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TRANSPORT ACCIDENT INVESTIGATION COMMISSION ACT 1990 The principal purpose of the Transport Accident Investigation Commission shall be to determine the circumstances and causes of accidents and incidents, with a view to avoiding similar occurrences in the future, rather than to ascribe blame to any person. ALCOHOL AND LACK OF SLEEP LED TO GROUNDING A t 0505 on May 6, 2010, the 51.03m coastal bulk carrier Anatoki ran aground off Rangihaeata Head, Golden Bay, a point approximately The Anatoki 5nm or 9km west nor-west of it's intended route. The Anatoki had sailed from the port of Nelson at about midnight in variable to westerly winds, at a speed of five knots, with calm seas and no discernible swell, and was due to arrive off Tarakohe at 0545. Prior to the voyage, the Anatoki had arrived in Nelson on May 4 at about 0730 for repairs and maintenance. Three of the crew: the master, engineer, and mate, carried out routine duties before departing at 1500 and going home for the night. The watchkeeper, who did not live in Nelson, went to bed on board at about 1930. The master, engineer and watchkeeper resumed duties at about 0800 the next day, May 5. The mate returned at about 0930 to begin work. The master intended that the vessel depart at 1400, prior to high tide, arriving off their destination six hours later. When the master learned that the maintenance would not be completed till about 1600 he delayed sailing till midnight. The master stayed on board going to bed at 1800. The engineer went home, returning about 2145, and started to write up his daily workbook before preparing the engine for departure, and went to his cabin at about 0100. The mate and the watchkeeper had something to eat and went ashore to a nearby restaurant and bar at about 1800. The watchkeeper had two pints of beer, returned to the vessel at about 2045, going to bed at about 2115. The mate said he had four or five pints of beer, arriving back at the vessel around 2215, ate some food, and went to bed at about 2230. At 2230 the master called the crew to prepare for departure. The master said later that the watchkeeper and mate, "looked as though they had had a couple (of drinks) but didn't look drunk". The Anatoki sailed from Nelson at about 2350 with the mate on the helm. The night orders included instructions to call the engineer at 0445 for a shaft generator changeover, ETA Tarakohe 0600, and, if they arrived early to stay 5nm offshore. At 0015 the watchkeeper arrived on the bridge and took control of the vessel from the master. At 0020 the mate left the bridge asking the watchkeeper to "give him a buzz" for his watch. The watchkeeper maintained the vessel on it's designated track until after altering course to round Separation Head, he called the mate who arrived for the 0400 to 0800 watch. The watchkeeper then left the bridge. At about 0408 the Anatoki's course was changed to about 253 degrees. The Anatoki entered the designated "spat catching area" at 0442, and ran aground approximately 0.7nm off Rangihaeata Head at about 0506. At about 0515 the mate called the engineer to change from the shaft generator to harbour generator. The engineer noted that the engine sounded different but was operating normally. After the engineer had changed to the harbour generator the mate tried to turn the vessel away from the coast, he then noticed it was not moving through the water. He used the engines to attempt to free the vessel but was unsuccessful and called the master at about 0525. T he master ordered the water ballast in the vessel to be adjusted in an attempt to re-float the vessel, but this was unsuccessful. At 0705 the master abandoned attempts to refloat the vessel and issued an Urgency call advising that the vessel was aground. Assisted by a workboat and charter vessel the Anatoki was refloated at about 1300. The Transport Accident Investigation Commission's findings included: • The mate's performance was likely to have been adversely affected by him only having a maximum of 3.5 hours sleep in the preceding 21 hours, and possibly the effects of alcohol affecting the quality of that sleep. • The company drug and alcohol policy was not at the time of this accident complied with by the Anatoki's master and crew. • The owner and the master on board the Anatoki were not effectively managing the standards of navigation and the drug and alcohol policy at the time of the grounding. Recommendations included: • A working bridge watch navigational and alarm system should have been fitted to the Anatoki to mitigate the known risk of one-man bridge operations. Had one been fitted the mate might have been alerted in time to prevent the grounding. The key lessons were: • Responsible watchkeepers should take the opportunity to have adequate sleep to prevent their becoming fatigued. • Under no circumstances should crew undertake safety critical tasks when impaired by alcohol. • Alcohol consumption can reduce the quality of sleep even hours after consumption stops. July/August 2012 Professional Skipper 73