Containers

[j.sabourn]

This should be under a recent post on the subject but can’t seem to find. However as another 80 containers have been lost off a ship bound for Sydney it seems obvious something is wrong somewhere. I have no knowledge of purpose built container ships , but have carried various containers on deck as well as various deck cargoes, and it was always the custom to check any wire lashings and bottle screws at frequent intervals. A ship as soon as it starts moving in a seaway is subject to hogging and sagging as well as sheering stress this can be anything up to a foot depending on the size of the ship. Therefore the wire lashings and securings are gping to be affected , this also applies to hold cargo and was a continuous job watch by watch. If this has not been adhered to then the mystery as far as I am concerned has been solved. However in today’s shipping with all the weird and wonderful gimmicks this may not be necessary. However if I was. An insurance assessor it would be the first thing I would question as to routine of cargo checking. The excuse of it being raining is no excuse of dodging this duty. However as said have no idea of the present day system for such ships. JWS

[robpage]

some of the " Green " groups claim 10.000 per year but the World Shipping Council (WSC) released an update to its survey and estimate of containers lost at sea. WSC undertook the first survey of its member companies in 2011, with updates in 2014 and 2017.

Based on the most recent survey results, WSC estimates that for the combined nine year period from 2008 to 2016, on average, there were 568 containers lost at sea each year, not counting catastrophic events, and 1,582 containers lost at sea each year including catastrophic events. On average, 64% of containers lost during this period were attributed to a catastrophic event.

“Although the number of containers lost at sea represents a very small fraction of the number of containers carried on ships each year, the industry continuously strives to reduces those losses. The latest report shows that the average number of containers estimated to be lost each year is down from the estimates reported in 2014. This is an encouraging sign. The report also identifies initiatives the industry is actively supporting to increase container safety and reduce losses further,” said John Butler, WSC President and CEO.

[John Arton]

J.S.
The container lashing gear on board a mega container ship is probably one of the biggest investment the ship owner has to make. All those twistlocks, lashing bars etc all have to be purchased (or rented), examined and maintained and tested etc. The max. stow height of fully laden containers on deck is around 7 and each container will require 4 twistlocks to secure it to the one below. Usually the lashing bars only run from around the 4th tier as they then become too unwieldly to handle.
Download this pdf for anything you need to know about containers.
https://www.ukpandi.com/fileadmin/up...Containers.pdf
rgds
J.A.

[j.sabourn]

Have not looked through it properly as of yet. But seems to dwell on the fact of the condition of the containers themselves. All these various securing posts however may bear some relation to the working of the vessel itself. The slightest bit of movement in a block stowage is usually the cause of any mass movement of cargo. The same with steel coils which have to be checked continuously due to the working of the ship. I have no wish to pick fault with the designs of cargo carrying efficiency, as this will have designed by so called experts, but hope they were aware of a ships movements at sea. I prefer the old way of loading where it is supervised by seamen who know their ship. Also would be interesting to know the actual manning of these vessels. Cheers JWS

[j.sabourn]

#5... I was referring more so to the numbers of available deck crew Gully. If what they say about being schooner rigged as regards numbers, you are not going to have the numbers to check lashings and securings , and you aren’t going to send a man by himself amongst that labyrinth in gale conditions. We usd to carry 600 motor cars on the drive on drive off system from Germany to Hawaii. Apart from chocks on their wheels, was a Spanish windlass on each corner of the car made with pointlline. Never had a claim for body damage. No movement whatsoever. Only damage ever incurred was due to hold ventilation caused I think by the extractor fans causing dampness in the upholstery. So usd to leave off and live with the petrol fumes. Safety what safety. A case of safety or damaged cargo. In fine weather used to slightly open the two hatches. Cheers JS.

[robpage]

as we were RO-RO for roll on roll off , ROPAX for roll on + passengers , so does drive on drive off , make them DODOs

[j.sabourn]

These were brand new cars Robbo, Volkswagen’s driven down to the quay and loaded by Derrick or crane Same discharge method landed on quay and driven off. JS

[vic mcclymont]

My first trip at sea we arrived Cape Town, the cranes were unloading various cargo which I was watching with interest. The Chief Electrician advised me not to lean out to far as anything could happen, a box of god knows what fell from the sling and burst open on the quay side.
Next up was a jag from the VAALS garage, it managed to break free from the sling only feet from the jetty, result bent front end.
Vic

[robpage]

When I first went to Weymouth they used to sling cars off and on using a rope basket under the front and back wheels I don't think they drop The Very many but it never looks safe to me roll on roll off was a much better idea

[j.sabourn]

If you. have a specialised ship of course it is. In my case was a 35000 ton 7 hold geared bulk carrier. With two holds altered with 7 wooden decks. To accomodate 600 motor cars. Ship was built to go. With 2 holds empty so those two holds were utilised to carry cars , as were literally empty as regards weight, the weight of 600 cars being neglible in the scheme of things. Carried as much weight in dunnage with steel cargoes. The weight of the wooden decks was also calculated re weight and stability situation. This all done on the ship. The only mistake made was when constructing the wooden decks, they were made with green timber, and the mate that relieved me told me later he spent a lot of time down the holds cutting the ends off planks which happened to grow and threatened going through shell plating. Cheers JWS.