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For other problems, the captain turned to the Liberia Bureau of Maritime Affairs, which contracts with an American company to run its ship registry. The Virginia-based office sent the captain a series of faxes on July 21 granting the ship one-month exemptions for some of the problems. Australian authorities could have overruled the exemptions but elected not to. Records show Australian inspectors were particularly concerned with the rusted and improperly tensioned hatch cleats and the ill-fitting pins for the cargo. In one email to colleagues, inspector Dave Anderson said the exemption didn't cite any evidence for the strength of the modified lashing equipment. "Any old bit of bar made into a
'pin' will do as long as the originals are 'not available...........,'" he wrote, ending with an extended ellipsis. Colleague Naweed Omar added that a photo of one of the modified pins "is not very convincing." While letting the ship depart, Australia also gave it three months to demonstrate that its safety system was in compliance. The Rena would run aground before the deadline was up. "There are always concerns," said Mal Larsen, a spokesman for the Australian Maritime Safety Authority. "But ultimately, the guys on the ground, the inspectors, found it was acceptable." Scott Bergeron, an American who is chief executive of the Liberian ship registry, said the requests for exemptions weren't unusual. He likened it to authorities giving a motorist a month to get a broken headlight fixed rather than impounding the car. He said the detention of the Rena raised red flags in his office and that Liberian inspectors boarded the ship two weeks later in Sydney to make their own assessment. In his opinion, he said, the owners of the ship are generally good operators but the Rena "needed to tidy up its operation." The ship passed subsequent inspections by Australian authorities in Melbourne and Sydney. But on Sept. 28, inspectors in the New Zealand port of Bluff found 19 problems on the ship, though none were considered serious enough to prevent the Rena from sailing. New Zealand's maritime agency hasn't released those records, although it characterized them on its website as a follow-up to see if the Rena had resolved the problems found in China. One week later, at 2 a.m. on Oct. 5, the Rena was traveling at high speed when it ran aground on the Astrolabe reef near the port of Tauranga. The reef has been identified on charts for almost 200 years. Bergeron said the inspection problems identified in China, Australia and New Zealand are an important part of the Liberian agency's probe into the accident. "There was gross navigational error on the part of the onboard crew," Bergeron said. "But there are likely to be many reasons why it got to that point. It could be external influences, or that the crew was not properly rested." The captain and the navigating officer face criminal charges of operating a ship in a dangerous or risky manner, polluting the environment and altering the ship's documents after the crash. Maritime New Zealand, which is conducting its own investigation, rejected an AP request for transcripts of interviews with the captain and crew, saying it could prejudice the criminal case. Salvage crews are continuing the painstaking task of removing more than 1,000 20-foot (6-meter) and 40-foot (12-meter) containers that remain on the crippled ship, which still sits on the reef, grinding in the swells and threatening to break apart. Three more containers fell off in recent days. Summers, the union representative, said it's time countries did more to grow and protect their domestic fleets rather than rely on flag-of-convenience vessels, which now account for more than half the world's merchant fleet. "It's more expensive," he said. "But we need to pay a premium to protect our coastline."
[Associated
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