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An ATSB interim report outlines the sequence of events leading to the collision between the container vessel Maersk Shekou and the berthed tall ship STS Leeuwin II in Fremantle on 30 August 2024.
The 333-meter Singapore-flagged Maersk Shekou was under pilotage en route to its assigned berth in Fremantle's inner harbour when it collided with the Leeuwin II, moored alongside Victoria Quay, causing significant damage.
According to the report, the vessel had arrived off Fremantle eight days earlier but remained offshore due to industrial action and then poor weather. Two harbour pilots embarked around 0500 on the day of the incident.
“During the initial southerly transit, wind gusts of up to 50 knots from the south-west, almost on the bow of the vessel, were being encountered,” explained ATSB Chief Commissioner Angus Mitchell.
Approximately an hour later, as the vessel entered port, three tugs were connected. However, with continued winds on the starboard quarter, up to 30° of port helm was required to maintain heading.
Upon aligning the bow with South Mole, the pilot ordered a course of 083° while the final tug was made fast on the starboard shoulder. The vessel was making approximately 7.5 knots. Despite hard port rudder, the vessel experienced a 1°/min rate of turn to starboard, failing to maintain the ordered course.
To regain control, the pilot ordered full ahead on the main engine. Combined with tug assistance, the heading shifted slightly from 087° to 086°, at which point the helmsman—without direct pilot oversight—applied 30° starboard helm to steady on 083°.
“Fifteen seconds later, the primary pilot realised they were in trouble with the Leeuwin now almost right ahead, and the ship’s heading was no longer continuing to turn to port as expected, and as required to navigate the bend,” Mr Mitchell explained.
The tug on the starboard shoulder disengaged to avoid being crushed between the quay and the vessel’s hull.
“Moments later, the starboard bow collided with the Leeuwin, dismasting it, with the two crew members onboard escaping via the gangway just on impact,” Mr Mitchell said.
The vessel’s container stack then struck the WA Maritime Museum’s roof as the starboard quarter continued to swing into the wharf. The ship was subsequently brought under control and berthed safely.
The ATSB has since interviewed the master, crew, pilots, tug masters, and port staff. Investigations included bridge audio, communications, logs, port procedures, and weather data.
The ongoing investigation will examine bridge resource management, the ship’s safety management system, meteorological factors, and Fremantle’s port and pilotage protocols.
“Should a critical safety issue be identified during the course of the investigation, the ATSB will immediately notify relevant parties so appropriate and timely safety action can be taken,” Mr Mitchell concluded.
An ATSB interim report outlines the sequence of events leading to the collision between the container vessel Maersk Shekou and the berthed tall ship STS Leeuwin II in Fremantle on 30 August 2024.
The 333-meter Singapore-flagged Maersk Shekou was under pilotage en route to its assigned berth in Fremantle's inner harbour when it collided with the Leeuwin II, moored alongside Victoria Quay, causing significant damage.
According to the report, the vessel had arrived off Fremantle eight days earlier but remained offshore due to industrial action and then poor weather. Two harbour pilots embarked around 0500 on the day of the incident.
“During the initial southerly transit, wind gusts of up to 50 knots from the south-west, almost on the bow of the vessel, were being encountered,” explained ATSB Chief Commissioner Angus Mitchell.
Approximately an hour later, as the vessel entered port, three tugs were connected. However, with continued winds on the starboard quarter, up to 30° of port helm was required to maintain heading.
Upon aligning the bow with South Mole, the pilot ordered a course of 083° while the final tug was made fast on the starboard shoulder. The vessel was making approximately 7.5 knots. Despite hard port rudder, the vessel experienced a 1°/min rate of turn to starboard, failing to maintain the ordered course.
To regain control, the pilot ordered full ahead on the main engine. Combined with tug assistance, the heading shifted slightly from 087° to 086°, at which point the helmsman—without direct pilot oversight—applied 30° starboard helm to steady on 083°.
“Fifteen seconds later, the primary pilot realised they were in trouble with the Leeuwin now almost right ahead, and the ship’s heading was no longer continuing to turn to port as expected, and as required to navigate the bend,” Mr Mitchell explained.
The tug on the starboard shoulder disengaged to avoid being crushed between the quay and the vessel’s hull.
“Moments later, the starboard bow collided with the Leeuwin, dismasting it, with the two crew members onboard escaping via the gangway just on impact,” Mr Mitchell said.
The vessel’s container stack then struck the WA Maritime Museum’s roof as the starboard quarter continued to swing into the wharf. The ship was subsequently brought under control and berthed safely.
The ATSB has since interviewed the master, crew, pilots, tug masters, and port staff. Investigations included bridge audio, communications, logs, port procedures, and weather data.
The ongoing investigation will examine bridge resource management, the ship’s safety management system, meteorological factors, and Fremantle’s port and pilotage protocols.
“Should a critical safety issue be identified during the course of the investigation, the ATSB will immediately notify relevant parties so appropriate and timely safety action can be taken,” Mr Mitchell concluded.
