Collision between Verity and Polsie in the North Sea | Verity Sunk with 1 Dead and 4 Missing

[@jhon15487]

Iona crew here we rescue 1 person but is already dead. We conduct rescue operation till 3 or 4 in the afternoon before continue our voyage.

[@wgowshipping]

Thanks for the info and for your service. Pleade pass on my respect to the crew.

[@saltyroe3179]

Thank you Iona for doing the right thing. 😢

[@jhon15487]

@@saltyroe3179 and some other ship and helicopter doing search and rescue op that area. I dont know if they found another missing crew . Hoping that they are alive.

[@maxasaurus3008]

Hey Jhon15487, Thank You, safe travels.❤

[@jhon15487]

@@maxasaurus3008 thanks mate

[@joss.4462]

I am Chief Mate on an almost identical ship to the Verity that sails under the German flag and know the conditions in the German Bight very well. It is one of the busiest sea areas in the world. The collision occurred in a traffic separation area called "German Bight VTS" or as we Germans jokingly call it "North Sea Autobahn". The Veriry came from the Jade / Weser river system and headed north. To do this, she has to drive on a specified one-way path that crosses the VTS German Bight at a right angle. This crossing is north of the island of Spiekeroog. This crossing of the one-way path is usually very difficult... as there is usually a lot of east-west traffic. For a coaster like the Verity, which actually only sails in these waters and not intercontinental. Is it normal to hold an extremely small CPA for a long time and to sail very close behind the stern of a west or east going ship? Otherwise you sometimes have no other option to cross the one-way path at this intersection. This is usually very strange for watch officers on large ships; I have often had almost panicked radio calls because my colleagues are told that a CPA less than 0.8 nautical miles must not be allowed. Even if I pass her completely safely at her stern for her ship. The next point that could be a reason why radio communication could not be made possible is that ships from Hamburg have to change the radio channel 4 to 5 times before reaching the VTS German Bight. Ships from Bremen almost a dozen times. In addition, the ship-to-ship radio channel on the Weser is not channel 16 but channel 6. For example, if the Verity only had two VHF radios, one with channel 6 on and the other with 82 for German Bight Traffic... it would not have heard calls on channel 16. Many ships that only occasionally sail through German waters are also not familiar with the fact that call radio traffic is usually handled on the traffic channel so that the traffic center can listen in on agreements. The German Bight is an extremely demanding body of water that requires a lot of attention.

[@wgowshipping]

Joss...thank you for this excellent insight. I sailed into Hamburg a few times and I had forgotten about the VHF issues to cover all the stations. You are also exactly right about smaller ships and small CPAs which scare larger ships to death. Thanks again for your insight and contributing to the discussion.

[@michaelfinger6303]

A blessing people that know what they talk about are still in the internet...

[@staceyalbright3323]

Correct it's very busy area .what caused this is incompetent crews on board not being on bridge watches there was enough room for this vessels to pass safely sheer bloody shoddy seamanship with I'll trained crews philipinos or Indians .not British as we are great sailors highly trained to good standard .

[@staceyalbright3323]

Sheer stupidity lousy seamanship

[@davidlockwood9192]

Having sailed on small tankers in that region, often only “2 mate ships” with small crews I know the region well. As master I had standing orders of CPA of crossing ahead no less than 1nm, passing astern no less than 0.5nm. Small bulkers like the Verity likely to only have a Master and Chief Officer as deck officers so likely working 6hrs on and 6hrs off. Sadly I think that we will see that fatigue management (or lack of it) combined with minimum manning is a main contributing factor to the accident. Calm seas and fair winds fellow sailors.

[@Sven_Okas1967]

The operation of diving at the wreck of the "Verity" was aborted after about 90 minutes because the current was too strong. The visibility at the wreck was only about 50 cm. The whole thing is from a press conference of the German Society for the Rescue of Shipwrecked Persons (DGzRS), which is involved in the rescue and search. the wreck lies at a depth of about 30 meters at the bottom of the North Sea. Greetings from Berlin/ Germany. Sven

[@tomriley5790]

Strong current can make it difficult but to be fair 50cm viz in the North Sea is pretty standard.

[@Don.Challenger]

@@tomriley5790 Beneath the surface that is, I expect.

[@FUBAR666]

Thanks for your knowledge

[@staceyalbright3323]

Thanks that ship can be dived on 30metres not to deep to recover what's needed but the current is big problem to deal with big risk to air divers or trimix .what's needed is a diving support vessel to survey first assess with rov underwater vechicle .but current still problem .I spent a long time on diving vessels all over world on many wrecks the most dangerous was the Russian nuclear submarine kursk of Norwegian coast .2001 but we recovered it many problems on the project weather being a major problem Bering sea so unpredictable .that was a t depth of 96 metres

[@kaybee5150]

Thanks for that explanation. I used to be in the British Merchant Navy my self. We had a very near miss one night sailing the North sea around about the same area in '73. I was lookout on the 4-8 watch. It was dark blowing about force 5 or 6, when I just caught a sight of a very small white light 2 points on the port bow. It was if someone had turned on a flashlight on and off. If I was looking to starboard I'm sure I wouldn't have seen it. I reported it straight away as you do. After a minute or so, the chief came out with his binoculars asking me if I was sure if I had seen anything, as nothing was showing on the radar, of course, I said I was. He came out twice more to 'make sure'. After a few seconds looking through his binoculars for the 3rd time he shouted 'hard a starboard'. This 'vessel' was right on top of us, we had just missed it. I'm still not sure what it was, I assumed it was a coastal barge of some sort. What ever it was, it was damned lucky not to get rammed. Looking back on this incident, I feel I should have got at least a 'well done' for seeing that light as it hadn't shown up on the radar. But I guess the chief thought I was only doing my job. Which I was, I suppose.

