Originally Posted by
Graham Shaw
Further details :
The official enquiry conducted at the request of the Commissioner of Maritime Affairs for Liberia,reported that the collision resulted from the fact that neither vessel was using their radar equipment properly,as John says.
It added that the northbound Venpet in ballast,had breached rules that vessels meeting head on should alter course to starboard ,and that a ship detecting another on her radar in restricted visibility should take avoiding action. Other factors included the unfamiliarity of both masters with VLCC's ,the burden of clerical work on them and the crowded sea lanes in the area off the coast of South Africa.No specific action was taken against either master but it was recommended that both should be required to pass radar simulation courses before being allowed to return to sea again.It was also recommended that the third mates of each vessel should have their licences suspended for a period and that both should undergo radar courses. We British had been doing compulsory radar observation and simulator courses for at least a decade !
The laden southbound Venoil's crew of 38 were picked off the bow by a Court Line helicopter or picked up from a lifeboat by the British cargo vessel Clan Menzies.Two crew members ,the cook and a firemen had refused to leave the tanker vessel shouting it was too dangerous and perished.
The 42 crew of Venpet were brought into port by the P and O O.B.O. Jedforest.
Venoil,after repair and sale lasted another 7 years being broken up during the tanker recession in 1984 in South Korea.
Venpet,repaired,sold and renamed Alexander the Great was hit by an Iraqi Exocet missile in June 84 at Kharg Island,causing her sale and demolition in Taiwan six months later.
Re the collision, each VLCC carried a machinery and hull insurance of £15.38 million , about 60% of which was placed on the London markets,and the Venpet's huge oil cargo was insured for £16.48 million.