Following initial reports of the accident (see, for example, our report of 13 July),Campbell Mason, Managing Director, DP World Southampton, issued the following statement on 14 July: “Our thoughts remain first and foremost with our injured crane driver who underwent surgery late yesterday afternoon and is in a serious but stable condition.

“Safety is paramount for DP World Southampton and we have therefore suspended the operation of the three remaining Morris cranes of the same design until thorough inspections and analysis can satisfy concerns over these cranes.

“Although it is premature to identify why the accident happened, given the position of the crane at the time of the boom collapse [unloading containers] initial indications are that it is unlikely that this incident had a similar cause to the crane 8 boom collapse in January 2008 [boom being lowered to commence work].

“We are continuing an active dialogue with the Health & Safety Executive (HSE) regarding the accident investigation and the status of our other Morris-built cranes. Following discussions with the HSE, shipside operations resumed at the terminal during the night shift last night with six quay gantry cranes and a mobile harbour crane available for operation.

“An independent investigation to determine the cause of the crane 8 incident was concluded late last year. However we are not in a position to make any statement regarding the identified cause pending the conclusion of the HSE’s investigation.”

Mr Mason is clearly albeit implicitly acknowledging concern over the structural integrity of the Morris cranes.

For the record, the six ship-to-shore gantry cranes back in operation comprise four Liebherr superpost-Panamax cranes and two 2001-built post-Panamax Portainers built by Paceco Espana.

In a report referring to the January 2008 accident, Erik Soderberg of Liftech Consultants, Inc wrote: “the accident report issued immediately after the failure stated that as the boom was being lowered, a loud crack was heard just before the apex and boom fell. Videos of this failure indicate that the boom was almost fully lowered when the failure occurred.

“The cracking sound would indicate there may have been a brittle failure in a cracked plate or member. The video neither supports nor refutes this cause. Again we will never know the cause.”

This is not likely to be much consolation to Southampton’s crane drivers. Although of course the cause of this new incident cannot be prejudged, the fact that crane no. 6 was inspected and passed fit for service after last year’s incident with No. 8 must raise a few questions.

It would not be a surprise if the drivers refused to get back into any of the Morris cranes and DPW may in the event be forced to scrap them.

As previously reported by WorldCargo News, the cranes involved in this accident and the one in January 2008 were Morris cranes built in 1992-3 with 40.6t SWL, 45.1m outreach and 31m lift height. In 2004-5 they the lift height was raised by 5m to 36m with leg extensions by Seward Wyon and in 2006 they had a 4m boom extension from the same contractor.