What Happened To The Napoli?
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- เผยแพร่เมื่อ 23 ก.ย. 2021
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In this video, we take a look at what happened when the Napoli broke her back and was run aground on the south coast of the UK.
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"And so it's time for a delicate salvage operation, with respect to residents and the maritime environment"
"Kaboom?"
"Yes Rico, kaboom"
Big badda boom.
Is that a Penguins reference???
@@shannons1886 You bet your sweet life it is! (Skipper)
So was this comment.
No boom today. Boom tomorrow. Always boom tomorrow.
Major flashbacks with your face.
I heard a similar story from my friend, who is a courier. He arrived at the clients place, to pick up a pallet of goods, declared weight, about 300 kilos. So, his ramp could handle the weight, effortlessly. But there was a problem. The client wanted to save cash on the parcel fees, so he lied about weight. The real weight of the pallet, was 1 tonne.... So the ramp snapped in half. The client not only was sued by the company to repair the damages, he paid full price for the pallet and for fixing the car itself. People are so stupid just to save few bucks.
Idiots trying to save money. Part of my job is shipping and receiving and I am instructed by my boss to err on the side of over estimating weight of shipments if there is any doubt. The last thing we want is for a trucker hauling skids of our product to get screwed over with fines at the highway scales due to an error on our part. Boss figures the extra cost to us is the price of honesty.
@@murraystewartj Thats the thing though, your bosses know the trucks are going to get weighed and that there are fines in place. If there is no regularly enforced law about declaring the weight of a container and it's cheaper to declare less weight, then nearly everyone would do it, knowing there is no consequence.
What an idiot. I mean, I can get lying for like 50 kgs, to stay under a certain price bracket or some such.
But we're talking more than three times difference. How the hell did the client expect that to pass?
@@murraystewartj I've been on the flip side of that as a truck driver - and realistically you don't actually *care* about the exact weight of the load. That's not how the laws are written. What you care about is how the load is distributed over your axles, and that no axle is overloaded. Given a normal truck that adds up to a specific maximum weight, but the only reason you care about that is that if you see a number close to that in the bill of lading, you make sure to plan a stop at scale to make sure you've distributed the load correctly. (And if the load is well under it, you reconfigure your truck to best suit the type of route you'll be hauling: Axles closer together is more maneuverable, further apart is more stable on long highway stretches.)
@@ouzoloves If a truck is constantly loaded over above it's limits it also don't lasts long. I think the additional maintenance costs and costs of a shorter live time of the truck realy outweigh the profit earned from the additional load.
Trucks are so expensive.
I like how the writing on the dockside cranes is just "Big Crane"
they're big and I can't see anything bigger. good name. :D
*"Hey did your mom ever visit any dockside baaaaaaaars"*
Glad I'm not the only one who noticed.
Must be “ZPMC”
Lol, I just noticed it
I would have expected the loading cranes to have integrated scales, to determine the exact weight of every single container.
I would have thought so too, I know cranes have an alarm that sounds if their max capacity for differing extensions is exceeded so it should be possible to obtain an accurate weight of a lift. It's not as if someone has to do any calculations these days, computer programmers programme computers to do it.
I wonder if that technology is available? My _guess_ is that the crane operators are timed on how many TEUs they can do per hour, so _other concerns_ don't rate as high. I work for a company that loves the bean counter method and _how fast we go_ has much more importance to the higher ups than _did we get the customer everything they ordered?_
I once got in trouble for taking one hour to give customers 100% of what they ordered, when it was timed for 30 minutes. When questioned about it, I pointed out how half the items I were looking for were incorrectly located in the computer system and that they were on the opposite side of the warehouse from where they were stated, or they weren't located in the system at all. They didn't care to correct the problem (it would 'correct itself' over the course of a few weeks or a month), but told me to work faster. When asked what percentage of items were acceptable to _not_ look for in order to meet their 30 minute goals, they wouldn't answer, just saying that the 30 minute goal was "as important," even though we rarely got called out for a high percentage of incomplete finds. This teaches the employees that their paycheck is determined by one thing, even though the customer's satisfaction is determined by another.
I would _suspect_ that the shipyard isn't held accountable for incorrect weights, therefore there's no incentive to slow down. :/
@@grondhero The buck stops with the ships Master, it is his/her responsibility to ensure the ship is safe to sail, having accurate weights of the cargo should be part of International Maritime Law. It took many losses at sea before the Plimsol Line was painted on hulls of ships transiting different oceans and seas, surely this should be high on the list of tighter regulations. Like most things the bottom line of the accounts always wins. I have no problem with profit but the cost of that profit in possible loss of life, assets and pollution should be at the top of the agenda.
