Classification
- Incident Type: Cargo Loss
- Severity: High
The MAIB classified the occurrence as a serious marine casualty.
Vessel Details
| Field | Value |
|---|---|
| Vessel Name | CMA CGM G. Washington |
| Vessel Type | Container |
| Flag State | United Kingdom [GB] |
| IMO Number | 9780847 |
| Gross Tonnage | 140872 |
| LOA (m) | 365.96 |
| Year Built | 2017 |
| Crew Size | 27 |
Incident Details
| Field | Value |
|---|---|
| Date | 2018-01-20 |
| Location | North Pacific, 32°09.3N 159°17.7E |
| Coordinates | 32.155000, 159.295000 |
| Region | Pacific Ocean |
| Fatalities | 0 |
| Injuries | 0 |
| Missing | |
| Cargo Loss | 137 containers lost overboard; 85 containers damaged |
| Investigation Body | Marine Accident Investigation Branch (MAIB) |
| Direct Damage | 137 containers lost overboard, 85 containers damaged, and minor structural damage to the ship |
Key facts
- At 01:27 local time, the vessel rolled 20 degrees to starboard and then 20 degrees to port in heavy seas.
- Container bays 18, 54 and 58 collapsed, resulting in 137 containers lost overboard and 85 damaged.
- The MAIB found that the vessel almost certainly experienced parametric rolling and that the roll amplitude exceeded the applicable estimated limits.
- Non-standard 53ft containers in bay 54 failed because their structural strength was incorrectly represented in the cargo documentation and loading computer.
- The report recorded no injuries or fatalities; the vessel continued to Los Angeles without further container losses.
Narrative
CMA CGM G. Washington departed Xiamen on 15 January 2018 with 6,466 containers for Los Angeles. The master altered the passage south after receiving routing advice intended to avoid forecast 6 m waves. Weather deteriorated on 19 January as the ship entered a north-westerly swell. The vessel rolled between 7 and 12 degrees that morning and experienced a sudden roll of about 16 degrees at 18:00, although a subsequent visual inspection found the forward container bays intact.
By about 21:30, routine rolls had reached 15 degrees and the autopilot was struggling to maintain course. The master changed to hand steering and altered course from 088 degrees to 082 degrees, reducing the roll to below 10 degrees. Automatic steering was restored after midnight. At 01:27 local time on 20 January, the ship unexpectedly rolled 20 degrees to starboard, paused for several seconds, and then rolled 20 degrees to port. The master checked the deck from the bridge after the roll, but darkness prevented the damage from being identified.
At 08:15, the officer of the watch noticed that the foredeck was no longer visible through gaps between container stacks. An inspection established that bays 18, 54 and 58 had collapsed. The master notified the company and the Japanese Coastguard, which issued a navigation warning. The final assessment found 137 containers lost overboard, 85 damaged, extensive damage to securing equipment and minor damage to the lashing bridge, guardrails and hatch covers. The report recorded no injuries or fatalities. No further containers were lost, and the vessel reached Los Angeles on 28 January.
The MAIB concluded that the container collapses were probably initiated by the extreme rolls and that the ship had almost certainly experienced parametric rolling. The bridge team did not appreciate the imminent risk because it did not fully understand the Octopus motion-monitoring and decision-support tool. Bay 54 failed when large-roll acceleration forces exceeded the strength of non-standard 53ft containers. Containers from bay 54 then struck bay 58. The exact initiating failure in bay 18 remained unresolved, although structural failure of one or more containers was considered most likely.
Sequence of events
| Date/time | Event |
|---|---|
| 2018-01-15 08:00 local | The vessel departed Xiamen for Los Angeles with 6,466 containers aboard. |
| 2018-01-19 18:00 local | A sudden roll of about 16 degrees occurred; a visual inspection found the forward container bays intact. |
| 2018-01-19 21:30 local | The master was called to the bridge and altered course after the autopilot struggled to maintain heading. |
| 2018-01-20 01:27 local | The vessel rolled 20 degrees to starboard and then 20 degrees to port. |
| 2018-01-20 08:15 local | The collapsed container stows in bays 18, 54 and 58 were discovered. |
| 2018-01-28 | The vessel arrived in Los Angeles without further container losses. |
Contributing factors
| Factor | Evidence status | Description |
|---|---|---|
| Parametric rolling | Confirmed finding | The MAIB found it almost certain that parametric rolling produced the extreme rolls that initiated the collapses. |
| Decision-support understanding | Confirmed finding | The bridge team did not fully understand the Octopus tool and therefore did not appreciate its prediction of imminent parametric-roll risk. |
| Bay 54 container strength | Confirmed finding | Incorrect strength assumptions for non-standard 53ft containers allowed acceleration forces during the roll to exceed their structural capacity. |
| Bay 58 impact damage | Confirmed finding | Containers toppling from bay 54 struck bay 58 and caused lashing failure and structural damage. |
| Bay 18 initiating failure | Suspected | The exact cause was not determined; the MAIB considered structural failure of one or more containers most likely, potentially involving excessive loads, loose lashings or container condition. |
Investigation
The Marine Accident Investigation Branch published report 2/2020 in January 2020. It identified parametric rolling as the almost-certain source of the extreme motion and established distinct failure sequences for bays 54 and 58, while leaving the precise initiating failure in bay 18 unresolved. Recommendations addressed terminal weight data, container technical databases, loading-computer presentation of motion limits and accurate treatment of non-standard container strength.
The report does not state a monetary damage estimate or a separate missing-person count.