Classification
- Incident Type: Grounded
- Severity: High
- Tug involvement: no
Vessel Details
| Field | Value |
|---|---|
| Vessel Name | Hoegh Osaka |
| Vessel Names | Hoegh Osaka |
| Vessel Type | Ro-Ro / Car Carrier |
| Flag State | Singapore [SG] |
| IMO Number | 9185463 |
| Gross Tonnage | 51770 |
| LOA (m) | 179.9 |
| Year Built | 2000 |
| Crew Size | 24 |
Incident Details
| Field | Value |
|---|---|
| Date | 2015-01-03 |
| Location | Bramble Bank, The Solent, UK |
| Coordinates | 50.8640, -1.3650 |
| Region | United Kingdom |
| Fatalities | 0 |
| Injuries | 1 |
| Missing | |
| Vessels Lost | 0 |
| Outcome | One person was seriously injured; the ship and cargo were damaged, but no pollution occurred and the vessel was salvaged and returned to service. |
| Investigation Body | Marine Accident Investigation Branch |
| Direct Damage | |
| Estimated Economic Damage |
Key facts
- Hoegh Osaka departed Southampton with inadequate stability that had not been identified before sailing.
- The ship developed a rapid starboard list while turning around West Bramble buoy, lost steerage and propulsion, and grounded six minutes later.
- Cargo shifted after the initial loss of stability, puncturing the hull and allowing about 2,700 tonnes of seawater into the vehicle decks.
- One crew member sustained serious injuries, and no pollution occurred.
- Salvors refloated the vessel on 7 January and returned it to Southampton on 22 January before repairs and a return to service.
Narrative
The Singapore-registered pure car and truck carrier Hoegh Osaka sailed from Southampton at 2006 UTC on 3 January 2015, bound for Bremerhaven with 24 crew and a pilot aboard. Its loading pattern had changed with a revised itinerary, leaving upper vehicle decks heavily occupied while lower decks remained lightly loaded. The ship was also low on bunker fuel stored low in the hull, and no additional ballast had been loaded before departure. MAIB later established that these conditions left the ship's centre of gravity too high and its residual stability inadequate for the planned turn around Bramble Bank.
The chief officer had not completed an accurate departure stability calculation after cargo operations ended. Actual cargo weight and stowage differed significantly from the final tally, cargo-unit vertical centres of gravity were omitted, and ballast quantities were estimated because most tank gauges were inoperative. While the ship proceeded down Southampton Water, the chief officer entered cargo figures into the loading computer and became concerned that the indicated stability margin was lower than expected. He began preparing to take on about 300 tonnes of additional ballast, but the work was not completed before the casualty.
At 2109, while Hoegh Osaka was travelling at about 12 knots and turning to port around West Bramble buoy, it progressively heeled to starboard and its rate of turn increased. The list exposed the rudder and propeller, resulting in loss of steerage and propulsion. Cargo and equipment then broke free. A tracked excavator punctured the shell plating near the starboard gangway recess, and seawater entered deck 6 and lower decks. The ship grounded on Bramble Bank at 2115 with a list of about 40 degrees.
Emergency services, harbour craft, tugs, lifeboats, and helicopters responded. One crew member suffered a broken arm and leg after falling across a passageway, while several others received minor cuts and bruises. By 0209 on 4 January everyone had left the ship. Salvors patched the hull breach, refloated Hoegh Osaka on 7 January, and gradually restored it toward upright. It returned to Southampton on 22 January, later proceeded to Falmouth for repairs, and returned to service. No pollution occurred. MAIB concluded that cargo shift followed the excessive list and did not initiate the accident.
Sequence of events
| Date/time | Event |
|---|---|
| 2015-01-03 20:06 UTC | Hoegh Osaka departed Southampton for Bremerhaven with 24 crew and a pilot aboard. |
| 2015-01-03 21:09 UTC | The ship developed a rapid starboard list while turning around West Bramble buoy. |
| 2015-01-03 21:10 UTC | Harbour patrol reported the serious list and requested assistance; the ship soon lost steerage and propulsion. |
| 2015-01-03 21:15 UTC | Hoegh Osaka grounded on Bramble Bank with a starboard list of about 40 degrees. |
| 2015-01-03 22:09 UTC | A helicopter began winching people from the ship. |
| 2015-01-04 02:09 UTC | The pilot and remaining crew were evacuated, completing abandonment of the vessel. |
| 2015-01-07 | Salvors refloated the ship and moved it to Alpha anchorage. |
| 2015-01-22 | Hoegh Osaka was towed into Southampton for cargo discharge. |
Contributing factors
| Factor | Evidence status | Description |
|---|---|---|
| Inadequate residual stability | Confirmed finding | The vessel's estimated departure condition did not comply with IMO stability requirements and could not withstand the Bramble Bank turn at 12 knots. |
| Cargo distribution and changed itinerary | Confirmed finding | The revised port rotation left cargo concentrated on upper decks and the vessel's vertical centre of gravity too high. |
| Inaccurate cargo and ballast data | Confirmed finding | Actual cargo weight and stowage differed from the tally, cargo vertical centres of gravity were omitted, and ballast quantities were estimated. |
| Departure calculation not completed | Confirmed finding | No accurate stability calculation was completed after cargo operations and before sailing. |
| Bow trim | Confirmed finding | The ship's bow trim was detrimental to manoeuvring and probably contributed to the high rate of turn. |
Investigation
The Marine Accident Investigation Branch published report 6/2016 in March 2016. MAIB found that Hoegh Osaka sailed with inadequate stability that had not been identified before departure. The investigation traced this condition to the changed itinerary and cargo distribution, inaccurate cargo and ballast information, omitted vertical centres of gravity, and the absence of a completed departure calculation. It also concluded that cargo shift resulted from the excessive list rather than causing it. The owner and manager took corrective action, and MAIB issued recommendations intended to strengthen their cargo-planning, stability-calculation, and procedural controls.