Maritime Safety News Archives - Page 2 of 45 - SHIP IP LTD

Viking Life-Saving Equipment has acquired HydroPen, the company behind the unique HydroPen container firefighting solution.

HydroPen, attached to a ship’s hose and raised on a telescopic arm by a single crew member, uses water pressure alone to power its ‘drill and spray’ nozzle to penetrate a container door before switching to spray mode to extinguish a fire with water, foam or CO2 – directly at its source.

HydroPen was founded in 2016 by Martin Winkel, CEO and Jesper Rosenfeldt Hansen, CTO and system inventor, to help revolutionize a persistent problem in maritime: firefighting on board container vessels.

“This is a significant acquisition for VIKING ,” said Lasse Boesen, Senior Product Manager, VIKING.

“We approached the HydroPen originators shortly after the system won the 2017 Danish Tech Challenge accelerator prize. From its official launch at SMM 2018, VIKING became HydroPen’s exclusive distributor, going on to support orders from some of the industry’s biggest names.”

“Once crews familiarize themselves with HydroPen, there is no going back – and since its introduction, the system has already proven itself in live firefighting situations. Recently, HydroPen has also generated interest among land-based fire-fighting operators who have been quick to recognize its value, adds Boesen.”


Source: maritimeprofessional

Houston-based offshore driller Vantage Drilling has reportedly received conditional letters of award for its 2009-built jackups Aquamarine Driller and Sapphire Driller for two-to-three-year deals in the Middle East.

The two rigs are set to commence the new contracts, believed to have a combined value of $157m, during Q1 2022. The operator has not been disclosed, however, both ADNOC and Qatar Petroleum have multi-year, multi-rig tenders out for rigs in the region.

Sapphire Driller and Aquamarine Driller are expected to be reactivated in Q2 2021 to begin their drilling campaigns in West Africa and Southeast Asia, respectively.

In addition, Vantage has bagged a short-term deal with APO offshore Tunisia for its 2009-built jackup Topaz Driller, currently operating off Montenegro for Eni.

The company reported a net loss of approximately $36m in Q1 this year.


Souece: splash247

The U.S. Coast Guard Mid-Atlantic is working to raising awareness related to commercial fishing vessel safety including the importance of having and properly registering an emergency position indicating radio beacon (EPIRB), an invaluable device designed to transmit a distress signal if you get into trouble at sea.

EPIRBs aren’t just for boaters, either. Commercial fishing remains one of the most dangerous occupations in the United States, and by law all commercial fishing vessels operating more than three nautical miles from the coast are required to carry one of the devices, whether offshore, on inland waters or the Great Lakes.

The U.S. Coast Guard 5th District for the Mid-Atlantic region recently held a media event in order draw attention the importance of the life-saving EPIRBS and their role in commercial fishing vessel safety. While vessel owners and operators are ultimately responsibility over the safety or any vessel, the Coast Guard aims to foster safety in the industry by enforcing regulations and providing oversight of safety practices and procedures.

All commercial fishing vessels are legally required to follow regulations listed in 46 Code of Federal Regulations Part 28 – Requirements for Commercial Fishing Industry Vessels, regardless of type, size or state or federally-registered.

According to the Coast Guard, the Mid-Atlantic region alone is home to approximately 5,800 commercial fishing vessels. Coast Guard commercial fishing vessel safety examiners with the 5th District conduct over 500 dockside examinations a year, and between 500 and 600 at-sea boardings by Coast Guard boarding officers.

Coast Guard 5th District examiners and boarding officers also issue on average 40 EPIRB-related deficiencies to commercial fishing vessels each year, but vessels can avoid violations and penalties by having the proper equipment from the start.

Once activated, an EPIRB sends your location to the Coast Guard to kick off search and rescue efforts, making them fastest and most-accurate way of calling for help during an emergency at sea. EPIRBs also continue to transmit your location, providing command centers with updated positions and data based on current conditions during search and rescue.

