Pasha Bulker 243 - Independent investigation into the grounding of ...

‘afraid’ because the ‘wind was too strong’ and that his ‘empty’ ship would get too
‘close to the coast’. He was asked if he was able to weigh anchor before he
reluctantly agreed. Though reluctant, in case the weather drove their ships onto the
lee shore, all four masters took action to comply with the request. A similar request
by the harbour master before the weather conditions became severe would have
been prudent in the circumstances and would have been the most useful and
practical assistance that masters could have been offered.
Figure 22: Section of VTIC radar screen at 0940
Even with the resources available to NPC, including the collective local knowledge
of the harbour master and pilots and the weather monitoring equipment at VTIC,
the port corporation was not sufficiently responsive to the increasing seriousness of
the situation that developed from the evening of 7 June. By the early hours of 8
June, a dangerous situation had already developed but it appears not to have been
recognised until the corporation’s ‘incident control system’ was activated at about
0830. After this time, the situation was more closely monitored and weather
advisories were provided. Consequently, the masters of those ships that were
relying on guidance from VTIC probably did not assess the risks appropriately and
eventually were surprised by the severity of the weather.
In comparison with visiting masters, NPC is much more familiar with local weather
conditions, including those associated with an ECL, past incidents and the risks
involved. While it is acknowledged that the corporation has no legislative
jurisdiction in the Newcastle anchorage, it is in the best position to be able to
anticipate a situation such as the one which developed on 8 June and can, through
VTIC, provide masters with appropriate and relevant advice.
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