Fmg-Nicola

The Australian Transport Safety Bureau (ATSB) has issued an interim report regarding the propulsion failure during pilotage of the 'FMG Nicola' at Port Hedland, Western Australia, on Feb 7, 2025. At 08.32 a.m. LT that day, the bulk carrier FMG had completed loading 237,088 tons of iron ore at its berth in Port Hedland. The fully laden ship had a draught of 17.51 metres forward and 17.69 metres aft and was due to depart on the afternoon (a high water of 5.56 m was predicted for 1634). At 1.30 o,n, two harbour pilots, one of whom was under supervision, boarded the ship. The port authority’s marine services delivery manager (MSDM), who was also a harbour pilot, boarded to observe the departure. By 1.48 p.m., the ship’s main engine and steering had been satisfactorily tested and the master-pilot information exchange was completed in readiness for departure. The pilot under supervision would conduct the pilotage, and four tugs were secured to assist. By 2.12 p.m. all mooring lines had been cast off and the ship departed the berth. There was a 25-knot north-north-west wind with waves of up to 1.5 metres on a 0.5 metres swell in the area, including the port’s single shipping channel. At 2.42 p.m., with the ship progressing along the channel as planned, the MSDM disembarked via pilot launch. At 2.46 p.m., one of the tugs was let go and returned to base. At about 3.00 p.m. the 'FMG Nicola' was turned to port to follow the channel at a speed of about 7 knots. Of the three tugs assisting, the 'FMG Mako' was fast at the ship’s port shoulder, the 'FMG Dusky' at the starboard shoulder and the 'FMG Spinner' through the centre lead aft. At 3.14, p.m., as the ship approached beacons 32-33, the pilot ordered a heading3 of 334°. At about this time, the 'FMG Mako’s master requested the pilot for its towline to be let go as there were choppy seas on the ship’s port side. The pilot concurred, and the towline was let go at 3.15 p.m. At about 3.16 p.m. the 'FMG Nicola’s main engine suddenly shut down as it was passing beacons 32-33. The ship’s speed was 8.3 knots, and the pilot ordered the rudder midships. The pilot informed the tug masters that the ship had lost propulsion and directed them to help keep it in the channel. At 318 p.m. the pilot notified Port Hedland vessel traffic service (VTS) of the emergency and requested additional tugs. The pilot gave helm orders and used the tugs to follow the channel. The ship’s speed had decreased to 7.4 knots, and it was getting closer to the western side of the channel and with a slow rate of turn of about 4° per minute to port. Meanwhile, the ship’s engineers identified that the engine had shut down as the ‘main bearing and thrust bearing lubricating oil pressure low’ non-cancellable trip had activated. The engineers determined that it had activated due to faulty operation of the pressure switch. After confirming all engine systems were operating normally, the engine trip lockout system4 was reset and, at 3.23 p.m., the engine was restarted at dead slow ahead. At about 1525, FMG Nicola had passed beacons 30-31, and, with a rate of turn 7.5° per minute to port and speed of 4.3 knots, it closed on the eastern side of the channel. Soon after, the ship stopped turning and began moving along the side of the channel, which was aligned along a 318° (T) direction there. The ship continued to move along the side of the channel. At 3.34 p.m., the first of the additional tugs arrived and was tasked to push up on the ship’s starboard side. In the following 10 minutes, three more tugs arrived and assisted as required by the pilot. At 3.40 p.m., the ship passed close to beacon 28 while moving along the side of the channel at a speed of 2.5 knots. By 3.50 p.m., the ship had been moved away from the channel side and its speed was increasing as the main engine speed had progressively been increased to full ahead. The tugs continued escorting the ship out the channel towards open water. At about 4.35 p.m., three tugs were released, and a further two were released about ten minutes later, as the ship approached beacons C11-C12. The remaining two tugs were retained and escorted the ship until it passed beacons C1-C2 and to sea. By the time the ship passed beacons C1-C2, the ship’s crew had completed inspecting and testing the main engine systems and rectified the fault. They had also conducted an inspection, including sounding compartments, to confirm there was no ingress of water. At 6.06 p.m., the pilots departed the ship by helicopter and the ship continued its passage to the next port, Dongjiakou, China. During the passage, the crew inspected all ballast tanks on the starboard side and found no physical damage to the ship’s side or structure. To date, the ATSB has collected evidence from relevant parties including: The investigation was continuing and will include examination and analysis of the evidence received, including: event sequence corroborating data ship track and position response to the incident reporting of the incident to authorities. A final report will be released at the conclusion of the investigation. 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.

Fortescue Metal Group’s (Fortescue) first Very Large Ore Carrier (VLOC), FMG Nicola, has arrived in Port Hedland to complete its maiden voyage from China. A natural extension of Fortescue’s supply chain, FMG Nicola is the first of eight VLOCs which are designed to complement Fortescue’s world class port infrastructure through maximising the tonnage per ship, improved loading rates, and safe manoeuvring within the port and the channel. When fully operational, the VLOC fleet will provide approximately 12 per cent of Fortescue’s total shipping requirements. Sharing the experience of the first voyage of Fortescue’s shipping fleet with the company’s Chairman Andrew Forrest, were sister Jane and brother David. http://www.hellenicshippingnews.com/fmg-nicolas-maiden-voyage-into-port-hedland/