THE AUSTRALIAN Transport Safety Bureau has released its findings into a Yarra River incident that intrigued the port community at the time and has led a leading containership operator to revise procedural manuals.

The 5,770 TEU CMA CGM Puccini, working at the time for ANL in the A3N service, was sailing under pilotage downriver from Swanson Dock in the early hours of 25 May 2023 when it struck and badly damaged a navigational beacon after swinging wide in a turn when its rudder began responding erratically to helm orders.

The ship was slowed and returned towards the middle of the channel, before being stabilised with tug assistance and taken to nearby Webb Dock for assessment; while the ship sustained only minor hull paint damage, the beacon was significantly damaged.

The ATSB investigation found that one of CMA CGM Puccini’s steering hydraulic pump bypass valves had been left open following testing during an AMSA PSC inspection the day before. In this condition, the steering operated sufficiently well with minimal load on the rudder to pass pre-departure visual inspection.

However, when the hydrodynamic loads on the rudder increased, with increasing ship’s speed and rudder movements, the open bypass valve allowed leakage of hydraulic oil and system pressure around the pump leading to erratic response of the rudder.

The investigation also found that several officers on board were not as proficient with steering gear operation and change of control modes as was required by regulations. Further, steering terminology used on board and within the CMA CGM fleet was not clearly and explicitly defined – official fleet terminology was ‘steering gear failure’ and did not recognise common industry terms such as ‘emergency’ and ‘local steering’, the Bureau found.

“Consequently, unnecessary procedures, which included reconfiguration of steering hydraulics, were followed when using and demonstrating steering from the steering compartment. Following one such demonstration, one of the bypass valves was not closed.

“Further, the possible confusion between common-use and official CMA CGM terminology existed fleetwide and was not clarified in the procedures or other guidance. This increased the risk of a similar unnecessary, and incorrect, configuration of the steering machinery occurring elsewhere in the fleet.”

 As a result of the investigation, CMA CGM has advised the ATSB that its fleetwide ‘steering gear failure’ procedure will be amended and titled the ‘emergency steering procedure’, and improved for clarity.

ATSB chief commissioner Angus Mitchell welcomed the safety action, noting it had the potential to prevent serious incidents and accidents not only in Australian ports, but overseas.

“Any loss of steering can imperil the safety of the ship, and life at sea,” Mr Mitchell said. “Unclear or ambiguous operating instructions and terminology should be corrected as soon as they are identified.

The investigation also found that several officers on board were not as proficient with steering gear operation and change of control modes as was required by international regulations.

“This incident highlights to seafarers and shore management the importance of ensuring shipboard personnel understand and are competent in how the ship’s steering machinery and control systems operate.”

Mr Mitchell also welcomed safety action taken by Ports Victoria in updating the harbour master’s directions for Melbourne to enhance towage requirements in the Yarra River and including advice for the crews of ships that experience a main engine or steering failure while transiting port waters.

Read the report: Steering failure and contact with navigational beacon involving CMA CGM Puccini, Port of Melbourne, Victoria, on 25 May 2023