[@Rammstein56]

Well done you probably saved the entire crew❤

[@davidlockwood9192]

Having sailed on small tankers in that region, often only “2 mate ships” with small crews I know the region well. As master I had standing orders of CPA of crossing ahead no less than 1nm, passing astern no less than 0.5nm. Small bulkers like the Verity likely to only have a Master and Chief Officer as deck officers so likely working 6hrs on and 6hrs off. Sadly I think that we will see that fatigue management (or lack of it) combined with minimum manning is a main contributing factor to the accident. Calm seas and fair winds fellow sailors.

[@kp6215]

That's what I said Capitalism harms life because profit before lives.

[@Foxxnioxx]

@@kp6215 Ah yes, because you wouldn't be worked twice as hard for zero pay as a slave of a communist dictatorship......Oh, wait.

[@michaelbee2165]

​​@@kp6215 🙄 This hasn't got a thing to do with politics. Small ship, small crew. Btw, communism has caused more deaths than fascism and capitalism combined.

[@Ally-Oop]

Brick Immortar just released a video about a ship collision in Tampa in 1980. Minute by minute details via the NTSB report of inattentive crew, lackluster safety equipment, whistle blasts, running lights and ship passing protocols. Crazy to hear that 43 years later ships still get into these situations.

[@DaHitch]

I though right of that same video when I heard of this event and what happened.

[@zaptor1514]

We still have humans operating ships hence errors and accidents.

[@aspiceronni4462]

The Blackthorn? Great video.

[@craigkdillon]

People don't change. Car accidents occur today for the same reasons they did 100 years ago.

[@petdemrabbits5103]

I just watched that video yesterday and thought of it when I saw this.

[@yhfsywfit]

Sal, thanks for covering this story in a timely and professional manner. It looks like an unnecessary tragedy that all seafarers can learn from.

[@Yutani_Crayven]

This stuff happens all the time, and it keeps happening. Unfortunately, negligence and recklessness are never un-learned.

[@jamesgraham6122]

I know this area quite well from my sea-going days and being a Brit. The conditions out there this morning were not good.. 20+ kts of wind, sea temp apx 12 deg..It always saddens me to learn of these events, anyone who's spent time at sea knows, the sea is not your friend.

[@callsigndd9ls897]

I also know this from my sailing days (back then without AIS and GPS) when you have to cross a sea route at night. A bank of navigation lights is approaching starboard and port, and I'm right in the middle of it. The pulse increases and red stress spots on the face are normal. Port side: I see two slightly offset white lights and one red light... ok, this bucket passes aft, but on the next one I see two lights one above the other and red and green lights... oh, oh...

[@Carter-rd9vs]

Mother nature is nobodies friend

[@themerchantofengland]

​@callsigndd9ls897 truly stressful at times, I'm looking to proceed with master tickets in the next year, but I do worry at times and doubt myself, I suppose that comes with the job. Cheers.

[@seanworkman431]

Old man sea is not your enemy either.

[@muzmason3064]

I was on Roughs Tower for about 4 months in the late 80's, I saw everything from flat calm and fog to 15m waves and hail stones that will kill during that time. There is no mastering the sea just luck as she is the boss.

[@HEDGE1011]

Thank you Sal. I’m a longtime viewer but never comment as there are so many more knowledgeable people here, but I thought I’d mention I’ve been an airline pilot for 33 years now and was a USAF pilot before that. In initial USAF pilot training the exact same “constant bearing, decreasing range” mantra was emphasized in slightly different terms (if you saw another plane in the same spot in the canopy and it’s getting bigger, you are going to collide). Of course we have another dimension to work with to extricate ourselves from danger (though at 500 knots things happen much faster). I really appreciate your channel and wisdom as there’s a lot of parallel safety lessons between our professions.

[@FreeRadicalX]

This scenario sounds like the shipping equivalent of two people trying to step out of each other's way but repeatedly picking the same direction at the same time. So tragic!

[@danielswift1160]

Best comment so far!

[@Yutani_Crayven]

Only made possible due to lack of communication.

[@Tuck31r]

its stupid not tragic . they f..d up badly

[@boatman222345]

@@Tuck31rInternational Rules of The Road require the "stand on" vessel to maintain course and speed to avoid this "which way is he going to turn" sort of situation. This rule is suspended when necessary to avoid imminent collision at which point the "stand on" vessel is required to turn to starboard. I can't help but wonder if the "my ship is bigger than your ship so keep out of my way" situation developed here? Sad and needless loss of life!

[@NicolaW72]

Yes, indeed.

[@alexandermonro6768]

Sadly, this looks like an almost classic textbook example of a "Radar Assisted Collision", that I first learned of around 50 years ago. Shame that this can still happen, though fortunately it does seem to be quite rare.

[@wgowshipping]

I was thinking the same thing Alex.

[@michaelpatrick6485]

@@wgowshipping A few years ago I participated in a US Navy event where one of the challenge tracks was 'Collision Avoidance'. One of the very cool aspects was they had Navy crew rotate and visit with each team to answer any questions - I had basically three, what was the closest call you ever had on the bridge, and why do these events still happen when a military vessel has a suite of sensor systems that can see hundreds of miles from the surface to space, and what is and has been the best sensor suite. The answers to first were bone chilling, the second was a litany of every possible way a radar signal return can be masked, disrupted, give false ranging, and the answer to the third was unanimous: "The Mark One human eyeball and ears of a posted outside watch, constant situational chatter on the bridge, and instinctive invocation of the Col Regs maneuvers applicable in an unfolding situation in the operating area.". Highly recommend the amazing 1947 "Collision Prevention" by Lott and Davis Newton Lott, and the story of it's creation during WW II and gigantic convoys and fleets manned by inexperienced crews.

