Read Authentic Ratings for the Hagen-Oldendorff

A routine voyage from Port Hedland, Western Australia, took a turn for the worse on April 9, 2022, when the bulk carrier 'Hagen Oldendorff' ran aground due to a significant electrical failure. This critical incident disabled all of the vessel’s analogue rudder angle indicators, as detailed in the report provided by the Australian Transport Safety Bureau (ATSB) on December 21, 2024. The bridge team, incorrectly believing that they had lost steering capabilities, activated emergency protocols that resulted in an unintended turn, leading to a collision with the port's channel wall at a speed of 6.1 knots. Despite the serious nature of the incident, no injuries or pollution were reported. **Sequence of Events:** - **Initial Incident (01:37:49):** The crew heard clicking sounds on the bridge, immediately followed by the illumination failure of the rudder angle indicators. The rudder was set amidships but moved to port 10° as instructed earlier, causing a slight starboard rate of turn (RoT). - **Pilot’s Action:** The attending pilot instructed a port 20° rudder and directed the tug RT Clerke to maneuver the vessel's stern starboard with a force of 40 tonnes. The rudder angle adjusted to port 20°, yet the starboard RoT continued. - **Rudder Failure Declared (01:38:10):** Non-follow-up (NFU) steering mode was activated, leading to the pilot announcing a rudder failure. The vessel briefly steadied at 336° before beginning a turn to port. - **Tug Maneuvers:** RT Clerke attempted to correct the starboard quarter turn, but the increasing port RoT necessitated further interventions. By 01:38:35, the rudder angle advanced to port 27°, prompting orders to reduce speed. - **Intensifying Countermeasures (01:39:20):** The pilot organized adjustments with tugboats to counteract the growing port RoT, which peaked at 13.6° per minute, leading to the mobilization of more tugs. - **Further Adjustments (01:39:35):** The rudder was moved to hard port (35°) and subsequently changed to hard starboard under the pilot’s direction. Gradually, the vessel’s port RoT began to decline. - **Emergency Declared (01:40:00):** At this point, the pilot alerted Port Hedland VTS about the port emergency and rudder failure while issuing commands to move the main engine astern to decelerate. - **Grounding (01:40:34):** The vessel's speed and RoT dropped sharply; however, it struck the western channel batter at 6.1 knots, causing the bow to swing to starboard as it came to a halt. - **Assistance Mobilized:** Responding promptly, Port Hedland VTS dispatched five additional tugs to render assistance to the 'Hagen Oldendorff.' The investigation unveiled critical safety concerns, revealing that while the vessel’s rudder angle indicators adhered to existing international regulations, they did not include safeguards against single-point failures or power loss warning systems. In light of these findings, the ATSB issued safety recommendations to various maritime authorities, including the Liberia Maritime Authority, Lloyd’s Register, and the Australian Maritime Safety Authority. The incident also uncovered deficiencies related to tug procedures, prompting the revision of guidelines for Port Hedland's towage operations. Subsequently, the port has established new protocols for tug retention and usage, with directives mandating pilots to keep forward tugs secured during vital channel segments.

In an update on the ongoing investigation into the grounding incident involving the bulk carrier 'Hagen Oldendorff', the Australian Transport Safety Bureau (ATSB) has published an interim report detailing the events that unfolded on April 9, 2022. The vessel, while leaving its berth in Port Hedland, Western Australia, had a harbour pilot onboard during its departure. Approximately 50 minutes after setting sail and traveling at a speed of 6.8 knots, with one tug at its stern and two additional tugs following closely, the pilot noticed that the rudder angle indicators had ceased functioning. As the ship began to swing toward starboard, the pilot directed a port rudder maneuver along with tug assistance to counterbalance the drift. However, data retrieved from the ship’s voyage data recorder (VDR) revealed that the vessel started swinging to port at an accelerating pace. To correct this shift, the pilot instructed the tug to adjust towards port while simultaneously commanding the ship’s rudder to turn 'hard to port'. After 30 seconds of following this directive, the ship’s master questioned the order, leading the pilot to instead suggest shifting the rudder 'hard to starboard'. Unfortunately, the malfunction of the rudder angle indicator rendered it impossible for the crew and pilot to determine the actual position of the rudder or its responsiveness to the commands. Despite a reduction in the port swing rate after the new order, it was inadequate to avert the grounding incident at the channel’s edge. Investigations following the accident disclosed that a burnt-out tracking motor within the bridge’s omni-directional rudder angle indicator caused a short circuit, leading to a power failure across all rudder angle indicators installed on the bridge. An underwater inspection of the hull revealed significant damage, including breaches in the port side and the bottom shell plating, as well as damage to the transverse bulkhead between the number 1 and 2 port double-bottom water ballast tanks, resulting in flooding. Temporary repairs allowed the 'Hagen Oldendorff' to set sail on May 18 for its discharge destination in China, after which it continued to a shipyard in Zhoushan for extensive repairs. Initial reports submitted to the ATSB suggested that a steering failure due to faulty rudder indicators had contributed to the incident. However, further information collected from the Pilbara Ports Authority and local tug providers indicated that the ship had indeed grounded with considerable hull damage. As part of its ongoing investigation, the ATSB has visited Port Hedland to interview involved parties and gather additional evidence. The upcoming stages of the investigation will encompass a thorough review of operational protocols, training practices among Pilbara Ports Authority pilots, pilotage conduct, and the overall effectiveness of bridge resource management. Moreover, there will be evaluations of towage practices within Port Hedland and an assessment of the 'Hagen Oldendorff's' steering gear and emergency protocols. In response to the incident, the Pilbara Ports Authority has since issued a marine notice mandating that a qualified individual monitor the steering gear room during all transits through the Port Hedland channel. A comprehensive final report, presenting the detailed findings and analyses of the incident, is anticipated to be released upon the completion of the investigation.

In an important development concerning maritime safety, the Australian Transport Safety Bureau (ATSB) has officially launched an investigation into the grounding incident involving the 'Hagen Oldendorff,' which occurred at Port Hedland four months prior. The decision to open an inquiry follows the receipt of new information regarding the unfortunate event that took place on April 9, 2023. During the vessel's departure, a malfunction in its steering system led to contact with the edge of the port's navigational channel, resulting in significant damage to the ship. Prompt action was taken by the pilot, who summoned nearby tugs for assistance, and the 'Hagen Oldendorff' was escorted to a safe anchorage just outside the port for necessary repairs. It was reported that the ship was taking on water in two of its ballast tanks, leading to an extended period of anchorage off the coast of Port Hedland lasting over a month. Notably, the Pilbara Ports Authority has not issued any comments regarding the ATSB's decision to investigate. The ATSB anticipates completing its investigation by the third quarter of 2023 and plans to interview the vessel's pilot as part of the process. A comprehensive final report detailing the findings will be published upon conclusion of the investigation.