Maritime Safety News Archives - Page 2 of 32 - SHIP IP LTD


An experienced commercial fisherman is the client for Dongara Marine’s first new vessel for the South Australian Rock Lobster fishery.

Customised to client preferences, the 17.8m long aluminium hull features the hallmark fine entry of Southerly Designs’ offshore capable monohulls, topped by a single level wheelhouse – an arrangement that is common for lobster boats built for South Australia.

Like Dongara Marine’s recent vessels for the Western Rock Lobster fishery, the superstructure will be manufactured from composites using resin infused moulding techniques to deliver a very high standard of finish as well as lightweight and noise, vibration, and thermal insulation.

Dongara Marine’s Managing Director, Rohan Warr said the ability to provide this composite wheelhouse was a key factor in the owner’s decision to choose Dongara Marine as the builder of the new boat.

In addition to the helm station, galley and mess in the wheelhouse, accommodation for three crew is provided to Australian Maritime Safety Authority (AMSA) National Standard for Commercial Vessels (NSCV) AL 36-72 standards. This includes two berths in a forward cabin and an owner / master’s cabin with Queen sized berth beneath the wheelhouse.

The monohull will be single screw with propulsion power coming from an MTU 8V 2000 M72 diesel; an engine selection made by the owner and accommodated within Dongara Marine’s custom design and build approach. Driving a fixed pitch propeller through a Twin Disc gearbox this is expected to give a maximum speed of 23 knots and economical cruising at 18.5 knots.

The boat will have capacity for 750kg of live lobster and 4000 litres of fuel.

Source: marinelink




The COVID-19 pandemic has significant impacts on the shipping industry and on seafarers themselves, and IMO is working tirelessly at all levels to find solutions.

Travel restrictions imposed by governments around the world have created significant hurdles to crew changes and repatriation of seafarers, which has led to a growing humanitarian crisis as well as significant concerns for the safety of seafarers and shipping. IMO has intervened promptly by urging its Member States to designate seafarers as key workers, so they can travel between the ships that constitute their workplace, and their countries of residence.

Click to download the protocols, which set out general measures and procedures designed to ensure that ship crew changes can take place safely during the COVID-19 pandemic. (Circular Letter No.4204/Add.14  Recommended framework of protocols for ensuring safe ship crew changes and travel during the COVID-19 pandemic.)

Seafarers have been collateral victims of the crisis, as travel restrictions have left tens of thousands of them stranded on ships, or unable to join ships. IMO has established a Seafarer Crisis Seafarer Crisis Action Team (SCAT) to help them out of a variety of critical situations.

IMO has published a number of press briefings on key issues related to the pandemic, including crew changes, repatriation of seafarers and meetings postponement:

Day of the Seafarer and other events

  • High-level event on the margins of the United Nations General Assembly (24 September) on COVID-19 and Maritime Crew Changes: A humanitarian, safety, and economic crisis- read more here.
  • The annual Day of the Seafarer was celebrated on 25 June 2020. The theme of the campaign reflects the role of seafarers and the need for them to be declared “key workers” in the light of the COVID-19 pandemic.
  • Webinar: “Seafarers are Key Workers: Essential to Shipping, Essential to the World” A webinar on the theme “Seafarers are key workers: Essential to shipping, essential to the world” was held. Panelists highglighted the ongoing need for repatriation of crew and made a plea to “Get our hero seafarers home”.  They welcomed the United Kingdom Government’s initiative in calling a global summit on the issue, but warned that real action from governments everywhere was needed to solve the crisis and get seafarers home and replaced.

Source: imo


Maritime News is published three times a year by NACE International and provides differing segments of the maritime industry with relevant and timely information related to the causes of corrosion and coating solutions for its mitigation.

With each issue, we present topics related to coatings and other corrosion control methods on maritime-related assets. Maritime News shares insights into protecting assets such as:

  • Seagoing vessel
  • Docks, jetties, and piers
  • Platforms, buoys, wind turbines, and other properties

Get the latest news and information about protecting your maritime assets from corrosion with this free resource from NACE International.