[@obiwankenobi9139]

How about AIS asisted collision for a change .??

[@douglasfur3808]

Yes it is weird hitting the "like button" for this but I appreciate your reporting this incident and doing it respectfully to those lost.

[@fredfarnackle5455]

Oh boy... As an ex-merchant navy engineer I feel for the crews of both ships. I have been on ships in the 60's that have had to go to the aid of collisions, strandings and wrecks, makes you thank your lucky stars you are on a ship that's well handled and where everybody is alert. RIP the missing crew members.

[@seamusg8911]

From the UK. Very well explained sequence of events. So sad some of the crew were lost.

[@Billytomtom18]

Hi Sal, Thanks for Your Service. 2 of my Uncles were Merchant Mariners during WW2. My Uncle’s were on Salvage Divers to either salvage a Liberty Ship or drag it off the Atlantic Shelf. One of my Uncle’s moved to California and stayed a Merchant Sailor out to sea for sometimes a year or two, in the early 60’s. He is his later years with my Aunt saying that your gone to long, but there was no Alaska pipeline yet, so he was only gone for a few weeks. My other Uncle made a very cool fish tank with his Bell Helmet, seeing fish swimming around in a Diver Dan helmet looking through those Brass Grids. Being a Merchant Seaman is a great Career, traveling around the World, but you really need to understand the importance of the Ship and the mechanic’s role of being a Merchant Sailor.

[@BritishBeachcomber]

In my 16 foot fishing boat, I was in a crossing situation with a large Royal Navy ship. She saw my red light and it was amazing to see her give way, even though I was far more manoeuvrable. Had to explain it to my crew.

[@jvaneck8991]

The Royal Navy is a class act.

[@bingbong7316]

​@@jvaneck8991Hah, I knew a guy on his first dinghy trip out into Plymouth Sound, got righteous about him vs an emerging frigate. Suddenly the frigate's captain had the loudspeakers cranked up, "get out of the way, you peasant!".

[@laurenmaxell5917]

I was there just a few hours after the incident occured. There was quite dense fog in which case the burden of giving way would have been on both vessels. We assited in the search for about an hour but weren't able to be of any further assistance. Parying for the crews and their families

[@AllNighterHeider]

The way ive always remembered which side is port and which is starboard is, while on board facing the bow, port is left (both 4 letters) starboard and right both have more letters. Then the running lights, red is on port (fewer letters 3 and 4) green is on the starboard side (more letters each). If you have the mind of a hindered goldfish like me, I hope that helps you or someone you know. Thanks Sal

[@NO-GAMES]

Also Port wine is Red.😊

[@AllNighterHeider]

@@NO-GAMES I love it, both the analogy and ports

[@m.streicher8286]

I just remember that, historically, ships usually dock on the left side. So left is the port side.

[@eljanrimsa5843]

@@NO-GAMES There is white port also, delicious

[@alexandermonro6768]

​@@NO-GAMES"Even Cans of Red Port Left". That used to cover the old Lateral system of boyage too. Not sure if it still applies for the current boyage system.

[@harveystackhouse4663]

As a land lubber, I really appreciate all you have to say on all of your broadcasts. You make it easy for people like me as well as experienced sailors to understand the sea issue at hand. Thank you!

[@wgowshipping]

I appreciate that

[@yameml]

As a small vessel as the Verity ,you can also slow down your speed and turn to starboard, this is a classic example of how not to give way. loaded with steel they had no change to survive . It is for junior officers a difficult mission to put the telegraph on dead slow , but it works very good on small ships to avoid collision.

[@PRAR1966]

Glad you covered this - it takes an expert eye, and you've got 20/20 on this one, thank you.

[@jerseyjoe9393]

Very nice description! Easy to understand with just enough maritime language by a well educated marine reporter. Thank you!

[@steve1978ger]

It appears to me that Polesie's course change at 02:51 UTC simply follows the TSS, and probably wasn't made with the intention "to pass behind Verity".

[@omgsrsly]

Yes, I wanted to point that out as well. Polesie made a necessary course correction to follow the expected route (there is a small kink in the path according to the TSS chart). Verity, on the other hand, probably planned slipping behind the bigger ship without considering the sudden turn to port and instead calculated with a constant speed and heading. I'm not sure who is at fault here. Are you supposed to know in advance that the other ship is probably going to alter course or do you usually only consider the as-is state in your calculations?

[@major__kong]

You don't let it get to that point. You change course, speed, or both well ahead of time so that the miss is obvious and doesn't require a large change in either course or speed.

[@philipoakley5498]

@@major__kong In general, accident studies show that most people do end up 'letting it get to that point'. For ships and aircraft the consequences are far higher than the classic rear end shunt in cars where someone braked (adjusted course & speed) far too late. We all get complacent, some get caught out.

[@philipoakley5498]

@@major__kong We do have a false sense of security about situational awareness because our ability to see and follow a disappearing target is so much better than the detection and acquisition of an incoming threat (even when known & cued). Our tests showed that for incoming range is maybe 50% of the outgoing SA range, and there's ~4 times as much air space in the latter. so familiarity makes us too confident, given the 'big sky' scenario. The same is rather likely for ships.

[@fionaboss1512]

The Verity used to come to Teignmouth Docks in Devon regularly. It is very sad to hear this news, my condolences to the families at this terrible time 😢

[@QALibrary]

I have not seen somthing go this bad in this area in about 30+ years - collisions and scraps in the Dover Strait happen a lot more than people think and it also happened live with a TV crew in the Dover area control room with the radar track in the background

[@fakename8856]

I have. I was the ETO on board M/Y Utopia IV when we crashed into a gasoline tanker M/V Tropic Breeze at 20knots the tanker sank. Many crew were injured. Then our boat owner refused to pay the injured crews wages.

