Containers lost overboard

[penberth3]

Heigh ho; an identical sister ship on the same trade had a stow collapse a month earlier:

ONE Aquila diverted after container collapse in bad weather

Either stevedores and planners loading ONE ships are only careless with those ships, or ONE buy duff lashing gear, or this is related to the design of the ships.

ONE are NYK + MOSK + K Line. If you were looking for the longest established most respected shipowning companies in the world, with brand new ships flying a very respected flag, you just found them.

With all these incidents - surely the issue is they're stacking containers too high. They can't be secured against foreseeable conditions. Add in the human factor of lashings not done properly, and it's going to keep on happening.

 

[Kukri]

Is there a reason for sticking the DGs at the front? You'd think that if a fire were to break out, you'd want it behind the accommodation block/engine block, i.e. downwind of the human factor.
But note that owners/managers say that of the 1,800-odd boxes lost, 54 were DGs.

The International Maritime Dangerous Goods Code (the “IMDG Code or the Blue Book - it’s actually four volumes) requires some types of dangerous cargo to be stowed “on deck and away from” and this is generally taken to mean “on number one hatch”

 

[Kukri]

With all these incidents - surely the issue is they're stacking containers too high. They can't be secured against foreseeable conditions. Add in the human factor of lashings not done properly, and it's going to keep on happening.

However every other container ship carries them in the same way. I think this has to do with the particular design of this class and perhaps the routing. I adopt NewtoThis’s comments in his post #100. ONE are a very good outfit.

 

[Kukri]

ONE Aquila loses 100 containers in rough seas - Offshore Energy

Built at Kure aka Hiroshima:

14,000 TEU ONE Aquila Joins ONE's Magenta Fleet - Offshore Energy

One of the world’s great shipyards:

Kure Naval Arsenal - Wikipedia

 

[PilotWolf]

With all these incidents - surely the issue is they're stacking containers too high. They can't be secured against foreseeable conditions. Add in the human factor of lashings not done properly, and it's going to keep on happening.

Having known some of the people that are responsible for loading and securing containers here a third world country if that’s the case can’t be any better...

PW.

 

[Kukri]

Checking and re-securing of all deck lashings by the crew after last port on the coast before an ocean passage is SOP. On a big ship this takes all the day work crew and takes two or three days.

 

[Concerto]

An update:



ONE Apus Update: Photos Show Cargo Carnage as Containership Arrives in Kobe – gCaptain

View attachment 104552

I’m going to stick my neck out and say “parametric rolling”. The bow stacks (where most of the dangerous cargo would be) are intact so she didn’t stick her nose into a sea. On the other hand that hull form, nicely optimised for fuel consumption no doubt, looks like an invitation to a vicious parametric roll with a harsh deceleration at the end of each roll as she sticks the hard chine in.

What a horrendous sight. My thought is the centre of gravity is too high and allows a greater amount of roll.

 

[Stemar]

Checking and re-securing of all deck lashings by the crew after last port on the coast before an ocean passage is SOP. On a big ship this takes all the day work crew and takes two or three days.

It seems unlikely to be the case for the One ships, but when you use a flag of convenience so you can choose your crew for cheapness not competence, I'm not sure how much difference that would make

 

[michael_w]

Sailing past the Trinity Terminal I've often noticed that the lashings only extend to one or two containers above the gantries (sorry don't know the correct word) The upper levels being reliant on twist locks, within which there must be a bit of slack, which doesn't help the inertia in heavy seas.

 

[Kukri]

Sailing past the Trinity Terminal I've often noticed that the lashings only extend to one or two containers above the gantries (sorry don't know the correct word) The upper levels being reliant on twist locks, within which there must be a bit of slack, which doesn't help the inertia in heavy seas.

The term of art is “lashing bridges”. Their purpose is to allow containers in tiers 4 and 5 to be lashed with rods and turnbuckles.

You are welcome to try to pick up a steel lashing rod and get the upper end into a corner casting more than 25 feet over your head!

 

[Kukri]

What a horrendous sight. My thought is the centre of gravity is too high and allows a greater amount of roll.

Actually the problem is the opposite - these ships with their great beam are too stiff. Except in parametric and synchronous rolling conditions. Synchronous roll is dead easy to avoid - don’t put the seas on the beam. Parametric roll - where a head sea or - usually worse - a following sea - has a period of encounter equal to the roll period or half the roll period - is the one that sneaks up on you and catches you out.

Everything seems absolutely fine ... until a sea catches the ship “just right” and she does a tremendous roll.

Which is why we now use predictive IT systems to try and forecast when the situation is likely to arise. There’s a good account in the MAIB report on the “CMA CGM G Washington” that I linked to a few pages back. For convenience I’ll put the link here, too:

It’s only a problem with ships with wide beam, wide decks, low block coefficient, shallow draft and high horsepower. We only find such ships carrying containers... oh, and, er... cruise passengers! ?

Loss of cargo containers overboard from container ship CMA CGM G. Washington

 

[pyrojames]

The International Maritime Dangerous Goods Code (the “IMDG Code or the Blue Book - it’s actually four volumes) requires some types of dangerous cargo to be stowed “on deck and away from” and this is generally taken to mean “on number one hatch”

A dead ship also tends to lie head down wind, so if it is on fire it's better to have the stuff at the front!

 

[newtothis]

A dead ship also tends to lie head down wind, so if it is on fire it's better to have the stuff at the front!

I was more thinking about a cargo fire, of which there are alarmingly many, rather than a fire that would disable the ship. There's a lot of toxins to blow down on the accommodation block before the ship is going to stop, not to mention spreading any fire to surrounding containers. If you put the nasties on the back, the fire is less likely to spread forward.

 

[newtothis]

The term of art is “lashing bridges”. Their purpose is to allow containers in tiers 4 and 5 to be lashed with rods and turnbuckles.

You are welcome to try to pick up a steel lashing rod and get the upper end into a corner casting more than 25 feet over your head!

Stevedores suffer more injuries, especially back injuries, than pretty much any other job in shipping.
But I have seen pictures of some terribly dodgy lashing installations that either haven't stood up to a storm, or haven't been through one.

 

[Kukri]

Some snaps

 

[Kukri]

It’s interesting to see that the lashing bridges are - so far as we can see - all intact.

 

[newtothis]

Some snaps

View attachment 104573View attachment 104574View attachment 104575

For everyone questioning the efficacy of twist locks, I think the second picture shows how well they do work. That blue box weighs anywhere between 5-20 tonnes.

 

[penberth3]

For everyone questioning the efficacy of twist locks, I think the second picture shows how well they do work. That blue box weighs anywhere between 5-20 tonnes.

Have another look - I don't think it is twist locked, the pockets are out of line. I think it's bottom edge is resting against a tiny step, and that's all.

 

[Kukri]

I think you are right. And I’ve only just noticed that the entire stack is sideways - it’s a starboard side stack that has toppled over into the space once occupied by the port side stack - which isn’t there....

It’s going to take a fit, brave, young stevedore to get that one ashore safely. Lucky the ship is in Japan, where the stevedores are very, very, good.

 

[LittleSister]

I hope anyone standing on the quay, under the side of that ship, is being wary of the propellor, as suggested by the small sign in photo 2.