Any chance of making pdf from this article as it looks the whole content is behind a pay wall. Thx in advance.
Judge says runaway container ship can leave Charleston port _ Business _ postandcourier.com.pdf (333.6 KB)
Thank You very much. Precious. 
The judge who signed an order June 10 temporarily forbidding the MSC Michigan VII from departing the Holy City said in a new court filing this week that the vessel has been released from that restriction.
This is from the Post and Courier, the ship was arrested because of the damage. If the ship is still alongside likely it’s another legal issue, CG investigation perhaps.
According to Maritime Executive article ( MSC Containership Arrested for Damages from “Runaway Exit” from Charleston) posted in other thread
QUOTE:
The U.S. Coast Guard told The Post and Courier newspaper that it is now classifying the incident as “a major marine casualty,” due to an estimate of more than $500,000 in damages. This also means that the National Transportation Safety Board will become involved and is likely to jointly investigate the ship’s high-speed departure from Charleston on June 5. END QUOTE
Upgrading of the accident to “major marine casualty” has consequences and triggers the procedure forcing/obligating litorral state to conduct official investigation . In this case aprat from USCG finding the NTSB will have to act as required.
As it turns out : " The suit names MSC Shipmanagement headquartered in Cyprus as well as the registered owner of the vessel, Kyveli Oceanway also of Cyprus. " . So MSC proper based in Geneva was solely responsible for commercial/cargo issues similar to time charter operators. Who was the ISM manager is given in Gisis and Equasis files. Looks like a bit complicated relationships.
QUOTE:
according to the pilot the vessel experienced a failure of her propulsion control systems and [accelerated to a very fast speed well above the limits for the channel. END QUOTE.
Until now I could not locate any info regarding the " channel speed" limits" in NP’s (UK) , USA, In guides to port entry. NADA.
Have observed several similar size/draft ships coming and leaving " (Henrika Shoulte, Dubai Express) and two Car Carriers ( one was US flag) . None of them excedeed 9 kts and while passing other berths locations slowed down to 6-7 kts.
I may be wrong of course but the vessel was obviously not seaworthy at the begining of her voyage and the Pilot was a magician.
Yesterday, the Coast Guard Sector Charleston Captain of the Port authorized the ship to depart the Port of Charleston under a three-tug escort, two of which will be tethered to the ship.
Per the report USCG advises “vessel’s control linkage for the main engine governor became disconnected, rendering the installed propulsion control systems inoperable.”
In this situation the fuel rack is not ‘stuck or frozen’ in position and as such there is a potential significant risk in that the fuel rack is free to rotate and could have rotated to full sea speed fuel/throttle (and no load program). Strange no mention of the engine crew actions. Did they at least try to limit the rotation towards more fuel? Capt/Pilot probably not aware of this risk.
PS: The engine side maneuvering fuel handle linkage should have been intact - and if engaged they would have full maneuverability. Wonder if they were told not to try anything in the confined waters.
In my limited experience of watching engineers try engine side maneuvering, it seems very much more of an art than a science. I think that would be the last thing I’d go for in a tight channel.
Good day.
Would the emcy stop button be operable under the conditions described above?
Cheers
Hi Spo
Hope all is well. Most definitely. The e-stop activates the puncture valve (B&W MC engines) that is installed on the top of each individual cylinder fuel pump. When activated the fuel pump on the injection stroke cannot develop any pressure for injection. All the shut down functions (low lube pressure, thrust bearing temp, jacket water temp, etc) also activates the same puncture valves in addition to the signal to fuel rack to zero. I think the vessel is also equipped with Kongsberg engine control - electronic governor and electric actuator that is connected and controls the fuel rack.
The electric actuator (motor) has an encoder installed to feedback the exact position and most of the issues I have experienced is this encoder goes tits up. Linkage disconnecting is really strange - don’t think this happened out of the blue … some securing nut must have been backing off for awhile and gone unnoticed.
So, you may be right in your initial assessment - press the e-stop and ask questions later. I would tend to agree if this was done early enough. In anycase, fortunate they managed to steer clear.