COLLISIONS & SHIPWRECK PHOTOS

PLUS THE ODD BITS OF SOMETHING ELSE!

An amazing 'NEW' demolition tool!

It is an incredible happening, the jib of the excavater appears vurtually undamaged yet it has jut cut through several metres of steel reinforced concrete.

It truly needs to be investigated by scientists, it could be the start of amazing new tools to demolish these giant concrete structures as they become redundant. 

The 'MV Saga Spray' - I have lost the text for these pictures - but the story is, these containers came adrift in only 'average' bad weather and the collapse of the stack was due to bad storage.

The containers are not 'Ship' containers, but empty 53foot railway containers be carried as cargo from Korea to Canada for the Canada Tyre Company

Being non standard containers they did not fit into the shipboard container guides.  An awkward job no doubt -back to the drawing board.

The Cargo Letter For June 2 2006

Major Loss>> 230mt. Panama flagged , 75,000gt Japanese M/V Ocean Sekaya (also reported "Ocean Saraya"), in ballast to pick up iron ore with 22 crew -- damaged after hitting a rock & partially sank in rough seas in early hours of May 30 -- vessel anchored 4 days waiting to be berthed at Port Karwar, India -- anchor snapped following gusty winds around 2 a.m. started drifting & dashed against a rock on an island that housed the lighthouse-- suffered structural damage & began sinking -- 21 of 22 crew rescued -- i swept away & presumed dead. 

(Tues. May 30 2006) UPDATE>> Indian Coast Guard reportedly working round-the-clock to contain an oil spill near the grounded Japanese Merchant Navy M/V Ocean Sekaya, in bid to limit damage to the pristine and as yet untouched Karwar coast in Northern Karnataka.

The Cargo Letter For July 5 2006 -

"Marshall Islands registered, Frontline Suezmax 149,999 dwt tanker M/T Front Sunda (built 1992), Singapore for Persian Gulf in ballast, suffered explosion in one of its tanks 200 NM off the NE coast of Singapore, June 19 -- one crew missing. Our photos will be posted shortly, but show major upward blast forward. From our Correspondent Hilde Krause. (Thurs. July 6 2006)"

The single-hulled M/T Front Sunda was abandoned after no. 6 cargo tank exploded at 17:00 Singapore time on 19 June. The tanker was in ballast at the time, about 200 miles northeast of Singapore when the blast occurred. One crew member is missing of the 22 crew aboard the tanker. The Marshall Islands registered M/T Front Sunda was built in 1992 at the Brodogradiliste Split yard, is classed with DnV and managed by International Tanker Management, Dubai . She was scheduled to load for Royal Dutch Shell in Singapore on July 2 for a voyage to New Zealand.

M/T Front Sunda was recently involved with an oil spill at Hawaii on 20 May when up to 2,000 gallons of crude oil spilled into the ocean while the vessel, more than a mile off the coast, was pumping oil ashore to the Tesoro refinery from the single-point mooring terminal at Oahu.

The Hyundai Fortune catches fire in the Gulf of Aden

Photos & comments from that 'great' website Cargo law.

March 25 - Cause And Effect? --

The Cause -- Reports are that 7 containers in the aft container stacks of M/V Hyundai Fortune were laden with fireworks. A spokesman at Hyundai Merchant Marine Legal Dept. confirms the number of containers containers with fireworks was 7. They may have been the source of an explosion & subsequent blaze on board . The 7 containers of fireworks belong to a Hong Kong manufacturer and were destined for Hamburg and Le Havre.

Indeed the disaster of M/V Hanjin Pennsylvania was a cautionary tale. M/V Hanjin Pennsylvania which suffered the same "fireworks fate" a Hanjin vessel, not a Hyundai vessel. It is the duty of shippers, not mariners to prevent these needless disasters.

In some of our photos you can see remains of a container, collapsed atop the first stack forward of the accommodation -- this said to be one of the exploded fireworks laden container.

The Effect -- Rotterdam sources show next port for M/V Hyundai Fortune as Dubai. Given available container ports coupled with robust ship repair facilities, this is the most logical destination to take M/V Hyundai Fortune for offload and repair, assuming she is not declared a constructive total loss. Next closest port with both robust container facilities and capable repair facilities would be. Mumbai (Bombay).

