SPIRIT OF TASMANIA I
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vor 2 Min
Die letzten Häfen
Die letzten Wegpunkte
Die neuesten Nachrichten
Ferries withdrawn from Bass Strait after a quarter of a century
On Oct 22, 2026, at 8.30 p.m. the 'Spirit of Tasmania I' sailed on its final passenger voyage, carrying travellers to Geelong, as the TT Line prepared to bring two new ships into service. The farewell came as Spirit Quay, the new terminal in Devonport built for the 'Spirit of Tasmania IV' and 'Spirit of Tasmania V', was officially opened on that day. The new ships were a week away from their first passenger sailings. The original vessels had served the Bass Strait for more than 25 years. The shipbroker Clarksons was handling the sale of both the 'Spirit of Tasmania I' and 'Spirit of Tasmania II' (IMO: 9158434). The TT Line was in advanced negotiations with a number of interested parties, but could not disclose details because they were commercially confidential. It did not expect the ships to be berthed for a long period of time. The sale process was ongoing. Report with photos: https://pulsetasmania.com.au/news/spirit-of-tasmania-i-makes-final-passenger-voyage-to-geelong/
Ferry suffered bow thruster issue
The departure of the 'Spirit of Tasmania' from Geelong to Devonport on the night of Dec 11, 2025, was delayed for hours after a problem with a bow thruster had occurred. It was believed it had ingested a rope. Travelers were waiting on the dock to board for hours. The ship eventually left after 11 p.m.
Procedures not followed prior to crew injury on the Spirit of Tasmania I
The 2nd engineer of the 'Spirit of Tasmania I' suffered serious injuries requiring surgery after falling during engine maintenance work on March 6, 5, while the vessel was berthed in Geelong, Victoria, during what began as a routine oil change on one of the ship’s main engine turbochargers. An official investigation by the Australian Transport Safety Bureau (ATSB), published on Nov 27, has determined that safety management procedures were not properly followed during the incident. Complications during the work led the crew to decide to replace the turbocharger’s bearing housing cover plate, requiring multiple trips climbing on and off the engine. While descending from the engine, the engineer fell heavily and suffered a serious knee injury that later necessitated surgical intervention. The investigation uncovered several critical safety lapses. Despite regular access being required, no standard safe route to the top of the main engine had been defined or established: After working on top of the main engine, the engineer walked along its rocker covers before stepping across to the opening in the railing, slipping off the cover and falling. The decision to replace the bearing housing cover plate represented a significant expansion of the originally planned work scope, yet existing safety protocols were not updated accordingly. The existing Job Safety Analysis was not reviewed, nor was a new prestart safety checklist completed by those conducting the work, due to perceived time pressure, and a perception by those involved that the work was low risk. Consequently, the risk of slips and falls involved in the work was not properly considered. The ATSB’s broader findings revealed that the safety management system procedures for Job Safety Analyses were not effectively implemented at the time of the incident. The JSA for replacing the main engine turbocharger bearing housing cover plate was not in place, and JSAs covering other work on top of the engine did not address the risks involved in accessing the work site. Following the accident, the ship manager TT-Line had implemented several corrective measures, including providing a removable work platform for safe access to the engine tops on both the 'Spirit of Tasmania I' and the sister ship 'Spirit of Tasmania II'. The company also updated JSAs related to turbocharger and exhaust manifold work to include access risks. Full report: https://www.atsb.gov.au/media/news-items/2025/procedures-not-followed-prior-crew-injury-spirit-tasmania-i
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