Aktueel Scheepvaart Nieuws

[v+d]

Mooi ontwerp, helaas als nu de containers tussen de luchtinlaten van de machinekamer over boord kippen drukken ze die schoorsteentjes ook over de muur en lijkt het mij ook einde oefening.
Zo'n brug heeft toch al die gevaarlijk grote ramen niet nodig, dat kan wel iets minder en veiliger toch?

[jdbvos]

Mee eens... Ik heb me zowiezo al vaak verbaasd over die die enorme serre-deuren op bruggen van (zelfs !) offshorevaartuigen, waarvan op Joetjoep wel filmpjes staan hoe die inslaan bij een beetje langskomend groen water...
Dan in al dat moderne design-geweld beter terug naar wat retro: de kanonskogelgaten van vroegah (mn tankers en sleepboten)
Die slaan niet zo snel in.... En doet een incidenteel geval dat wél, dan klap je de blind ervoor....
Uitzicht...ze kijken op de brug vanuit hun fauteuils naar beeldschermen, tóch ?
(foto's ff van topic 'Mooie tankers' geleend...)

[A.Kuiper/J.Pessoa/BR]

Bemanning overvallen containerschip Mozart weer vrij

mozart.jpg (23.64 KiB) 1322 keer bekeken

De vijftien Turkse zeelieden die op 23 januari werden ontvoerd van het containerschip Mozart in de Golf van Guinee zijn weer vrij. Dat meldt rederij Boden Shipping uit Istanbul.
De vijftien bemanningsleden werden gekidnapt en door de overvallers meegenomen naar Nigeria. 1 bemanningslid kwam bij de actie om het leven.
Drie overgebleven bemanningsleden slaagden er in het schip naar Kaapstad te brengen. Uit de laatste gegevens van Marine traffic blijkt
dat ze daar de 6e februari vertrokken is naar Jebel Ali met een eta van 21 febr. Met een nieuwe bemanning aan boord.

(c) Copyright Thomson Reuters 2021.
Statement from Borealis Maritime:

Hamburg, London, February, 2021 – Borealis Maritime and Boden Denizcilik are delighted to report that all fifteen of our officers and crew abducted from our vessel MV MOZART in the Gulf of Guinea on January 23rd have been released and are now safe. The men have meanwhile been in contact with their families. All crewmembers will be repatriated to Turkey as soon as possible.

We offer our congratulations and thanks to our officers and crew, and their families for the strength, trust and patience they have shown during this ordeal. We would like to thank the Turkish and Nigerian Governments and their officers and agencies, the wider Borealis community on land and at sea, and all those who have helped us resolve this situation, for their support throughout this difficult three weeks.

Our thoughts remain with our friend and colleague who lost his life in the initial attack on MV MOZART. Finally we would like to complement our three crew members for their courage and discipline shown in bringing their vessel back to safety.

We will issue a further statement when our men are home and safely reunited with their families.

[A.Kuiper/J.Pessoa/BR]

Een artikel uit Nieuwsblad transport (weinig nieuwe informatie)
=========================================================
Bron Nieuwsblad transport 17 februari 2021
Containerverliezen: ‘Kapiteins onder druk om vaarschema te halen’
INTERVIEW KAPITEIN RUUD BEHREND
Nautisch adviseur Ruud Behrend, die vanaf 1958 tot begin jaren ‘80 als stuurman, kapitein en zeeloods op allerlei soorten schepen voer, klom in de pen over de recente containerverliezen op volle zee, waaronder die van de ‘Maersk Essen’. Belangrijkste ongevalsoorzaak is volgens hem commerciële druk van rederijen, die gezagvoerders pressen om ook in slecht weer gewoon door te varen en om koers en snelheid niet aan de omstandigheden aan te passen.

container verliezen.jpg (48.26 KiB) 1133 keer bekeken

Spreekt u uit eigen ervaring?
Nee, dit maakten wij in mijn tijd nooit mee. Maar ik merk vaak in mijn huidige functie als inspecteur voor de vlaggenstaat Barbados, dat scheepsmanagers met name Oost-Europese kapiteins opjagen. Die scheepsmanager wil maar een ding, en dat is dat het schip op schema blijft varen. En die kapiteins zijn zeer gezagsgetrouw, want die zijn als de dood dat ze de zak krijgen. Daardoor nemen ze soms veel te veel risico.