So ends Voyage 333W of the container Motor Vessel Hyundai Fortune. Will she sail again? Truly a "MIS-FORTUNE".

March 28 - Expert Says Fireworks NOT The Cause --

"In your report of M/V Hyundai Fortune on March 25th, you claim that 7 containers were a possible cause of the accident.

"Before I go any further, permit me to introduce myself. I am president and owner of Quality Logistics Inc, San Carlos CA, the largest logistics service provider in the fireworks industry between China and US. I spent 23 years with Maersk Line from Copenhagen to head of Maersk pacific until 1979. then Area VP at APL and head of APL north America till 1981. Then founder/managing director of Seawinds Limited, a transpacific ocean carrier employing four 1500 TEU container vessels with shareholders NIKE, Harrison Line and Nedlloyd. Since 1994 founder and president of Quality Logistics Inc.

In 2002 when M/V Hanjin Pennsylvania had an accident off Colombo, I managed an expert investigation to address what caused the accident or rather to establish if fireworks were the cause. I can provide the final report to you which concluded beyond any reasonable doubt that fireworks were not the cause.

"When M/V Hyundai Fortune had her accident this month I was in China. I met with Hyundai managers last week, March 23, in HKG, and Yes, 7 containers were loaded on holds 7 and 8 in HKG. There are no manufacturers in HKG. I have since learned that there were 5 containers of class 1.3G on the vessel. The fire started below deck and the fireworks containers (the 7) were loaded properly on the after part of hold 8. Thus they could not have been the cause of the fire/accident. As you correctly report, there are numerous speculations, from an engine room fire, a crew member set the fire, a terrorist attack etc but fireworks were not the cause. I have specific confirmation from Hyundai's hazardous managers in Seoul that fireworks were not the cause.

Fireworks are for entertainment but are classified under explosives as Class 1.4G (consumer fireworks) and class 1.3G (display fireworks handled only by professionals). A container of fireworks to US is subject to very tight regulations under DOT, USCG, US CBP, ATF and CPSC and all products are packaged under specific regulations under DOT (The APA Standard 87-1). Fireworks in containers are not "dangerous" as long as stowage & handling follows the strict guidelines."

Bengt Henriksen - Quality Logistics Inc

The Hyundai's crew were rescued by this Dutch destroyer on patrol in the Gulf.

March 28 -Another Expert Says Bad Stow --

"From only a review of the photos, this is a classic example of misdeclaration by the cargo agents / booking agents. No competent C/officer in his right mind would accept IMDG class 1.xx boxes to be stowed underdeck, nor behind the accomodation. To compound this by co-loading additional DG (Dangerous Goods)cargo is nothing short of suicidal…..

"I would have to lay the blame for this squarely on the combined efforts of the booking agents, cargo agents, ships planners and terminal authorities at the loading port. In my exerience with loading boxships (+- 10 years managing a stevedoring company), the C/O, if he has any doubts about the contents or validity of IMDG packing declarations, would decline to load the boxes, or insist on them being removed from the vessel. This is probably one or two rungs up the ladder from under declaring cargo mass in a loaded container. This misguided practice often leads to containers being crushed due to excessive stack weights. Somehow the responsible parties feel that they are saving on costs by showing their boxes ae lighter than actually are the case. This also leads to problems with road haulers, who find themselves on the receiving end of the traffic authorities ire when carrying excessive loads by road."

Jim Page

March 31 - Analysis of Bengt Henriksen Supported -- Not Fireworks ....

"Explosions that ripped apart M/V Hyundai Fortune last week were so powerful that the original theory of fireworks catching alight is being discounted in some circles.

"Instead, experts are turning their attention to other explanations after studying new photographs of the containership that reveal in far more detail the full extent of the devastation. The rear section of the 5,551 teu vessel has been almost totally destroyed by the fire that has blazed for the past week. Damage to the hull, which is almost split in two, has raised suspicions "that it may not have been fireworks" which caused the accident, the TT Club's chief executive Paul Neagle told a press conference to announce the mutual insurer's latest results.

