臺灣運輸安全委員會（TTSB）發(fā)布了一份關(guān)于 2025 年 1 月 “威xx號” 貨船在北竿島附近海域擱淺事故的調(diào)查報告，該事故造成 1 名船員死亡。
▲圖源：網(wǎng)絡(luò)，侵權(quán)必刪
2025 年 1 月 24 日 14 時 26 分，伯利茲籍液貨船 “威xx號”（國際海事組織編號：10856xx）于福建省寧德港完成船旗國、船東及船員的變更手續(xù)。
該船總噸為 1624 噸，搭載 8 名印尼籍船員，在壓載狀態(tài)下駛離寧德港，前往印度尼西亞雅加達。
根據(jù)事故通報及船舶自動識別系統(tǒng)（AIS）軌跡顯示，1 月 24 日 20 時 21 分，該船在連江縣北竿島以東約 1.9 海里的三連嶼附近海域擱淺并發(fā)生傾斜。
當(dāng)日約 20 時 50 分，船舶完全失去動力。22 時 35 分，船長下令棄船，并向海巡部門請求援助。
在船長與 3 名船員轉(zhuǎn)移至巡邏艇的過程中，船長不慎落水。
次日 03 時 15 分，搜救直升機成功將剩余 4 名船員從船上救起。
此次事故造成船舶擱淺并隨后沉沒，船長遇難，未引發(fā)海洋污染。
依據(jù)臺灣地區(qū)《運輸事故調(diào)查法》及國際海事組織《海難調(diào)查規(guī)則》，臺灣運輸安全委員會作為獨立的運輸事故調(diào)查機構(gòu)，負責(zé)主導(dǎo)本次事故調(diào)查工作。
調(diào)查團隊成員還包括港務(wù)部門、海巡部門、海洋事務(wù)部門、伯利茲國際商船注冊處以及印尼好運繁榮海洋公司（PT Hoki Sejahtera Bahari）的相關(guān)人員。
通過對事實信息的全面分析，調(diào)查共得出 9 項調(diào)查結(jié)論，并提出 2 項安全建議。
最終調(diào)查報告已于 2025 年 12 月 12 日召開的臺灣運輸安全委員會第 81 次董事會會議上審議通過。
調(diào)查結(jié)論
事故可能原因相關(guān)結(jié)論
開航前，船長使用了不適用于近岸 / 受限水域航行的小比例尺海圖進行航線規(guī)劃，該海圖的水深分辨率不足，難以識別潛在擱淺風(fēng)險。
航行期間，船舶僅依靠磁羅經(jīng)導(dǎo)航，未修正當(dāng)?shù)卮挪睿ㄎ髌?5°18′），導(dǎo)致實際航向偏離既定航行計劃。
夜間航行時，船舶僅安排 1 名一級水手操舵。船長未持續(xù)利用現(xiàn)有導(dǎo)航設(shè)備監(jiān)控船位、定位以及修正航跡偏差。受夜間天黑及接近高潮位的影響，船員難以目視發(fā)現(xiàn)礁石，船舶最終偏離計劃航線 0.7 海里，駛?cè)肴B嶼附近巖礁區(qū)域，進而發(fā)生擱淺。
夜間棄船過程中，受惡劣海況及船舶晃動影響，船長不慎落水。
海巡巡邏艇救起船長后，發(fā)現(xiàn)其已無生命體征，經(jīng)確認，船長死因系溺水身亡。
風(fēng)險相關(guān)結(jié)論
船長規(guī)劃的航線途經(jīng)一條僅 6 海里寬的狹窄水道，該水域位于馬祖北竿島東側(cè)，分布著大量適淹礁和部分淹沒礁石。
船舶在夜間航行時，未采取持續(xù)定位等措施，大幅增加了擱淺風(fēng)險。
擱淺事故發(fā)生時，海域吹東北風(fēng)，蒲福風(fēng)級 5-6 級，陣風(fēng)達 8 級，有效波高約 2 至 3 米。惡劣海況不僅給船員轉(zhuǎn)移至巡邏艇的行動造成阻礙，還提升了人員落水的風(fēng)險。
其他調(diào)查結(jié)論
船長及全體船員均持有船旗國（伯利茲）及印尼海事主管部門核發(fā)的有效適任證書。
經(jīng)核查，船舶航行期間，主機、操舵系統(tǒng)、船體結(jié)構(gòu)及導(dǎo)航設(shè)備均未出現(xiàn)異常或故障。
船舶沉沒導(dǎo)致相關(guān)證據(jù)滅失，駕駛臺導(dǎo)航設(shè)備及紙質(zhì)海圖定位記錄均無法打撈回收。
事故發(fā)生前 72 小時內(nèi)，4 名值班船員作息規(guī)律，睡眠充足，無長期超負荷工作或疲勞操作跡象。事故發(fā)生后，4 名值班船員反應(yīng)迅速，及時參與人員疏散工作。無證據(jù)表明疲勞因素與本次事故存在關(guān)聯(lián)。
安全建議
在航線規(guī)劃階段，需明確劃定高風(fēng)險區(qū)域（如巖礁區(qū)、能見度受限航段等），并制定相應(yīng)風(fēng)險管控措施。
具體措施應(yīng)包括：頻繁核對航向、船位及航速；
合理使用磁羅經(jīng)導(dǎo)航；
在夜間航行或惡劣天氣條件下，充分利用一切可用手段 —— 包括視覺與聽覺瞭望、雷達、電子海圖顯示與信息系統(tǒng) / 電子航海圖（ECDIS/ENCs）、船舶自動識別系統(tǒng)（AIS）、測深儀，以及其他適用于當(dāng)前環(huán)境的方法，以保持有效瞭望和態(tài)勢感知能力。
確保船隊嚴(yán)格遵守《海員培訓(xùn)、發(fā)證和值班標(biāo)準(zhǔn)國際公約》（STCW）中關(guān)于船員值班的要求。
在高風(fēng)險水域航行時，船長應(yīng)親自監(jiān)控船舶航向與船位。
值班駕駛員需通過多種獨立導(dǎo)航手段交叉核對船位、航向及富余水深，并在發(fā)現(xiàn)數(shù)據(jù)不一致或異常情況時，及時調(diào)整航行計劃與航線。
英文原文
The Taiwan Transportation Safety Board (TTSB) has released an investigation report into the grounding of cargo vessel WEI SEN NO. 8 off the coast of Beigan, in January 2025, in which one crew member lost his life.