Wat gebeurt er met die containers als een schip tijdens storm en in zware golfslag gewoon blijft doorvaren?
Zo’n schip krijgt enorme stortzeeën over zich heen. Dat blijkt ook uit het onderzoeksrapport over het containerverlies van de ‘MSC Zoe’ waar ik aan heb bijgedragen. Een golf slaat tegen de romp van een schip, klimt omhoog en wordt daardoor wel twee keer zo hoog. Vervolgens slaat het water met een enorme kracht tegen die container aan. Volgens deskundigen van onderzoeksinstituut Marin kan dat oplopen tot wel veertig ton per container. Dat wordt groen water genoemd, ter onderscheiding van een golf met een schuimkop. Massief water, zou je kunnen zeggen.

Waarom moet je vaart minderen en de koers verleggen?
Omdat je dan veel minder tegenkracht krijgt. De gezagvoerder moet er zoveel vaart afhalen dat het schip goed bestuurbaar blijft en makkelijk ligt, zoals we dat noemen. Voor zo ver dat tenminste kan bij windkracht tien of elf. Je verandert een graad of twintig, dertig van koers en laat het schip als het ware tegen de golven aan leunen. Dan rij je die storm af totdat het rustiger wordt. Kortom, een paar klapjes eraf en bijdraaien. Maar dat staat niet meer in het handboek. Kapiteins staan tegenwoordig bijna constant onder druk om het vaarschema te halen.

Brengt een kapitein zo ook zijn schip en bemanning in gevaar?
Ja, absoluut. Het staat ook gewoon in de wet: die stelt dat goed zeemanschap vereist dat een kapitein alles moet doen wat nodig is om zijn schip en bemanning te beschermen.

Welke consequenties riskeert een gezagvoerder die tegen instructies vanaf de wal ingaat?
Da’s heel eenvoudig: ontslag. Scheepsoperators kunnen kiezen uit hordes Russen, Oekraïners en Polen met kapiteinspapieren, waar overigens niets mis mee is. Die staan te trappelen om aan het werk te gaan, want ze kunnen op zee veel meer geld verdienen dan in eigen land. Als inspecteur voor de Barbados-vlag merk ik gewoon dat bijna alle Oost-Europese kapiteins als de dood voor hun baas zijn.

Volgens een Spaanse collega van u, Javier Madiedo, is het complexe los- en laadproces in de haven de hoofdoorzaak van containerverlies op zee. Wie heeft er gelijk?
Ik denk dat het een combinatie is. Als die containers daardoor inderdaad niet goed worden vastgezet, versterkt te snel varen het risico dat ze in zwaar weer overboord gaan.

Had de ramp met de ‘MSC Zoe’ twee jaar geleden voorkomen kunnen worden als dat schip snelheid en koers had aangepast?
Kort en bondig: ja. Wel verbazingwekkend is trouwens dat in het rapport van de Onderzoeksraad voor Veiligheid nergens te vinden is hoe snel het schip voer toen het al die containers verloor. Maar uit AIS-gegevens blijkt dat dit tussen de vijftien en zeventien knopen geweest moet zijn. Dat is hard hoor, met zoveel geweld om je heen.

U was betrokken bij dat onderzoek. Heeft u erop aangedrongen dat de vaarsnelheid wel zou worden vermeld?
Jazeker, ik vond dat belangrijke informatie. Je moet in zo’n rapport toch verdorie terug kunnen vinden hoe hard dat schip nu precies ging en welke koers het stuurde? Maar staat er niet in.