"The stern of M/V Hyundai Fortune has been burned out and the hull holed, raising questions about whether some external force was responsible. Fireworks or other hazardous cargoes would have been in containers above deck, whereas M/V Hyundai Fortune appears to have been rocked by explosions below deck. While reluctant to speculate publicly, industry sources have started to consider in private whether the vessel could have been the target of a piracy or terrorist attack, or even hit a mine. The vessel was 60 miles off the Yemeni coast when the blaze broke out. Another possibility could have been a gas or fuel tank exploding, said one expert. The crew was evacuated with just one injury. The TT Club estimates that at least 500 containers on the vessel have been destroyed. The value of the boxes on the burning vessel is put at around US$8M to US$9M, and will contribute to the general average. Most were insured through the TT Club. Regardless of the eventual conclusions of inspectors investigating the disaster, the TT Club yesterday expressed concern about the problems of knowing exactly what is loaded in containers.

"With some lines now refusing to accept certain chemicals or other potentially unstable freight, the TT Club said there are suspicions that "fraud" is taking place with some shippers allegedly misdeclaring consignments and putting vessels and crews in danger.

March 31 -Lloyd's Press Article Shows Impact To Marine Insurance Market .....

London, Mar 28 - Insurance costs are mounting across the board as the full impact of M/V Hyundai Fortune blaze becomes clearer. Marine cargo experts at insurance broking group Aon estimated that cargo values could be at least US$300M - three times as much as the most pessimistic first estimates. At Lloyd's, meanwhile, specialists unofficially estimated that M/V Hyundai Fortune and other casualties of the past week could add 15-20 points to the market's marine loss ratio, potentially plunging it into negative territory. Marine has suffered in recent years from having a narrow premium base, especially on the hull side. The insurance damage is spread far wider than Lloyd's. Appeals from clients to top law firm Clyde & Co for assistance & advice lent credence to talk that a massive loss is in prospect, whatever happens now to the ravaged ship. Philip Roose, an equity partner at Clyde, said that he and his colleagues had received instructions so far from marine insurers in South Korea, Japan, the UK and Europe relating to cargo valued at in excess of US$50M. Mike Pollard, another Clyde partner, has been asked to deal with salvage questions. In turn, Clyde has been in urgent talks with leading fire experts and cargo surveyors. Aon Marine put its record value estimate on the cargo because of the likelihood that it includes a significant number of high technology goods. A salvage contract has been signed, and the shipowner has declared general average, both of which will require contribution from cargo owners, even if their cargo is unaffected by the fire, said Aon. The broker said that salvage charges and general average costs are standard inclusions in a cargo policy and these costs should therefore be covered by insurance. Although many Far Eastern insurers are seen as having a significant exposure, London and European markets are providing reinsurance.

Thanks to our Sr. Correspondent Tim Schwabedissen

April 11 -The Tow To Salalah

Fire damaged container M/V Hyundai Fortune said put up for sale in an "as is" condition indicating that the owners & underwriters are reluctant to undertake the major repairs required. The Salvage Association is inviting bids for the 5,550-TEU M/V Hyundai Fortune (built 1996) which was badly damaged by a fire that also caused major cargo loss. The vessel was insured for US$70M by Hyundai Marine & Fire Insurance of South Korea, but most of the risk was broked into the London market by Marsh, with the cover led by the XL Group. The sale suggests the underwriters regard M/V Hyundai Fortune as a constructive total loss (CTL) but are trying to recover more than they would receive if the vessel was sold for demolition. Underwriters are also facing huge cargo claims as the vessel was trading from the Far East to Europe and would have been carrying high value products such as digital cameras, MP3 players, cellphones and LCD screens that could put a value of US$100,000 per box on the damage. Hyundai Merchant Marine is currently anchored off Khor Fakkan, Sharjah, with potential buyers expected to inspect the vessel and take delivery there.