The cranes do have scales. The loading authority chose not to record the weight. The weight of each container is critical. You wouldn't want to put the heaviest containers at the top of the stack nor in the outer rows. 4500 containers were lost in the North Pacific due to loading irregularities and heavy weather.
@@grondhero it shouldn’t slow things down: everything is computerized already, the weight can be determined between ‚pick up’ and ‚set down‘ and logged in the system by the same computer that tells the crane driver which container he just picked up and where to set it down.
Also: When the containers are loaded on the ship is not the first time they get moved across the harbor. Every time they get moved is an opportunity to check the weight against shipping papers and the last time a container got moved.
I never thought about how much goes into balancing a ship like this.
It's also incredible to hear how expensive the cleanup was.
Ofc It's Expensive to move 56.000 Tons ship loaded with hundreds of containers with each of it weight 20 tons and 3.5 thousand gallons of fuel
Every time I learn about stuff like this I'm reminded how much thought and purpose goes into stuff that seems unimportant
Its expensive in Britain because of demolition overkill and safety precautions/unions other bs like that. If they would have shipped it whole to Bangladesh they'd literally get paid 100 million in scrap metal
I live twenty miles away from the beach where they ran the Napoli aground. There was shit everywhere, absolutely astonishing.
You will like this: th-cam.com/video/89Mw6L69b6Y/w-d-xo.html
"are we hogging or sagging?"
"that depends on which port you want to go to"
"No, no no! I bought a first class ticket and I demand a first class seat!"
"I already told you, Sir. We made a mistake, we overbooked first class, we'll refund you."
"I don't care! I want first class with the lounge!"
"But sir... the first 5 rows aren't flying to Heathrow anyway."
"Ohhh... I didn't know! Apologies, my bad! "
It's good that the crew were so professional but those people that overloaded the containers could have had blood on their hands very easily.
Actually it's the ships master who is responsible for ensuring a vessel is safe to sail. By letting the discrepancy go the captain became responsible.
@@WmSrite-pi8ck The failing in his calculation lies in the assumption that the weight discrepancy was spread evenly across the cargo. Presumably, those overloading cargo did it across their shipment, if these were placed together then zones of high weight would be created. Regardless, the assumption was false which is what caused the disaster. The skipper can only be responsible for decisions based on the information available to him and the individual weight of the containers was not known to him and he had no possible way of finding out. At no stage did he breach the safety code and the decisions he took were sensible given the circumstances.
If you want to blame someone other than the people who overloaded the containers then look to the port for not weighing them individually or at least carrying out random weight inspections and issuing fines.
@@davidmurphy563 Is it standard practice to just believe the recorded weight? Or are they supposed to re-weigh before loading?
Before anyone gets outraged at me, may I remind you that you (hopefully) live in a democracy and you have MEPs or equivalent. If you actually care, write to them.
It's not overloaded containers. It's liars declaring false weights, it's not just "rounding up" 20 tons on a container... that's like twice, if I'm not mistaken 40 tons is a limit to be transferred by trucks, so their declared container being half empty while being full. And a bunch of other less noticeable but still crucial overweights. Even 3 tons is nothing close to "rounding up"
You know whenever I hear of sea catastrophes, it often doesn't end well for the group, so I was really relieved when the crew of The Napoli got rescued^^
yeah true, i like happy endings
Massive cracks = abandon ship should be obvious, but from this channel and others, I've heard that captains can be really stupid sometimes. I'm glad they made the right decision and that there was enough time for everyone to get off
You can just make your containers 20 tons heavier without anyone noticing? That's almost a whole 20' container worth of weight. Gonna remember that for the first time I ship a container, lol.
Probably a shipment of kitchen paper rolls that fell into the sea.
I wonder if when unloading and weighing the containers they fined whoever lied about the weight
@@ml9849 They don't ship kitchen paper all over the ocean, lol. It is usually produced Somewhere in the same region it is used.
Plus, i think they only weighed the containers that weren't swept overboard.
For anyone confused the term 'kitchen paper' is referring to paper towel (manufactured locally), not parchment paper (Costco brand is made in France and shipped).
"how much does this container weigh, sir?"
"I'd say 10 pounds. On the nose."
Hogging was a common issue especially with wooden ships. The bouyancy force was largest amidshipt, bow and stern are narrower (less bouyancy), but has proportionally more load to carry. So over time the ship bends down at the ends, the beautiful curve upwards is lost.
The german term translates to "burst keel".
There are lots of photos of old ships, especially when stored, that show that impressively.
Yes, and this was an issue not just for transport. Problems with hogging also produced limits on how many guns warships could have.
