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关于集装箱船Milano Bridge靠泊撞坏门吊事故的信息 本文中文内容是根据ONE（Ocean Network Express Pte）公司的英文报告翻译 ONE operated 13900 TEU vessel contacted with multiple shore gantries and with one moored container vessel while approaching berth at PNC #8, Pusan New Port on the 6th Apr’20. This was her first berthing for phasing-in after Dry Dock.
ONE公司操作的一条13900箱位的集装箱船与多个岸上门吊及一条系泊的集装箱船刮撞。2020年4月6日事故发生时，该轮正在靠泊韩国釜山新港PNC8号码头。这是该轮坞修后航线调整的第一次靠泊。 
<Time line (LT)> [ Two Tugs in action throughput below timeline, FWD and AFT, could not provide adequate pull due to the high FWD speed, use of Bow thruster not fully known]
<事故时间轴（当地时间）>(在下面的时间中，一前一后两条拖轮带好，由于船舶太快的向前速度，拖轮没有发挥出足够的作用，首侧推的使用情况不完全清楚。）
14:37: Commenced STBD turn, STBD 20 Helm, Dead Slow Ahead, Speed: 9.3Kts
船舶开始向右转，右舵20，微速进，船速9.3节
14:39: Stopped engine, Speed: 7.6 Kts
停车，船速7.6节
14:40: Pilot appeared panicked, Speed 7.6 Kts, Dead slow ahead STBD 20 helm.
引水出现慌乱，船速7.6节，微速进，右舵20
14:42: Pilot realizes heavy drift to port, panicked, full ahead engine, hard Stbd helm, concerned to avoid three (3) moored vessels. AFT Tug continuously pulling.
引水意识到船舶向左漂移严重、慌乱，全速进车，右满舵，其关注点是为了避开3条系泊船。尾拖轮不断拖拽。
14:44: Cleared 1st moored vessel, drifting towards 2nd moored vessel, Navigation full
ahead, STBD 20 helm, drifting further towards berth. FWD tug's action not known as pilot speaking in local language. Master used BT.
安全通过了第一条系泊船，船舶继续向前漂向第二条系泊船，继续全速进车，右舵20，船进一步向码头漂移。由于引水使用当地语言和首拖轮交流，所以首拖轮的行动未知。船长使用了首侧推。
14:47: Cleared 2nd moored vessel, random orders on ME and rudder, stern drifting towards port side, Speed 6 kts.
安全通过了第二条系泊船，胡乱的车种令和舵令（希望船舶远离码头），船尾向左漂移，船速6节。
14:47: Cleared lesser beamed 3rd moored vessel.
安全通过了第三条系泊船。
14:49: Made hard contact with Gantry no.85 , fully collapsed on stern of ONE vessel. ME Nav full ahead, speed 5.2 kts. FWD tug not pulling.
重重地刮撞了No.85门吊，并完全倒塌到船上。当时主机全速进，船速5.2节。船首拖轮没有拖拽。
14:50: Emergency full stern to prevent contact with moored vessel ahead.
为了避免碰撞前面的系泊船，紧急倒车。
14:52: Hard contact with Gantry crane no. 81 by bridge wing, which was working on the moored container vessel ahead followed by slight contact with the moored vessel around Bay 02 & 06.
船舶驾驶台左翼重重地撞了正在为前面船作业的No.81门吊，紧接着刮碰了前面系泊船的Bay02和Bay06位置。
Gantries & Berth 门吊和泊位
·One gantry fully collapsed on the ONE vessel’s stern area and parts dropped into water, crane total loss.
一个门吊完全倒塌在船尾区域，一部分掉进水里，门吊完全损失。
·Another gantry badly damaged, inclined out of shape almost about to fall, inoperational.
另一个门吊严重损坏，倾斜变形，计划要倒塌，不可用。
·Another two gantries externally damaged and derailed, inoperational
另外两个门吊外部损坏并脱轨，不可用。
·Next two gantries externally damaged, among which one is operational.
还有两个门吊外部损坏，其中一个可用。
·Total 6 Gantries damaged among which 5 inoperational (incl. 1 total loss) & 1 operational presently
总计六个门吊损坏，其中5个不可用（包括一个完全损失）、一个目前可用。 ·Damages to berth: Unknown at this time
泊位损失：目前未知
·580 Meters length of total 2000Mtrs of PNC out of commision at this time.
