Container Crunch Too Much

North of England P&I club,NEPIA, reports that container damage and loss continues to be a problem on container ships.

‘Container losses and collapsed stows in heavy weather continue to occur,’ says the club’s head of loss-prevention Tony Baker. ‘Such weather is not altogether unexpected and it has highlighted a number of areas of poor practice that need to be rectified if the industry is to keep a lid on spiralling claims costs.’

Container claims can be particularly expensive. In 2006/7 North of England reported 16 cargo claims estimated in excess of US$1 million; only two related to container losses but these accounted for 30% of the total value.

Baker says there are four principal factors behind recent incidents: failure of automatic twist-locks in lashing systems; failure to stow and secure containers in accordance with the ship’s cargo securing manual; mis-declared overweight containers; and failure to anticipate and minimise the effect of heavy weather.

‘All of these factors can be resolved if shipowners and their officers take a more diligent approach to stowing and securing containers,’ says Baker. ‘Problems with fully automatic twist-locks are well-documented and stack heights should be reduced or heavy weather avoided until suspect equipment is replaced. If heavy or high-cube containers form part of the mix, there shouldn’t be a problem if stowage and lashing is done in accordance with the cargo securing manual. Making proper use of the ship’s planning software, and understanding any shortcomings, is also crucial.

‘Mis-declared overweight containers may be spotted by crane strain gauges and can possibly be prevented by closer shore-side monitoring of container stuffing. And finally, with the extent and increased accuracy of weather information and weather-routeing systems today, it should be possible for container-ship masters to amend voyage plans to minimise the effect of heavy weather,’ he says.

Cautionary Tales 2: Avoiding a Touch-Up

Vessel Makes Contact with Installation

From the Marine Safety Forum

A vessel was heading towards an installation in preparation for setting up cargo operations. As the officer of the watch closed the platform, he moved the controls in order to swing the vessel but it had no effect. He turned the controls further and increased power, still with no effect. Finally he turned the controls 180° to give reverse thrust and further increased power, but this had the unwanted effect of increasing the vessel’s speed and, subsequently, it made contact with the platform.

The vessel is fitted with 360° azimuth propulsion units and not a conventional propeller arrangement. In order to steer using this system, the whole unit is moved and pointed to create thrust in the required direction.

Each unit can be operated independently giving great manoeuvrability and flexibility. Direction of thrust astern or forward is solely dependant on the direction the azimuth units are pointing in. In addition, on this particular vessel the auto pilot has priority over the controls so, when engaged, rotating the manual controls has no effect on the direction of propulsion at all.

The officer of the watch had forgotten to disengage the auto pilot before entering the 500m zone resulting in the auto pilot continuing to control the direction of the vessel despite the officer of the watch’s attempts to manoeuvre, and in increasing power he just exacerbated the problem.

The investigation identified several failings that lead up to this incident:

• The officer on watch entered the 500m zone of the platform without completing a pre-
500m zone checklist, as required by company and client procedures as detailed in the
NWEA Guidelines.

• He did not call an additional person up to the bridge before entering the 500m zone.

• He left the vessel on auto pilot when he entered the 500m zone.

Several actions resulted from the recommendations of the accident report:

• Formal company written checklist to be drawn up and made mandatory for all 500m
entry operations across the fleet. Checklist to be retained on board in dedicated folder
and to be checked during audit and client / management visits.

• Clarification of document control process for ensuring client information is placed on
board.

• Fit audible and visible alarms that cut in if attempts are made to use the controls whilst
the autopilot is engaged.

Cautionary Tales 1: Crane Pennant Injury

Seaman Injured in Crane Pennant Wire Incident

From the Marine Safety Forum:
A vessel was working cargo in the early afternoon. Lighting conditions were good and the weather conditions were within acceptable limits – SSW at 30 knots with 3.0m significant wave height. The only available space for backload was at the stern of the deck.