I once read an article in Wooden Boat magazine about the issue of hogging. USS Constitution has had severe issues with hogging for sometime and it was only realized a little before her last major rebuild that some of the issue stemmed from having the diagonal bracing that her builder devised removed at some point in her life. With that key structural element reintroduced into her hull she has experienced much less hogging then she used to (to be clear she still hogs just not as much).
They used to deliberately load ships at the ends on their first voyage to introduce a permanent hog, why?, because that way the loadline (plimsoll as some call it) took longer to reach the level and you carried more cargo, went out of practice with longitudinal framing to an extent. This, although they didn't realise it then was of course deliberately deforming the metal structure (Hookes Law) but in those days there was plenty of metal, not so now.
@@davidoldboy5425 Sounds more or less like "breaking in" the ship, then so to speak you bend it fast into the "final" shape.
"breaking in" is funny in this context, when the hogging gets excessive, you talk of a "broken keel".
The aspect that with a "soft" keel and a load waterline mark in a middle you can overload the ship at the ends and in the middle still maintain the load mark - interesting.
@@feedingravens Get something flexible and put on an imaginary loadline. then hog it (bend either end down), the loadline rises, so to bring it to the mark you have to put in more cargo. PS the loadmark is at the top of the line not the bottom, even professionals get this wrong sometimes.
LOL @2:00 the crane on the right is sailing along with the ship
Wait, what that's so weird
I was at nautical college with the two cadets that were onboard when it happened. The company sacked them for speaking to the media. They had to start their training record book all over again and waited years for the insurance for their possessions.
I remember seeing this one on the Discovery Channel show Disasters at Sea. Crazy that shippers are allowed to get away with such huge discrepancies in container weight.
They also pointed out that the ships structural design was partly to blame.
It's not just the weights these unscrupulous people lie about: Look at all the fires that have spontaneously started in containers: They are not declaring dangerous goods either, with disastrous consequences.
But of course., according to "Wm Srite"....it's all the captain's fault; He should have checked each and every container to ensure; 1) It was not overweight & 2) It did not contain any potentially hazardous materials.
So, let's just blame the Captain}, eh. Simple.
Honestly If I was running a shipping company like that and got anything with more than a 10% discrepancy in weight, I would ship it back on their dollar and charge them a fee for wasting my time and potentially endangering my personnel. Even more confusing to me is its likely worth the shippers time to have them scaled prior and charged adequately if its such a "money saver" to lie. If that takes too long, weigh like 1/5 of them and if they are more than 10% off, charge them to current weight plus the percentage of weight over as the fee for failure to declare the correct volume. That would likely scare them into providing the correct amount
Need more corporate heads going to prison for these kinds of actions, not just fraud. Like, if a container is more than 5% over declarer weight, the boss in charge gets a year in prison for fraud and endangering the ship’s crew.
Regarding the weight discrepancy: I sort of assumed that container cranes weighed the containers as they picked them up? I know that construction cranes, at least modern ones, are able to weigh their load.
wrong? Assumed
@@Strawhalo they are right, cranes have a measuring device, but its used as a guide for safety, not as a scale.
I'd imagine the crane manufacturer doesn't want liability for potentially losing a ship if the weight measurement is wrong.
@@MatthijsvanDuin Tough
@@chatteyj Yeah no I don't think that's how it works. If a crane integrates a load cell as a safety net against overloading the crane that doesn't mean you can just use that to weigh your cargo and have your ship's safety rely on that. The suitability for that purpose would have to be separately analyzed and certified.
I went there in July 2007, was such a shame seeing a ship getting broken up in place. I revisited 11 years later and they have one of the anchors there as a memorial.
You should see the car carrier they are busy cutting up in place in Georgia, USA....
May she rest in peace.
This is one of the best channels on YT, both the narration and graphics. Clearly done by someone who cares deeply about these topics.
Thumbnail game mastery
Did the shipping company pursue monetary compensation from the companies that lied on their iso container weights? Just curious.
Declaring "General Average" would be the more standard and usually cheaper option for the owner.
@@TrabberShir I get that. But after the beaching each container was weighed. Those containers can be traced back via the manifest.
The video didn't mention anyone being responsible. I assume part of the blame is the captain and bad weather, also I wonder who paid for the breakup before scrappers got their hands on the wreck?
The salvagers of the BMW bikes are an isolated incident, and I'm curious to know how many were reported and kept their bikes, and how many weren't that were prosecuted, and how many still remain unaccounted for, if any.
It probably wouldn't be the shipping company that pursued that but the insurance companies. As long as the shipping company operated in good faith, it would get compensated.
Actually it's the ships master who is responsible for ensuring a vessel is safe to sail. By letting the discrepancy go the captain became responsible.