[@davidgreen7139]

Thanks for the explanation. I’m currently a passenger on the Iona and witnessed the searchlights on the water and the search and rescue operation. Sad day for everyone involved.

[@peteacher52]

I was 9 years old when the Andrea Doria/Stockholm collision took place. Both equipped with operating radar and each knew the other was there. In the aftermath, the inevitable "so it can never happen again" pronouncements. So, what has been learned in 67 years? Only that despite technology, human frailty is the same as ever.

[@karlp8484]

Five o'clock in the morning might also have been when the helmsman was shift changing to the day watch. Just one crewman on the bridge on such a small vessel? Maybe contributed to lack of situational awareness.

[@wgowshipping]

Here is the updated video, superimposed on the nautical track of the collision. You will note: 1. Both ships had entered the vessel traffic separation scheme. 2. I would call this a crossing situation, although I had one person note it may have been an overtaking situation. 3. Polesie is turning initially to head into the outbound lane and both ships met where the two VTS overlapped. 4. Note the rescue efforts taken by the ships involved. kzbin.info/www/bejne/h5PJgGVodq2Gfbs

[@jedrzejwrotynski9421]

Thank You for Your video and commentary. Well, OoW of Verity could expect both i.e. Polesie and Iona to alter their courses to port in order to follow their traffic lane. Verity course alteration to starboad was late and it apparently looks collision couldn't be avoided only by her own maneuvers at this stage and action of Polesie had been required (colreg) and in fact Polesie finaly tried to alter her course to starboad. Verity action (altering to starboard) was right and she should keep it and in the worst scenario collide with Polesie bow to bow and slide on sides perhaps she could avoid sinking (there could be also a risk of stern collision in such an action of two vessels). But altering hard to port and changing initial decision was simply suicidal like broadsiding to a battleship. We have to wait for the Court. Thanks again, I used to be OoW working for Polsteam i. e. the owner of m/s Polesie.

[@JonasAlexanderson]

The pilot stations are further inside. They had both (or just the Polesie) had the pilot disembark quite a bit earlier.

[@jedrzejwrotynski9421]

in this video it is clear Verity dropped her pilot before as You mentioned kzbin.info/www/bejne/j4C9o6OgZaarn8k @@JonasAlexanderson

[@seansean9675]

i think you need to take your original video down as so misleading on the events as to be invalid

[@Nwmariner]

Thanks Sal. This is clearly a crossing situation as neither vessel was more than 22.5 degrees abaft the beam of the other. In other words, both would have seen the sidelights of the other (and would not see a stern light). While the initial give-way responsibility was on the Verity, the Polesie very much committed the cardinal sin of altering course to port to avoid a vessel on its port side. This exact result is what Rule 17(c) is intended to prevent. Sad that there is loss of life here, but hopefully some lessons learned.

[@Bari_Khan_CEng_CMarEng]

It seems the two vessels manouvrering in that manner may indicate a classic radar assisted collision.

[@prjndigo]

why was polesi giving way? Long time ago an old man told me "don't dodge the train unless it is definitely coming at you"... Polesi dodged a train that wasn't coming for it, they may not have been at fault but they caused anyway.

[@CaptainJerry-]

All of these course changes? What ever happened to "Dead-Slow-Ahead"? If the customer wants their paid-for-merchandise ASAP, just getting to the quay to off-load safely is A.S.A.P. ... And a little story about CBDR. When I was a 17-year-old Operations Specialist, operating the surface-search radar in CIC, I spotted a contact about 20nm out. I determined that our ship was CBDR with a CPA time in about 30 minutes. It was around 0200 and the captain was up on the bridge telling sea stories to his JO's. Every 3 minutes I continued to inform the bridge of our CBDR status. Usually the report ends with, "estimated time to CPA in x-minutes at HH:mm". The captain's night orders were to have a CPA no less than 2.5nm. I could hear the bridge not paying attention to me, after all I was only 17. Finally, at 3nm of distance between us I blurted out, "estimated time to collision in 9 minutes"! All hell broke loose and was told to never again use the word "collision"!

[@dryroasted5599]

It always amazes me when two vessels in the wide open sea can manage to find one another and collide. So often, it seems to be a matter of inattention or ego. If either one had simply dropped their speed, they would have passed far apart.

[@codylapoint]

Are you kidding me? People everywhere still can't navigate a 4 way stop intersection correctly in a car, with lines and the ability to stop and steer instantly. These huge ships can't stop and they can't turn instantly. Everything is delayed significantly. You have to guess what someone you can't talk to is trying to do, when they are not doing what they are supposed to do. The larger ship in this case should have just continued its course and speed, and allowed the smaller ship to adjust around it. Instead the large ship panicked and turned straight into them and ran them over.

[@Fossillarson]

I ho to work at 4am! Well 35mph & 25mph stop LIGHT VERY WELL LIT UP INTERSECTION. 4 yr I worked our parking was 30ft off the street. I get work 15min early daily I can remember 6 different cars just colliding 😅. How ?????? And thanks for morning show 😅

[@normanboyes4983]

It is a rule of physics - two vessels at sea are naturally attracted to each other. If you have done sea time you know it.

[@brodriguez11000]

No stranger than how a backhoe always seems to find a bit of critical infrastructure and takes it out, not matter where it is.

[@brodriguez11000]

@@codylapoint Wonder if autonomous navigation would bring the same benefits to shipping?

