Madrid Bridge to limp into New York following stack collapse

Kawasaki Kisen Kaisha (K Line), the owner of the container vessel Madrid Bridge, has provided a few further details of a lost containers overboard case, which occurred in the middle of the North Atlantic five days ago.

The vessel, on charter to Ocean Network Express (ONE), is now making its way to New York and an investigation into the incident is underway. 

Cargo claims specialist WK Webster indicated at least 30 containers were lost overboard in this latest box spill incident.

“Recovery issues will arise in respect of any cargo lost overboard and damage sustained by cargo stowed to other containers involved in the collapse of stow but remaining onboard the vessel,” WK Webster stated.

On November 30 2020, a stack collapse onboard another ONE-operated ship, the ONE Apus, resulted in a massive series of insurance claims.

Container shipping has been battling a series of container stack collapses over the past couple of winters.

Insurer Allianz stated in a report last year that the spike in lost containers at sea experienced in 2020 and 2021 was down to the prevalence of ever larger vessels, more extreme weather, a surge in freight rates and misdeclared cargo weights.

“There are growing questions about how containers are secured on board ships,” Allianz warned.

Sam Chambers

Starting out with the Informa Group in 2000 in Hong Kong, Sam Chambers became editor of Maritime Asia magazine as well as East Asia Editor for the world’s oldest newspaper, Lloyd’s List. In 2005 he pursued a freelance career and wrote for a variety of titles including taking on the role of Asia Editor at Seatrade magazine and China correspondent for Supply Chain Asia. His work has also appeared in The Economist, The New York Times, The Sunday Times and The International Herald Tribune.


  1. Have the clips used to secure containers together changed since McLean developed them in the 1950’s?

  2. The following questions need urgent answers:
    1) Is IUMI making Statistics for a necessary increase of insurance premiums against cargo loss and claims for toxic pollution and navigational incidents at high seas?
    2) Is collecting floating containers with toxic substances and dangerous goods from the sea becoming as normal as in collecting plastic bottles from the sea?
    3) Are Regulators able to recognize the Navigation Risks caused by floating container solid and liquid garbage of potential explosive contents at high seas?
    4) Are Regulators able to recognize the Sea Pollution from toxic substances in floating container garbage at sea?
    5) Are shippers fine with the loss of containerized cargo becoming a norm?
    6) Are Rulers in Classification Societies able to see the Safety issues of the design of Mega Container ships against the real and not virtual wave spectra and significant waves in navigational waters that play a critical role in seakeeping of ships and the dynamic effects to ship structures, and the securing and lashing equipment of containers onboard?
    7) Is it time to stop tolerating the obvious risks in rules and regulations and in the operation of Container Ships of proven deficient or flawed designs and the incompetent Ship Operation by Classification Societies and Box Operators and both to undertake their full Liabilities on Safety, the Environment, the Loss of Property, and the Loss of Life?

Back to top button