@@WmSrite-pi8ck Responsible , yes. BUT can he afford $100 million pounds. However, since we apportioning blame, what about the "big Crane" operator who loadeded them since he has a weight indicator when he lifts each container.
I live in a landlocked city where nearest sea is 300km away, I know absolutelly nothing about "maritime". Yet somehow your videos extremely enjoyable, teaching and worth watching.
Thank you for this video....that is the BEST simple explanation I have ever heard explaining how a ship breaks her back....she was overloaded to the point that she had no more bend left to give...had to just BREAK....
I live a few miles from where the ship was grounded, I remember my dad talking to me about people stealing motorbikes and selling them on
ON WHAT
@@MegaTroubleII onwards
The amount of detail you put into your videos is fantastic. I watched a documentary about the Napoli, on a series called ‘Disasters at Sea’.
This video explains SO much more detail than that documentary. Great work!!!!
TV documentaries can be decidedly dodgy. There was one about the truck fire in the Gotthard road tunnel in Switzerland (either by Discovery Channel or Nat Geo) in which viewers were told that significant safety upgrades were made after the fire. In truth, the safety upgrades had been made to half of the tunnel but unfortunately the truck fire occurred in a section that had yet to be upgraded. After the fire, repairs were made and the remaining upgrade work was completed.
There are also thoroughly dishonest documentaries about the Tacoma Narrows Bridge collapse. That was the suspension bridge that rapidly disintegrated shortly after its opening in the 1930s. That bridge collapsed due to engineering negligence. John Roebling, designer of the Brooklyn Bridge, had set out the design rules for that type of suspension bridge, decades earlier. The roadway was too light and the subsequent enquiry was a ‘whitewash’, designed to keep the responsible parties out of prison.
This is the precedent for the VGM surcharge. The Verified Gross Mass (VGM) is the weight of the cargo including dunnage and bracing plus the tare weight of the container carrying this cargo. SOLAS requires the shipper to provide VGM in a “shipping document,” either as part of the shipping instruction or in a separate communication, before vessel loading.
BTW, I love to see her crack
"I love to see her crack..."
Wrong website, sir.
Right me again, I sailed on container ships 40 years ago, sorry to see things haven't improved, we knew nothing about the weights of containers then and only received them long after we had sailed (on manifest). We worked on average weights from ports for our calculations which were often miles out, and the ship (ice class) was often stressed. I would suggest that things are no different now, the pressure to sail and 'let go' as the last container is loaded does not give time for any stability or stress calculations, at least not accurate ones. I also sailed on the Bridge boats, famous for the engine and stern falling off due to discontinuity of longitudinal strength, cracking was a daily problem dealt with by inspection. The ship I was on was fitted with strain gauges by a specialist company from Wallsend (Tyne), most of these broke on the first voyage across the Atlantic in moderate weather - they took them off.
The M.A.I.B. report leans strongly towards buckling, however it may have been as simple as a crack in a weld spreading round the hull (if you don't believe me research it), exacerbated by sheering forces? Bad repairs to bilge keels are renowned for this if she had been in dock recently. Maximum bending forces occur over the one third of the centre section viewed longitudinally. She had been aground in 2007 which may have contributed (Hookes Law) although they thought not, but I personally am sceptical.
The use of high tensile steels (thinner) to save weight do not help in preventing buckling in longitudinally framed ships (due to length, not a problem with transverse framed vessels which are smaller). My opinion was, and still is, that the Naval Architects and Class Societies (I hate them) should be made to sail in extreme weather on the vessels they say are 'safe', bet they'd sit in the lifeboat.
This is a never ending battle that lovers of Titanic lore are well aware of. When Great Eastern was constructed by Brunel she had not only a double bottom, water tight bulkheads and watertight compartments but also watertight decks on each level and a double skin as well. Brunel spared no expense and several companies went bankrupt trying to make Great Eastern a profitable vessel. By the time Titanic was launched the double skin had been done away with as well as watertight decks at each level. The only real innovation in safety she offered over Great Eastern is that SOME of her watertight doors could be closed automatically by electricity. But it was only those doors on the very bottom deck directly above the double skin that this could be achieved with. All the watertight doors higher up still had to be closed manually. It is an open question as to whether this was even done the night she hit the berg. SOLAS regulations were an outgrowth of the Titanic disaster and have grown ever more strict over the following decades. Of course the ships they impact the most are passenger ships because people simply take a lot more notice when thousands of lives(the majority of whom are paying passengers) are put in danger at once instead of just 25 or 30 lives that are company employees anyway. I remember seeing the hydraulic watertight doors on the lowest passenger deck of SS Norway back in the 80s, they were impressive to say the least. In the end it's not the naval architects I blame for this kind of mess it's the ship owners and the transportation companies that continually put pressure on everybody to cut costs, stay on schedule and under budget. If you want to see how company directors would behave if they were forced to be in peril on the ships they commission and operate you can look no further than J Bruce Ismay, managing director of the White Star Line on the night she went down. He certainly found a seat for himself on a lifeboat that many of his customers and the majority of his crew did not get.