At 1426 hours on 24 January 2025, the Belize-flagged liquid cargo vessel WEI SEN NO. 8 (IMO No. 1085679), with eight Indonesian crew members on board and a gross tonnage of 1,624, completed a change of flag State, shipowner, and crew at Ningde Port, Fujian Province, People’s Republic of China.
While in ballast condition, the vessel departed Ningde bound for Jakarta, Indonesia.
According to the occurrence notification and the vessel’s AIS track, at 2021 hours on 24 January, the vessel grounded and took a list in waters near the Sanlian Islets, about 1.9 nautical miles east of Beigan, Lienchiang County.
At approximately 2050 hours, the vessel suffered a complete power loss. At 2235 hours, the master ordered abandon ship and requested assistance from the Coast Guard Administration. During the transfer of the master and three crew members to a patrol craft, the master fell overboard. At 0315 hours the following day, a search-and-rescue helicopter safely hoisted the remaining four crew members from the vessel.
The casualty resulted in the grounding and subsequent sinking of the vessel and the death of the master. No marine pollution occurred.
Following Taiwan’s Transportation Occurrence Investigation Act and the Casualty Investigation Code of the International Maritime Organization, the TTSB is an independent transportation occurrence investigation agency responsible for conducting this investigation.
The investigation team also included members from the Maritime and Port Bureau, the Coast Guard Administration, Ocean Affairs Council, the International Merchant Marine Registry of Belize, and PT Hoki Sejahtera Bahari.
Based on a comprehensive analysis of the factual information, the investigation identified 9 findings and issued 2 safety recommendations.
The final report was reviewed and approved at the 81st TTSB Board Meeting held on December 12, 2025.
Investigation findings
The findings related to probable causes:
Prior to departure, the Master planned the route on a small-scale chart unsuitable for coastal/navigation in confined waters;
the chart’s depth resolution was insufficient to readily identify potential grounding hazards. During the voyage, the vessel was steered by magnetic compass without applying the local magnetic variation (5°18′ W), causing the heading to diverge from the intended voyage plan.
During night navigation, the helm was manned by one able seaman. The Master did not continuously use available navigational aids to monitor position, obtain fixes, and correct cross-track error.
With darkness and near high tide limiting visual detection of reefs, the vessel deviated 0.7 nautical miles (NM) from the planned track and entered a rocky/reef area near the Sanlian Islets, where the vessel grounded.
During abandonment at night, the Master fell overboard due to adverse sea conditions and vessel motion. When recovered by a Coast Guard patrol craft, the Master showed no signs of life, and death was confirmed as drowning.
The findings related to risk:
The Master of the vessel planned its route through a narrow waterway only 6 nautical miles wide, with numerous awash/partially submerged rocks on the east side of Beigan Island (Matsu).
During nighttime navigation, the vessel failed to implement measures such as continuous positioning, thereby significantly increasing the risk of grounding.
Around the time of the grounding, weather conditions were north-easterly winds Beaufort force 5 to 6, gusting 8, with significant waves about 2 to 3 m. These conditions made it difficult for the crew to reach the patrol boat and increased the risk of falling into the water.
The other findings:
The Master and crew all hold valid certificates of competency issued by the flag state, Belize, and the Indonesian maritime authorities.
No abnormalities or failures were found with the main engine, steering gear, hull structure, or navigational equipment during the voyage.
The vessel’s sinking resulted in loss of evidence; the bridge navigational equipment and paper-chart fix records could not be retrieved.
Within the 72 hours preceding the occurrence, the four watchkeeping crew maintained regular routines with adequate sleep; there was no indication of chronic overwork or fatigue.
After the grounding, all four responded and assisted in the evacuation promptly. No evidence indicates fatigue as a contributing factor.
Transportation Safety recommendations
During passage planning, clearly delineate high-risk areas (e.g., reefs/rocky patches, restricted-visibility legs) and prescribe corresponding risk controls. Measures should include frequent verification of heading, position, and speed;
steering by magnetic compass as appropriate;
and, during night navigation or adverse weather, the effective use of all available means—visual and aural lookout, radar, ECDIS/ENCs, AIS, echo sounder, and any methods suited to the prevailing conditions—to maintain a proper lookout and situational awareness.
Ensure fleet compliance with the International Convention on Standards of Training, Certification and Watchkeeping for Seafarers (STCW) requirements for watchkeeping. In high-risk waters, the Master should personally monitor the vessel’s heading and position.
The Officer of the Watch (OOW) shall cross-check position, heading, and under-keel clearance/depth using multiple independent navigation sources and promptly adjust the voyage plan and track as necessary when discrepancies or abnormalities are detected.
The complete final report (available only in Chinese) can be downloaded at Taiwan Transportation Safety Board’s website.
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