Source: nace


Often, when vessels capsizes, there is not enough time to say “Oh, f*&k”. Stellar Daisy, a 24-year old Very Large Ore Carrier vanished with minutes of sending a standard daily report. At this time, only two of the ship’s 24 officers and crew have been found alive. Two empty lifeboats and a liferaft, ship’s debris and surface fuel oil are reported to have been found in the vicinity of her last known position. SAR efforts continue with the help of four merchant vessels.

The vessel was carrying iron ore from Brazil to China when it disappeared at about 02.52 GMT, 11.53 local time, on 31 March some 350 nautical north-west off Tristan Da Cunha reportedly under fine weather conditions.

It is understood that liquefaction played a key role in the capsize, investigations are at a very early stage but the suddenness of the disappearance, the lack of survivors and the empty LSAs are typical of liquefaction-induced capsize. Port State Control examinations suggest that the 24-year-old vessel had a fairly clean bill of health with no detentions although Chinese PSC authorities identified two deficiencies related to water-tight doors, which investigators will be studying.

Liquefaction is the phenomenon by which, under certain circumstances, a dry bulk cargo typically an ore, and often iron ore fines, behaves like a liquid. When the vessel rolls to one side the liquefied cargo moves to the lower side of the vessel, then lock in place as a mass, producing a list. An opposite roll can re-liquefy the cargo.  One may have as little as 90 seconds to identify and mitigate the problem before it becomes irrecoverable.

Source: maritimeaccident


Aiming to test the use of Remotely Piloted Aircraft Systems (RPAS) in enhancing the maritime awareness picture in the French Mediterranean Sea, Secrétariat Général de la Mer requested the European Maritime Safety Agency (EMSA) to set-up a multipurpose maritime surveillance operation, having the Navy (Marine Nationale) and customs (Douanes) as the strategic and tactical leaders of the operation.


Operational missions started on 23 September for an initial period of three months.

reactCredits: France Air Force

The RPAS service will consist of general maritime surveillance over waters under French sovereignty and jurisdiction in the Mediterranean Sea, more specifically, encompassing:

• maritime monitoring and surveillance in support of coast-guard functions – maritime safety and security, supporting further maritime domain situational awareness, fisheries control and law enforcement; and

• maritime environmental protection, namely oil spill detection and characterisation, identification of targets possibly connected and where needed offering support to oil spill response. Marine Nationale and Douanes will command and monitor the missions remotely from Toulon and Marseille respectively and the RPAS will be operated from the French Air Force Base (BA125) of Istres.


The contractor operating the RPAS is the consortium REACT (with partners CLS and TEKEVER) and the aircraft to be used is the AR-5 unmanned fixed wing aircraft. This asset has a payload comprising a maritime radar, electro-optical and infra-red cameras, AIS receiver and EPIRB antenna. It is ready to fly under SATCOM and can perform night and day operations.

Source : EMSA


The owner of an unseaworthy tug boat was convicted of hindering an Australian maritime safety official in Cairns Magistrate Court on October 13.

Anthony Roy Wolfe was found guilty, with a conviction recorded on his criminal record for the next 10 years and fined $750 for hindering an Australian Maritime Safety Authority (AMSA) inspector who detained Wolfe’s ex-navy tug, the Wallaroo.

At the time, Wolfe intended on using Wallaroo to transport shipping containers from Cairns to Papua New Guinea under a commercial arrangement, but an inspection in Brisbane revealed serious deficiencies with watertight hatches, defunct firefighting equipment and no life raft on the vessel, leading to the tug’s detention under the Navigation Act for unseaworthiness.

During the inspection, Wolfe became aggressive and engaged in an expletive laden tirade forcing the inspector off the vessel and hindered him in the course of his duties, AMSA said.

General Manager of Operations Allan Schwartz said AMSA would not tolerate violence or threats of violence being made against staff. He also stated that it would not tolerate behavior that hindered staff in undertaking their important duties.