@@ashleighelizabeth5916 Disagree, putting pressure on is a natural trait, resisting it is a professional necessity. Unfortunately Naval Architects and Class (mostly NA's) are reactive and of course work for private companies not the Government. This leads to them buckling to pressure from their customers (shipowners), seen it many times. Governments (i.e. MCA) have no such worries and are far far more effective than class in enforcing and making regulations. The biggest joke is the ruling body the IMO, not a seafarer to be seen.
Interesting point about passenger ships is those who know see another Titanic happening. Due to the current numbers of passengers on board getting them off on lifesaving equipment safely and quickly is impossible. Especially true with a list or on fire in rough seas, it will happen. Then everyone will fling their arms up in horror, the 'experts' will be on tv, and the regulators will react. I do not go on cruises, and I make sure my family don't either.
@@davidoldboy5425 I get what you mean about the cruise ships. We had a taste of that with Costa Concordia but of course the seas were very calm that night, she was very close to shore, and it took her long enough to sink that most of the people were able to get off. And of course she is nowhere near the largest of those ships. Now with Covid they are no longer doing muster drills like they used to. THAT is a HUGE HUGE HUGE mistake IMO. They were already assembling people in lounges and public rooms in some ships instead of under their actual lifeboats (ANOTHER HUGE MISTAKE). I would still go on a cruise but the first thing I always do is check for my lifejacket in the cabin and figure out which lifeboat I am assigned to and how to get to it using stairs. I still don't blame naval architects. When ship owners say do it like this or look for work elsewhere what is the poor schmo supposed to do?
@@ashleighelizabeth5916 Absolutely, but we never learn do we? 100 years on and similar mistakes being made. My advice is do your own drills. When it is quiet learn the quickest exit route from your cabin, if you can with eyes closed. Locate the allocated lifeboat and where the spare lifejackets are stored. If the lifeboats are not enclosed opt for a liferaft, far safer than most lifeboats short term. Naval architects should professionally and morally never put profit before safety, by ensuring regulations prevent it.
@@ezicarus8216 Oh I realise that (I've been to see her, she looks tiny). She sank due to ingress of water when the lower cannon ports were open when turning. I was referring to the time period following the Titanic.
I have seen to many air crash videos lately and was expecting a note about how the rules were changed to combat false weight declarations.
It seems that the maritime industry still has a long way to go with their safety work.
Great video! I am really enjoying the 'case study' format. It is interesting to learn about maritime practices like loading calculations through the lense of a real-world situation. Thanks!
What surprises me the most isn't the ship's crew deciding that "nah, she'll be fine with this mysterious extra weight." but rather that the shipping companies owning the vessel don't actually weigh the containers to see if they are getting scammed into moving something that is heavier than declared...
And considering how it in this case likely resulted in the loss of the ship, then this improper declaration of weight were costing the shipping company more than just some extra fuel.
Not really the shipping company that it cost that extra money, more like Loyd's of London or whomever they chose to insure their ship and cargo. But yes it is rather odd that they wouldn't weight their cargo to ensure that they aren't under billing for their services. My only explanation is that the money they are losing on containers that are overweight isn't a larger amount than the money they would lose if they took the time to weight all those containers and attempted to collect what they were owed for incorrectly calculated weight. It seems like a logical supposition if not a reasonable one.
@@ashleighelizabeth5916 However, one can always charge a fine for incorrectly weighed containers. If it differs beyond reasonable means that is. (Like 1-5%)
Ie about 1.5 tons for a fully loaded container. So all the 20% of the containers onboard that were weighing 3 tons more would have to pay a fine for the incorrect weight in their forms.
Since lost containers isn't just a downside to the one shipping the container, but also the shipping company and other customers pulled along for the ride, not to mention the insurance company.
so did they tighten up the rules on registering the weight?
I'd like to know that too.
Yes they introduced a new rule to prevent shippers from lying about container weight
Thumbnail is golden
Although neither a navigator or physicist I found this video captivating.
You've done it again mate.
Thanks.
Another good presentation. Interesting to note in the MAIB Report, Section 1.5.1, is that she was overstressed on several occasions prior to this event.
