Accident Report Identifies Safety Procedure Failures as Cause of Greenock Tug Crew Fatalities

An accident report has concluded that a “breakdown” in safety procedures was the cause of the deaths of two men when a tugboat overturned on the Clyde close to Greenock. George Taft, aged 65, and Ian Catterson, aged 73, lost their lives by drowning in February of the previous year after the MV Biter capsized during its operation to assist the small cruise ship Hebridean Princess. The Marine Accident Investigation Branch (MAIB) indicated that the vessel’s speed was the near-certain reason for the rupture of an “essential” safety rope. The investigation identified fourteen safety issues as direct contributors to the incident, among them a lack of “shared understanding” regarding the operational plan between the two vessels. Andrew Moll, who serves as the chief inspector of Marine Accidents, characterized the event as a “cruel lesson of how rapidly things can go dreadfully wrong”. He further stated: “In less than 10 seconds the tug capsized, and two experienced seafarers lost their lives, because of a breakdown of the systems that should have kept them safe.” Clyde Marine Services, the proprietor of the tug, has received directives to re-evaluate its safety management system and risk assessments, and to implement a recognized training program for tug masters. Additionally, the port operator Clydeport has been instructed to arrange an independent assessment of the training provided to its ship pilots. According to the MAIB report, the MV Biter, along with another tug, was providing assistance to the Hebridean Princess at Custom House Quay when instructions were given for it to operate astern of the vessel. The report determined that the ship’s speed surpassed industry recommendations as the MV Biter commenced its maneuver behind the Hebridean Princess. Furthermore, the strain on the tug’s towlines was observed to be between two and five times greater than the speed range advised by Clydeport. This resulted in the transfer of a “significant load,” which was “almost certainly” a contributing element to the vessel’s capsizing. The MAIB additionally discovered that an open hatch “compromised” the tug’s watertight integrity, thereby reducing the crew’s prospects of survival. Mr. Moll further commented: “Small conventional tugs remain an essential part of UK port operations. “However, the vulnerabilities of these vessels must be understood by those that operate and control them.“Harbour authorities, ship and tug masters, and pilots should collectively own this risk.” The MAIB stated that the velocity of the Hebridean Princess imposed an excessive load on the MV Biter’s gob rope—a component designed to secure the towline and avert capsizing—leading to its breakage. The report also emphasized that the master of the cruise ship and the tug masters did not possess a “shared understanding” of the operational plan devised by the Clydeport pilot, who was in control of the Hebridean Princess at that moment. It remained ambiguous whether any individual comprehended the “extreme risks” linked to the MV Biter’s maneuver positioned behind the cruise ship. The investigation revealed that the pilot had no prior experience working with tugs akin to the Biter and “did not understand” the tug’s intended actions during the maneuver. The absence of a discussion regarding the plan resulted in no one questioning his decisions. Andrew Watterson, a professor specializing in occupational and environmental health at Stirling University, informed BBC Scotland News that there were ” very big lessons to be learned” for both tug boat owners and port authorities. He further remarked: “The report raises important questions about training, communication, supervision and so on.” The capsizing initiated a significant search operation for Mr. Taft, who was from Greenock, and Mr. Catterson, aged 73, from Millport, on February 24 of the previous year. Their remains were located in the Clyde one day following the event. Stuart McMillan, the Greenock and Inverclyde MSP, stated that Clydeport and Clyde Marine bore a “moral obligation” to implement the conclusions of the report. Clyde Marine Services indicated that it would require time to “review and consider” the MAIB report. A spokesperson affirmed: “Our thoughts remain with the families affected and Clyde Marine Services will continue to cooperate fully with ongoing official investigations.” Clydeport announced its intention to examine the recommendations “in detail”. Jim McSporran, the port director, further expressed: “Our deepest sympathy goes to the families, friends and colleagues of the two men who died in this tragic incident. “The health, safety and the welfare of our employees and the third parties we work with is, and always will be, our number one priority.”