ATSB releases final report on bulker near-stranding

THE AUSTRALIAN Transport Safety Bureau (ATSB) has released its final report into the near stranding of bulk carrier Portland Bay near Sydney in July 2022.

The outcome of the report sees the ATSB issue formal recommendations to three government agencies and a salvage operator over the incident.

The incident in question occurred early in the morning of 4 July, while drifting 12 miles off the coast, Portland Bay’s main engine developed mechanical problems.

“This loss of propulsive power in prevailing gale force winds, very rough seas and a heavy swell, effectively disabled Portland Bay, and the ship began to drift toward the rocky coast,” ATSB chief commissioner Angus Mitchell said.

“Delays with the ship’s master initially reporting the incident were then compounded when NSW authorities did not immediately pass on the information to the national response authority, the Australian Maritime Safety Authority (AMSA).

“It was only after several emergency broadcasts and a radio plea for assistance that a harbour tug was dispatched, which arrived nearly five hours after the ship was first disabled.”

The ATSB reported that by the time the tug, which did not have an operational towing winch or a suitable towline, arrived, Portland Bay’s master had made emergency use of both anchors one mile off the rocky shoreline of Royal National Park.

Mr Mitchell said the ship’s anchors, whilst not designed to hold the ship in these severe conditions, prevented a catastrophic stranding on the rocky shore.

Two more harbour tugs arrived approximately five hours after the vessel was anchored and began towing her, however sometime later towline of one of the tugs failed and Portland Bay again began drifting towards the shore, now off Cronulla.

The ATSB said the ship’s master was forced for a second time to deploy both anchors.

“Even with both anchors deployed and one tug connected, the ship did not hold its position and it continued to slowly move towards the coastline overnight,” Mr Mitchell said.

The ATSB’s investigation found a key factor in the prolonged exposure of the ship and its crew to stranding, was the extensive delay in tasking the state’s nominated ocean-going emergency towage vessel, Svitzer Glenrock.

“Around 30 hours after Portland Bay’s master had reported its disablement followed by MAYDAY broadcasts and the emergency anchoring, Svitzer Glenrock arrived after a voyage of 90 nautical miles from Newcastle in very rough weather,” Mr Mitchell noted.

The report relayed that on the following day, over 48 hours after the emergency developed, the ship was towed into Port Botany for refuge and repairs by the ETV with harbour tugs.

The ATSB’s investigation identified eight safety issues associated with the emergency response, highlighting confusion and inefficient coordination between the multiple agencies involved.

“Three legislated bodies had a defined role within relevant legislation and state and national plans to respond to this emergency, but each agency did not believe that the response necessarily fell within their responsibility, and they have since justified this belief through three differing interpretations of the same plans,” Mr Mitchell said.  

“The stranding on pristine national park coastline of a 170-metre ship carrying 950 tonnes of heavy fuel oil would have had internationally significant environmental and economic consequences, and as such this was one of the ATSB’s most comprehensive marine occurrence investigations in nearly two decades.”

The ATSB said it had identified eight safety issued in the incident investigation, which “have not yet been addressed to the ATSB Commission’s satisfaction”.

AMSA received the brunt of the recommendations from the ATSB, which has recommended the agency takes further action to address a number of inter-related safety issues, stating;

• AMSA’s procedures supporting the National Plan had not been effectively implemented.
• Inadequate coordination on AMSA’s part resulted from not having the required understanding of its central role in the emergency due to direct control of national emergency towage assets and powers of intervention
• AMSA had not effectively met its obligation as the manager of the National Plan to ensure it was adequately prepared to respond to such incidents
• AMSA’s process to issue directions under powers of intervention was inefficient with excessive time taken to issue them to allow the ship refuge in port

The ATSB also recommended to the Port Authority of New South Wales to address at least two safety issues, while separate recommendations were made to NSW Maritime and United Salvage respectively.