According to foreign media reports, Tokyo time on June 27th 1:50, a grocery ship "A COOP NO.7" in the eastern part of the Japanese city of Ibaraki Prefecture Kashima Port anchorage and anchoring of another oil tanker "KIRISHIMA MARU NO.11" collision accident.
photos from the scene show that both ships suffered varying degrees of damage. The stern port position of the tanker "KIRISHIMA MARU NO.11" was damaged, and the starboard position of the cargo hold area near the superstructure of the grocery ship "A COOP NO.7" was damaged.
After the accident, the tanker "KIRISHIMA MARU NO.11" was allowed to go to Qingshui Port, and the grocery ship "A COOP NO.7" was anchored at Kajima Port in the afternoon local time.
The specific cause of the collision is being further investigated.
General cargo ship "A COOP NO.7", IMO number 9755438, deadweight tons of 1650 tons, built in 2014, flying the Japanese flag, management company SANYO KAIUN SHOKAI CO LTD.
Tanker "KIRISHIMA MARU NO.11", IMO number 9587752, dwt 5895 tons, built in 2011, flying the Japanese flag, management company KIRISHIMA KAIUN SHOKAI KK.
Shipping Online previously reported that two bulk carriers berthing when accidentally collided.
Local time on June 17 at 1230 o'clock, a bulk carrier "ELENA VE" in the Spanish port of Tarragona hit another bulk carrier "KARPATY", when the bulk carrier "ELENA VE" was tugboat assisted berthing.
Photos from the scene showed that both ships had been severely damaged, with the bulk carrier "KARPATY"'s port hull cargo area damaged and the bulk carrier "ELENA VE"'s bow position damaged.
At the time of the accident, the bulk carrier "KARPATY" was unloading grain cargo from Bulgaria, and the bulk carrier "ELENA VE" also arrived at Tarragona port with grain cargo from Ukraine.
Berthing preparation
(1) Master the ship characteristics of the ship. Before berthing, it is necessary to master the handling performance of the ship, including the load condition, the impact of vertical and horizontal tilt on the handling, and the effectiveness and reliability of the handling and mooring equipment of the ship, rudder, anchor, cable, etc. must be fully understood.
(2) dock, but also must be familiar with the external objective conditions, including ports, waterways, docks, berths, berths near the wind, water depth and ship traffic and other information.
(3) do a good job of berthing deployment. Ship manoeuvring is the joint operation of the ship's work, every link of the ship must be closely coordinated to ensure that the operation is accurate and timely, in order to make the whole operation process run freely, and to ensure the berthing plan smoothly.
Wind flow opposite when berthing precautions
(1) First of all, it should be judged that the wind pressure and current pressure of the ship at that time are large. The full-load cargo ship, due to the large cross-sectional area of the waterline, greatly exceeds the front wind area of the waterline, that is, the current pressure is greater than the wind pressure, so it should be downwind to dock; No-load cargo ship, if the wind pressure is greater than the current pressure, should be downwind to dock.
(2) When an empty ship is berthing in the headwind and downstream, if it is found that the current pressure is greater than the wind pressure, when the bow cable is taken on, once the stern is thrown off, the hull will turn around and there is a danger of pressing against other ships. Therefore, the closing angle during berthing should be as small as possible, and the anchor should be towed (double anchors if necessary), which can brake the transmission speed, it can also use the rudder to swing the stern of the boat. Of course, if there is a tugboat to assist, this is the most safe and reliable measures.
Source: Shipping Online