Feb 092016
 

As yet MAC has not tracked down an investigation report on this incident. It understood to have involved the German-flagged chemical/products tanker Jana and the Antigua and Barbuda flagged containership Herm Kiepe in 2011 on the Kiel Canal. Herme Kiepe has since changed its name to Leone P as of August 2013.

What do you think happened? Let us know in the comments section below.

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Does That 40 Go Into 20? Watch For Box Cheats

 boxship, container accident, containership, crime, maritime safety news  Comments Off on Does That 40 Go Into 20? Watch For Box Cheats
Nov 182014
 

Over the past few years the industry has tried to bring order to the problem of misdeclared container weights, and issue that presets seriosu hazardous to the lives of seafarers and their ships but that doesn’t stop attempts to fraudulently change indicators of container weight, as the   the ICC’s International Maritime Bureau, IMB, has revealed. It’s worth keeping an eye on those boxes.

The incident uncovered by IMB concerned a container of aluminium scrap in which the information outside the box was tampered with to show false weight and size. An IMB member highlighted the case after being notified of a significant weight shortage on the container, which arrived in the Far East from the Middle East.

During the investigation that followed, the member noted that the tare weight of the container, as shown on its door – and used by the shipper – was 3,680kg. The cube, also shown on the door, was 2,700 cubic feet.

The numbers displayed were entirely acceptable for a 40 foot container. However the box in question was a 20 foot one. Continue reading »

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Nov 072014
 

Looking out of the window was not really an option for the pilot conducting the 28, 372 GRT containership Cap Blanche on the Fraser River, British Columbia, Canada, on 25 January this year. With fog reducing visibility to 150 metres he could not even see the bow of the 221.62 LOA vessel, but he did have his trusty portable pilotage unit, PPU, which he relied upon exclusively for navigation and connected it to the vessel’s AIS. But the AIS had a secret, one which put Cape Blanche on the silt at the river’s Steveston Bend.

The accident report from Canada’s Transport Safety Board brings to light a little known aspect of navigation by GPS yet one that might not have led to the grounding had the pilot not been essentially left to his own devices even when his actions conflicted with the vessel passage plan.

The PPU had a predictor function that projects the vessel’s future position by performing geometric calculations based on the vessel’s current rate of turn, position, heading, course over ground, COG, and speed over the ground, SOG. The COG and SOG are derived from GPS values that continuously fluctuate, even when the vessel maintains constant speed and course due to inherent errors and inaccuracies in the GPS. To stabilize these values, a GPS smooths these inputs to provides the user with a more stable COG and SOG.

One can often see the GPS fluctuations on a GPS-equipped tablet computer or smartphone.

Continue reading »

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Oct 162014
 

cmvavenueMurphy’s Law is more consistent than the Law of Gravity: If something can go wrong it will, and at the most critical moment. An unresolved engine problem, a contined waterway and an overtaking maneouvre bought together the 12,878 dwt Antigua and Barbuda-flagged CMV Conmar Avenue with the 88,669 dwt Netherlands-flagged Maersk Kalmar on the Outer Weser between fairway buoys 29 and 31 in the Fedderwarder Fairway, Germany.

The joint accident report from Germany’s BSU and Antigua and Barbuda’s Inspection nd Investigation Division, emerges a few weeks after video of what appears to be a somewhat similar siuation in the Suez Canal circulated on the internet. That partiular incident remains under investigation. Continue reading »

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Oct 062014
 

Untitled Much bandwidth has been expended on social media, including MAC’s Maritime Investigation group on LinkedIn, following the collision between the German-flagged Hapag-Lloyd Colombo Express and the Singapore-flagged Maersk Tanjong at the northern end of the Suez Canal on 29 September. Captured on a mobile phone, the incident caused serious disruption to canal operations, dunked several containers overboard, and put a 20 metre dent in the port side of Colombo Express.

No-one was hurt there was no environmental impact and both vessels were able to continue on to an anchorage to await recovery of the lost containers and investigators from the Suez Canal Authority.

Even at this early stage there may be lessons to be learned.

