Explosion
and Fire on Boxship Maersk Honam on Voyage 806W on 6 March 2018 at 1520 UTC
R. Ashok
Kumar, B.E.,M.E., Negentropist, Bombay Sarvodaya Mandal, 299, Tardeo Road, Nana
Chowk, Mumbai-400007.
Comments to
author at ashokuku@rediffmail.com
© 2018
Ramaswami Ashok Kumar
Abstract. The explosion and fire on the boxship Maersk
Honam at 1520 h UTC on 6 March 2018 at location approximately 10.05,65.37 was
caused by world dam dynamics which resulted in slamming pressures greater than
250 MPa to be applied on the ship on 16th February, 25th
February and 6th March 2018
by the world’s dams . On these dates at the times the slamming pressures
occurred, the world’s dams also caused earthquakes of magnitude 7.2 MM(Mexico),
7.5 MM and 6.8 MM(at Papua New Guinea) respectively. The precautionary
principle must be applied and such activities stopped till independent
scientific investigations like the one described here confirm the dangers revealed
here. This is especially so as the slamming pressure due to dam dynamics was
significant: In Multiples of 250 MPa: 4.9 times on 16th Feb 2018, 36 times on 25th Feb
2018 and 2.3 times on 6th Mar 2018. About an hour after the
application of this slamming dam pressure, the boxship exploded and caught fire
at the bow cargo hold.
1.0 The
Study
1.1 The
Incident
Figure 1.
The bow cargo hold explodes and catches fire. Indian coastguard was on
fire-fighting and rescue mission using nearby ships assistance.
Figure 2. The Details of the fateful Voyage of Maersk Honam
Boxship from 13 February 2018 to 6 March 2018.
1.2 The
state of knowledge regarding Boxships as of 2018
Jones
(1997) performed an extensive survey of the studies related to dynamic plastic
behaviour of marine structures that have been published over the last two
decades. According to his review, the ship bottom plating can be subjected to
impact pressure loads due to slamming and can collapse. For advanced strength
design of ship structures, it is important to understand the collapse strength
characteristics of ship plating under dynamic / impact in-plane and/or lateral
pressure loads.See p 68 in https://mafiadoc.com/queue/ultimate-strength_59ddf4531723dd338fe817ff.html
(Jones, N.
(1997). Dynamic plastic behaviour of ship and ocean structures, Trans. RINA
139, 65-97.)
Again:
Considerable effort has been put into the examination of bulk carriers although
it might, in simple terms, be too late. For example, studies on bulkheads of
bulk carriers appear to confirm inadequacies in their design, and in the
connections to supporting structure. Attempts to exploit design-based or
phenomenological based ultimate strength software have highlighted the weakness
that it may not account properly for all possible failure modes if used outside
its original terms of reference. Nor, in some cases, has such software
necessarily been properly calibrated against existing quality test data. Some
reported sensitivity study findings suggest that a lack of full appreciation of
the problem under investigation exists.
The
inherent ruggedness with respect to grounding of double bottom vessels has been
clearly confirmed. Also, simply by varying a double bottom structural
arrangement, the energy absorption capability can be doubled. However, the
‘Achilles Heel’ in such groundings is the welded connection between a major
transverse member and the inner bottom plating.
1.3 With this brief and not the latest outline of the
context, let us examine the Voyage 806 W of Boxship Maersk Honam from 12
February 2018 when it arrived into
Qingdao port till it caught fire after explosion in the Arabian Sea at 1520 UTC
on 6 March 2018. Extract of the voyage schedule and a scenario of shock inputs
to the ship from world dam dynamics is captured in the following Table 1:
1.3.1 Shock Input Temperatures to Boxship Maersk Honam
See also http://www.marinetraffic.com/en/ais/details/ships/shipid:192644/mmsi:303657000/imo:9333010/vessel:MAERSK_KENSINGTON#YA4QvMYwfglpv1KI.99
1.4 Table Yuan Tai 789 below shows details of how dam dynamics damages ships catastrophically as was the case with Maersk Honam. The common antecedents on both occasions were the dynamics of the world’s dams.
