Catalogue of errors led to Pacific Basin bulker near-stranding off Australia
- Final report issued by the Australian Transport Safety Bureau criticises emergency response following near-grounding of 28,000 dwt bulk carrier Portland Bay
- Deployment of anchors by vessel’s master was a key factor in preventing disaster
Response by local authorities to incident in July 2022 comes in for particular criticism from ATSB
A FINAL report issued by the Australian Transport Safety Bureau into the near-grounding of a Pacific Basin-owned handysize bulk carrier has criticised emergency response measures, which were implemented after the vessel lost power off Port Kembla.
The 28,000 dwt Portland Bay (IMO: 9276200) was berthed at Port Kembla’s outer harbour on July 3, 2022, when it was ordered to sail to sheltered waters as bad weather was affecting its stay in port. The vessel was expected to complete cargo operations when the weather improved.
After departure the vessel then steamed and intermittently drifted some 12 nautical miles from the coast, but during the early hours of July 4 the ship’s main engine developed mechanical problems, which disabled the vessel.
Following unsuccessful attempts to restart the engine the vessel’s captain requested authorities for tug assistance. A single harbour tug was despatched from Sydney, but by the time it arrived Portland Bay had drifted to a mile from the shore.
The master then deployed both forward anchors to prevent stranding on the rocky shore about 12 nm south of Port Botany, an hour before the tug arrived to assist.
Two more harbour tugs arrived on scene in efforts to tow the ship away from the coastline, but one of the tug’s towlines parted in the heavy seas, with the bulker then drifting back towards the shore. Portland Bay then anchored for a second time, just one nm from the shore.
The next day a nominated emergency towage vessel was deployed and managed to connect a towline, with the vessel arriving safely in to Port Botany during the afternoon of July 6.
The ATSB investigation concluded the ship had remained too near the coast, instead of safely clearing it in accordance with the vessel’s safety management system procedures.
The low operating speed and a leaking fuel injector of Portland Bay’s main engine in heavy weather was said to be a factor in its failure.
ATSB’s report said that while the master reported the situation to the vessel’s manager it only provided advice on engineering matters, but not about notifying authorities.
“This probably led the master to delay reporting to Port Kembla vessel traffic service operated by the Port Authority of New South Wales,” said the ATSB.
Meanwhile, the delay resulted in delaying the tug assistance requested, although the deployment of the vessel’s anchors helped to prevent stranding.
The investigation identified several other safety issues associated with the emergency response.
The investigation found that United Salvage, the salvor, was “severely limited” in its ability to provide the salvage services needed since it did not own or operate any towage vessels. Instead, it was reliant on third-party tug providers.
This limitation was not made known to the ship’s master, owners or managers, or the involved agencies to allow them to properly assess whether the most suitable towage vessels, including the ETV, had also been promptly deployed.
“A key finding was that the ship’s anchors prevented a catastrophic stranding on the rocky shore in heavy weather, noting that they were not designed for such use, but can be used as a last resort in emergencies,” said the ATSB.
