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Precis File
source MSA of New Zealand
type D

Bulkhead between 2P and 2C failed while loading methanol at Port Taranaki, New Zealand, and was set to starboard as much as 1.5m. This resulted in a 800mm by 500 mm portion of the 2P deck rupturing, and a release of methanol vapor on deck. No explosion, no casualties.

NZ investigations found the 316L corrugated bulkhead between 2P and 2C had not been set up properly at build, that the welds at the top and bottom of the bulkhead had been improperly repaired after earlier failure(s). They guessed that these welds had cracked again on the previous voyage when the ship was carry sulfuric acid in very heavy weather. In any event, the welds failed under the pressure of the full 2P and empty 2C.

source CTX
type A
volume 151200G

Owner and Class (NKK) tried to blame a sticky P/V valve. But the crew testified they had tested the valve at 0800 45 minutes before the rupture and tests and inspection immediately after the casualty found the valve working properly and in good shape.

Singapore also issued a report to IMO which apparently leans to the sticky P/V valve theory which would exonerate NKK and indirectly the flag state, and put the blame on the crew for poor valve maintenance. But CTX has no located a public copy of this report.

Ship had a very poor port state inspection record, with 43 deficiencies in last 4 inspections.

Intertanko incorrectly lists this casualty as an explosion.

The CTX sides with the port state. The most likely cause of this structural failure was poor construction and welding, and faulty weld repairs none of which was apparently caught by NKK surveys.