据报道，一艘货船的船长李勇宇（音译）承认，他将船和船上人员置于危险之中。当飓风加布里埃尔来袭时，当船驶向陶朗加港时，他驶入霍克湾附近较浅的水域。

周一，李通过来自中国的视听链接出现在陶朗加地区法院。他承认在2月14日以造成不必要危险或风险的方式操作船舶。

根据1994年《海上运输法》第65条，这项指控最高可判处12个月监禁或罚款1万美元。

根据《丰盛湾时报》(Bay of Plenty Times)发布的新西兰海事概况，李已经担任船长约两年，在此之前担任大副已有10年。

2月14日，他在悬挂巴拿马国旗、名为Spinnaker SW的19.8吨货船上担任船长，从马希亚开往陶朗加港。

那天的天气很恶劣，飓风加布里埃尔正在袭击新西兰。

在从马希亚启航之前，李制定了一个绕波特兰岛航行的航行计划。

他所在公司的安全管理系统对恶劣天气的定义是，风速达到波弗特(Beaufort)级别的7级或更高，以及4米或以上的巨浪。

这艘船的最大吃水深度——它可以安全航行的最小水深——约为8.8米。

雇主的政策是，在封闭水域和接近港口时，龙骨下净空不应低于船舶最大吃水深度的10%。在开放水域，最小净空为20%。

上午11点30分至下午12点30分，当该船接近波特兰岛时，李在舰桥上。

风力为7级，6-7米的巨浪使船只剧烈摇晃。他选择靠近陆地，以减缓摇晃，但没有对偏离最初的航行策略进行任何正式的评估。

随后，该船进入了约11.3米深的水域，距离该岛近2.28公里。

左舷上有两处深度分别约为9米和10米。

在距离岛屿约2.03公里，距离9.4米浅水区约666米时，李决定将船只转向120度，使Spinnaker SW距离10米深的浅水区约748米，距离岛屿约2.38公里。

新西兰海事局提到，李选择这样做，最终冒着船撞到海底的风险。

由于吃水不足和龙骨下间隙不足，这艘船暴露在大海和它的涌浪运动中，并且接近浅滩800米。根据总结，结果是船只和船上人员暴露在不必要的危险/风险中。

李向新西兰海事局的一名调查人员承认，他决定把船开进浅水区，因为风“太大了”，他想避免船从左到右翻滚和摇晃。

他承认在前往陆地之前没有计算风险，而是依靠经验和观察。他说他知道自己违反了雇主的政策。

当被问及为什么不顾恶劣天气决定将这艘船驶出时，他说他希望在陶朗加卸货。

李告诉调查人员，他再也不会犯此类罪行了。

摘要没有提到船上有多少人。

总结中没有提到船上有多少人。

在法庭上，李在一名中国翻译员的协助下为他翻译了法庭诉讼程序，并证实了李对指控的认罪。

他的律师Tom Lynskey和新西兰海事律师Suzanne Trounson和Frances Rhodes一致认为，需要于7月19日在惠灵顿地区法院进行宣判，以便他们有机会亲自出庭。

法官梅琳达·梅森（Melinda Mason）判定李有罪，并在指定日期通过视听链接将其还押候审。

英文原文

A cargo vessel’s captain, Captain Yongyu Li, has reportedly admitted that he put the ship and the people on board at risk. When Cyclone Gabrielle hit, he steered into the shallower waters off Hawke’s Bay when the ship was headed to the Port of Tauranga.

Li appeared on Monday in the Tauranga District Court via an audio-visual link from China. He pleaded guilty to operating a ship on 14 February in a manner that caused unnecessary dangers or risks.

The charge under Section 65 of the Maritime Transport Act 1994 has a maximum sentence of 12 months in prison or a $10,000 fine.

Per the Maritime New Zealand summary of facts derived by the Bay of Plenty Times, Li has served as a ship captain for about two years and was employed as a first mate for 10 years before that.

On 14 February, he was captaining the 19.8-tonne cargo vessel named Spinnaker SW, which flies the flag of Panama, from Mahia up to the Port of Tauranga.

The weather on that day was rough as Cyclone Gabrielle was hitting New Zealand.

Before setting sail from Mahia, Li chalked out a voyage plan to sail around Portland Island.

His firm’s safety management system defined heavy weather to have wind speeds on the Beaufort scale of force seven or higher and significant waves of four meters or higher.

The ship’s maximum draft – the minimum depth of water it could navigate safely – was about 8.8m.

The employer’s policy was that the under-keel clearance shouldn’t go lower than 10% of the ship’s max draft in confined waters and when approaching a port. While in open waters, the minimum was 20%.

Li was on the vessel’s bridge between 11.30 am and 12.30 pm when the vessel was nearing the Portland Island.

The force of the wind was at level seven, and the 6-7m swell made the vessel roll. He chose to steer closer to land to slow the rolling motion but didn’t do any formal appraisal of deviation from the initial voyage strategy.

The vessel then entered the water that was about 11.3m deep, almost 2.28 km from the island.

Two spots were about 9m and 10m deep on the port side.

At about 2.03 km from the island and approximately 666m from a 9.4m shallow spot, Li decided to turn the vessel 120 degrees, putting the Spinnaker SW at about 748m from the 10m-deep shallows and approximately 2.38km from the island.

Maritime New Zealand mentioned that by choosing this action, Li ended up risking the ship hitting the ocean floor.

The vessel became exposed to the sea and its swell motions, with inadequate draft and under-keel clearance, and came within almost 800m of the shoal ground. The result was that the vessel and those on board were exposed to unnecessary danger/risk, per the summary.

Li confessed to an investigator associated with Maritime New Zealand that he decided to take the ship into shallow waters since the wind was way “too str,ong” and he wanted to avoid the vessel rolling from left to right and shaking.

He admitted to not calculating the risk before heading toward land but instead relying on experience and observation. He said he knew he was breaching his employer’s policy.

Asked why he had decided to take the vessel out despite the bad weather, he said he wished to unload the ship in Tauranga.

Li informed the investigator that he would never offend in this way ever again.

The summary did not mention how many individuals were on the vessel.

In court, Li was aided by a China-based interpreter who translated court proceedings for him and also confirmed Li’s guilty plea to the charge.

His lawyer, Tom Lynskey and Maritime New Zealand lawyers, Suzanne Trounson and Frances Rhodes, agreed that sentencing needs to take place in the Wellington District Court on 19 July to allow them a chance to appear physically.

Melinda Mason, the judge, convicted Li and remanded him to appear for his sentencing by an audio-visual link on the given date.

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