Maritime Safety News Archives - Page 35 of 260 - SHIP IP LTD

Fire erupted on board of oceanic reefer trawler MEKHANIK MASLAK at 1115 Moscow time Aug 2, in fore area in fish flour cargo hold, Admiralt Ship Yard, S-Petersburg, Russia. Trawler is under construction nearing completion, she was running trial tests. Fire was extinguished by 1430 Moscow time, tugs, 14 engines and 58 fire fighters responded. No injures reported, extent of damages yet unknown.
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Mateusz Szymański, Member of the European Economic and Social Committee, examines safety standards in maritime transport

Safety above all. This is the slogan behind the work to clarify EU regulations on the stability of ro-ro passenger vessels in a damaged condition. The proposal is part of a larger package of legal changes in the area of maritime safety standards, which has been under discussion since 2017. The aim of the legislative reviews now under way was to simplify existing regulations in the spirit of REFIT. Work on changes to the stability of ro-ro ships in damaged condition was postponed due to the ongoing parallel work at the International Maritime Organization (IMO) on stability standards for passenger ships in damaged condition.

Once these were adopted (through the SOLAS Convention), it became necessary to make the parallel regulations more consistent. The aim was, on the one hand, to simplify the regulations to make them easier to apply, monitor and enforce and, on the other hand, to maintain the highest possible safety standards. The Commission made it clear that the changes could be implemented provided that the current level of security laid down in EU law was at least maintained. If this review did not take place, there would be two overlapping systems for assessing the survivability of ro-ro passenger ships in damaged condition. It can be assumed that this would lead to significant burdens on the industry and regulatory chaos.

The impact of the 1996 Stockholm Agreement

It is worth noting that the Directive, as well as the discussion on the stability of this type of vessel in a damaged condition, derive from the 1996 Stockholm Agreement. These, in turn, were a response to one of the biggest maritime disasters in Europe, the sinking of the MS Estonia. Roll-on/roll-off vessels are, by their very nature, more vulnerable to flooding than other passenger ships. They are vessels with relatively small draughts and a high centre of gravity. In addition, they have a high freeboard, use the cargo door as a ramp, lack bulkheads, have high location points for lifeboats and life rafts, and errors due to cargo stowage and uneven loading are possible.

In principle, the Commission’s proposals can be welcomed. The problem is the temporary nature of the solutions put forward by the Commission and an element of inconsistency. Firstly, the Commission has scheduled a review of the rules after 10 years. This in itself is not controversial, but a revision of the rules has already been announced. One might ask why after 10 years, rather than when it makes sense to do so. After all, constant monitoring of the regulations is assumed.

large ship illustrating maritime transport
© Photosvit

Changes in regulation in a short periods of time introduces uncertainty

Furthermore, why is it assumed that there will be a revision? In an industry such as water transport, investments have a long-term perspective. Thus, the spectre of a change of regulations in a relatively short period of time introduces uncertainty and may discourage investment in new vessels. We know that these are necessary because of increasingly stringent environmental requirements. Changes should take greater account of the realities facing the industry.

Furthermore, although the Commission stipulated that the revision of the Directive would harmonise systems, in its proposal it presented transitional solutions with two alternative systems for assessing stability in damaged condition, according to the criteria laid down in the proposal. This seems to be the wrong solution. It would make more sense to clearly define a time limit for the construction of a vessel and the application of the new rules to new vessels. On the other hand, after the transitional period, the rules should be fully harmonised. This would simplify the application of the rules and reduce the technical and administrative burden.

Simplifying the application of the rules

It is worth noting at this point that it is important for the evaluation to be carried out with the participation of those who apply the regulations most in practice. It is therefore suggested that the institutions regulating these issues should be consulted on an ongoing basis with a view to improving safety. This is important in view of climate change, which is causing ever stronger changes to the weather and, as a result, frequently exposing shipping to extreme conditions.

Finally, one comment not directly related to the content of the document but relevant from an audience perspective. Although written in the spirit of REFIT, the draft was extremely difficult to evaluate because of how it was edited. Each successive page provided new guidelines on how to classify entities in terms of the systems applied to them. Instead of clear solutions, there was a lot of doubt and confusion.

Mateusz Szymański, Member of the European Economic and Social Committee, examines safety standards in maritime transport

Safety above all. This is the slogan behind the work to clarify EU regulations on the stability of ro-ro passenger vessels in a damaged condition. The proposal is part of a larger package of legal changes in the area of maritime safety standards, which has been under discussion since 2017. The aim of the legislative reviews now under way was to simplify existing regulations in the spirit of REFIT. Work on changes to the stability of ro-ro ships in damaged condition was postponed due to the ongoing parallel work at the International Maritime Organization (IMO) on stability standards for passenger ships in damaged condition.

