Classification
- Incident Type: Structural Failure
- Severity: High
- Vessel Type: Bulk Carrier
Vessel Details
| Field | Value |
|---|
| Vessel Name | Lowlands Grace |
| Vessel Type | Bulk Carrier |
| Flag State | Hong Kong [HK] |
| IMO Number | 8911499 |
| Gross Tonnage | 77273 |
| LOA (m) | 270.076 |
| Breadth (m) | 42.995 |
| Main Power (kW) | 12430 |
| Year Built | 1990 |
| Owner | Atlas Marine Transport Company |
| Manager | Tai Chong Cheang Steamship Company (Singapore) |
| Crew Size | 41 |
Incident Details
| Field | Value |
|---|
| Date | 2004-10-07 |
| Location | Anchorage 11.7 nautical miles north of Hunt Point, Port Hedland, Western Australia |
| Region | Australia |
| Fatalities | 2 |
| Injuries | 3 |
| Missing | 0 |
| Direct Damage | The port lifeboat sustained extensive damage. |
| Economic Damage | |
Key facts
- The accident occurred during a port-lifeboat drill at about 15:00 local time on 7 October 2004.
- The boat had been lowered 2 to 3 metres below the boat deck when the lowering was halted with a jerk.
- The Australian Transport Safety Bureau report found that the after hook's corroded keel stays failed under the resulting shock load.
- The lifeboat rotated, the forward hook opened, and the boat fell inverted about 16 metres.
- Two crew died and three were seriously injured; the report records no missing crew.
Narrative
On 7 October 2004, the Hong Kong-registered bulk carrier Lowlands Grace was at anchor off Port Hedland, Western Australia. At about 15:00 local time, four selected crew members entered the port lifeboat for a drill under the supervision of the third mate. The boat was lowered approximately 2 to 3 metres below the boat deck. When the third mate released the brake cable, the lowering stopped with a jerk. The after hook then detached from the keel block after its keel stays failed. The stern dropped and the lifeboat swung forward through approximately 220 degrees. The foredeck failed and the forward hook's operating cable bent. The forward hook then opened under the resulting forces, and the lifeboat fell inverted about 16 metres into the water.
All five occupants were injured. The ordinary seaman and third engineer had no signs of life and were later pronounced dead. The able seaman suffered a broken arm and back pain, the fitter sustained a leg injury, and the third mate suffered cuts and abrasions. The master contacted Port Hedland port control at about 15:35. HMAS Melbourne's assistance was arranged, and rescue boats reached the vessel at about 16:30. The third mate was airlifted at about 17:55. The ATSB attributed the accident to deterioration of the after-hook keel stays, deficiencies in maintenance and survey, and the interaction of the lifeboat's suspension and release arrangements during the drill.
Sequence of events
| Date/time | Event |
|---|
| 2004-10-07 15:00 local | A port-lifeboat drill began with four selected crew under the third mate's supervision. |
| 2004-10-07 15:00 local | After the boat was lowered 2 to 3 metres, lowering stopped with a jerk; the after hook detached and the boat rotated. |
| 2004-10-07 15:35 local | The master contacted Port Hedland port control. |
| 2004-10-07 16:30 local | Rescue boats from HMAS Melbourne reached Lowlands Grace. |
| 2004-10-07 17:55 local | The third mate was airlifted for medical treatment. |
Contributing factors
| Factor | Report-supported finding |
|---|
| After-hook deterioration | The keel stays were wasted and corroded, and failed when the lowering was halted with a shock load. |
| Forward-hook loading | The lifeboat's rotation caused the foredeck to fail and the forward hook's operating cable to bend; high opening forces then released the hook. |
| Maintenance and survey | The report found deficiencies in the maintenance and survey of the lifeboat suspension and release equipment. |
| Suspension arrangement | The suspension rings were incorrectly sized, affecting the loads imposed on the release arrangements. |
Investigation
The Australian Transport Safety Bureau investigated the accident. Its report concluded that the after-hook keel stays failed because of corrosion and the shock load generated when the lowering stopped. The resulting rotation and loading of the forward release arrangement caused the forward hook to open and the lifeboat to fall. The report also identified deficiencies in maintenance and survey and made recommendations concerning lifeboat release and suspension arrangements.
References
Similar incidents