“Our inspectors work every day to make the seas a safer place to work and to protect Australia’s precious marine environments from the impacts of shipping and unseaworthy vessels like Wallaroo,” Schwartz said.

“Our inspectors serve the Australian community, in particular the coastal towns and tourism hubs like Cairns which depend on the sea for their livelihoods.

“Mr. Wolfe’s criminal conviction should serve as a reminder that the Australian community and AMSA will not tolerate this kind of vile behavior.”

Source: marinelink


A Marshall Islands flagged livestock carrier listing from hull damage off Australia’s western coast was directed to the Port of Geraldton.

On Monday night, the Australian Maritime Safety Authority (AMSA) tasked its Challenger search and rescue jet to fly over the vessel Barkly Pearl, and it was able to confirm damage to the starboard side of the vessel, which was listing to port.

AMSA General Manager of Response Mark Morrow said there were significant concerns for the integrity of the vessel and its ability to safely reach Indonesia, its planned destination. The 1993-built vessel had been sailing from Jakarta, India.

“We held concerns about the integrity of the vessel and the potential for environmental issues” Morrow said. “As a result, AMSA issued a direction for the vessel to make its way to safety in the Port of Geraldton.”

AMSA officials are currently working with Western Australian authorities to ensure that the vessel arrives safely in the Port of Geraldton. This includes managing any COVID-19 risks on arrival in line with state protocols.

Source: marinelink



More vessels are being detained by port state control (PSC) because of ecdis deficiencies. The Australian Maritime Safety Authority (AMSA) has detained eight ships in the first five months of this year for having deficiencies in ecdis set-up and crew competence on the electronic navigation device. This is double the amount as the second half of last year.

In response, AMSA released Marine Notice 8/2016 about the proper operation of ecdis, and advised shipowners that this will be a priority for its inspectors. The main deficiencies AMSA inspectors are finding are:

  • the latest version of electronic navigational charts (ENCs) are not used for preparing a voyage plan before departure of the vessel
  • large scale charts are not used for preparing a passage plan
  • a disk of ENC is delivered by the shipowner or management company agent after arrival of the vessel in port
  • the degree of crew’s familiarisation with ecdis is insufficient
  • description in the Safety Management System (SMS) on operation of ecdis is insufficient.

Shipowners should ensure the latest versions of ENCs are installed on ecdis and the crew can demonstrate to inspectors the necessary operation for safety navigation. AMSA said this should include demonstrating under keel clearance, safety depth and manual position fixing.  If a crew member has a training certificate for ecdis but cannot demonstrate such operations, the PSC inspector could detain the vessel due to a lack of skills for important navigation equipment.

Classification societies have recommended that shipowners and managers should ensure crew members are familiar with the proper operation of ecdis and ships are ready to meet the PSC requirements before arrival in any Australian port. AMSA is not alone as other PSC authorities have raised similar comments concerning ecdis.

In response to PSC concerns, Da Gama Maritime has reiterated steps that shipowners and managers should conduct to ensure vessels continue to meet IMO requirements and do not cause a navigation incident. Da Gama recommends ecdis alerts should be set up correctly to reduce alarm fatigue on the bridge. The safety contour is the most important alert to set up correctly. “The safety contour needs to be of greater value than the draft of your vessel, but low enough to provide safe water to navigate,” it said in a newsletter.

Da Gama warned against overloading ecdis with data. It recommends crew should consider whether they need so much information on the primary ecdis for navigaion. Some of the weather information could be displayed instead on the back-up ecdis or route planning station. For good ecdis housekeeping, Da Gama recommended operators only load ENCs they expect to use and updates in areas they are operating in. They should back-up the routes, tracks and settings regularly and not switch off ecdis in port. They should also respond to requests from service desk emails in a timely manner.

In the longer term, shipowners and managers should ensure onboard ecdis is updated with the new presentation library standards from the International Hydrographic Organization. Crew will need to be familiarised in the changes to software and operation of ecdis once these updates are installed.

Source: rivieramm


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