[@Holabirdsupercluster]

Very similar to a "non-collision course collision," where the ships run into each other as a consequence of taking the evasive action in the first place

[@caroleketelsen5445]

thank you for the charts they were very helpful in understanding what happened

[@billpaine6241]

As a Navy OOD, I would maneuver early enough and broadly enough that the other ship would clearly see a change in aspect viewing my ship (at night, turning until the opposite running light was visible). Being a lot smaller and much more maneuverable than most merchies, we often took the initiative changing course even if we technically had right of way. And, of course, if there was any doubt, I’d reach for the ship-to-ship radio.

[@csjrogerson2377]

Altering course when you have the right of way can be very confusing to the others unless done early enough.

[@billpaine6241]

@@csjrogerson2377 Yes, exactly. Any such change must be done early in the encounter, while there is still plenty of time for the other ship to take notice of it.

[@yelyab1]

It happens in all waters. Boat drivers, not captains, not pilots, not trained just think they can “ set it, forget it”. Then when you blast your horns at them for not giving way they are throwing “F” bombs, one finger salutes. This is when I had a “go fast” boat and could circle the big cruiser driven by drunks without 15 minutes of training, two or three times, just enough to disrupt their whole day and disappear into a canal. I provided them a significant emotional event. Do you think they took the time to take the boating safety training? Highly unlikely. I could see the driver of the boat on the fly bridge talking to a friend, both with a drink in hand and neither looking where the boat was going. They were less than a mile from a well used freighter channel. It’s not unusual to see a small craft bounce of the side of a lake freighter. Jet skis are the worst.

[@BillRicker]

My 👍 is approving your production; i agree i dislike 👎 needing to have this content, but am glad we have you when we do need it.

[@poowg2657]

A tragic situation that reminded me of something that happened at a four way stop in Calumet Michigan back in the 70s. It involved two older ladies with one immediately ahead of me in a Chevy Caprice heading North and one to the right in a Chrysker Imerial heading West. Two big boats. They both got to the intersection at the same time so I expected the one to the right to proceed as she had the right of way. Both gestured at each other for the other one to go and both went forward a little and slammed on their brakes. More gesturing and both went forward a little and slammed on their brakes. Then as if on cue both floor boarded it and with tires sqealing plowed into each other in the middle of the intersection. Both gals got out of their smashed cars and started screaming at each other. A cop showed up a few minutes later and asked if I saw what happened but I was laughing so hard I couldn't answer the poor guy. I can easily understand how two vessels in contact with each other can collide. Much like the Andrea Doria and the Stockholm.

[@HeronPoint2021]

both of those ladies must have been Canadian: too courteous and not following protocols.

[@poowg2657]

@@HeronPoint2021 Close enough, they were Yoopers.

[@mikecasey9647]

Excellent analysis and a mind's eye - visual. Earnest thoughts and prayers, however, for the families of the missing.

[@robkunkel8833]

My bet is that Verity, in the middle of the night, did not realize that the other ship was going so fast … almost twice her speed. Had the other ship not deviate to port, Verity could have cleared her stern. My guess.

[@obiwankenobi9139]

Satellite data analytics company Spire Global reports the collision happened between approximately 4:55 UTC and 5:04 UTC. The Polesie was travelling West by Southwest at 10.7 knots (speed over ground), and the Verity was travelling North by Northwest at 11 knots (speed over ground). The Verity, Spire says, seemed to be accelerating speed just before the collision, going from 8 to 11 knots in approximately two minutes, whereas the Polesie was relatively stabler at around 10.5-11 knots, with a sudden drop in speed happening right after the collision. After the collision, Spire reports the Polesie seemed to turn around and return to the estimated collision placement, about 40-50 minutes later. The Verity seems to have stopped transmitting AIS immediately after the collision.SOURCE -Maritime Executive

[@robertwazniak9495]

From one of the posters in the comments it appears to me that the Verity was attempting to cross close immediately aft of the Polsie because of the dense traffic in this area. Seems to me to be the equivalent of a pedestrian attempting to run across a freeway. It can be done unless the driver panics and does something unexpected… then an incident occurs. It seems like the Polsie may have panicked not knowing “that is just how close we do it around here” and exasperated the situation.

[@ronlang3435]

As an officer of the deck on US Aircraft Carriers I learned very early on about burdened and privileged positions. We had standing night orders that if we CBDR with entry into the 5000yard circle that we had to notify the captain with a recommended course change. There are always 3 options that will fix the problem thus breaking CBDR, first course change, second a speed change and third all stop. It was not uncommon for a small ship to have nobody on the bridge while on Iron Mike. I have seen many times in the daytime a crewman running to the bridge to change course. At night we had no problem stopping the vessel to allow the situation to change.

[@zig_ziggy]

Polesie, as the stand-on vessel, seems to have caused the accident by changing course towards Verity who had almost certainly planned to pass close astern of Polesie to safely avoid the Iona. I've been in a similar situation myself, where your following the course of a vessel and know you'll easily pass clear, only for the vessel to change course and start heading directly towards you.

[@rogerwilco2]

The course correction might have just been to follow the route.

[@zig_ziggy]

@@rogerwilco2 True, but as Polesie was the stand-on vessel, his duty was maintain his course until the two vessels passed, or if he maintained his course, a collision became strongly imminent.

[@Soupdragon1964]

A classic collision situation that should never have happened. One of the most dangerous things a ship can do is to give up her right of way unless by agreement with the other ship. In turning to Port, Polesie made the situation much worse. Verity should have come to Starboard and passed under Polesie's stern. There was no risk of getting in the way of the passenger vessel. Were they all communicating on the VHF? Most importantly, thoughts with those sailors and their families.