Heeft u een verklaring gekregen waarom de vaarsnelheid niet werd vermeld?
Nee. En er is nog iets geks. Zo’n schip heeft een voice recorder waarmee de conversatie op de brug tussen de kapitein, de stuurman en de roerganger wordt opgenomen. Net zoals in de cockpit van een vliegtuig. Toen we die opname afluisterden, hoorden we alleen jankende containers. Die dozen aan dek schuren in zwaar weer tegen elkaar aan. Dat geeft een enorm kabaal. Je kan het vergelijken met het geluid dat een tram soms in de bocht maakt, maar dan tweehonderd keer zo erg. Toch is het raar dat de stemmen op de brug niet te horen zijn. Ik ben bij meer onderzoeken betrokken geweest en normaal gesproken kan je de conversatie heel goed volgen, ook bij slecht weer. Maar hier: niets. Dat had ik nog nooit eerder meegemaakt.

[A.Kuiper/J.Pessoa/BR]

Opnieuw ééntje en weer van Maersk
===============================

maersk eindhoven.jpg (66.41 KiB) 1027 keer bekeken

[jacko]

ze gaan lekker bij Maersk , kun je lang wachten op je bestelling.

Groet
Hans

[A.Kuiper/J.Pessoa/BR]

Waarom het fout ging met de MAERSK EINDHOVEN febr. 19 gCaptain
===========================================
Maersk Eindhoven Cargo Loss: Engine Oil Pressure Triggered Loss of Propulsion

maersk eindhoven.jpg (33.55 KiB) 810 keer bekeken

Maersk says a loss of propulsion led to some 260 containers falling overboard from the Maersk Eindhoven in severe weather off the coast of Japan this week. Another 65 containers are reported damaged on deck.

The new details were provided in an update from the Danish shipping giant on Friday. The company reports that an initial analysis indicates that the Maersk Eindhoven’s loss of propulsion was the result of low engine oil pressure which triggered a safety feature causing the ship’s main engine to shut down, as opposed to some other malfunction or maintenance issue. Meanwhile preliminary reports indicate no major damage to the vessel, which is now returning back Asia.

“As previously reported, the Maersk Eindhoven experienced a loss of engine propulsion for 3-4 minutes while sailing 45 nautical miles off Northern Japan in heavy seas on 17 February 2021,” Maersk said in the update. “The loss of maneuverability resulted in severe rolling with 260 containers overboard and 65 containers damaged on deck. Customers were advised immediately of vessel and cargo status.

“Propulsion power was quickly restored on the vessel and the initial analysis indicates engine oil pressure triggered a safety feature, causing the engines to shut down. No malfunction or maintenance issues have been identified. The crew is safe and a complete investigation is ongoing. The vessel has had no further incidents and is sailing in calm seas, returning to a North Asia port for inspection and repair. The port decision will be announced shortly.

“Preliminary reports show slight damage with minimal repairs required to the vessel. We continue to take the situation very seriously and are in the process of conducting a complete investigation of the incident.”

Maersk Eindhoven is a 13,100 TEU containership sailing under the Danish flag. The vessel had departed Xiamen, China sailing to Los Angeles on Maersk’s weekly TP6 Asia/US West coast service when the accident occurred.

The incident comes after the Maersk Essen, a similar-in-size ship operating on the same route, lost approximately 750 containers overboard in heavy seas on January 16, 2021. After that accident, the vessel sailed for Lazaro Cardenas, Mexico where minor vessel repairs and cargo operations took place. Maersk informs that the vessel is now scheduled to depart Lazaro Cardenas on February 20 bound for its original destination of Los Angeles, where it is scheduled to berth at APM Terminals Pier 400 Los Angeles on March 4.

The incidents add to growing number of containers being lost from ships on the trans-pacific since November as the pandemic-fueled cargo boom continues at the nation’s top ports for containerized imports from Asia.

[jdbvos]

Echt actueel is het eigenlijk niet, maar voor velen onder ons is het wellicht een nieuwtje...
Jinny, als mede Veesboeker, maakte me attent op een Joetjoep-filmpje van de sloop van een schip...
Ik dacht meteen, "Hé, da's een NLer....nou ja, misschien een Duitser, maar vlgs mij en NLer..."
Het filmpje kun je (voorlopig) hier bekijken/downloaden....
En de scheepsgegevens vind je hier !