Vessels over 36-feet are required to have a Category 1 EPIRB which automatically release from their mounting brackets when immersed in water, while Category 2 EPIRBs must be manually released. Both can be activated automatically by immersion in water, as well as manually.

The Coast Guard also highlights current registration as the surest way to correctly notify the SAR system, as well as allows the Coast Guard to contact your family or other point of contact to find out additional details. To register or update your EPIRB, go to You can also check your registration status by calling 888-212-SAVE (888-212-7283), where can speak with a real person about your registration status.

The Coast Guard also highly recommends all commercial fishing vessels undergo safety exams even though all vessels are not required (for commercial fishing vessels operating beyond three nautical miles from the territorial sea baseline or Great Lakes coastline, safety exams are mandatory).

For over 20 years, the Coast Guard has conducted no-cost, no-fault voluntary dockside safety exams on commercial fishing vessels, issuing a safety decal valid for two years for successful completion of the exam. The Coast Guard also says it is beneficial for every commercial fishing vessel to maintain a current safety decal, which could facilitate a more streamlined safety check if boarded at sea.


Source: gcaptain

Container ship SINAR SOLO collided with Panamax bulk carrier TAHO AUSTRALIA at around 2330 LT May 6 in Singapore Strait off Lagoi, northern Bintan Island, Riau islands, Indonesia. SINAR SOHO sustained starboard damages in cargo deck area, several containers understood to be damaged, too. Bulk carrier sustained superficial damages and shortly after accident, was allowed to resume voyage, she’s en route from Santos Brazil to China. Container ship was anchored near collision site and later, on May 7, moved to Singapore Anchorage. As of 1300 UTC May 7, she remained in the same position. SINAR SOLO is en route from Singapore to Bangkok Thailand.


Source: fleetmon

Shipowners and seafarers’ representatives have asked the United Nations to establish an interagency task force to examine the implementation and practical application of the MLC, 2006 during the pandemic, including its impact on seafarers’ fundamental rights and on the shipping industry.

The crew change crisis peaked at over 400,000 seafarers trapped on ships working beyond their contracts because of local Covid restrictions and the failure of governments to cooperate and coordinate to address the crisis.

The number of seafarers still stranded is around 200,000 and is on the rise again as authorities respond to new variants and explosions in cases like the devastating second wave currently tearing through India. While some governments have responded well, designating seafarers as key workers and facilitating their travel, too many are sitting idly by while ship’s crews are unable to get home in a situation that is tantamount to forced labour. Urgent action is needed.


Source: marineinsight


The Valencia Containerized Freight Index (VCFI) continues its upward trend, reaching 2,314.89 points in April, an increase of 17.39% over the previous month. In a global context marked by the generalized growth of freight rates, the VCFI links its ninth consecutive month of growth and exceeds two thousand points for the first time in its history since the index began in January 2018. The effects of the incident with the Ever Given vessel in the Suez Canal, released at the end of March, have added to the complexity of an already stressed market. To this, we must add the upward forecasts for world GDP which reinforce market demand, the congestion in the main US ports and the increase in the price of some fuels.

Thus, the April World Economic Outlook, published by the International Monetary Fund (IMF), points to an increase in world GDP in 2021 of 6%, compared with the estimate of 5.5% in January and 5.2% in October 2020. Regarding trade in goods, the projection is for a growth of 9.4%, 1.1 points higher than in the previous report. With regard to port traffic, the RWI/ISL Container Throughput Index benchmark reflects an increase in March (latest available month), which places shipping levels above the pre-pandemic situation.

According to Alphaliner data, the commercially idle fleet remains at minimal levels, i.e. 56 vessels, representing 0.8% of total capacity. In terms of equipment, some shipping lines have announced orders for new units to alleviate the market situation.

With regard to bunker prices, the behavior during this month has been fairly stable. According to Shipandbunker data for the main bunkering ports, the price of low sulphur bunker fuel closed April at 514 dollars per tonne, which represents an increase of 3% compared to the beginning of the same month.

