “in command” push buttons, and the main power supply transformer. They made the same changes on two other vessels with similar control systems. According to the report the primary cause was the equipment failure. However, they also noted a stressful situation with short reaction time due to the vessel being in the confines of the port. The NTSB noted that the crew had gone through training and regular drills, but recommended further training, saying that the delayed response from the ship’s crew to implement the emergency steering procedure from the bridge contributed to the vessel striking the docked bulker. The steering gear manufacturer also issued a safety bulletin. It highlighted incidents with systems manufactured between 2002 and 2009, noting that they had malfunctioned due to a weakness with the protective rubber and the micro switches. The bulletin said the consequence of the failing micro switches could lead to unintended rudder movement.

The 'A Fervenza', based in the port of Celeiro and with two crew members on board, sank while fishing north of Cape Vilán on the morning of Aug 29, 2025. The fishermen were rescued by the m/v 'Zeus' of Camell, which was in the area. After receiving the radio beacon alert, Salvamento Marítimo had notified the fishing vessel, which working nearby and dispatched the 'Salvamar Altair' and the SAR helicopter Helimer 402 to the area. The castaways were then transferred to the port of Camariñas aboard the 'Salvamar Altair', where they arrived safe and sound at noon. Previously, the crew of the 'Salvamar Altair' had mechanically dispersed the contaminated debris from the sinking of the fishing vessel. A little more than one year ago, the ship, with a crew of three on board, had got a line wrapped around its propeller near Arou Beach (Camelle) on July 5, 2024. The CCS Fisterra of Salvamento Marítimo instructed the crew to anchor to prevent a grounding and mobilized the SAR boat 'Salvamar Altair', which towed the vessel to Camariñas. Report with photos: https://x.com/salvamentogob/status/1809213687258927475

The National Transportation Safety Board concluded in an investigation into an allision in the Houston Ship Channel on Aug 25, 2023. The 'BBC Africa' was departing Houston, Texas, on that day, when the vessel suddenly lost steering control and veered off course, striking the docked bulk carrier 'Common Faith' (IMO: 9610092), which was berthed at the Anderson Grain Terminal in Houston. The post ballast tank of the vessel was punctured, along with damage to the shell plating, which cost a total of $467,000 to repair. The 'BBC Africa' suffered damage to its bulbous bow, hull, and shell plating and forward bulwarks, costing $700,000 to repair. There were no injuries or pollution reported from the incident. The NTSB reconstructed the events using AIS data and crew interviews. The 'BBC Africa'’s VDR was not functioning, but the vessel had permission to sail while repairs were being arranged. On the morning of Aug 25, pre-departure testing of the system on the 'BBC Africa' showed no problems. The 2nd officer tested the steering gear, checked rudder movements, and ran the steering gear pumps, while engineers also completed a pre-departure checklist. The master also tested steering from the port bridge wing and told the pilot aboard that everything was “in good working order.” About 10 minutes after having gotten underway, the ship was making speeds up to 6.8 knots, and everything was going smoothly. The pilot released the escort tug, and the pilot and master ordered that maneuvering control (bow thruster, main propulsion engine control, and steering) be transferred from the port bridge wing to the main control station on the bridge. The chief officer pressed the button to activate the controls on the bridge. The pilot then gave a command for starboard 10, and the helmsman confirmed adjusting the rudder. Sensing the vessel was not turning at the expected rate, the pilot ordered starboard 20 and then hard to starboard. It was then that the chief officer realized the indicator light on the main control station had gone off and tried pressing it several times to reengage the controls. The rudder indicator was showing a hard port position of 30 degrees. The master then switched the vessel’s steering to emergency override mode and got the rudder back to 30 degrees starboard. The pilot also ordered full astern, and the master then put the bow thruster to 100 percent starboard thrust. However, it was too late, and they hit the docked bulker. The investigators were unable to replicate the failure, but working with the system manufacturer determined that a component failure had caused the system to fail. The company’s investigation found the rubber on the joystick (tiller) had invisible cracks that let moisture into the control unit, which contributed to the loss of the electrical signal. The shipping company, on advice from the manufacturer, changed the bridge wing steering control tillers, the “in command” push buttons, and the main power supply transformer. They made the same changes on two other vessels with similar control systems. According to the report the primary cause was the equipment failure. However, they also noted a stressful situation with short reaction time due to the vessel being in the confines of the port. The NTSB noted that the crew had gone through training and regular drills, but recommended further training, saying that the delayed response from the ship’s crew to implement the emergency steering procedure from the bridge contributed to the vessel striking the docked bulker. The steering gear manufacturer also issued a safety bulletin. It highlighted incidents with systems manufactured between 2002 and 2009, noting that they had malfunctioned due to a weakness with the protective rubber and the micro switches. The bulletin said the consequence of the failing micro switches could lead to unintended rudder movement.

The 'Donald M. James' has berthed in Brest on Aug 25. The ship, which was suffering from a problem with its rudder blade, has been waiting in the German port since March 11. It took more than five months to set sail for a suitable port, Setubal, where it is expected to be repaired by the Lisnave shipyard. Taken over on Aug 19 by the 'Abeille Horizon', the vessel was moored at repair dock number four of the commercial port in Brest where it was received by the AMB agency. It was expected to set sail, once again under tow of the 'Abeille Horizon', when the weather is favourable. It remained stationary as of Aug 29. https://www.letelegramme.fr/finistere/brest-29200/port-de-commerce/immobilise-depuis-plus-de-cinq-mois-apres-une-avarie-de-gouvernail-le-donald-m-james-est-arrive-a-brest-6877964.php

A report from the Maritime Administrative Summary Investigation (ISAM) revealed on Aug 28 a key contact among the crew of the 'Cobra', on the same day that the seven fishermen from the 'Bruma' disappeared, on March 30 in the Coronel, Biobío Region. A communication via VHF was recorded between the two captains. In the conversation, they exchanged information about the fishing situation in their areas. But, at one point, from the 'Cobra' it is heard: “Voy a acercarme”, and minutes later, “Donde estás tú me marca una hu… larga. Voy a pasar encima de esa hu… a ver qué me marca”, and finally: Let's turn on the lights and put spotlights on. Representative Roberto Celedón (from the Frente Amplio party), a member of the Special Investigative Commission, described the recordings as "extraordinarily serious and shocking" and warned that "we are facing a very serious crime, such as homicide, and the responsibility lies not only with the captain, but also with those who concealed this information from the outset." Celedón accused the Public Prosecutor's Office of inaction, demanded the formalization of the investigation, and affirmed that Blumar executives must be held criminally accountable and barred from all fishing concessions. Representative María Candelaria Acevedo (PC), also a member of the Special Investigative Commission, stated that the audio recordings confirmed the responsibility of the 'Cobra's captain. "This background confirms the thesis put forward by both the Bruma Case Commission and the victims' families, who are absolutely certain that there was malice aforethought and responsibility on the part of the captain and his crew-§. The parliamentarian demanded that the facts be clarified so that "there is truth and justice for the families." The lawyer for the 'Cobra' crew members announced a complaint for breach of confidentiality following the information leak snd emphasized that "this investigation is secret and remains open" and stressed that the radio communications occurred "at a different time and several kilometers from the collision between the two vessels," and were related to fishing spots and unrelated to the collision. He added that the WhatsApp messages corresponded to crew members who were not in the cockpit and were explained to the Public Prosecutor's Office. Finally, he insisted that the important thing is to establish responsibility for the cause of the collision, reviewing compliance with regulatory measures to prevent collisions, which the Bruma crew reportedly failed to observe. The judicial and administrative investigation continues.