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  • Home
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    EU proposes new measures for safe and green shipping

    EU proposes new measures for safe and green shipping

    UK MAIB

    Lessons learned: Never leave the scene of a collision until everything is under control

    Lessons learned: Always ensure you have an accurate picture of the traffic situation before departure

    Lessons learned: Always ensure you have an accurate picture of the traffic situation before departure

    Merchant vessels support search for crew of Chinese fishing vessel

    Merchant vessels support search for crew of Chinese fishing vessel

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    Book Review: A role model for ship managers

    Book review: The politics of sustainability in the Arctic

    contemplation as a spiritual practice

    Contemplation: Directing the mind towards what’s important

    power of hug

    The power of hugging: How it affects our health

    Impostor Syndrome

    Mental Health Focus: How to deal with Impostor Syndrome

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    • Arctic
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    MT NORE METHANOL BUNKERING BUNKER ONE

    Bunker One launches methanol-ready bunker tanker

    Smart Green Shipping and NTS join Winds of Change

    Smart Green Shipping and NTS join Winds of Change

    Maersk: Electricity availability limits e-fuels in the maritime industry

    Maersk: Electricity availability limits e-fuels in the maritime industry

    Sener designs biofuel tanker capable to capturing CO2 from other vessels

    Sener designs biofuel tanker capable to capturing CO2 from other vessels

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    The Zulu 4 canal vessel completed a 16.5-kilometre circuit using autonomous and remote operations technology

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    ONE orders 10 vessels ready for methanol and ammonia

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    IMO Sub-Committee considers introduction of VDES into SOLAS

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    World Port Climate Action Program focuses on shore power, new fuels and green corridors

    Belize Port Authority detains grounded vessel for investigation

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    METIS: Digitalisation can assist vessels to achieve optimum performance and minimise their emissions

    METIS: Digitalisation can assist vessels to achieve optimum performance and minimise their emissions

    MAN : Supporting the use of LPG propulsion

    MAN : Supporting the use of LPG propulsion

    LPG Market Outlook

    LPG for Marine: A readily available fuel

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SAFETY4SEA

A course of human errors led to Kea Trader grounding, says official report

by The Editorial Team
July 23, 2018
in Accidents
kea trader grounding
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Transport Malta’s Marine Safety Investigation Unit issued an investigation report on the grounding of the Maltese registered container ship ‘Kea Trader’ in the Pacific ocean. In a first of its kind situation, the six-months-old ship, owned by Lomar Shipping, ran aground on 12 July 2017 and remains on site until today, despite continuous efforts to be removed.

The incident

At 0055 on 12 July 2017, the ‘Kea Trader’ ran aground and stranded in position 22° 02.28′ S 168° 38.25′ E (Recif Durand) in the Pacific Ocean. At the time, the vessel was on a passage from Papeete, Tahiti, to Noumea, New Caledonia.

Kea Trader was using ECDIS as the primary means of navigation and there were no paper charts onboard. The officer of the watch (OOW) was monitoring a route displayed on the ECDIS. The zone of confidence (ZOC) of the electronic navigation chart (ENC) was ‘D’ and displayed a caution symbol and textual message “[t]his chart cannot be accurately referred to WGS 84 datum; see caution message”.

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Lessons learned: Never leave the scene of a collision until everything is under control

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A salvage company was contracted by the managers to salve the vessel and to prevent marine pollution. The salvors reported water ingress in the double bottom tanks, duct keel and cargo holds. Containers in the lower tiers of the hold were flooded and fuel oil was detected in one of the cargo hold.

Pounded repetitively by heavy swell, Kea Trader’s engine-room bulkhead failed on 23 July. No oil pollution was reportedly observed in the sea. The vessel was declared a constructive total loss on 28 September.

On 12 November, the vessel was again struck by heavy weather, fracturing the hull in way of frame. Consequently, all personnel were evacuated from the vessel. On 4 December, Kea Trader broke her back approximately in the same position.

Key findings

  • The vessel navigated into shallow waters and remained stranded over Recif Durand.
  • The revised route resulted in the track virtually passing over the isolated danger;
  • The second mate’s observation of the isolated danger symbol appearing outside the starboard XTL due to an over-scaled ECDIS display, led to the incorrect assumption of safe water within the XTL corridor;
  • An over-scale indication and vertical lines on the ECDIS indicating positional discrepancy of charted objects and loss of navigational information was missed by the OOW;
  • No warnings or reference to the isolated danger was documented;
  • The ECDIS route check function had not been enabled;
  • The master’s confidence in the second mate’s competency in the use of ECDIS, and application of planning procedures led him to believe that the route was safe and no independent route check was carried out;
  • The detection vector had a width of 0.1 nm and 1.9 nm ahead and the detection sector was set at 45° over the same distance, effectively giving the OOW just about six minutes to respond to the safety alarm;
  • Since the safety settings during the navigational watch hand over were neither checked nor logged in the deck logbook, none of the watchkeepers was aware of the actual safety settings on the ECDIS;
  • The audible alarm was set to zero and remained switched off during the vessel’s passage to Noumea;
  • The displayed symbol had not been interrogated;
  • The ‘caution area’ message repeatedly displayed in the subsequent navigational watches was largely overlooked by the bridge team;
  • The OOW earnestly believed that the vessel’s position displayed within the XTL was safe and required no action other than of adjusting the heading to regain the track;
  • No evidence of the safety alarm – crossing safety contour, approaching underwater rock / obstruction / wreck or dangerous symbol – was found triggered on the ECDIS to alert or indicate to the OOW or lookout of imminent danger of grounding;
  • The fact that the isolated danger symbol on the chart and the caution area message in the alarm panel remained displayed during successive navigational watches, may have suggested that there was no immediate and / or perceivable effects on the vessel or the voyage per se;
  • The benefits of technology became a burden, hindering the skilful use of equipment and only mitigated by the de-activation of the safety barrier system.
  • The bridge equipment familiarization forms were completed even though the deck officers needed further familiarization of on-board navigational equipment including ECDIS.

Recommendations

Columbia Shipmanagement GmbH is recommended to:

  • Disseminate this safety investigation report on board its fleet and ensure that it is discussed during on board safety management meetings;
  • Conduct a thorough navigational assessment of deck officers and assess the effectiveness of ECDIS training programme, on board familiarisation of bridge equipment, implementation of ECDIS planning procedures and monitoring of passage;
  • Examine ECDIS anomaly with respect to non-activation of safety alarms.

Further details may be found herebelow:

Tags: accident reportsECDISgroundinghuman elementlessons learnedvideos

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