[@michaelcanty4940]

No crosses mark the ocean waves. No monument of stone. No roses grow on a sailors grave. The sailor rests alone. English version No roses bloom on s sailors tomb. No lillies on an ocean wave. The only tribute is the sesgulls sweep. And the teardrops that a sweetheart weeps. German version ANON

[@JudeSarad]

I work with Faversham Ships the Operator of the Verity, and we are all shocked and saddened about this unfortunate news with our Sister Ship Verity. I also worked with Ventura and Vitality also british flagged vessels, sister ships of Verity.

[@wgowshipping]

So sorry for this accident and lose.

[@barbeonline351]

Why didn't the Polesie turn north when it accepted that the Verity was not yielding? If "decreasing range" is as much of an alarm as "constant bearing", why would the Polesie choose the choice that kept the distance close if not, as it turned out, closing FASTER?

[@TheSunseeker007]

Terrible incident and tragic for all involved ! RIP to the Sailor who died .

[@stnylan]

I hope we do find out what actually happened in due course. But there will be time enough for recriminiations later. Just now I will be praying for the those missing, against hope they might be found alive, and for the families and friends of those who have died. As you say not an enjoyable video, but because of the loss of life a very necessary one. Thank you.

[@seanworkman431]

I was always taught to turn to starboard to avoid a collision and if both ships had of turned to starboard the collision may have been avoided. With Polesi turning to port that confused the issue as Verity may have planned a late starboard turn to pass behind and thus avoid being in the path of the cruise ship, which I would do, cross one bow and pass behind the stern of the next. In my opinion Polesi should have maintained course and speed, however I am not sure of the timing involved and the status of communication. If no-one was on watch on Verity then that is a real problem.

[@Whatsinanameanyway13]

Thanks for your insight Sal, I hope the missing sailors can be found and rescued.

[@QemeH]

Exactly these types of collisions where both avoid to the same side and turn into each other were a big problem in aviation as well - but decades (!) ago the aviation industry implemented a collision avoidance system that doesn’t just warn of an imminent collision, but also „recommends“ pulling up for one plane and down for the other. This is one of the million safety and CRM things lacking in seafaring that is bog standard in aviation for decades. It’s high time the maritime big boys catch up.

[@philliplewis3754]

Imagine a 400 lane East/West highway and a 400 lane North/South highway and there are 3 cars and two of them hit each other and the third one had to take evasive action! It's unfathomable on land. I was hoping to hear what life saving measure's the Polesie conducted and if the ship Iona joined in the search.

[@wgowshipping]

I am doing a follow up video tomorrow.

[@Trockenlieger]

so tragic as the collision of this both ships is, looking at a nautical chart would probably be more beneficial here as Marine Traffic App only. Because I mean that the "Polsie" was in a traffic separation area and the "Verity" however crossed this area and herewith also the right of way rules would be clear, I guess. May the missing sailors find their rest in peace at sea.

[@DanielsPolitics1]

“Imm ing ham”

[@onecanmadman]

Ming ming

[@kris1983ish]

Having worked at Ming port for years, that Iffingham really did sound bad

[@buonafortuna8928]

Sal that was fascinating, particularly the rules of the road. North Sea is a dirty old dark place for something like that. Pretty grim. Poor fellas

[@KenDavies-qv3fs]

Thank you for your straight comments

[@bladebart]

I was on the Iona at that time. The ships involved couldn’t have done more and all involved done their utmost best to help. Well done to all

[@charlottebowes7666]

Good information. I have no idea about shipping, but does anyone happen to know if there was any unusual activity with cargo tankers around Hawaii when it burned? Or a random tanker popping up unexpectedly with coordinates that didn’t match the plotted course. I’m pretty sure you know where I’m going with this, but there are still missing people everywhere and the smartest way to move people off an island is with one of these. If anyone have anything that can fills the missing information, just holla 😎

[@Jedi.Toby.M]

I recall a time not that long ago where cargo ships were in a "find a US Navy ship, and ram it" phase... then and now, I find myself just shaking my head...knowing that it will happen again. It's somehow cheaper to just have a "whoops" once and awhile than change the environment for a few of these shipping lines... Another great upload! Cheers!

[@alanwardrop1777]

Very surprised your analysis makes no mention of Rule 17(c) (c) A power-driven vessel which takes action in a crossing situation in accordance with sub-paragraph (a)(ii) of this Rule to avoid collision with another power-driven vessel shall, if the circumstances of the case admit, not alter course to port for a vessel on her own port side.

[@wgowshipping]

There is a lot to cover on this and I am working on a follow up

[@swedishpsychopath8795]

In Sweden we have the Dala-horse. Feel free to check into that in an episode? We call it the hay-burner incident.

[@mrjava66]

Constant Bering , decreasing range is how a missile works. To cause or prevent a collision is kinda simple. Just don’t have a constant Bering, and you don’t hit.

[@doogssmee9742]

As an ex fisherman working in the shipping lanes of Bass Strait area of Australia, we would often see have ships not paying attention or giving way to our operations Very often our radio calls would go unanswered and as a smaller vessel would have to take our own action to avoid a collision. I think the person on watch in our cases were either off the bridge getting a coffee etc, or didnt want to do the paper work documenting a course change. In the case of these two ships colliding blind Freddie had the time to see a course change was needed with out the help of navigation aids like a radar, actually a course change to starboard early enough could have put them clear of both ships without going very far out of there way, elimination putting themselves into the situation of turning into each other at close quarters as they did in the end

[@shaun53355]

Both vessels at fault here , the Verity was the give way vessel but had an situation of having two ships running down on her starboard side. Giving way to one would of put her at risk with the other. The Polesie made an big error of turning to Port adding confusion. I used to be an officer on an ferries out of Dover, and using the engines well in advance to slow right down to clear complicated situations ahead. Which is all ok when we had 22knots to play with. Where the Verity has lot less speed which would of giving less of an change of the situation, also having the other ship on the starboard side. An real sad loss, personally I would of alter my course 90 degrees to Port well in advance.