An excerpt from 1.5.1 ... "Data recovered from the ship’s loading computer indicated that the vessel had arrived
or departed from berths or other ports on several occasions on up to 122% of her maximum permissible seagoing bending moments." ...
You would hope that something like this would result it laws requiring accurate listings of the weight of cargo.
Even if you could enforce that in European ports... South Africa...
Having a law is one thing - enforcing that law, for thousands of containers, on every ship, all over the world is another.
It would add costs so I actually don't, much like I don't expect companies to get fined for unloading untreated sewer into rivers.
I like these simple, clear animations. You make it easy to understand topics I have little base knowledge of.
It would be good if they'd show actual pictures and video of the incident, though. There must be a huge amount out there. Using the cartoons exclusively is a bit limiting.
When I was still a teen in the mid 60's I was on a WW2 LST (Landing Ship, Tank) in a far east Typhoon which resulted in many cracks in the midships main deck and plates breaking loose on the bottom, but the sides of the ship held up. We were in dry dock 3x's in that year, once in the old shipyard in downtown Saigon between the zoo and the river. One berthing compartment had to be emptied because of all the water coming through the cracks in the overhead which was the main deck.
I served on the USS Alameda County in the early 60s. It was a converted LST, AVB-1. We were home ported in Naples, Italy. During a storm in the Adriatic Sea the ship developed cracks, the water in my sleeping compartment was a little over ankle deep. The ship was decommissioned in 1963 and sold to the Italian navy for around $60,000. It was home ported in Naples because it couldn’t make the return trip safely.
@@bobcourtier4674Our main cracks were above the berthing compartment "above" the main engine room, yeah, water everywhere but more like a inch because we worked hard to toss it down the escape trunk to the engine room...I served on AF58 during 68/69 out of Norfolk, 5 cruises to the Med, Naples was our home port over there, been there 11 times...Wish I knew then what I know now about things to see...Cheers
@@markmark2080
A 19 yr old kid, fresh off the farm, in Naples. I thought I was in heaven.
I was a 18 YO on the USS Sutter County LST-1150 and we were homeported in Guam and made 90 day deployments to VietNam to supply munitions up and down the coast and up the rivers. We many times ran into very heavy weather between the Philippines and Guam. I have been on the main deck and watched both ends of the ship wave up and down every time the blunt end plowed into the next big wave. Cracks in the decks, firemains broken, etc. I was too young and didn't fear this, I guess because I knew no better. Rolls at 35 degrees constantly and occasionally 40+. Used to tie ourselves in the rack to sleep. Now it seems pretty scary.
@@seniorrider9337
We’d beach in Souda Bay Crete and set up a beer tent. Bud was a nickel, Heinekens was a dime.
I visited Branscombe Beach in the summer - Napoli's anchor is there on display near the cafe and car park as a monument to where it ran aground.
My brother is a ship casualty representative and coordinates the salvage of distressed ships on behalf of the insurers and the territory in which the ship founders. I've visited him all over the world on salvage jobs. It's truly fascinating. Your videos are gold therefore! My brother loves your channel too. Thanks for your insight and efforts. Yours are excellent videos. 😎👌
Glad you did this one.
THANKS FOR MAKING ANOTHER VIDEO!!!!!!!!!!!!
It’s nice to hear about an incident where no lives were lost and people managed the situation well (as well as they could). Good video with clear explanations as always. Thanks!
I'm glad that the crew escaped unharmed. It sounds like it could have been much worse.
I hope they cracked down on companies that declared such inaccurate cargo weights.
I recall one cargo ship that capsized at the dock shortly after it had been loaded. The weights of containers had been misstated by shippers, and no one had bothered to check the containers' weights.
These videos are great
Just discovered your channel. It's brilliant! Can't stop watching.
I genuinely love these videos, I really wish you could upload more consistently at some stage in the future
Ive had to declare container weights before. I always round up. I'm surprised most people don't. Surely for every lying cheapskate there are just as many people rounding up for safety.
Although maybe I round up then the scum of the earth, they all are, freight forwarder rounds it back down. Prick then collects the difference between what I paid for the conservative weight compared to what he paid for the fraudulent weight.
Yep, and of course the port is too cheap to install scales which could be used to weigh each container as it was logged in to the port. Pretty much every truck stop in the US has a scale which costs $10 per weigh, I can almost promise you that once economy of scale was factored the cost per weigh would be less than a dollar per container. Might even turn a profit since shippers could no longer fudge the numbers
@@mrspeigle1 You could probably just read the force on the cranes and forklifts.
@@mrspeigle1 Where I work they have the scales on their Crane and Loaders, if the weight is off this will be reported to the Checkers and the Offices.
My wife has a small export business. It's cheaper for her to round up the boxes weights than to pay the penalties if any of the boxes are over their declared weight.