Two ABs were in the process of disconnecting a 20-foot half height basket, AB1 holding the crane pennant and AB2 disconnecting the hook. As the stern of the ship fell into the trough of a wave, AB1 suddenly found himself hoisted into the air 2-3 feet, at which point he let go and landed on the deck on his feet. He felt a slight twinge to his back but continued working. When the ship left the platform, he informed the bridge of the incident but continued working until the end of his shift.

The following morning, the AB found that his back had stiffened up such that he was no longer able to work, and when the vessel returned to port he was signed off for two weeks.

Lessons Learned
• Though the ABs had concerns about the movement of the hook and pennant wire, they did not call a safety time out.

• The ABs should not have continued to disconnect the pennant if they felt there was
insufficient slack.

• If in doubt, ‘stop the job’ and review.

• Be aware that the stern of a ship has the greatest vertical movement in a seaway.

• A brief tool box talk must be held before every new or routine task to review the hazards.

• When an incident occurs, it must be reported immediately to prevent a recurrence, and
early attention may help to mitigate any injury sustained.

Cosco Busan Enquiry Begins April 8

From the NTSB:

NTSB ANNOUNCES HEARING ON CONTAINER SHIP/BAY BRIDGE ACCIDENT

The US National Transportation Safety Board will hold a two-day public hearing as part of its ongoing investigation into the accident in which the 901-foot container ship M/V Cosco Busan spilled about 55,000 gallons of fuel oil after striking the San Francisco-Oakland Bay Bridge. The hearing will convene at 8:30 a.m. on Tuesday, April 8, 2008, at the NTSB’s Board Room and Conference Center, 429 L’Enfant Plaza, SW., Washington, D.C.

“This hearing will give us a good opportunity to learn what happened that day, how it happened, and about the systems and procedures that might have prevented such an accident from occurring in the first place,” said NTSB Chairman Mark V. Rosenker who will chair the hearing. 

At about 8:00 a.m. PST on November 7, 2007, the Hong Kong- flagged Cosco Busan departed the Port of Oakland in foggy conditions with a San Francisco Bay Bar Pilot on the bridge directing the navigation of the vessel.  At about 8:30 a.m., the ship, destined for Busan, Korea, struck the fendering system at the base of one of the bridge’s supporting towers.

Damage to the vessel caused a breech in two of the ship’s fuel tanks, which resulted in the oil spill.  Preliminary property damage and environmental clean-up costs are estimated to exceed $60 million.

The meeting will focus on the following issues: the Cosco Busan’s Safety Management System and navigation equipment operability, accident notification and initial spill assessment, role of the Vessel Traffic Service, and state pilotage oversight.

Among those expected to testify are witnesses from the U.S. Coast Guard, California Department of Fish and Game, San Francisco Bar Pilots Association, Fleet Management Limited(operators of the Cosco Busan), California Board of Pilot Commissioners, American Pilots Association, and Sperry Marine.

The hearing will be webcast. An agenda and webcast details will be posted on the Board’s website, www.ntsb.gov, when available.

Maritime Safety News Today – 7th March 2008

Vietnam tanker sinks, 14 missing
BBC News – UK
… maritime authorities have said. One seaman was rescued at the time of the accident on Sunday, but most of the crew were trapped in the hull,One dead, three missing in ship collision: Japan
AFP –
TOKYO (AFP) — Three vessels collided Wednesday in a strait in western Japan killing one Filipino crew member and leaving three others missing when their

16 dead in Albanian boat tragedy
B92 – Serbia
The authorities think the ship capsized and sank because it was overloaded. Four passengers survived the accident, said Katragini. .

Officials Provide Update On Grounded Oil Tanker
The Bahama Journal – Nassau,Bahamas
By Sasha L. Lightbourne The government will not incur any costs as a result of the grounding of an oil tanker off the west coast of New Providence,

Oil tanker towed to dock after SOS call
Middle East North Africa Financial Network – Amman,Jordan
The ship, which reported engine failure about 200 kilometers from the port, arrived back at the port yesterday, officials told Arab News.