[@beaus123]

I'm a recreational sailor - I've an adequate level of IRPCS & over the summer I had two 'close calls'. The first was a bulk carrier who was steaming at 12kts right up our stern, radioed on 16 & he said he had seen me and had already changed course. The second was a trawler who wasn't on AIS but had his nav lights on (he was 2nm or so out) and we just changed course to go behind him. Proper watches & staying vigilant, especially at night saves lives. I'm not a professional & I don't know the full details so I can't pass judgement but this stuff should not happen in 2023.

[@robertewalt7789]

We learned in sailing school - stay out of the way of working ships and boats. I know, sail is supposed to have right of way over powered, but not in this case.

[@saltyroe3179]

​@@robertewalt7789we sailboats have right of way, but taking that right can and does get us killed.

[@beaus123]

@@robertewalt7789 Completely agree, however if we weren't paying attention things would have ended differently

[@kschleic9053]

Enjoyed? No. Found extremely informative: absolutely. Thanks for reporting on this.

[@kd0r]

Questions come to mind: 1. Obviously Verity did not take timely action. Why not. [I know you don't know the answer to these questions.] 2. Polsie turned to port!!!! My training said DON'T DO THAT, unless you've talked to the other vessel. Why did she turn to port? 3. Verity then turned to port as well. WHY? Without doing the MoBoaard it looks like Polisie had open sea to starboard and that a turn to starboard would have cleared the situation. The OOD would have been mad as a hatter, but everyone would have been safe. Sal, thanks for the review. David

[@terjeoseberg990]

Exactly! There needs to be rules that determine which way each ship would turn so that both would have simultaneously tried to pass behind the other.

[@davidlockwood9192]

@@terjeoseberg990 there are rules, which are pretty clear (COLREGS) The Verity should have altered course, early, to pass astern of the Polsie. If OOW on the Polsie didn’t think that the Verity was making sufficient action, even though Polsie was the “stand on vessel”, it was also their duty to take avoidance- by turning to starboard and taking a round turn. Should never turn towards the vessel….

[@terjeoseberg990]

@@davidlockwood9192, Doesn’t the vessel behind Polsie prevent Verity from passing astern of Polsie? Had there been no vessel there, then I agree that this would/should be the proper course of action. But when there’s a vessel following behind the stand-on vessel, it seems this shouldn’t be the case.

[@Xsh755]

Thank you for explaining and for being professional, fact based, and interesting as always.

[@MrPLC999]

It's 2023 and ships are still taking souls to the bottom, planes are still falling out of the sky, trains are derailing and crashing into big rigs, 75 car pile ups in fog on the freeway, massive buildings catch fire and collapse, so on and so on and so on. It doesn't really seem like there's much hope for technology to solve any of these problems any time in the near (or distant) future. Am I right?

[@ciaranflanagan-g9q]

As there is loss of life its my personal view that we should wait for the MAIB investigation to pass judgement as Master Mariner (retired) at this moment I find making any judgemental opinion uncomfortable.

[@wgowshipping]

I am very careful in not appropriating blame but trying to merely provide co text and background to the situation. I do discuss what is known based on the AIS track and Rules of the Road, but we will not know the complete facts until the VDR are examined and the MAIB is completed. But this may take a year and I do want to highlight the risk and danger that mariners face everyday in maintaining the global supplychain.

[@davidpnewton]

No.This is a sufficiently obvious case that conclusions can be drawn right away. The crew of the smaller ship were negligent. It's that simple. They bear most of the responsibility for the collision. There likely is some responsibility with the larger ship as well. It's exactly how much was down to each ship which is one of the things that an enquiry will determine. That a majority of the fault is with the smaller vessel is simple, obvious fact.

[@ciaranflanagan-g9q]

@@wgowshipping Its not against you Sal your videos are first class informative gives good insight into the shipping world so keep it up, Much appreciated you responded as its just my opinion and I respect everybody opinion, take care.

[@terjeoseberg990]

@@wgowshipping, The blame should be placed on those who make the rules. Why aren’t there rules in place that would have made sure that both captains would have taken opposite choices rather than the same choices? Had one tried to pass in front of the other and the other to pass behind, then this collision would not have occurred. Those who make the rules should have thought of this years ago, and the rules should already be in place.

[@terjeoseberg990]

@@davidpnewton, Wrong. Whoever is in charge of making the rules is to blame. This collision is the result of insufficient rules.

[@neiloflongbeck5705]

Whilst there is a place in England called Effingham it is not where the Verity was bound, that was Immingham. Effingham is a small village close to Dorking in the county of Surrey. Immingham on the other hand us a large port on the southern side of the Humber estuary in Lincolnshire.

[@mekosmowski]

Would a side-swipe be less harmful? If the extremis give-way was in the opposite direction (if Polesie had turned starboard) would that have been less catastrophic?

[@robertf3479]

I'm with you Sal, I DO NOT enjoy hearing about fatal collisions at sea. With multi thousand-ton mass ships even a relatively minor "fender bender" can easily injure and kill and this one wasn't "minor" in any sense of the word and should have been preventable.

[@jono_young]

So very sad! Appreciate the coverage you have done ✌️➕❤️

[@maxmoore9955]

Seems unbelievable to me with Radar on ships and shore and GPS that two modern vessels can collide . ?

[@mikko3d]

It would be interesting to hear your take on the Baltic connector gas pipeline incident in the Baltic sea, now that a Chinese cargo ship is suspected to have caused it.

[@gunnar6674]

I think that's coming right up, unless Sal is waiting for further developments.

