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Thursday, 18/07/2013, GMT+7

WATCHKEEPER - A TALE OF TWO TRANSPORT MODES

Last week was one best forgotten by the aviation industry, with the deaths and injuries in San Francisco after the crash landing by the Boeing 777 left people and wreckage strewn all over the runway and the aircraft burned out. Then just a couple of days later, Boeing shares tumbled after another incident aboard the new Dreamliner, which carries with it the hopes of the great Seattle manufacturer.


There were headlines and a general media circus about both these incidents, with aviation experts bussed in to the studios all over the world to give their comments. Passenger aircraft do make headlines in a way that ships do not. “If it had been a ship that had crashed and not a plane”, noted one sage maritime observer “the Master would already be in gaol, facing criminal charges!” Bitter, perhaps, but probably accurate. 

What was significant by its absence from the mainstream media, on page and screen alike, was any mention of the biggest container ship to be lost to date, as the two halves of the MOL Comfort sank, separately and a few days apart, into the deep waters of the Indian Ocean. 

There is sometimes no apparent logic to the media’s appreciation of what is an important story. The 90,000 DWT five year old containership broke in half, burned and sank with its drama played out in the remote ocean, miles from any questing journalists. The aircraft incidents were on somebody’s doorstep and eminently easy to report. 

It wasn’t as if there was any secrecy about the marine accident. The owners and the salvors, along with the Indian Coastguard, all provided clear and regular communiqués, while there were some heart-breaking pictures available of the incident as it moved to its disappointing conclusion. There was all the transparency one might wish, but nobody seemed very interested in the biggest containership ever to have sunk, or the nearly 4,500 boxes that went with her two parts into the deep. 

It was not as if this sort of accident was so “run-of-the-mill” that nobody would be even remotely interested. “Just another big containership sunk” was not an appropriate reaction, although people who are ill informed about maritime matters (and most people are) might be forgiven for thinking it was something quite mundane. 

By comparison, we might think about the furore which has followed other accidents involving far smaller ships, like the vessel ashore off New Zealand, or the containership which allided with the San Francisco Bridge. No mystery there, perhaps; oil in the water and dead wildlife, acting like a media magnet, whereas the biggest containership of all sank so far from land that the environmental outrage machinery was unable to crank itself up. 

But behind this lack of external attention, this accident is big for owners, for builders, for classification, for insurers, for shippers and everyone up and down the logistics chain. There are a whole host of unanswered questions, which require urgent answers, for the health of a hugely important liner sector, for ship design and operation and so much more. Perhaps there will be some relief that the whole saga was “over the horizon” for the mainstream media. But all the questions that need to be answered won’t go away. 

Articles written by the Watchkeeper and other outside contributors do not necessarily reflect the views or policy of BIMCO. 

Source: BIMCO (17.7.2013)

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