KMTC Shenzhen:
Maybe something will finally be done to stop the false declaration of cargo that cause a lot of these accidents:
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Another container ship fire, but this time in the engine room:
https://www.tradewindsnews.com/casualties/x-press-feeders-ship-disabled-by-engine-room-fire-off-india/2-1-1529291
PS> earlier report about the ship being abandoned appears to have been incorrect.
She is now in Colombo:
Old case finally settled:
Major Fire Breaks Out on Maersk Containership in Arabian Sea (gcaptain.com)
GISIS
Ship Particulars / IMO 9969065
MAERSK FRANKFURT
| Name: | MAERSK FRANKFURT (effective 2024-05) |  |
|---|---|---|
| IMO Number: | IMO 9969065 | |
| Flag: | Panama (effective 2024-05) | |
| Call sign: | 3E5922 | |
| MMSI: | 352003837 | |
| Ship UN Sanction: | Not on list | |
| Owning/operating entity under UN Sanction: | Not on list |
Characteristics
| Type: | Container Ship (Fully Cellular) (effective 2024-05) | |
|---|---|---|
| Date of build: | 2024-05 | |
| Gross tonnage: | 57,872 |
Companies
| Registered owner: | Leo Ocean/Tokei Kaiun | (effective 2024-05-30) | ||
|---|---|---|---|---|
| — | — | — | ||
| IMO Company Number | 5595380 | |||
| Nationality of registration | Panama | |||
| Address | Care of Tokei Kaiun Ltd , 2263-8, Namikata, Namikata-cho, Imabari-shi, Ehime-ken, Japan. | |||
| Company status | Active | |
Equasis - ShipInfo Maersk Frankfurt.pdf (302.5 KB)
Massive blast on YM container ship in Ningbo.
Massive blast on Yang Ming container ship in Ningbo (seatrade-maritime.com)
Video: Blast On Container Ship In Chinese Port #shorts #ytshort #short (youtube.com)
but nothing to compare with Tanjin explosion of IMDG containers some 8 years ago .
There is nobody better suited and equipped to comment on ships fire and explosion than Dr.Sal with his 25 years of experience as voluntary fire fighter . Nice brief .
(1596) Explosion and Fire on board YM Mobility in Ningbo, China - YouTube
added 10.08.24
Will and can container fires/explosions be stopped ???
I DO NOT THINK SO.
DO NOT BE SHOCKED. EVEN BRIGADIER GENERALS FROM US JOINT CHIEF OF STAFF ARE TALKING ABOUT
WEIRD CONTAINER SHIPMENTS and below is not only!!! the CHINA THING
CCP= CHINA COMMUNIST PARTY
Approximately two hundred million shipping containers moved through Chinese ports in 2017, according to the Journal of Commerce. The most commonly used container, a twenty-foot equivalent unit (TEU), is twenty by eight by eight feet, with an internal capacity of 1,170 cubic feet and a maximum weight of 67,196 pounds. Giant freighters like the New-Panamax and the truly massive Ultra Large Container Ship—vessels so big they cannot dock at most US ports—hold 14,000 and 20,000 TEUs, respectively.
The logistics of shipping every imaginable product on earth—from toys, salt, and bananas to nuclear reactors, oil, and mousetraps—have been standardized by the International Organization for Standardization (ISO), which works with more than 160 countries to codify the acceptable sizes of containers to make loading and unloading goods as uniform and efficient as possible.
The ISO 9001 is the international standard for a quality management system for shipping compliance. Being ISO 9001 certified means that a company follows the standard’s guidelines, fulfills its own requirements, meets statutory and regulatory requirements, and maintains documentation. Companies are granted certification in different aspects of business—engineering, manufacturing, and so on—after the successful completion of a registrar’s audit. Certification supposedly confers legitimacy on a company: its products are safe, stable, and won’t break when you open them.
An estimated twelve million TEUs are shipped from China to the United States each year, which breaks down to nearly 33,000 containers per day. The United States is allowed four—4!—shipping inspectors in China. That means each inspector would have to inspect roughly 8,250 US-bound containers a day. But of course that would be impossible, considering there are at least twenty ports in China used for international shipping and none of these four inspectors can be in five places at once.
Even if China allowed the United States to have twenty or two thousand shipping inspectors, these containers would not be vetted in any meaningful way, because the inspectors are not allowed to actually inspect the containers. All they can do is look at the manifests—that is, they look at a list of what companies say is in the container.
