SEA loads aboard the doomed 8,110-TEU MOL Comfort were too much for the hull girders to bear, resulting in the ship splitting two and sinking in June 2013, says the final report of the Japanese government inquiry.
SEA loads aboard the doomed 8,110-TEU MOL Comfort were too much for the hull girders to bear, resulting in the ship splitting two and sinking in June 2013, says the final report of the Japanese government inquiry.
MOL is suing the vessel's builder Mitsubishi Heavy Industries for damages. Claims against the shipbuilder have exceeded US$500 million.
MOL Comfort cracked and then split in two while in heavy seas 200 nautical miles off Yemen.
The report from the Japanese government's Committee on Large Container Ship Safety said computer simulation showed the hull was weaker than the lateral and vertical bending loads it experienced at the time of the cracking.
The report said that the hull fracture originated from the bottom shell plates in MOL Comfort's midship section, reports New York's Maritime Executive.
The simulation included whipping motion loads. Whipping is the vibration of hull girders that occurs when the bow breaks free of the water and then re-enters.
The report recommends that International Association of Classification Societies (IACS) rules for containerships over 8,000 TEU include lateral loads in the assessment of overall structural strength. They should also include whipping effects in longitudinal strength calculations, said the report.
IACS has confirmed that it has received the report and has already taken into account its recommendations and findings.
MOL is suing the vessel's builder Mitsubishi Heavy Industries for damages. Claims against the shipbuilder have exceeded US$500 million.
MOL Comfort cracked and then split in two while in heavy seas 200 nautical miles off Yemen.
The report from the Japanese government's Committee on Large Container Ship Safety said computer simulation showed the hull was weaker than the lateral and vertical bending loads it experienced at the time of the cracking.
The report said that the hull fracture originated from the bottom shell plates in MOL Comfort's midship section, reports New York's Maritime Executive.
The simulation included whipping motion loads. Whipping is the vibration of hull girders that occurs when the bow breaks free of the water and then re-enters.
The report recommends that International Association of Classification Societies (IACS) rules for containerships over 8,000 TEU include lateral loads in the assessment of overall structural strength. They should also include whipping effects in longitudinal strength calculations, said the report.
IACS has confirmed that it has received the report and has already taken into account its recommendations and findings.
A Look Back: MOL Comfort Incident Photos [25 PHOTOS]
On June 17, 2013, Mitsui O.S.K. Lines’ 2008-built MOL Comfort began suffering from severe hogging and broke in two while underway from Singapore to Jeddah with a load of 7,041 TEUs. The crew escaped in life rafts and were picked up by another merchant vessel. The stern section was never recovered and sank some 10 days later. The bow section was towed most of the way towards the Arabian Gulf, but eventually burst into flames and sank. Here is a collection of photos of the incident.
FULL COVERAGE: MOL Comfort Incident
Image credit: MRCC
Image credit: MRCC Mumbai
On June 25, Sri Lanka Shipping company’s tug, M/V Capricorn, connected to the bow section and commenced towing to the Arabian Gulf. Tugs were never able to connect to the stern section.
SEE ALSO: Is Container Weight the Issue?
Image (c) Al Malone
Under tow. Image (c) Al Malone
On June 27, the stern section began taking on water and sank with an estimated 1,700 containers and 1,500 metric tons of fuel oil. These photos sent to gCaptain were taken over a five minute period.
On July 2, the MOL Comfort’s bow section broke free from its towing wire while in adverse sea conditions. Crews were able to reconnected and continue towing. Four days later, Mitsui O.S.K. Lines reported that on July 6, a fire broke towards the rear of the bow section, and fire fighting efforts commenced.
More MOL Comfort firefighting images and video can be seen HERE
Image (c) Indian Coast Guard
Image (c) Indian Coast Guard
Image (c) Indian Coast Guard
Image (c) Indian Coast Guard
Image courtesy Indian Coast Guard
image via Ole, gCaptain contributor
image via Ole, gCaptain contributor
image via Ole, gCaptain contributor
image via Ole, gCaptain contributor
image via Ole, gCaptain contributor
In a statement July 10, 2013, Mitsui O.S.K. Lines said that most of the containers on deck have been burnt out, but they have not been able to confirm the situation in the cargo hold. An update said that the bow section sank near 19’56”N 65’25”E (water depth about 3,000m) at 19:00 UTC on July 10 (04:00 on July 11 JST). The section sank with about 2,400 containers and 1,600 metric tons of fuel oil, MOL has estimated.
July 10. Image (c) gCaptain. Click for large.
Plotted approximate positions of where the MOL Comfort broke apart and eventually sank
FULL COVERAGE: MOL Comfort Incident
MOL Comfort seen in 2009.
Comments
Post a Comment