[A.Kuiper/J.Pessoa/BR]

De MAERSK EINHOVEN is inmiddels in Yokohama aangekomen. Daar zal de opgelopen schade aan het schip worden opgenomen en hersteld.
En de lading containers zover mogelijk weer recht worden gezet.

Over de MAERSK ESSEN is dit bekend gemaakt:

maersk essen.jpg (30.9 KiB) 490 keer bekeken

23 februari 2021
‘Maersk Essen’ nu ‘fullspeed’ naar LA en wil daar voordringen
NA MISÈRE OP STILLE OCEAAN
De ‘Maersk Essen’ (13.100 teu), het containerschip dat medio januari in zware weersomstandigheden circa 750 containers verloor op de Pacific,
is in de Mexicaanse haven Port of Lázaro Cárdenas gereedgemaakt om weer dienst te doen en heeft maandag koers gezet naar de haven van Los Angeles (VS). Maersk meldt dat dit ‘fullspeed’ gebeurt, met de diepe wens om nog voor de geplande aankomstdag (4 maart) aan te kunnen meren bij APM Terminals in LA. De containerrederij zegt zelfs alles in het werk te zullen stellen om voor te dringen in de wachtrij voor de haven, die al een tijdlang kampt met ernstige congestie.

[A.Kuiper/J.Pessoa/BR]

Het stranden van de erts tanker WAKASHIO is ook weer in het nieuws
============================================================

MV-Wakashio.jpg (34.28 KiB) 491 keer bekeken

MV Wakashio oil spill: A timeline of events in an environmental disaster
Almost seven months after the Japanese capsize bulk carrier MV Wakashio ran aground in an environmentally sensitive area off Mauritius, several scenarios as to what led to the incident have come to the surface, but an official cause of the accident is yet to be determined.
MARITIME KNOWLEDGE | 11/02/21
To remind, the bulk carrier MV Wakashio ran aground off Mauritius early in the evening of 25 July 2020, attracting significant media attention for several weeks following the occurrence, as fuel oil started leaking from the vessel in the environmentally sensitive region and adverse weather conditions impeded proper response.

Timeline of events
-4 Jul: The Panamanian-flagged MV Wakashio departs from Lianyungang, China, bound for Tubarão, Brazil, with 20 crew onboard and no cargo, but having 3,894 tonnes of low-sulphur fuel oil, 207 tonnes of diesel and 90 tonnes of lube oil onboard.
-14 Jul: The ship stops in Singapore for fueling.
-25 Jul: The ship runs aground on a coral reef off the nation island of Mauritius in the Indian Ocean. There are no injuries and the crew remains onboard.
-28 Jul: Addressing the Parliament, Mauritius’ Minister of the Environment, Kavi Ramano, says there is no oil spill as a result from the incident, but only traces of hydrocarbons in algae over 300 meters.
-6 Aug: Oil begins to leak from the vessel, while Mauritius authorities are trying to control the spill.
-7 Aug: The island of Mauritius declares a “state of environmental emergency”, fearing of huge damage to the country’s coastal waters and marine wildlife.
-10 Aug: About 1,000 metric tons of fuel have already spilled, with estimates of the remaining oil onboard ranging from 2,500 to 3,000 metric tons. Meanwhile, inclement weather with high waves triggers worries of a potential vessel crack.
-12 Aug: In a race against time, an estimated 3,000 tonnes of fuel are successfully removed from the ship. The fuel is transferred to shore by helicopter and to another ship also owned by Nagashiki Shipping.
-15 Aug: The ship breaks in two with 166 tons of fuel onboard. Waves 4.5 metres high hinder cleanup.
-17 Aug: IMO announces it has deployed an expert, jointly with the UN Office for the Coordination of Humanitarian Affairs (UN OCHA), who is advising the Government of Mauritius on the mitigation of the impacts on the environment and coastal communities.
-18 Aug: Authorities arrest the bulk carrier’s 58-year-old Captain, charging him with endangering safe navigation.
-19 Aug: NGO Greenpeace warns of the severe environmental consequences after the government's decision to sink the front part of the vessel.
-22 Aug: Operations to sink the forward part of the ill-fated vessel are completed, despite environmental concerns.
-26-28 Aug: At least 40 dead dolphins gradually wash up on Mauritius’s shore, spurring suspicions that the oil spill is to blame, with officials characterizing the incident a “sad coincidence.”
-29 Aug: Thousands of people demonstrate in Mauritius over the government’s handling of the incident.
-31 Aug: A tugboat working on the wreck site sinks after colliding with a barge in heavy weather, killing at least three.
-8 Sept: The Panama Maritime Authority, collaborating in the accident investigation, issues the first official statement, attributing the grounding to wrong charts.
-5 Nov: Japanese shipowner, Nagashiki Shipping, appoints Chinese salvor, Lianyungang Dali Underwater Engineering, to start the removal operations for the stern of the ship.
-18 Dec: Japanese MOL, the charterer of the vessel, releases internal investigation report on the incident, identifying the crew's unsafe behavior probable cause of the incident, and issues a series of safety measures to prevent such incidents in the future. The measures announced aim, among others, to address the lack of safety awareness and boost ship operation quality.