Man, I guess freight forwarders are scummy just like package forwarders. Package forwarders facilitate soooooo many eBay scams.
When I was on a train, a container ship captain chatting with some girl said: "it is an interesting sight when you are on the bridge at the back in heavy weather, looking over the container rows, and see the waves rolling through the container rows."
Meaning that the in principle equal gaps between the containers get wider and narrower when the ship goes over the wave crests and into the troughs.
So that statement fits perfectly to this video.
That's why you have container securing, big corten steel bottles with bars and you lock containers with the frame of the ship so this kind of things is diminished.
There's a TH-cam video somewhere that shows how much a big, long ship flexes from an interior corridor perspective. The door openings in the corridor, which should have all been lined up, were all moving around wildly out of synch. It was disturbing.
Seriously addictive content, fantastic stuff. Thank you very much. Learn something every day.
Very good episode! Thanks sincerely!
Another Container Ship Accident similar to the MSC Napoli vessel is MOL Comfort that had cracked her Hull stress on voyage towards Rotterdam port.
MOL Comfort Container Ship sank near Oman Coast.
Was a previous deck officer cadet - love these stories. Especially interested in mass and balance, stability etc - this video is right up my street. My favourite so far, though they are all very good!
Beautifully explained, thanks for making these videos.
I’m just so happy the crew got of the ship safely 🥲
Thank you for making such awersome Content
An accident where the crew did everything in their power correctly? How very rare. Wonderful video as always.
It is hard to imagine how much there is to being a captain of a ship, but this video illustrates a little of it. When I was in flight school my friend Dave's dad was a sea captain and his family was from Norway from a long line of sea captains. Dave was DG of the Academy and I asked Dave why he didn't. He said I have sailed with him but it seems like too much depends on the boat. I didn't think to ask what that meant. His mom was from England and Dave grew up in California. Dave and siblings didn't see their dad for long periods while growing up of course so their guiding light and she was fabulous. I learned his dad previously owned 6 farms that eventually became Silicon Valley. I don't understand how that worked, but when they visited us in flight school for more than a month, he just bought a house and had the church manage the property after they left and had more than one house in the US. I overheard him talking to his mom he had a bad crew on the one he just got off from. I don't know what that means. He talked to his mom about retiring also. He did not long after with 60 years at sea, so I guess they didn't force them to retire at 60 then like they do for airline transport, although for ATP they do allow us to continue to fly now until 65 but it must be with another that is captain rated. I'd guess Dave's dad spent a lot of his career without the help of a lot of automation as seen here. I know for us, things sure got way easier with glass cockpits, visual navigation, and external support. I have great respect for the knowledge he must have had.
Well made video, great research and presentation, thanks!
I love these videos! Great work, both in researching, animating and storytelling
This was a really interesting video, and it made me think of something I have never thought about before.
Can you do a video behind the science of container shop loading? How they know what to put where to keep loading/unloading efficient and the ship in safe trim?
I am so happy when u upload a new video, pls keep uploading this type of video and thank u for the good work u put in your vids
Excellent, great explanation. Finding these increasingly interesting!
The Napoli was a grandstand event - not far from where I live in Wareham, near Swanage.
there’s actually a show where they documented the salvage of the Napoli, seemed pretty good
This video has the greatest thumbnail I have ever seen
I was laughing at that.
Great video once again. Well done.
Really great information, thanks!
The crew doesn't do the calculation for the containers locations. This is what the offices from the Port and the Shipping company have to calculate and then the logistic guys known sometimes as Checkers will be on the ground giving the locations of the countainers to the longshoreman so they can drive their machinery to the right piles of containers and have the crane or loader put them on their truck. Any changes will be reported to the Checkers and the Checkers will report it to the Office, sometimes the Checker can just swap 2 container because their weight is similar but sometimes they must check with the Office when the weight isn't the same.
Also our machines have weight sensors so we know what we put on them ships, the Checker will see change planification if weights are all wrong.
Source: I work at a Port.
It will be a good video
It was a good video
That was a very informative video. Thanks!!
Enjoyed your video, good presentation.
I wonder how much worse the problem with container weight is now, seeing the prices have gone to the moon and then to mars on the scales people will be looking to save where they can.
I always get very upset when the operation/stevedoring/charters forces the ship to carry more cargo then planned even when Chief Officer and Captain warns about the Ship's dangerous conditions. There's no room for mistakes.
Your amazing graphics demonstrate this case perfectly 👌
Wow! What a mess. Great video, thanks.🚢⚓🛳
I just realized that this is the first time I've heard someone say "fo'c'sle".