M/V Hyundai Fortune fire was extinguished by SvitzerWijsmuller under a Lloyd's open form 2000 salvage contract with the vessel towed to port for discharge of undamaged containers and then to its current anchorage. The move to offer M/V Hyundai Fortune for sale suggests that a massive repair may be economically viable even if the vessel is a construvtive total loss (CTL). The 4,400-TEU M/V Hanjin Pennsylvania (built 2002) was acquired by the Ofer group after Reederei F Laiesz and lead underwriter Allianz agreed the ship was a CTL. The owners & underwriters estimated that the vessel which was only eight months old at the time of a devastating fire needed US$40m of repairs against an insured hull value of only US$45M. Zodiac Maritime, a London based arm of the Ofer Group bought the M/V Hanjin Pennsylvania wreck for about US$4M &spent US$20M on repairs at China's Chengxi Shipyard replacing 2,700 tons of steel, effectively ending up with a half price new vessel, M/V Norasia Bellatrix. From our Sr. Correspondent Tim Schwabedissen. (Mon. May 15 2006)

Expect further word -- McD

Above -'Motor Tanker Ece' sank day after collision, Feb. 1 2006, in 70m (230ft) of water ........ with 10,000 tons of phosphoric acid aboard.

The Cargo Letter For Jan. 31 2006

 8,000gwt Marshall Islands registered chemical tanker ‘MT Ece’, with 22 crew & 10,000 tonnes of phosphoric acid -- in collision at 0220 GMT -- with bullk carrier Maltese-registered ‘MV General Grot-Rowecki’, 26,000 tons of phosphorus -- in the English Channel -- 30 miles NW of the Channel Island of Guernsey..Jan. 31.

M/T Ece significantly damaged & in danger of sinking -- listing 30 degrees -- crew abandoned vessel -- 12 of 22 crew rescued by UK coastguard helicopter based at Lee-on-Solent & another 10 by the St Peter Port lifeboat from Guernsey.

 Guernsey oyster farmer & marine biologist Mark Dravers said the Phospheric acid could actually benefit the marine environment.He said: "It is one of the fertilizers we use in the medium for growing algae. "The effect could be to fertilise the English Channel and benefit all our scallops."

From our Correspondents A.L. Griffiths & Fred Caygill (Tues Jan. 31 2006) UPDATE: M/T Ece sank. (Wed Feb. 1 2006)

UPDTATE: M/V General Grot-Rowecki had already been in collision with the Swedish roro-ferry M/V Finnsailor Nov 13, 2005, in the southern Baltic, both ships then had sustained some damage above the water line.

From our Sr. Correspondent Tim Schwabedissen (Thurs. Feb. 2 2006) UPDATE>> Considerable amounts of oil were leaking from the sunken chemical tanker M/T Ece -- but it is estimated that well over 90% will have dispersed within 12 hours of leaving the vessel.

Three French vessels are monitoring the situation.

The vessel contained 70 cubic meters of fuel oil to drive the ship, 5 cubic meters of diesel, 1 cubic meter of lubricating oil & containers of chemicals & cleaning fluids.

The vessel is in reasonably deep water - lying 70mt on seabed -- yesterday morning the French tug M/V Abeille Liberte was surveying situation to see whether she was lying upright or down. From our Sr. Correspondent Tim Schwabedissen (Sat. Feb. 4 2006)

Royal Air Force Gunsight Infrared Photo of Stricken M/T Ece

 Vessel had a 5mt. (16ft 4in) hole below her waterline.

Extremely Close Call - Jan. 30 2006

Disaster seemed certain when a photographer captured a DHL freighter & a Japan Airlines B-777 -- on course to collide over east London on Jan. 30 2006, near Heathrow (LHR)

 To the onlookers below, the aircraft looked set for a horrific mid-air crash.

But the UK Civil Aviation Authority says the incident was an optical illusion and not as dangerous as it appeared from below.

A spokesman said: 'It is impossible to tell from the ground how close aircraft are in the air.' For a mid-air incident to be classed a near miss, the planes must be within three nautical miles horizontally or 1,000ft vertically of each other.

A DHL spokesman said the company took safety 'extremely seriously' and had investigated the claims. DHL said: 'In this instance a proper distance between the two planes was maintained at all times.'

 Experts say the blue skies & sunshine added to the optical illusion as the conditions distorted the perspective of those watching below. But we'd like to see a bit more blue sky & sunshine between these flights! Geeez!

A Dramatic Photo

a very unfriendly place to park a ship.

The Cargo Letter For March 22 2005:

Barge Millicoma, in ballast, under tow by tug M/V Howard Olsen, aground near the mouth of the Columbia River -- on infamous Columbia River Bar -- in severe weather tow line broke March 19 night. M/V Millicoma drifted 3.5 miles to cove near North Head, Washington.