Continue reading »

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Container Losses Less Than Claimed – WSC

 boxship, container accident, containership, maritime safety news  Comments Off on Container Losses Less Than Claimed – WSC
Jul 012014
 

lostcontainersBy and large container shippers like their boxes to arrive at their destinations, so do shipping lines, it isn’t just a matter of financial loss and inconvenience. Boxes that fall off ships can remain afloat for six months, a hazard to navigation and potential threats to the environment. But how many boxes are actually out there?

Nobody seems to know for sure. Although the Through Transport Club says that less than two thousand boxes are lost every year a figure of 10,000 is often cited in the press and elsewhere, a number which the World Shipping Council strongly disputes.

Given the ever increasing size of containerships the chances are that while the number of vessels losing boxes may get smaller the number lost in single incidents, like that of MOL Comfort and MSC Napoli could increase. The biggest single loss so far is that of the Svendborg Maersk which lost 520 containers in storms in the Bay of Biscay in February this year. Continue reading »

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Jun 302014
 

EUGEN MÆRSKDid it fall or was it pushed? Investigators are not sure whether a fire in collapsed containers aboard the 11,000 teu Eugene Maersk on 18 June 2013 was a result of friction heat during the collapse or whether there was an existing smaller fire in a container before the collapse. They are certain that in both scenarios the collapse of containers was considered a major contributing factor to the fire.

Fighting the fire might have been easier if the available equipment was appropriate to the job. In the crew’s opinion there was no doubt about the importance of getting water inside the burning containers but  the special
equipment provided on board for this purpose proved to be of little or no use.

Denmark’s Maritime Accident Investigation Board, DMAIB, says: “The reason for the collapse of containers leading up to the fire was most likely a combination of multiple factors, including the structural integrity of the containers, the weather conditions, the stack weights, the lashings and dynamic forces acting on the ship.

Continue reading »

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Jun 162014
 
rimac

Assumptions led to collision

Merely responding “Okay” isn’t the best way of ensuring that the other vessel actually understands your intentions. And, as Germany’s Bundesstelle für Seeunfalluntersuchung, BSU report into the collision between xontainerships CMV CCNI Rimac and CMV CSAV Petorca near the port of Yangshan, China, shows:  Assume nothing.

Under conditions of reduced visibility at 1148, on 21 June 2011, VTS Yangshan, told the Petorca that she was outside the fairway and that a vessel in the fairway was approaching her. Petorca  acknowledged the information and told the traffic centre that she intended to return to the northern part of the fairway immediately after the outbound ship  passed. She did not mention the ship by name but was referring to the Rimac. VTS Yangshan repeated the information from the Petorca and acknowledged her intentions.

Rimac called VTS Yangshan about 15 seconds later and asked about the oncoming vessel now some 1.5 nm away. The Petorca heard this query and requested the Rimac to maintain her course at 1150. Petorca intended to alter her course a  little further to port. Continue reading »

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At Last, Container Weight Regs May Improve Safety

 container accident, containership, maritime safety news  Comments Off on At Last, Container Weight Regs May Improve Safety
Jun 142014
 
Image courtesy Danish Maritime Authority

Image courtesy Danish Maritime Authority

At long last the IMO Safety Committee is expected to adopt new regulations demanding container weighing at its Autumn session this year despite much opposition from some quarters. Mis-declared weights and uncertainty have led to a variety of serious accidents, ranging from stack collapse and loss of containers overboard to bringing ships to grief.

Denmark’s Maritime Agency says: ” It is a milestone that the IMO has now approved international SOLAS regulations. The regulations ensure that a container is not loaded without its weight having been verified in accordance with specific regulations and without the shipper having informed the ship and the loading terminal about this”.

Incidents such as the foundering of the MSC Napoli and the MOL Comfort, the collapse of container stacks on the Husky Racer and Annabella have all helped drive the new regulations.

At the same time, container ships are getting larger and larger it has become of even greater importance to the ship’s stability and hull integrity that exact weight data are available about the cargo.

It is possible to determine the correct weight of a container in two ways. Either by weighing the loaded container at an approved weighing station, or by ensuring that the individual elements in the container are weighed and added to the container’s own weight.

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