Once these were adopted (through the SOLAS Convention), it became necessary to make the parallel regulations more consistent. The aim was, on the one hand, to simplify the regulations to make them easier to apply, monitor and enforce and, on the other hand, to maintain the highest possible safety standards. The Commission made it clear that the changes could be implemented provided that the current level of security laid down in EU law was at least maintained. If this review did not take place, there would be two overlapping systems for assessing the survivability of ro-ro passenger ships in damaged condition. It can be assumed that this would lead to significant burdens on the industry and regulatory chaos.

The impact of the 1996 Stockholm Agreement

It is worth noting that the Directive, as well as the discussion on the stability of this type of vessel in a damaged condition, derive from the 1996 Stockholm Agreement. These, in turn, were a response to one of the biggest maritime disasters in Europe, the sinking of the MS Estonia. Roll-on/roll-off vessels are, by their very nature, more vulnerable to flooding than other passenger ships. They are vessels with relatively small draughts and a high centre of gravity. In addition, they have a high freeboard, use the cargo door as a ramp, lack bulkheads, have high location points for lifeboats and life rafts, and errors due to cargo stowage and uneven loading are possible.

In principle, the Commission’s proposals can be welcomed. The problem is the temporary nature of the solutions put forward by the Commission and an element of inconsistency. Firstly, the Commission has scheduled a review of the rules after 10 years. This in itself is not controversial, but a revision of the rules has already been announced. One might ask why after 10 years, rather than when it makes sense to do so. After all, constant monitoring of the regulations is assumed.

large ship illustrating maritime transport
© Photosvit

Changes in regulation in a short periods of time introduces uncertainty

Furthermore, why is it assumed that there will be a revision? In an industry such as water transport, investments have a long-term perspective. Thus, the spectre of a change of regulations in a relatively short period of time introduces uncertainty and may discourage investment in new vessels. We know that these are necessary because of increasingly stringent environmental requirements. Changes should take greater account of the realities facing the industry.

Furthermore, although the Commission stipulated that the revision of the Directive would harmonise systems, in its proposal it presented transitional solutions with two alternative systems for assessing stability in damaged condition, according to the criteria laid down in the proposal. This seems to be the wrong solution. It would make more sense to clearly define a time limit for the construction of a vessel and the application of the new rules to new vessels. On the other hand, after the transitional period, the rules should be fully harmonised. This would simplify the application of the rules and reduce the technical and administrative burden.

Simplifying the application of the rules

It is worth noting at this point that it is important for the evaluation to be carried out with the participation of those who apply the regulations most in practice. It is therefore suggested that the institutions regulating these issues should be consulted on an ongoing basis with a view to improving safety. This is important in view of climate change, which is causing ever stronger changes to the weather and, as a result, frequently exposing shipping to extreme conditions.

Finally, one comment not directly related to the content of the document but relevant from an audience perspective. Although written in the spirit of REFIT, the draft was extremely difficult to evaluate because of how it was edited. Each successive page provided new guidelines on how to classify entities in terms of the systems applied to them. Instead of clear solutions, there was a lot of doubt and confusion.

Source: https://www.openaccessgovernment.org/safety-standards-in-maritime-transport/140758/?utm_source=rss&utm_medium=rss&utm_campaign=safety-standards-in-maritime-transport


Crew welfare and the satisfaction of seafarers are on the rise as the maritime industry has focused on some issues identified as the major concerns for seafarers according to the latest report from the Seafarers Happiness Index. While much of the progress relates to the relaxing of restrictions brought on by the spread of COVID-19, the Christian charity The Mission of Seafarers reports that there has also been a marked increase in a range of areas that contribute to overall improved seafarer wellbeing.

The survey, undertaken with the support of the Standard Club and Idwal, reports on Q2 2022 and shows according to the organizations that the influx of industry solutions to tackle seafarer wellbeing has finally begun to lift morale and the mindset onboard. The index recovered after reaching a record low last quarter, with overall happiness measured at 7.21 on a scale of 10 up from 5.85. They reported that levels are rising across all categories.

“It is great to see seafarer happiness increase after such low satisfaction in the last Seafarers Happiness Index report,” said The Revd Canon Andrew Wright, Secretary General of The Mission to Seafarers. “While it has been a difficult two years, it is nice to see some optimism return, which is largely down to the hard work the industry has done to make life better and raise spirits on board.”

The report says that two key areas are contributing to the improvement of the happiness index and crew welfare. Much of what they highlight relates to the pandemic, but they are also pointing to management’s efforts to take steps to create a better environment for seafarers during the long periods at sea.

“Seafarers are able to move more freely and have more certainty about whether they can go ashore and when they will next be able to go home. This freedom of movement has had a hugely beneficial effect on seafarer happiness and as vaccination levels also rise among crews, there is a sense of stability returning to the industry,” according to the report.