1.5 See the following URL for details of damaging consequences of world dam dynamics to ships on voyages.
In each case you will trace back to significant dam content changes which result in impulse slamming pressures and temperatures. Modern civilization, a society of specialists is busy destroying itself and in the process leading to extinction of diverse species of life on this adorable planet.
Note: Earthquake data is from USGS data base.
Very high shock input temperatures to the boxship during its fateful voyage 806 W are estimated. For example on 16th February 2018 when a 7.2 MM magnitude damquake occurred, its estimated shock input temperature was 78.56 million degrees K. This is not an isolated instance. The Chinese cargo ship was attacked with a shock input temperature of 2 billion degrees K when a damquake of 6.9 MM occurred during its voyage on 29 March 2018. See Table Yuan Tai 789 below. These shocks may have lasted for milliseconds impulse sufficient to contribute to the damages and / or deaths and injuries.
1.3.2 Also see Maersk Kensington suffers container fire
This fire comes just
9 days after a 6.8 MM magnitude damquake which occurred on 8 March 2018:
2018-03-08T17:39:50.510Z -4.3887 -4.3887 153.2016 153.2016 15.22 6.8 mww Papua New Guinea.
Last five ports of
call at https://www.vesselfinder.com/vessels/MAERSK-KENSINGTON-IMO-9333010-MMSI-303657000
Port Calls
Last Port Call Actual time of Arrival (UTC)
Nhava Sheva
(Jawaharlal Nehru) 2018-04-01
04:36
Nhava Sheva
(Jawaharlal Nehru) 2018-03-10
22:43
Pipavav (Victor) Port 2018-03-09 06:50
Jebel Ali 2018-03-03 02:06
Djibouti 2018-02-24 15:58
So the ship was at sea when it received the jolt due to dam dynamics on 8 March 2018
Vessel details:See https://www.marinetraffic.com/en/ais/details/ships/shipid:192644/mmsi:303657000/imo:9333010/vessel:MAERSK_KENSINGTON+
IMO:
9333010
MMSI:
303657000
Call Sign:
WMKN
Flag:
USA [US]
AIS Vessel Type:
Cargo
Gross Tonnage:
74642
Deadweight:
84688 t
Length Overall x Breadth Extreme:
299.47m × 40m
Year Built:
2007
Status:
Active
At a draught of 14.2 m, the displacement is 175031830 kg(Mass of the ship).
The sudden slamming pressure applied by dam dynamics is 4.4 times 250 MPa corresponding a dam content change which caused a strong earthquake of 6.8 MM on 8th March 2018, assuming that all the water moment applied by dam dynamics is converted to slamming pressure. When we assume that all this water moment is used to raise the ship's temperature, the shock input temperature is a whopping 103 million degrees Kelvin(K). Some portion of the water moment is converted to raise the temperature and the rest used in destabilising the ship.
1.5 See the following URL for details of damaging consequences of world dam dynamics to ships on voyages.
In each case you will trace back to significant dam content changes which result in impulse slamming pressures and temperatures. Modern civilization, a society of specialists is busy destroying itself and in the process leading to extinction of diverse species of life on this adorable planet.
2.0 References
2.1 R. Ashok Kumar. 2018. PERFECT DESIGNS: Ignore root cause,
get root shock- Dams the cause of Irma's Fury
Link: https://livingnormally.blogspot.in/2017/10/ignore-root-cause-get-root-shock-dams.html
2.2 https://indianexpress.com/article/world/titanic-is-back-replica-ship-set-to-sail-in-2022-following-same-route-5415405/
What if the root cause is being ignored here as well? Wait and watch.
2.2 https://indianexpress.com/article/world/titanic-is-back-replica-ship-set-to-sail-in-2022-following-same-route-5415405/
What if the root cause is being ignored here as well? Wait and watch.
Note:
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