2000米的PNC码头中580米目前不能使用。
Damages to the Ship 船舶损失
·Heavy hull breach above water line around port quarter under deck passage.
左舷船尾水线以上、甲板一下船壳受损。
·AFT lashing bridges severely damaged
尾部绑扎桥严重损坏。
·Deck plating & fittings distorted at several locations of portside
左舷几处甲板和配件扭曲。
·Propellar damaged
螺旋桨损坏
·Port side bridge wing damaged
驾驶台左翼损坏
·Above all damages are extended in various locations hence further examination in progress.
上述所有损坏是否扩展到其他位置需要进一步检验。
Injury & Pullution 受伤和污染
One (1) shore staff slightly injured (by local news), no pollution.
根据当地新闻，一个岸上员工轻伤。
没有对海洋造成污染。
Damages to the contacted moored container vessel
系泊船舶的损坏情况
Pending investigation & survey
等待调查和检验。 <问题出在哪>
1.High approach speed.
较高的驶近速度
·Uncontrollable speed.
不可控的速度
·Very less reaction time after the turn.
转向后的非常短的反应时间
·Lessened effect of tug's pull due to high FWD speed
由于很高的向前速度导致了拖轮的拖拽效果很小
·No effect of Bow Thruster
首侧推没有效果
2.Failure to recognise vessel's condition
对船舶状况的错误认知
·Light condition, partly submerged Rudder and propeller providing less steering effect & lesser ROT. Propeller immersion: approx. 60%, Rudder Immersion: Partial corresponding to propeller immersion
轻载情况，由于舵和螺旋桨没有完全浸没，导致舵效差及较小的转船速率。
螺旋桨浸没大约60%，舵部分对应螺旋桨的浸没。
·Light condition provides large exposed transom and less parallel body & quick response to helm and engine, hence very careful approach to berth is required.
3.Failure to recognise local conditions
对当地情况的错误认知
·Light condition of vessel is affected by wind easily even with gusts of10~15Kts.
船舶轻载情况下，很容易被风影响，即使10-15节的阵风
·Land breeze effect resulting on-shore wind is expected during berthing at around noontime.
在中午左右的靠泊期间，陆风效应的向岸风是可以预料到的。
·Flood tide contributed the lesser effect of the Rudder and more speed.
涨潮的流影响舵效
4.From the beginning of the turn to a substantial period 20 Degrees of STBD helm used, resulted in less ROT, a quicker turn could have given the vessel better clearance from the moored vessels and the berth.
从转船开始到长时间使用右舵20，导致较小的转船速率，如果更快的转向可以更好的远离系泊船和码头。 （译者注：估计这句话的意思是说，刚开始就应该使用满舵，船就转出去了）
5.Failure to challenge Pilot's intention of
没有对引水的意图提出质疑
·High approach speed was not challenged by Bridge team even when the pilot's panic was noticed well in advance.
较高的进港速度并没有被驾驶台的船上人员质疑，尽管当引水的慌乱已经被发现的时候。
·Not choosing the other approach from south of the Island to have better control on a flood tide.
没有选择从港内小岛的南部进入来控制潮流的影响。
<我们的要求>
1.Please establish good BTM and BRM with attention to controllable speed during all approaches.
请制定良好的驾驶台团队管理和驾驶台资源管理，注意所有的进港速度是可控的。
2.Prepare speed down plan for every approach and challenge Pilot if he deviates from that.
为每一次进港准备降速计划，并且要质疑对引水出现的偏差
3.Recognize current condition of your vessel, her maneuver ability in present local conditions before every maneuver and explain adequately to the pilot. Monitor pilot's each action, verify if in doubt, take necessary action without hesitation, if not satisfied.
熟知船舶的当前情况，在每一次操纵前要给引水解释清楚船舶当时的操纵性能。监控引水的每一个指令，并核实是否右问题，如果不满意，应不要犹豫地采取必要行动。
4.Please review MSQ 135/2019, MSQ Accident News Digest (Collision, Allision & Grounding) and carry out training of all bridge teammembers.
** The Accident news shared by this letter is still under investigation, based on currently available information from various sources & will be updated with new findings, should need be.
We appreciate your attention to safety always, let's strive towards ZERO accidents.
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