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

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minimum considered to be acceptable by the International Association of Classification Societies. [Safety issue] • On 8 June 2007, a number of ships off Newcastle were inappropriately ballasted for the forecast weather and some took additional ballast after the onset of heavy weather. These ships were exposed not only to the risk of manoeuvring difficulties but also structural damage caused by the water ballast sloshing in partly filled cargo holds while they were ballasting their holds in the heavy weather. [Safety issue] • A number of masters at Newcastle anchorage on 8 June 2007 had inadequate knowledge of the local weather and the limitations of the Newcastle anchorage. Operational, rather than safety considerations, may have been the priority in their decisions to remain anchored. Consequently, most of the ships remained at anchor in heavy weather and later dragged their anchors. [Safety issue] • On 8 June 2007, one ship fouled its anchor on a discarded anchor cable which delayed it from safely putting to sea. At least 40 discarded anchors and cables lie on the seabed in the Newcastle anchorage but most are not charted. The position of some of these hazards and the approximate location of others is known to Newcastle Port Corporation. Such information could be used by the Australian Maritime Safety Authority, New South Wales Maritime and the Australian Hydrographic Service to take the necessary action to enhance maritime safety. [Safety issue] • Port Waratah Coal Services’ ‘vessel suitability list’ and related initiatives, which effectively penalise ships it has assessed as unsuitable for loading at Newcastle, primarily on the basis of long de-ballast periods, may have been misunderstood by the masters in the anchorage at the time of the incident. This misunderstanding may have influenced the decision of some masters not to appropriately ballast their ships when the adverse weather was forecast. [Safety issue] • The queue of 57 ships off Newcastle on 7 June 2007 increased the risk of collisions, groundings and other difficulties in the subsequent heavy weather. Capacity allocations systems have proved effective in reducing the queue in the past and, consequently, reduced the risks to ships, the port and the environment. The significant public benefit of enhanced safety that results from a reduced queue had not been identified or recognised during the application process for the authorisation of these allocation systems. [Safety issue] 3.4 Other key findings • Newcastle Vessel Traffic Information Centre was generally considered by the masters of ships at Newcastle anchorage on 7 June 2007 to be the most useful source of information for the anchorage. • The masters of the seven ships that put to sea before the onset of gale force winds demonstrated the highest levels of seamanship. They ensured that their ships, crew and the environment were not exposed to unnecessary risks in the accurately forecast adverse weather later. • The emergency deployment of both anchors, use of the main engine and taking heavy weather ballast probably prevented the grounding of Sea Confidence on Stockton Beach. - 59 -
• Almost all of the coal shipped from Newcastle is under Free On Board terms but demurrage costs, under another agreement, are also paid by the coal producers. Hence, a reduction in the ship queue can benefit the producers through reduced demurrage while enhancing maritime safety at the same time. - 60 -
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ATSB TRANSPORT SAFETY INVESTIGATION
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CONTENTS DOCUMENT RETRIEVAL INFORMA
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DOCUMENT RETRIEVAL INFORMATION Repo
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THE AUSTRALIAN TRANSPORT SAFETY BUR
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TERMINOLOGY USED IN THIS REPORT Occ
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EXECUTIVE SUMMARY At 0742 1 on 23 M
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A number of masters had deployed in
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1 FACTUAL INFORMATION 1.1 Pasha Bul
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een to Newcastle many times. The th
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Figure 3: Section of navigational c
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particular, with their extended fet
Page 24 and 25: At 0742, Pasha Bulker’s starboard
Page 26 and 27: oarding ground for its scheduled be
Page 28 and 29: By 0600, only 27 ships remained and
Page 30 and 31: Figure 6: Section of VTIC radar scr
Page 32 and 33: Figure 8: Section of navigational c
Page 34 and 35: mates suggested to the master that
Page 36 and 37: Figure 10: An aerial view of Pasha
Page 38 and 39: Figure 11: A visualisation of Pasha
Page 40 and 41: 2 ANALYSIS 2.1 Evidence From 9 to 1
Page 42 and 43: anchor dragged. The decision was ba
Page 44 and 45: enough and ascertain the effect of
Page 46 and 47: No one on the bridge, at any time,
Page 48 and 49: 2.2.3 The critical decisions A numb
Page 50 and 51: severe weather at the time, it is l
Page 52 and 53: While a number of masters probably
Page 54 and 55: and continued for about 12 hours wi
Page 56 and 57: the angle increases, the holding po
Page 58 and 59: For a bulk carrier, the tension in
Page 60 and 61: It is good practice for bulk carrie
Page 62 and 63: Along with its safety functions, NP
Page 64 and 65: decided to remain anchored in adver
Page 66 and 67: ‘afraid’ because the ‘wind wa
Page 68 and 69: In early 2004, when the ship queue
Page 70 and 71: While the coal producers pay demurr
Page 72 and 73: 3 FINDINGS 3.1 Context On 23 May 20
Page 76 and 77: 4 SAFETY ACTIONS 4.1 Safety action
Page 78 and 79: assumed, incorrectly, that the appr
Page 80 and 81: MS20080018 A number of masters at N
Page 82 and 83: APPENDIX A: EVENTS AND CONDITIONS -
Page 84 and 85: APPENDIX B: SHIP INFORMATION Pasha
Page 86 and 87: APPENDIX C: SOURCES AND SUBMISSIONS
Page 88 and 89: Seamanship International Limited, B
Page 90 and 91: APPENDIX D: METEOROLOGICAL INFORMAT
Page 92 and 93: Table 4: Swell condition Descriptio
Page 94 and 95: APPENDIX E: SURVEY INFORMATION AND
Page 96 and 97: Question 4: When the weather worsen
Page 98 and 99: Factors considered in deciding to l
Page 100 and 101: Question 11: Where can you get the
Page 102 and 103: Comparison 2a One of the 42 masters
Page 104 and 105: APPENDIX F: MEDIA RELEASE ATSB rele
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