-6 Jan: A Forbes report suggests that oil major BP supplied unsafe very low sulfur fuel oil to Wakashio before its final voyage causing the ship to experience a serious engine failure and that it has blocked the investigation into the fuel that was being used onboard. The same report claims MOL was aware that the oil exceeded engine safety limits and was concerned during the Wakashio’s final voyage that this fuel could cause engine failure, which they attempted to communicate to the crew.
-12 Jan: BP denies the reports characterizing them as “baseless allegations and insinuations”, confirming it supplied fuel to the vessel, but clarifying that the fuel supplied was fully in line with the specified standard.
-18 Jan: MOL also rejects the allegations, noting there have been no mechanical issues involved in the grounding, which appears "to have been solely due to safety and navigational issues".
-25 Jan: Satellite data by British satellite analytics company Geollect refuels the debate, revealing the Wakashio appears to have suffered an engine failure prior to its grounding.

Probable causes - What is known so far
Pending an official investigation report from the respective authorities, MOL has attributed the incident to crews’ overconfidence and complacency. According to the company’s internal investigation, two days before the grounding, on July 23, the vessel changed its passage plan to further reduce the distance from the coast from 5 nm to 2 nm, in order to get a Wi-Fi signal. They also used a nautical chart without sufficient scale to confirm the accurate distance from the coast and water depth, MOL said. Reports emerged in mid-August also revealed that the crew were celebrating a crew member’s birthday at the time of the incident, which has not been officially confirmed.
However, media reports early in the year unveiled the scenario of an engine failure, linking it with unsafe fuel supplied onboard. More recently, Geocollect data allegedly revealed that the Wakashio grounded to a sudden halt in the middle of the Indian Ocean on July 17, three days after fueling in Singapore and eight days before it ran aground. Therefore, there was a period of five-and-a-half hours over 60 miles that is unexplained for the vessel, in which satellite data identified an unusual drifting pattern of the vessel indicating a potential engine failure, a scenario denied by MOL.

Environmental consequences
The magnitude of global media attention to the incident is not random at all. Reuters quoted unnamed scientists as saying that the spill was likely the worst environmental incident in the history of Mauritius, with effects possibly lingering for decades. The vessel discharged more than 1,000 tonnes of oil into the island’s pristine lagoon, including its Blue Bay Marine reserve, a biodiversity hotspot in the region.
The marine ecosystem of Mauritius is home to 1,700 species, including about 800 fish species, 17 species of marine mammals and two species of tortoises, according to the UN Convention on Biological Diversity. Scientists believe that the spill can affect wildlife on the islands of Mauritius, where people live mainly from tourism.