 5,000 gallons of diesel aboard. So far, none of the fuel has spilled -- Millicoma heavily damaged -- Mea Culpa! (Tues. Mar. 22 2005)

M/V Twin Star -- Now Redesignated as:

M/V Fore Star & M/V Aft Star

Two Collisions Same Night Took Their Toll -- The Twin Stars Are Now Separated

 The Cargo Letter For Jan. 31 2006

14,337gt, 500ft. Panamanian M/V Twin Star -- in collisions near Peruvian Port of Callao, Peru -- with Cypriot cargo vessel, sustaining heavy damage.

Before sinking, M/V Twin Star also struck a Maltese-flagged ship, causing little damage but knocking 1 crew into the water.

Ships traveled near each other in heavy fog -- 22 crew of M/V Twin Star rescued.

Note: Report tonight is less than clear.

One vessel may be confused with the other.

(Fri. Jan. 27 2006) UPDATE>> After collision of Panama-flagged M/V Twin Star off Callao -- a second incident occurred to the same vessel!.

Also the American, cargo M/V Alice was involved in a collision due to the dense fog.

This time damage was minor, whereas only bow & stern of M/V Twin Star, which split in two following its two collisions, remained above water.

One crew still missing, 22 were rescued.

From our Sr. Correspondent Tim Schwabedissen (Tues Jan. 31 2006)

The 697-ton M/T Kyokuyo Maru, bound for Matsuyama port in Ehime Prefecture with gasoline in collision in dense fog with the 499-ton cargo vessel M/V Nikko Maru, bound for Chiba with 1,000kl of creosote oil -- off Cape Mikizaki, Mie prefecture, Japan July 15.

M/T Kyokuyo Maru burst into flames --1 dead & 5 missing.

M/V Nikko Maru had no casualties.

(Fri. July 15 2005) UPDATE>> Capt. Mitoshi Yoshimoto, master of M/V Nikko Maru quoted: "When we steered to the right, the Kyokyuo Maru steered to the left. So we quickly steered left."

Collision killed 2 crew of M/T Kyokuyo Maru , seriously injured another & left 4 missing.

The 2nd engineer Hidetoshi Nakano, 39, died after being thrown into sea –

The body of another crew was found on beach 25km W. of collision site!!

5 crew on M/V Nikko Maru rescued unharmed by nearby ship.

 Update from our Sr. Correspondent Tim Schwabedissen (Tues. July 19 2005)

Hurricane Isabel hits Virginia Beach, VA as a Category 1 Hurricane on Sept. 19 2005

THIS IS REALLY UNBELIEVABLE -YET THE CARGO LAW SITE SAYS THE INFO COMES FROM A RELIABLE SOURCE!

We Unfortunately Don't Speak Portuguese -- but our poor translation of this 3 Feb. 2005 report from our valued contributor is that arrival of Russian flag M/V Guiné at Port of Rio De Janeiro -- was marked by the amazing discovery of young 2 stowaways who braved the Atlantic for over 9 days standing on the rudder in hope of reaching a new life in Argentina.

Thank God the vessel was in ballast -- or this perch would have been just for fish! How did they do this?

"The youngsters are safe & sound in medical treatment already in hotel and the procedures of the Federal Policy providing the expatriation. P & I are dealing with all subject," says our source.

Mr Mate keep an eye out for low bridge signs, aye aye sir.

The Cargo Letter For March 4 2005:

3.120gt Bahamas registered M/V Karen Danielsen (built 1985) Svendborg for Finland -- in collision -- with Danish Great Belt-Bridge between Zeeland & Fuenen in the Baltic -- tore off ship's bridge & stuck fast under western part of the Belt bridge 1km off Danish town Nyborg.

Fire broke out on board after collision -- 1 dead & 10 injured.

Connection between Zealand & Fuenen consists of tunnels & bridges & artificial islands & has a length of 20km.

It is 2nd largest building of this kind in Europe apart from Channel Tunnel between England & France.

Traffic over bridge interrupted. "It is the most serious accident since the bridge opened in 1998, and one that shouldn't have happened, as the 3,500-ton coastal ship should not have passed under it,(Bloody Obvious I would have thought ed.)" said spokesman for Danish Navy's operational command.