Ill-fated trawler lodged on reef
Northern Advocate – Whangarei,New Zealand
“It’s still too early to determine what the cause of the grounding was, and we’ll be making no further comment on the incident until inquiries are complete

Wednesday, March 5th 2008
Virgin Islands Daily News – U.S. Virgin Islands
The National Park Service expects to complete its investigation into the grounding and coral damage during the next two months, VI National Park chief

Relations of victims of ill-fated passenger boat besiege Yenagoa …
Vanguard – Apapa,Lagos,Nigeria
The maritime union leader Comrade Sylvanus Egele confirmed the incident , but said only five bodies have been discovered, that is, two ladies,

Fishing boat saved from sinking off Hawke’s Bay coast
All About Hawke’s Bay – Napier,Hawke’s Bay,New Zealand
The skipper of the Thelma G radioed for assistance just after noon saying the vessel was taking on water. The boat was about 15km south west from Portland

Crane crash terminal still out of action
East Anglian Daily Times – Ipswich,England,UK
Cranes on board then smashed into one of the ship-to-shore cranes at Landguard, which then toppled into the next crane, bringing them both smashing down.

Islands mourn loss of chief
Queen Charlotte Islands Observer – Queen Charlotte,British Columbia,Canada
Sandspit Coast Guard reported a vessel sinking in the QC harbour, after hearing radio traffic to that effect, according to Mike Stacey, maritime search and

USCG – Guidance re Liftboats

Posted 03/05/08 at 10:21 AM

The US Coast Guard posted guidance on the inspection, repair, and maintenance of liftboats. As the guidance points out, for many purposes, liftboats are treated by the Coast Guard like conventional hulled offshore supply vessels (OSVs).

Donjon Marine Tows Disabled LNG Carrier

Posted 03/06/08 at 10:29 AM

Donjon Marine Co., Inc. provided the 7000hp salvage tug Atlantic Salvor to assist the (LNG) tanker Catalunya Spirit, which lost propulsion and became disabled and adrift East of Cape Cod in February. On February 12, 2008, Donjon Marine, Co…

Start of Napoli grounding inquiry
Dorset Echo – England,UK
The inquiry comes before work begins in April to remove the final section of the vessel, the stern, from the sea off Sidmouth. The grounding of the

US overturns shipper haz liability

NEW YORK 6 March – OCEAN carriers who sustain losses resulting from dangerous cargoes no longer enjoy a virtual guarantee that shippers of the cargo will be held liable for their losses. A 3 March ruling by the US Appeals Court for the Second District, struck down the “strict liability” standard of the Carriage of Goods by Sea Act (COGSA) where the carrier is aware that a cargo is inherently dangerous. In a communiqué to its clients, the Blank Rome law firm warns that “Where the carrier is generally aware of the hazardous nature of cargo, even if it is not aware of the precise nature of the risk, and the carrier nevertheless exposes it to potentially dangerous conditions, it will not be able to rely on the strict liability provisions of COGSA but will be required to show that the shipper acted negligently with respect to the cargo and/or its obligation to warn the carrier of the specific nature of the cargo’s risks== 2E” The change came as the appellate court reversed a lower court ruling that held PPG Industries fully liable for the loss of the DG Harmony, which caught fire off Brazil in November 2007 after one of ten containers packed with calcium hypochlorite (hydrated) (“calhypo”) exploded. The lower court held PPG fully liable under the “strict liability standard” but the appeals court that “a shipper cannot be held strictly liable for damage caused during the shipment of hazardous cargo in circumstances where the carrier was generally aware that the cargo’s dangerous nature requires careful handling or stowage.” The case has been returned to the US District Court for the Southern District of New York “to make findings on the issue of whether an adequate warning would have affected how the carrier stowed the calhypo.”