By geographical areas, and given their relevance in Valenciaport’s relations, it is worth highlighting the increase in export freight rates to the U.S. and Canada of more than 30%, which has now increased for nine consecutive months. In addition to demand factors, the congestion situation that some US ports have been suffering for weeks is exerting constant pressure on freight rates. The trend seems to be pointing, albeit timidly, towards an improvement, even if the problem remains serious, as illustrated for example by the 7.5 days waiting time required for ships to berth in the ports of Los Angeles or Long Beach. Problems of capacity or availability of equipment are thus aggravated. In fact, this situation is being extended to the entire American continent and the restrictions are also causing freight rates to rise.


Source: maritimetoday

This annual report summarizes the port State control developments and activities of the Tokyo MOU in 2020. Moreover, the report also provides port State control statistics and analysis on the results of inspections carried out by member Authorities during the year.

The activities of the Tokyo MOU were also seriously affected by the COVID-19 pandemic.
Due to the impact of COVID-19, the number of inspections has reduced by approximately
40%, and the inspection rate is reduced by 20 points compared with the previous year.
Furthermore, the joint concentrated inspection campaign (CIC) on Stability in General with
the Paris MoU scheduled in 2020 had to be postponed by one year. In addition, almost all the planned technical co-operation activities were either postponed or cancelled.

Looking through the statistics in 2020, the notable increase trend of deficiencies relating to
Working & Living Conditions or Maritime Labour Conditions can be identified, which reflects
the severe impacts by COVID-19 on crew change and seafarers’ repatriation. In line with
previous years, ISM is the most common category where detainable deficiencies are recorded in 2020. Moreover, percentages of ISM related deficiencies and detainable
deficiencies are higher than the previous year, which also reflect inefficient and inappropriate responses by ships and their companies to the COVID-19 crisis. The safety management system, which is already a vital part for ensuring ships to sail safely, securely and to minimise pollution events, is even more important during the pandemic situation.

Currently, the COVID-19 situation is still evolving and the challenges emanated could be
expanded and prolonged. Recognizing the importance of port State Control activities to
ensure maritime safety, marine environment protection and living and working conditions of seafarers, the Tokyo MOU has initiated some countermeasures for reducing and minimizing impacts of COVID-19 to the activities and will further explore and employ necessary pragmatic steps so as to maintain appropriate and effective maritime operations under this difficult time.


Source: maritimecyprus

Seven foreign-flag vessels have been detained in Oregon since November after Coast Guard examiners found shortcomings during Port State Control inspections – including one case where a ship’s carbon dioxide firefighting system was inoperable.


In that most recent instance the Coast Guard Marine Safety Unit Portland found 100 CO2 cylinders still had in place safety pins that prevent accidental discharges of the gas during transportation and installation. That mistake would have prevented extinguishing any fire in the ship’s cargo holds or machinery spaces, Coast Guard officials said.


Foreign vessels are detained in the U.S. when serious lifesaving, firefighting, machinery, pollution prevention, or security failures are discovered during an examination.  A detention controls the movement of a foreign commercial vessel until after the serious deficiencies are rectified.


“The Coast Guard maintains the safety of the port by preventing damage to property or the marine environment,” said Capt. Tom Griffitts, commanding officer, Marine Safety Unit Portland, in a prepared statemnent. “Inspectors from our unit do a great job of identifying major non-conformities aboard vessels and through this identification we ensure vessels are safe, secure, and environmentally sound to transit the complex Columbia River System.”


Source: workboat

The ship, the Avunda, is owned by Lilium Shipping S.A., and its commercial operator is Lavinia Corporation, controlled by the Greek brothers Panos and Thanasis Laskaridis.

The brothers are major powers in global shipping and enjoy good relations with the conservative, business-friendly New Democracy party currently in power in Greece.

They are also well known for supporting efforts to clean up the sea and coastline and, most recently, to rid Greece of single-use plastics.