A container could be stocked with two hundred pairs of socks lying on top of five thousand pounds of fentanyl, but if the manifest says“20,000 pairs of white athletic socks” are being shipped by a company with ISO 9001 certification, there is no need to check. The container is loaded and delivered.
The ISO 9001 should be regarded as a largely meaningless rubber stamp certification in China, not a confidence-inspiring designation of quality assurance. The company that administers 50 percent of the audits and certifies the results is owned by the CCP, and the CCP has no interest in slowing down production, sales, or exports that could bring in dollars. Furthermore, the auditors are easily bribed.
As for the Chinese inspectors who work the ports, being vigilant and busting shipments containing illegal goods or products not listed on the manifest are frowned upon. Opening up a container and searching it takes time. And time is money. Delaying the loading and departure of a ship is the kind of thing inspectors can get fined for.
So this is how and why American markets have been flooded with counterfeit goods. There are no checks and balances in China ensuring quality control. There is no Consumer Protection Agency, no Environmental Protection Agency, Patent or Trademark Office, no FDA or IRS, no one is interested in ensuring that products are not harmful and that there is copyright protection, culpability, and good governance. If tires explode, if airbags don’t open, if a brake-pad sensor fails after one hundred miles, if a licensing fee wasn’t obtained, if a product contained a poison, so what? The products are gone.
SOURCE: fragment of the book - STEALTH WAR by
Robert Spalding,
retired from the U.S. Air Force as a brigadier general after more than 25 years of service. He is a former China strategist for the chairman of the Joint Chiefs of Staff and the Joint Staff at the Pentagon, as well as a senior defence official and defence attache to China. He earned his doctorate in economics and mathematics from the University of Missouri and is fluent in Mandarin
People are clueless to the real world of container shipping. That the industry doesn’t have at least 3-5 containers blow up each year is pretty amazing. It’s the wild west.
This link topic is not related to fire and explosions on cont vessels but shows clearly the way the bad actors are packing shit cargo into a box and send it with the help of reputable shipping lines who claim on the other hand employment of best industry standards to avoid such shipments.
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Unscrupulous shippers are always a concern on a container ship. I wholeheartedly agree.
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Good news abt toxic waste incident
Whoever wrote that 9001 screed doesn’t understand 9001 nor do they understand CTPAT.
There are, of course, problems with erroneous documentation, fraudulent documentation, smuggling, etc. That whole diatribe just confuses the issue though. It’s actually worse than saying nothing at all on the subject.
Reads like an outline of the Trump manifesto to me.
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Your POTUS not mine so You should know him better. The quote is from the book I read some years ago and I have not verified if brigadier general Robert Spalding is Pumpkin supporter or not.
I used the quote as I was surprised that somebody of completely different background had similar opinion as mine after spending years on SE China to WCUSA run on container ships and comparing port operations in both countries regarding paper work ,cargo planning, communication with ship’s command , ISPS and other aspects of container ship loading and discharging.
I have always been, after lifetime of observations, different troubles, incidents ( luckinly not large scale) with containers on board , of the opinion that in 3 legs of container voyage from manufacturer to receipient - that is 1) from stuffing depot to container terminal and subsequent loading , 2 ) ocean voyage, 3) discharging in final destination the no 1) leg is mainly resposible for most of the mishaps like fires and container loss/dammage as depending on the country of loading and workforce culture .
And it applies to all countries not only China . Stuffing of the container in Burkina Faso is surely less controlled then in Hamburg or Tampa Fl as well as documentation work .
Pity @McGourthyClone did not expand on his veiled conclusion that both Gen Spalding and me are complete idiots.
Could be interesting discussion as I was in master’s business long before Sea Carriers Initiative kicked in.
As to Pumpkin or Agent Orange i decline to get involved in sth I have zero idea about and would rather read interesting clashes on this forum wondering if i am witnessing the harbingers of a declining empire or sth else.
ISO 9001 is a standard for building and operating a quality management system. It is not ship/shipping/cargo specific in any way. It is entirely voluntary and not required for cargo owners, vessel operators, warehouses or any other link in the chain, and it does not allow a ship or piece of cargo to bypass regulatory inspections or checks. He was so wrong about 9001 that I don’t read the rest.
CTPAT is more along the lines of what he was talking about CTPAT: Customs Trade Partnership Against Terrorism | U.S. Customs and Border Protection but I don’t have time for self proclaimed experts that make such fundamental errors while rushing to cash in on knowledge and experience the obviously lack.
Those were not small errors of wording or context. That was a complete forfeiture of credibility.
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Fire again