Evidence collection

You have already acquired your first evidence.
The most crucial findings, which have derived from interviews, are:

• The towing line was supplied by the ROSEMARY. The line had not broken (although initial witness information said the opposite. The surviving crew members of the tug boat confirmed this fact. The line remained on board the ROSEMARY, after buoyancy brought it to the surface, once PANTHER was entirely sunk and allowed the crew to wind it back to the ship.
• According to national law (to your knowledge by studying the relevant legislation on pilot services), a pilot should have been employed from the nearest port (Korinthos), but for reasons that have not been identified the pilot was not informed. The Port Authority did not ensure this provision prior to ROSEMARY's arrival or departure. 
• The ROSEMARY master and the PANTHER skipper had not discussed for the departure plan, apart from the fact that they would keep continuous communication via VHF and the master would request from the skipper when to pull and release the towing line.
• The ROSEMARY master had been in Kiato port only once in the past.
• No VDR was available on ROSEMARY, as the vessel was built in 1992 and her tonnage was 2750 GT, this she was not required to have one.
• No VTS service was available in Kiato port.
• The ROSEMARY master felt that the tug boat had pulled the vessel's stern more than necessary and this created a risk of the ROSEMARY to hit the quay of the fishing port that was ahead of the vessel. So he made all necessary actions to avoid this contact, by ordering the rudder full port side and the engines ahead. At the same time he claimed to have asked repeatedly from the tug skipper to release the towing line.
• During the unmooring operation inside the ROSEMARY's bridge there were the master and one A/B on the wheel. The stern unmooring team consisted of the bosun and 2 crewmembers (one of them was an A/B and the other was the cook). The bow unmooring teams consisted of the chief mate and 1 A/B. Both unmooring teams had portable VHFs to communicate with the master in the bridge.
• The PANTHER had not released the towing line. Thereafter she girted as she was pulled by the ROSEMARY and eventually she sank.
• The tug skipper was alone in the wheelhouse, while the engineer and the A/B were on the side of the vessel.

 The tug boat PANTHER lay at the bottom of the port and salvage arrangements were made. Meanwhile a diver was employed to search on it before salvage operations begin. Once brought to the surface you embark on it and look around the vessel, taking important photos and videos. Out of all this actions, the main data acquired is:

• The tug boat's engine controls were set at full ahead.
• The openings to the mess room and the engine room were secured in open position.

 

(click to enlarge image)

• The emergency release mechanism of the towing line hook had not been activated (as mentioned, the towing line was released because of buoyancy after the PANTHER sank).
• The emergency release mechanism was a lever attached on a wire, situated at the aft bulkhead window of the wheelhouse, as shown in the photograph below:

(click to enlarge image)

• The towing line hook release mechanism was activated from the bridge successfully (although no line was attached). 

Having assessed all the above, please insert in the comments area any additional evidence you might want to acquire (if any). Make sure you write your nickname for any feedback.

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