They write that a sense of stability has emerged as the pandemic stabilized and countries have grown more confident in their efforts to slow the spread of the virus. The fact that shore leave has been restored and with welfare facilities open on shore has contributed to the improved mood for seafarers. However, it is the reduction in travel restrictions and the ability to implement crew changes on time and with greater regularity that has contributed the most to the improvements.

“The data from Q2 reflects that the industry is getting better at making crew changes more regularly, with 41 percent of seafarers onboard for between just one and three months,” according to the report.

The report says that there is a clear impact from the increase in wages and the other amendments to the Maritime Labour Convention recently enacted. They also point to a focus on social events that boost morale, including weekly gatherings, quizzes, karaoke, sports, barbecues, and movie nights, along with the promises of improved communications so crew can maintain more frequent contact with family and friends at home.

“However, there are still areas that can be improved upon, which is why it’s so critical for organizations to continue taking meaningful steps to boost seafarer happiness and crew welfare,” said Wright. “As always, there is much to be learned from hearing directly from seafarers on how they feel about life at sea – the positives and negatives.”

While the efforts to provide amenities and events aboard the ships are appreciated, the report highlights the lack of time and the challenges of balancing work and leisure time suggesting that some of these efforts might be window dressing unless more is done. They say that the hours of work and rest continue to be in conflict and there are concerns over the cost of communications. They also wonder about the quality of the service that will be made available.

The Mission to Seafarers also warns that the recovery in seafarer happiness can be easily lost. They believe the industry still “has a way to go,” addressing concerns and can not let up on its attention to the issues that contribute to crew welfare.
Source: https://www.maritime-executive.com/article/seafarer-happiness-improves-but-remains-fragile



Happiness rose across all categories, leading to an overall increase to 7.2/10 from 5.85 in Q1.

Much of the lift in the latest report seems to stem from the easing of constraints on seafarers related to the COVID-19 pandemic. As international travel restrictions eased, crew travel became easier to facilitate and seafarers’ schedule became clearer; certainty on when crew will return home has a large impact on morale.

“After more than two years of uncertainty caused by COVID-19, seafarers are beginning to see the light at the end of the tunnel,” said the report.

“Although challenges remain due to restrictions in some Asian countries, China has loosened quarantine requirements for Chinese seafarers. Significantly, restrictions have also been lifted in Singapore, and the Philippines and India have also lifted a range of travel bans and COVID measures – all of which means that seafarers have a far greater chance of getting back home unhindered. This lifts the mood dramatically and understandably so.”

Data in the report suggested 41% of seafarers were now onboard for between one and three months, improving greatly over recent quarters.

During contract, there are further bonuses for seafarers as COVID restrictions ease. Many seafarer centres have reopened, giving crews better access to support, entertainment, and provisions while ashore.

Besides the knock-on effects from COVID recovery, the report noted an increased focus on seafarer wellbeing from owners and operators.

“There has also been a focus within the industry on finding solutions to many of the frustrations which have been dogging seafarers for years. Some of these initiatives appear to now be delivering. With more vaccinations, better travel, wage rises and new amendments to the Maritime Labour Convention (MLC) delivering hopes of universal maritime connectivity, there is cautious optimism. Nonetheless, while the data does suggest improvements, there should be no complacency,” said the report.

The term ‘grin washing’ was coined in the latest report, a spin on the term ‘green washing’, to refer to companies who invest in impressive looking facilities onboard but fail to ensure crew have time to make use of those facilities.

“This latest data shows there are signs of better things ahead for seafarers. However, any recovery in seafarer happiness should be treated delicately and can easily be lost. It is important that the industry continues the work to improve crew wellbeing and does not rest on its laurelsm,” said the report.

The Revd Canon Andrew Wright, Secretary General of The Mission to Seafarers, said: “While it has been a difficult two years, it is nice to see some optimism return, which is largely down to the hard work the industry has done to make life better and raise spirits on board. However, there are still areas that can be improved upon, which is why it’s so critical for organisations to continue taking meaningful steps to boost seafarer happiness and crew welfare.”

Thom Herbert, Idwal Crew Welfare Advocate and Senior Marine Surveyor added: “While there is an increase in the score this quarter, and cause for optimism, for every positive we see there are many more negatives that still need to be addressed. Hours of work and rest continue to be in conflict, and the individual instances quoted in the report indicate that this issue needs more focus. Communication with home remains a major challenge, and although it’s good to hear that there is seafarer positivity around the MLC changes, the reality is likely to be disappointing.”

Source: https://www.seatrade-maritime.com/management-crewing/seafarer-morale-rebounds-record-low

Mintzmyer is now looking for a rebound within the boxship equity sector.  In a recent posting on Seeking Alpha regarding shipowner Danaos, (NYSE: DAC), lately trading around $65 – $70 per share, he wrote: “Our current fair value estimate at Value Investor’s Edge is $125 per share, which implies around 80% upside to recent trading ranges.”

