Stage

• On Scene
• Factual Collection
• Analysis
• Final Draft
• Closure

On June 7, 2024, the Hong Kong-flagged bulk carrier “YUAN SHUN,”  with 24 crew members on board, was transporting granulated slag from Japan's Kisarazu Port to Taipei Port and made a scheduled stop at Keelung Port for supplies. During berthing at Keelung Port around 19:19 local time, the vessel contacted the West No. 24 wharf, resulting in flooding of its fore peak tank and damage to the wharf's curb and underwater steel plate, though no injuries or oil pollution occurred. At 1858 hours, a marine pilot from Keelung Port boarded the ship to guide the “YUAN SHUN” into Keelung Port. At 1914 hours, “YUAN SHUN” passed through the breakwater. At 1918:19 hours, the bow of “YUAN SHUN” made contact with the West No. 24 wharf while berthing at the West No. 24 wharf of Keelung Port. The occurrence caused flooding of the forepeak tank of "YUAN SHUN" and damage to the wharf. No injury or oil pollution occurred in this occurrence.

Conclusions

Findings Related to Probable Causes
• 1. The YUAN SHUN entered the port at a higher speed, maintaining significant starboard turning momentum after passing through the breakwater entrance. The pilot ordered “hard port” and “full astern” to control the ship’s speed and turning momentum. However, YUAN SHUN lacked the assistance of the ahead propeller wash, resulting in ineffective rudder response to counteract the starboard turning momentum and correct the heading. The ship's near-full load condition, along with the wind behind, the downstream current, and the transverse force from astern propulsion, all contributed to the difficulty in turning the ship to portside.
  2. The pilot's berthing plan did not provide sufficient maneuvering space and time for effective coordination with tugboats, resulting in inadequate control of the ship's heading and speed. Consequently, the ship made contact with the West No.24 wharf at a speed of 4 knots and a 70-degree angle, causing damage to the bow and the underwater pier structure.

Findings Related to Risk
• 1. The pilot obtained the consent of the YUAN SHUN’s master for applying the assistance of two tugboats before pilotage, however the ship proceeded directly to the West No. 24 wharf for starboard-side berthing after entering the port, without utilizing the turning basin or the assistance of tugboats for turning and speed reduction, thereby increasing the risk of contact with the wharf.
  2. There was insufficient information exchange between the master of the YUAN SHUN and the pilot, including a lack of discussion regarding emergency and contingency plans. The pilot's inadequate monitoring of the positions of both tugboats increased the risk of contact with the wharf.

Other Findings
• 1. At the time of the occurrence, Keelung Port experienced a north-northwest wind at Beaufort scale level 3 to 4, with clear weather conditions and fair visibility during the high tide period.
  2. The pilot held a valid license issued by the Ministry of Transportation and Communications of the Republic of China (R.O.C.).
  3. The master and crew members held valid certificates of competency issued by the maritime authority of the People's Republic of China.
  4. The work and rest hours of the master and crew of the YUAN SHUN in the 72 hours before the incident were normal, ruling out fatigue as a contributing factor.
  5. The work and rest hours of the pilot and tugboats’ crew in the 72 hours before the incident were normal, ruling out fatigue as a contributing factor.
  6. The YUAN SHUN’s main engine, auxiliary machinery, and steering gear were functioning normally, ruling out equipment failure or structural damage as contributing factors.