Japanese liner Ocean Network Express (ONE) has unveiled a reduced emissions shipping service designed to meet the shared decarbonisation goals of the shipping industry.
The new shipping service, named ONE LEAF+, offers customers the opportunity to manage their emissions and minimise environmental impact across the value chain.
The name is short for “low emission-able freight” while the ‘+’ symbolises the advancement that ONE anticipates from decarbonizing the supply chain.
The service will include the use of regulation-compliant alternative fuels on designated vessels, allowing customers to reduce Scope 3 GHG emissions.
When using the new shipping service, customers will receive certification indicating the CO2e savings verified by an independent third party for their shipments with ONE, helping them track their progress towards sustainability goals.
“At ONE, we are fully committed to our target of achieving net-zero GHG emissions by 2050. The launch of ONE LEAF+ underscores our commitment to sustainability and provides our customers with the tools and transparency they need to make informed choices about their Scope 3 GHG emissions,” said Gilberto Santos, SVP of ONE’s global commercial service management.
Counted the tiers – eleven on deck lashed from 5th tier lashing bridges – so all should be OK. Think, that in holds they have 12 tiers. They should think about hydraulicly lifted bridges, so they can accommodate on deck say 15 or more tiers and still comply with IMO bridge visibility rules. 😉
What worries me is , that all containers in the stack as presented on the pic. should have on their CSC plate the following print : Allowable stack WT 1.8 G ( G= 9.81 m/s”2 ) 216.000 KG or more .
Do their planners have access to such information, while planning the ship, plus are they aware of the physical condition of boxes planned and loaded as some , per my observations , have quite worrying wear & tear condition,
despite beeng green lighted by planned inspection reports .
Another thing and here I can be wrong of course . I vaguely remember that Splash 247 had an article about ONE accepting 3% discrepancy between shippers declared weight and actual (measured ) weight w/o penalising the shippers.
Following this chain of thought lets do some simple calc. Max Stack weight as declared is 216 Mt and equals planned stack weight . Applying 3% rule one may end up with 216 x 1.03 = 222.48 Mt what is >> then allowable 216Mt .
What “IF”: the bottom stack container has on his CSC plate 196 Mt at 1.8 G , is not in brand new condition =substantial wear and tear and has valid planned maintenance/inspection report .
And the vessel, while navigating from A to B encounters conditions causing accelerations at it’s extreme ends in excess of 1.8 G ???
Not to mention that inside the container, the steel coils are badly lashed. Is the above mentioned DRAMA unimaginable ??? .What is the probability of such a mix of factors happening . Is it unlikely, likely, very likely , highly likely or almost certain?
Now lets go briefly to cargo ship’s office, where chief mate is presenting me proudly his calculated departure condition. Calculated by his top of the line , class approved and tested every 3 months loadicator .
BM( bending moments ) =green at 97%, TM (torsional moments )=green at 96% ,SF ( shear forces) = green at 95%, LF( lashing forces) =green, drafts OK but I have noticed , his calculated drafts are smaller , then the actual eyeballed on departure and quick math involving TPC and draft difference tells me, we have abt 3000 Mt extra weight o/b on departure.
The chief mate can not answer my question, where is the VCG of this extra weight . Is it below calculated final resultant KG or may be it is above???? . And how this irritating “presence” affects our final GM , which is used by the loadicator to calculate LF( lashing forces) . And that means our calculated LF = green has a BS attribute what makes me worried.
But my chief mate is a pro and wants to cheer me up saying he can find at least the LCG of this extra weight “ASSUMING” it is concentrated in one point and hey ‘presto, we have some magic here, as now the calculated drafts and eyeballed drafts are the same.
Wow. I am impressed but see, that also all other results BM,SF,TM have changed too.Some are higher some lower then original values. So i am probing deeper, asking my chmate if he knows the difference , between the trimming moment and bending moment calculation. It turns out I have nailed him here. He does not. He still can not tell me where the VCG of extra weight is .
I am deeply worried now, concetrating on my GM, which seems unknown . It is not bad but looks high to me. So I grab CSM ( cargo securing manual) and to my chagrin discover, that my already suspected as BS metacentric height is higher, then advised by CSM value . Is my planner intimately familiar with the contents of ship’s CSM , as my previous experiences indicate they are not . (See Annabella case of some years ago ).
Now I have a very worrying dillema . I do not know, what my real GM is and I know my “fake” one is more, then permited by CSM and it can create serious consequences for me, owners ,operators, insurance, cargo owners =all interested in this adventure parties.
The question if my vsl is seaworthy, hits me like a freight train and I need to know it before departure and not after.
What to do??
Now knowing the details of ONE Apus disaster mind is reeling. But I know, there is only one way to find my true GM before departure. I must do inclining experiment/test but it will take abt 40 minutes. So I call my Ops Manager and share with him my worries , explaing in detail the situation, which boils down to a simple fact , always highlighted by IT man regarding computated results , that GARBAGE IN = GARBAGE OUT and i am in dire need to clean the garbage and bring my true GM to surface, needing 40 minuts delaying my vsl departure.
” Captain are You nuts ?? , have you got any idea how much this 40 minutes cost??? .Is everything “green” on Your loadicator , if so get Your sorry a……… out’a there ASAP and may be incline your full weight on M/E telegraph as we are already delayed. .Have You considered , you may be wrong ??? ”
So we sail. The voyage is uneventfull , we only lost 1500 boxes at sea as some bottom stacked containers collapsed due to difficult weather conditions. The investigation reports discovered all was in the green, all was pinky perfect only the master did not have a full apprisal of the situation, his situational awareness was poor and affected by chronic lack of WIFI coverage, the voyage risk assesment was faulty and he was distracted by the presence of UFO in the vicinity of his rolling vessel. Now we have to wait for the new 100 page industry advise and lessons learnt.
In conclusion , there is no question of “IF” but rather when the next huge loss of boxes will happen.
But I as always may be wrong . Which is good 😉
And that is why I quit this circus , where I can not do what is right in my professional judgement despite A (443)
Boring stuff for Friday evening .Is it not ??
I don’t know what happened to the lashers who secured the containers onboard the container ships but it has changed over the years with new technologies. I have seen photos and videos online of container ships battling through rough seas and how the containers are less likely to fall overboard is incredible.
Sorry to hear you had to quit your job
Sir. Pls search pics and videos available on the web of ships that did not make it. The conclusion from Your comment one may have or notice, is that those who speak openly and publicly about some unresolved or pertinent issues, that were part of their life experiences are hushed and silenced by those, who see pics and videos claiming the contrary. Is Capt C…….. Msc, hiding behind “Human Rights Defender ” nickname? , as I have a gut feeling it is. I may be wrong of course .
By the way . Have You encountered during your research the following terms coined and used by experts in the field . 1) ETTO ( efficiency througness trade off) . 2. Cover up & pathological cultures. Both terms are applied to some owners/operators/charterers /managers ( shore personel) by some P&I Clubs in their publications. I am quite certain they have come up with such terms for a reason.