Was there (along with my brothers and like 5 other friends who went for a drive down there), people also made off with giant oak barrels worth allot, leave the ship a little longer and the locals would have taken it apart for free!
Some peoples house belonging were there also from people moving to another country, Imagine having all your stuff in a container for it to break up and it all be lost strewn along a beach.
There is a day time BBC drama "The Coroner" which had a story very similar to this, flotsam falls under their jurisdiction the same as anything found by a detectorist if it has any value. The foreshore below the high water line is Crown Property so is anything found on it.
Having moved back and forth across the ocean more than once, that's a heartbreaking scenario for me.
I was happy to hear that the crew safely abandoned ship and was picked up rapidly.
Another "cracking" video. Seriously I learn so much from your videos 😃
Moral of the story: Don't overload a ship with overloaded cargo.
"Napoli cuts corners on rules"
No italian ever found that surprising.
Love this channel
Another great video.
Too stop shippers from claiming a lower weight just have the cranes use their internal scales to weigh each container. Charge the shipper 10 times the full container cost if it's over and also fine them on top of that. I bet that 20% overload rate will drop down to closer to 1% real quick.
by the time the crates are being moved its far, far too late. The whole layout of the ship's cargo has already been planned.
@@tsm688 no it isn't. One, you fine the shit out of the companies that load more then declared. Two, by adding everything up you will know if the ship is overloaded and can take appropriate actions to remedy the situation before it leaves. Every time you get a weight you just hit a save button. This allows a program to compare the registered weight to the actual weight and the computer then adds everything up in real time for a total tare weight. Three, any boxes that can't be loaded due to other companies overloading can have those expenses added to their fines. When you start getting hit by tens of thousands or hundreds of thousands worth of fines you learn real quick that what you would have made in profit by overloading is greatly outweighed by the money you lose due to the fines.
@@erikd2256 They already knew the ship was overloaded and took "appropriate actions". It cracked in half anyway. You just have to weigh them on the way in, not the way out.
Really fascinating video. I'm surprised that they can't weigh the containers while they're being loaded onto the ships. Seems like the crane process would be able to weigh them.
Also reminds me of this video here. Quite a scary moment for the crew I imagine: th-cam.com/video/gaZhnNlutuQ/w-d-xo.html
More than scary for the crew. If I remember correctly, most of them didn't make it to a life boat. That boat sunk in around 5 minutes
They can and alot of cranes have the ability to do so.
But, if you assume most of the cranes are old as fuck, and are in 3rd world countries, operated, built and manufactured by 3rd world countries, then you see the problem.
@@ADogNamedStay Aaaahhh. That does make more sense now. Thanks for the insight!
Way, way too late once the box is on the hook. Containers are delivered to the ship in order set by the loading plan.
interesting video as always...keep it up Sir.
Never heard of this. Thanks for sharing!
Oh, oh, I got an idea for a video: salvage laws and when it's steeling and when it isn't? When you are allowed to take stuff that doesn't belong to you because it will be destroyed otherwise...
And the distinction between flotsam, the objects that come loose during a wreck, and jetsam, things thrown overboard for some reason or another.
Even if something is due to be destroyed, that doesn't mean you are allowed to take it. There have been quite a few cases ending up in court over that matter. Remember that sometimes a company really /wants/ something to be destroyed - perhaps because they have a legal obligation to ensure it is disposed of in an environmentally safe manner, or have been contracted to ship it to a disposal location. Or because it is excess stock, and to put it on to the open market might depress prices.
Think of designer fashion labels: The value of their goods depends entirely on circularity. People want it only because it's expensive, and owning something expensive gives prestige. So if they end up with some excess stock by over-producing clothing, they can't just sell it off cheap or give it away: It has to be burned to preserve the value of the brand.
@@vylbird8014 Are you going to do the video?
The Napoli didn't sink, it just take a NAP-and-LIeave
I'm sorry.
Don't be 😆
You should be, btw the way I'm stealing that line😂😂😂
This channel is pretty addictive.
Excellent ! thank you!
They could have made it an artifical reef
yeah. use like 30% of the TNT and blow it up into much larger chunks which can be spread out.
Another creepy gross thumbnail 😃
Great work!
Your vids are so addicting and informative, damn!
Best video have seen in long time.
I think your voice brings just the right tone to these videos.
I love your videos. I could watch them all day
Glad everyone got off the ship safe!
Wonderful animation !
Amazing Content 👌🚢🚢
idk why but i just love this channel. maybe cuz of the top-notch quality content? maybe cuz of the soothing voice? who knows :D
I've got some wellies from that wreck I think. Found them washed up on Chesil a few months after the ship was beached. They make very charming plant pots.