[@wouterke9871]

Sub brief already confirmed Chinese ship manouvring over it

[@mikko3d]

Yep, and the anchor was found on the sea floor.@@wouterke9871

[@tinaforbes1059]

I'm surprised nobody blame Putin or Trump for the collision .

[@gunnar6674]

@@tinaforbes1059 Is that because you don't believe in what Putin has done? The childen he's kidnapped? The people he's killed? Is that why you bring it up?

[@csapoadrian]

On the sea there is no give way vessel, also size doesn't matter. Per the collision regulations, there is a stand on vessel, which has to maintain the bearing and the other vessel has to turn to starboard. I don't have the exact coordinates, but there are traffic separation schemes in this area which could complicate the situation. The first turn of Polesie might be because of the scheme, then Verity altered course to the correct direction, however probably should have turned more to starboard. Then Polesie looks like it was chasing Verity to crash into it.

[@deansawich6250]

Thanks. Sad. So preventable. 😢

[@wayneroyal3137]

Fantastic breakdown, hard to believe that these things can still but does illustrate that even with the modern systems in place it’s all about seamanship. Sad for the lost crewman, Thank you for the video.

[@4ntig3n]

Thank you for this video. It is truly a sad day.

[@RickS-x8i]

take a look at a navigation chart. I guess Polesie was altering course to enter the german bight tss instand of altering course to prevent a collision. Yes it's true that Verity have to make way for the polesie which is coming from starboard, but the Polesie also have to maintain course and speed and for sure not altering course to port. But hé, need to follow the course line...

[@wgowshipping]

Here is a better video on the accident. kzbin.info/www/bejne/qKqsen2DhtGAobM

[@MrMikeydrum]

Im sure a lot will be learned from this encounter, looks like panic and confusion in the last moments before collision from both vessels, all the tools of AIS, Radar, Colregs, Lights, Radio couldnt stop this, lets hope a comprehensive report is generated so other mariners can learn from it.

[@obiwankenobi9139]

well said . They have all the toys to play with and a very "light" traffic around .To your list let me add in availability of VTS assistance .

[@jimmcminn2342]

I’m not a mariner, I do understand Verity was supposed to give way, but why would Polsie turn towards Verity shortening the amount of time to avoid a collision?

[@djcwilso]

Just a point about everyone saying why not use VHF to call each other. I've seen multiple accident reports from collisions which have blamed VHF. Colregs are quite clear about action to be taken and vhf shouldn't be used for collision avoidance. I can't understand why the verity put herself in that situation because even if she was planning to pass the stern of the Polsie she would be in danger from the Iona. She should of slowed and made a large correction early on so that her intentions were clear, the fact that she didn't do this would imply there was lack of situational awareness on the bridge (We all know the reality of rest hours being on paper only!!) The Polsie then turning to port made things a lot worse because then she was turning infront of the Iona also (Possibly panic on their bridge) If both verity and Polsie had taken a turn to STB they would have avoided each other. When collisions become imminent its up to both vessels to make avoiding action regardless of who's right of way it is.

[@dalel3608]

Wonder what was going through the Captain of the Iona head watching this go down.

[@robertbennett6697]

Can you plot out what would have happened if neither vessel had taken any action? Early in my career as a marine engineer, a mate told me that the chance of two vessels on a possible collision course while as far away as initially shown actually colliding was infinitesimal until avoidance measures were introduced.

[@cwk19]

Thank you for covering this very sad incident. Hopefully you will do a follow up video when more information is available?

[@testtor2714]

Ignoring problems doesn't help. Take action as soon as possible and life will be good.

[@ArghansMordonMarghek]

If the crew on watch on the verity, had’ve been paying attention earlier on, then the safest action, would’ve been to throttle back a bit, to allow the danger from the starboard side, to get in front of them, instead of turning to starboard, especially if they had a massive turning circle, which many cargo boats/ships do have, and being fairly clear astern……

[@CaptainAndy99]

Thank you, a good explanation.

[@tanagra2]

If to Starboard red light appears it is your duty to keep clear. God bless them

[@NicolaW72]

Thank you very much for explaining what happened here! It made Big News in Germany. Unfortunately none of the missing Sailor could be rescued.

[@RARDingo]

How on earth were they not keeping sufficient watch? You'd think in that situation there would be at least 2. Was no one watching the radar?

[@saltyroe3179]

Probably no one

[@SteamCrane]

Could the single hull hold so close to the water line be a factor in the sinking?

[@JonasAlexanderson]

Look at the old accident between Andrea Doria and Stockholm. That was the first "radar assisted" collision that in some ways was similar. What was the the visibility at the time? The Verity may not have had an electronic chart, or one not connected to the AIS so the collision avoidance was probably done by radar. As the bearing to Polsie was not changing for Verity (as they changed course to port), it almost like the old collision where Andrea Doria sank. 03:00 is also the watch for the least experienced officer and on some ships they are, sometimes, not allowed to reduce the speed by the captain. Many times reduction of speed is the best way to avoid an accident.

[@extremeweatherevents7013]

Looks like the wind was East BF 6-7 with showers and some reduced visibility at the time

[@businesstoday8087]

Should be no problem for all parties involved, because of AIS and radar. Sometimes maneuvering is a problem for small ships with limited engine power.

[@commercialbreak8290]

Tks for your clear explanations. MV Polsie should have alter course to stb at one point to avoid the collision even if she was the stand on vessel. I also learned to not working out collision avoidance by VHF ! It’s not part of the ROR even if it’s a usual habits between merchants vessels. AIS is not mentioned neither in the ROR and it must be used just to confirm the radar data. Radar is the only electronical navigation aid means to be used for collision avoidance.

[@benwilliams1396]

Fantastic video as always! I hate to be that guy but from east yorkshire i can say "iffingham" is pronounced "imm-ing-um"