This collision is an interesting example of lack of communication,
both between the vessels and the VTS (Vessel Traffic Control System).
The Orapin Global was westbound in ballast.
The Evoikos was eastbound loaded but her destination was Singapore,
which meant she had to cross the westbound lane
to pick up the Singapore mooring pilot.
Both ships were under the control of the Singapore VTS.
At this point, the westbound (north) lane is 600 m wide,
then there is a 200 m wide buffer zone,
and the eastbound deep water lane is 700 m wide.
Since these ships are more than 200 m long,
it is very tight quarters.
At 2041, the VTS warned the Orapin Global
that she was in the buffer zone.
The OG acknowledged saying she was overtaking a slower ship
and, as soon as she passed,
she would come back to starboard to get fully in her lane.
Meanwhile the Evoikos is looking for a break in the traffic
to turn to port and cross the westbound lane to get to the pilot boarding station.
It was night with visibility of 5 miles.
With the OG's jog to port,
it looks to the Evoikos' ARPA (automatic radar plotting system)
that she can pass in front of the OG.
(The ARPA shows the closest point of approach of other ships,
provided both ships maintain present course and speed).
At 2046, the VTS warned the Orapin Global of risk of collision
with the Enoikos, but does not tell the OG the Evoikos's destination.
At 2048, the VTS warns the Evoikos of risk of collision with the the OG.
Both ships go hard to starboard to try to get back to a port to port passing.
But at this point this is the wrong thing to do.
At 2054, the ships collide.
At no point did the two ships talk to each other.
Nor did the VTS tell either ship what the other was trying to do.
It reminds you a little of the Oregon Standard/Arizona Standard collision
25 years earlier.
It is in interesting that neither owner really contested the case;
rather they left their Captains out to dry.
Tanker owners are not famous for their loyalty to their crews,
and their lawyers undoubtedly pointed out that
attempting to put blame on Singapore in a Singapore court
wasn't going to work.
The public is left with the impression
the spill was caused by two rogue cowboys.
In hindsight, it is easy to say
that the OG should not have passed slower traffic at this point,
and that the Evoikos should not have tried to squeeze thru the apparent gap,
but the real problem is the system.
CTX could find nothing like the dispassionate UK/Australian investigation reports.
Spill volume estimates range from 25,000 to 29,000 Tons
which seems a lot from three tanks.
The Enoikos was a 1977 built, 140,000 tonner.
THe OG is a VLCC.
The damage is described as 50 m long, 10 m high,
from deck to waterline.
Looks like the angle of contact was fairly low.
They almost made it back to a port to port passing.
We need tank plan and loading plan.
OG was scrapped.
OSIR 1998-10-10 says that after this collision, Singapore changed the VTS rules.
All ships over 300 GRT are required to report in.
Further VTS will issue danger warnings to all ships
approaching any of the three precautionary zones,
that is the areas where ships cross the traffic lanes
to enter Singapore.
Somebody felt that the VTS could have done a better job.