From our Sr. Correspondant Tim Schwabedissen. (Fri. Mar. 4 2005)

M/V Stellamare

Max. lifting cap.: 2 x 180 tons with deck crane

Max. lifting cap.: With 2 deck cranes in tandem 360 tons

 Largest hatch: 47.36 x 11.55 m

Length overall: 88.20 meters - Width overall: 15.50 meters

 From The Cargo Letter

 289ft. Dutch heavy lift M/V Stellamare at Port Albany, NY, dock on Hudson River with 661 tons of General Electric turbines &18 crew bound for Italy & Romania -- suffered cargo shift -- causing vessel to capsize -- 8 crew thrown into partly frozen water -- 7 rescued from ship, some by helicopter -- 15 safe -- 3 missing believed trapped inside hull where temperatures dipped to about 20 degrees.

Rescue operations continue. (Tues Dec. 9 2003)

 Heavy cargo a delicate balance -- at 500 tons, Loading a million pounds of General Electric Co. generators into a cargo ship's hold is a delicate & dangerous task involving the inexorable laws of physics.

M/V Stellamare has 2 large shipboard cranes & each crane, or "stick," can hoist a maximum of 180 tons -- or when operated in tandem, 360 tons. Generators such as the 2 lifted in the Dec. 9 accident typically weigh in the 175-300 ton range each.

 But the GE equipment being lifted reportedly weighed about 500 tons, roughly equivalent to 50 African elephants. Balance is critical when a generator is being lifted from the dock, swung over the ship's rail & lowered gingerly into the cargo hold.

When they take the weight on the 2 sticks, it usually takes 30 to 45 minutes to pump out the ballast so that the ship doesn't roll too far. Once the 2 sticks take on the weight in tandem, the vessel has to pump out thousands of gallons of ballast water to even it out, which takes another half-hour or so, say experts.

Welders, carpenters & crew generally do not build the heavy-duty bracing required to prevent the generators from shifting & being damaged at sea until all the pieces are loaded.

A new shore crane at the port has a 135-ton maximum lifting capacity & is generally not adequate for such heavy lifts. According to a port official -- the port's dock would collapse under the weight of a heavy lift crane.

 "Whatever failed on the sticks would have caused that ship to roll hard. The hundreds of tons of generators weren't braced. If anybody was down in the hold when those sticks let go, I don't want to think what happened to them," according to a witness.

M/V Stellamare is owned by Jumbo Shipping Co

 Witness Report: 75 yards away, two of the Stellamare's cranes had lifted what looked like an engine, the size of a railroad car, over the middle of M/V Stellamare.

When it got to the centre, said crew members on the M/V Columbia, a 330-foot channel dredger docked just South -- the 289ft M/V Stellamare began to roll slowly, almost silently, & turn away from the dock, sinking on its side in the ice-choked waters of the Hudson River. "Once she went to rollin' (it) never stopped," Columbia mate Phil Mones said.

That was 3:04 p.m.

The capsizing cargo ship flung one man operating the crane into the water. He wore a heavy orange jacket, but no flotation vest, crew mates said. As the man gripped a chunk of wood in the river, the crane operator clung to M/V Stellamare’s hull.

Witness Report: "When they picked up the piece & started to move it over the hatch, the ship started to lean & it got away from them," said Paul Fisher, a retired foreman with the port's longshoremen's crew who said he spoke with a dozen of his former colleagues after the accident. "Somebody screwed up."

 "Our guys were screaming, 'Stop!' There wasn't enough ballast on the inshore side & they kept screaming, 'Stop!' But there was some kind of language barrier & they didn't stop." Fisher said longshoremen often operate the cranes aboard ship, but never on M/V Stellamare, which typically has a highly regarded crew skilled with the cranes.

"I don't think they had the ballast set right," said Ron Cross, a welder & independent contractor who'd helped detach the 2 giant General Electric generators from a rail car that afternoon.

One generator was in the hold when he ship rolled, Cross said.

The other, slightly heavier unit was on the ship's crane.

The ship was big enough to handle the cargo, he added, "but it's the smallest ship I've seen here for a (load) that big."