The Avunda faced question marks over its cleanliness, however.

After almost a month in Antarctica, the 27 year-old cargo ship left its protected waters and, on October 18, 2019, was inspected in China’s Zhoushan port on the East China coast.

There, inspectors registered 11 faults, including a number concerning the ship’s air pollution certificate and oil filtering equipment.

The vessel was detained by port authorities; it resurfaced in 2020, in a report by Greenpeace detailing the dangers posed by reefers to perhaps the last great wilderness on earth.

With a high failure rate in port inspections, oceanographers and environmental activists say reefers have no place in the highly sensitive waters of Antarctica.

They also dominate so-called transshipping, the practice of transferring a catch from one vessel to another, usually from a fishing ship to a reefer. The practice is closely monitored in port, but not so much far offshore, where illegal catches can be concealed. In the Antarctic this means krill, a crustacean that is crucial to the Antarctic ecosystem as food for whales, seals, penguins, squid and fish and is subject to catch restrictions.

The Commission for the Conservation of Antarctic Marine Living Resources, CCAMLR, an international body that regulates marine life in Antarctica, limits the fishing of krill in the Southern Ocean, but transshipping is sometimes used to get around it.

While the Greenpeace report does not directly accuse it of illegality, in the protected CCAMLR zone the Laskaridis family dominates. Of 25 reefers tracked by Greenpeace in the zone between 2017 and 2019, 19 were owned or controlled by the brothers, though some have since changed hands.

“The global network of reefers facilitates the transportation of fish, people and other goods across the world – by operating out at sea, far from scrutiny, this system is known to facilitate some of the worst behaviour on the ocean,” said Alkis Kafetzis, Greenpeace Greece’s ocean campaigner.

“From illegal fishing to human rights abuses, transshipment lies at the heart of an unsustainable and damaging distant water fishing fleet. It enables vessels to stay at sea far longer than is safe for the crew and muddies global supply chains making it easier for illegally caught fish to enter the market.”

The Laskaridis deny having anything to do with illegal cargo and say the faults found by inspectors on their boats are minor and swiftly rectified before they sail again.

CCAMLR – the Commission for the Conservation of Antarctic Marine Living Resources – was established almost four decades ago as a response to the growing commercial interest in krill and the dangers this posed to marine life in the Antarctic.

The Commission issues licences for toothfish and krill fisheries in the Southern Ocean, and all vessels sailing in the controlled zone – including fishing vessels and reefers – need permission to do so.

Between 2017 and 2019, six vessels owned or controlled by Laskaridis were observed by Greenpeace in protected zones of the Antarctic and subsequently detained in port, the harshest penalty a port inspector can impose.

Of the six, besides the Avunda, one other vessel – a reefer named Iris – had faults that could be deemed a risk to the environment.

Tracking data obtained by BIRN show the Iris entered CCAMLR waters in March 2017 and again in March 2018, travelling to the South Shetland Islands at the very top of Antarctica.

The Panama-flagged Iris, owned by the Laskaridis brothers via their Seaview Maritime S.A, was detained in Zhoushan in October 2017 between two trips to Antarctica.

According to Lloyd’s List Intelligence, a maritime information service, a total of 10 faults were recorded, including several concerning the ship’s sewage treatment plant, oil filtering equipment and lifeboats.


Source: balkaninsight

The U.S. Navy recently awarded a multi-million dollar contract to Hawaii-based Pacific Shipyards International, or PSI, to service up to three Arleigh Burke-class guided-missile destroyers.

PSI secured the contract — which is worth $49.7 million — through competitive solicitation, and the work will be completed at Pearl Harbor Naval Shipyard and Intermediate Maintenance Facility during a post shakedown availability, or PSA. Officials with PSI say that the company plans to begin the work after the ship’s transit from General Dynamics Bath Iron Works in Bath, Maine, to Pearl Harbor.


Source: bizjournals