Liability and compensation
The international regime on liability and compensation for oil pollution damage caused by persistent oil spills from tankers (IOPC-FUND regime), does not apply in this case, as the oil spill is from a bulk-carrier, not an oil tanker. Mauritius is a State Party to the IOPC FUND regime - which would have provided liability and compensation of up to 203 million SDR (=286 million USD) for this incident, according to UNCTAD. The 2003 Supplementary Fund Protocol provides even higher liability and compensation, up to a maximum of 750 million SDR (around 1.05 billion USD) per incident, but has not been ratified by Mauritius.

Lessons learned
On top of the ecological disaster, no comprehensive information has been made publicly available yet on the cause of the grounding, the possible long-term impact of the oil spill on people’s health and the environment, as well as on why the bow of the vessel was sunk into a whale’s nursing area. In addition, experts say the government has done little to ensure another oil spill does not occur again.
According to a report issued by The Institute of Security Studies (ISS) in December, the grounding of MV Wakashio showed, as a general lesson learned, that the activation of a national oil spill contingency plan cannot stop the far-reaching impacts of marine pollution incidents. While Mauritius was prepared and took swift preventative actions during the MV Wakashio incident, the report reads, the country was ‘insufficiently equipped’ to handle the unprecedented environmental catastrophe that followed. As such, National Oil Spill Contingency Plans must be revised regularly and must provide for all eventualities.

==
Over wat er de laatste dagen bij de rechtszitting is verteld
===================================================
Wakashio master: ‘I was under the influence of alcohol’
February 19, 2021
Further bombshells have been unearthed in the ongoing court proceedings looking into the Wakashio grounding off Mauritius.
Senior personnel including the chief engineer and the master of the infamous newcastlemax have been answering questions at a court in Mauritius this week.
Sri Lankan chief officer Hitinamillage Tilakaratna Subodha told the court last week that the master had diverted the ship’s course to get closer to the Mauritian coastline in search of a wifi internet connection, something he did regularly around the world.
For his part, Sunil Kumar Nandeshwa, the ship’s Indian captain, has tried to shift the blame onto his first officer, while admitting he had been drinking.

“I was under the influence of alcohol and [Subodha] was in command of the ship,” Nandeshwa told the court, explaining that there had been a birthday party for a crewmember onboard on the day of the ship’s grounding last July.

Former judge Abdurrafeek Hamuth, who is chairing the Court of Investigation into the accident, told the captain: “You shouldn’t have consumed so much alcohol.

There was negligence across the board and from all levels. You were also negligent.”

Earlier this week Nandeshwa had also admitted that no one had been on lookout at the time the ship grounded.
Mitsui OSK Lines (MOL) was the charterer of the Wakashio, owned by Nagashiki Shipping.
En route to Brazil from Asia, the ship diverted from its course, running aground on pristine coral reefs just off southern Mauritius on July 25.
The bulk carrier would go on to spill around 1,000 tonnes of bunker fuel. The Wakashio then split in two.
In a release from December last year announcing measures to prevent another reoccurrence of a Wakashio style disaster, MOL gave the reason the ship had changed its passage plan from leaving a 22 nautical mile gap between it and the island of Mauritius to just two nautical miles. The reason cited, according to the release, was “to enter an area within the communication range of mobile phones”. Moreover, MOL revealed the crew were using a nautical chart without sufficient scale to confirm the accurate distance from the coast and water depth. In addition, MOL said a crewmember neglected appropriate watch-keeping, both visually and by radar.
A Chinese salvage team is this week attempting to remove the stern of the ship from the reef it has been stuck on for the last seven months.
The front three quarters of the giant bulk carrier were towed 30 km offshore and scuttled last year.

mv wakashio's stern dismantling process.jpg (35.53 KiB) 491 keer bekeken

In September last year, Mauritius demanded Japan pay $34m in reparations for the accident, widely believed to be the single worst ecological disaster to hit the Indian Ocean island.