AIMU Conference - Container vessels and Salvage …Worldwide Salvage Smart solutions, united...

Worldwide SalvageSmart solutions, united experience

Container vessels and SalvageIs the salvage industry prepared for theever growing vessels ?

AIMUConference -New York

Worldwide Salvage Smart solutions, united experience

A picture paints a thousand words

Containers

Container; steel box designed for carrying of goods around the worldMalcom Purcell McLean is considered "the father of containerization".

In 1956, he developed the metal shipping container, which replaced thetraditional break bulk method of handling dry goods and revolutionizedthe transport of goods and cargo worldwide. McLean was named "Manof the Century" by the International Maritime Hall of Fame.Ss Ideal X, the first container ship

Containers

International standarisation of containers as from the 1970’s8 feet wide, 8 feet high (original), length in 10 feet equivalent4 strong corner posts for lifting and stowage.

Containerships

Source: Alphaliner

Containerships

Ships are just a link in the global transportation of goodsStrong growth of carrying capacity of container vesselsDecreasing independence of containerships (they are depending on

shore facilities for cargo handling operations)

Effect of the growing container vessels to the main risksStructural failuresFireCollissionGrounding

Risks – structural failure

New generation of container vessels are all purposely build, newvessels with a specific design for carrying containersLimited number of ship conversations in order to increase carrying

capacity.Effect of ageing ships to be seen in future. Simulations can provide

good estimates.In case of structural failure it is unlikely that the complete cargo will be

Risks - fire

Increasing difficulties in combatting fire from the vessel itselfThe increasing number of containers in a bay can increase the heat

generating capacity of the fire and reduce the possibilities of boundrycoolingConsequences of fire will depend of the location of the fire and the

response time of assisting units to the vessel in distressIn order to decrease risks the ability of the vessel to contain and/or fight

the fire will need to increase

Risks - fire

When the vessel remains afloat it will be possible to tow her to a port ofrefuge where container handling can take placeLittle operational time constraintsCargo losses are likely to be severe

Risks - collision

All ships at sea run the risk of a collision; The longer the ship, thebigger the area that can be hitThe bigger the ship the “more” difficult to manoeuvre in case of

emergenciesThe bigger the vessel, the bigger the number of watertight

compartmentsA collision may lead to local flooding (1 or 2 holds), but unlikely the

vessel will sinkAs the vessel remains afloat it will be possible to tow her to a port of

refuge where container handling can take placeLittle operational time constraintsCargo losses are likely to be “limited”

Risks - collision

Risks - grounding

A vessel is aground when there her draft exceeds the waterdepth.There is not enough water to “carry” the vessel, thus a part of theweight of the vessel is carried by the seabed ground reaction.If the vessel is aground partly the ground reaction might be reduced by

changing the trim of the vesselIf the trim cannot be changed sufficiently, or the vessel is aground over

a bigger area than weight needs to be discharged in order to reducethe ground reaction.In many cases a weight can only be reduced by discharging part of the

cargo.Time available for refloating will depend on the circumstances of the

grounding, risk of structural damage.

Handling casualty containers

Standard container handlingis designed for a vesselwithout trim or list.

On deck (outside cellguides)there is some flexibility, butwithin the cell guides themargins are limited.

Container terminals have sometools to handle non-standardsituations.

For more complex situationsadditional equipment is required.

A container terminal is the most suitable facility to handlecontainervessels, but they have severe restrictions if a vessel is not inher normal condition.Depending on the capability of the stevedores and the flexibility of the

terminal services can beprovided.The increasing growth of

container vessels is reducingthe capabilities of other portequipment to assist in thedischarge.

Challenges for containerterminals, but possible when avessel is in port

Pressure and requirements from authorities to deal with IMO cargo as amatter of urgency after the grounding. Discharging will need to be done byavailable equipment. Bigger vessels will carry more IMO cargo, subject tospecial requirements.

Size of the casualty manageable5000 -8000 TEU

Bays of 14 – 16 Containers wide

At the grounding locationLarge cranes available,

with sufficient reach to dealwith the casualty of this size.

Cranes can either beplaced on barges or onthe coast.

In the last 5 years more than 100new built container vessels of11.000 TEU and above have beendelivered. Now a generation of18.000 TEU vessels have beenordered.

“Standard” cranes are not sufficient anymore to discharge the containers,high capacity / large reach cranes will be required.

Heavy onshore cranes semi permanentinstalled on a barge for offshore work.

Possibilities for discharging of containers by means of external cranes isrestricted by two main factors;Assecibility; is there a possibility to come alongside with any lightering

barge ?Weather

•Discharging “speed” is the challenge inan effective operation

•By providing on-board dischargesystem weather restrictions are reduced

Modular gantry systems can be used tocreate a custom designed dischargesystem for large containervessels.

Winched spreader

Apart from your crane system aversatile spreader will be required.Intellectual spreader

Larger vessel may require extreme measures to deal effectively with acasualty.

Logistics

Containers from a casualty oftenrequire handling on a special areaand are not allowed on a normalcontainer terminal.

Logistics

All containers will need to besurveyed by multiple partiesin order to determine anydamage.

Logistics

Handling of damaged containersfrom a cargo hold cannot bedone by means of a gantrycrane, but will require heavycranes or alternative means.

Cargo may need to bedischarged in bulk if thecontainer fails.

Contractual aspects

LOF salvage contracts;operational challengescommercial safe contract due to very high fundschallenging process obtaining securitiesWreck removal contracts;

operational high performance requiredlimited number of salvors capable of offering servicesexpensive !

Conclusion

A new generation container vessels will require a different approachfrom salvors, a marine approach will not be sufficient.Incidents with large container vessels will lead to high claims for

salvage and/or wreck removalIn the design of bigger vessels emergency preparedness is to be taken

into accountThe container sector will need to be prepared to deal with large scale

incidents.

AIMU Conference - Container vessels and Salvage …Worldwide Salvage Smart solutions, united...

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