In his analysis, he mentions recent share buybacks, and notes that: “DAC short interest has increased this summer and now looks to be a coiled spring ahead of what’s expected to be multiple years of consecutive earnings blowouts amidst surging free cash flows.”

Source: https://www.seatrade-maritime.com/containers/renewed-interest-container-shipping-stocks


According to The Joint Co-ordination Centre (JCC) of the Black Sea Grain Initiative, Razoni sailed from the port of Odesa today in the early hours, carrying 26,000 tonnes of corn destined for Lebanon.

Ukraine Minister for Infrastructure, Alexander Kubrakov, said 16 ships have been blockaded in Odesa since the start of the war and are awaiting their turn to sail.

“In parallel, we will receive applications for the arrival of new vessels to load agricultural products,” said Kubrakov.

JCC was set up to co-ordinate the agreement between Russia, Ukraine and the UN to facilitate the safe export of Ukraine’s large grain stocks to the world market—the Black Sea Grain Initiative. JCC comprises representatives from Ukraine, Russia, Türkiye and the UN.

The shipment aboard Razoni is expected to arrive in Turkish waters for inspection on August 2, before sailing to its final destination, Tripoli.

Under the terms of Black Sea Grain Initiative, co-ordinates have been established to create a Humanitarian Maritime Corridor. The details of the corridor have been distributed and the JCC requested participants to ensure their militaries are aware of the vessel’s passage and its right to safety.

“Today Ukraine, together with partners, takes another step to prevent world hunger,” said Ukraine Minister for Infrastructure Alexander Kubrakov.

“Unlocking ports will provide at least $1 billion in foreign exchange revenue to the economy and an opportunity for the agricultural sector to plan for next year.”

Source: https://www.seatrade-maritime.com/dry-cargo/bulker-sails-ukraine-26000-tonnes-corn

IMO Secretary General Kitack Lim said: ““I am pleased to see the first departure. The immense work by the UN and the relevant parties has now come to fruition. IMO will continue to do everything to support safe and secure shipping and ensure the safety of seafarers.”


The Singapore Flagged vessel, Hafnia Rhine spilled over 2000 gallons of fuel oil in the Mississippi River during a fueling operation, per the US Coast Guard.

The spill occurred at the Ama Anchorage, situated west of the Jefferson Parish Line and twenty miles from New Orleans. According to officials, the accident occurred on Thursday, at 6 pm.

The crew members of the ship succeeded in stopping the spill from spreading further however by that time, around 50 to 60 barges had been contaminated by the vast amount of oil released into the river.

Bystanders called the Coast Guard and oil spill removal organizations hurried to the scene for containing the hazard and assessing its environmental impact.

Per the Coast Guard, the National Response Co. and Environmental Safety and Health Consulting Services were called to tackle the spill.

According to officials, around 6000 feet of floating barriers, including a 2700 feet containment boom and 3200 feet sorbet boom have been put in place for containing the oil spill.

The impact on the nearby environment is still unclear. However, no significant harm was noticed to local marine life during mitigation efforts. Other agencies are analyzing the coastlines and inland water channels to fully comprehend the impact of the oil spill, said the officials.

The cause of the oil spill is yet to be determined.

Reference: NOLA


Tore Hoem, adventures director at Hurtigruten Svalbard, has lived on Svalbard, the remote Norwegian archipelago just a few hundred miles from the North Pole, for more than two decades, long enough to witness the sea ice retreat significantly and more rain creep into the early and late snow season.

These alarming effects of climate change are among key drivers behind the Hurtigruten Group’s sustainability efforts, including a new hybrid-electric excursion vessel recently put into service in Longyearbyen, Svalbard’s largest inhabited area. The 14.9-meter aluminum vessel, Kvitbjørn, built by Marell Boats in Sweden, runs on a hybrid-electric propulsion system developed by Volvo Penta.

Powered by a Volvo Penta twin D4-320 DPI Aquamatic hybrid solution, the boat has a top speed of 30-32 knots and a cruising speed of 24-25 knots, with a range of 500 nautical miles. Volvo Penta’s “helm to propeller” package for the vessel includes the engines and drivelines, the electronic vessel control (EVC) system, joystick control, dynamic positioning system and the driver interface. The capacity of vessel’s lithium ion batteries is 100 kilowatt-hours (kWh).

Given the current state of technology, electrification is not an option for every vessel. One must consider the use case to determine if a hybrid or full electric setup makes sense. For Kvitbjørn, which will be used for 3-4-hour sightseeing tours, batteries combined with diesel engines fit the bill.

This wasn’t the only option, of course. According to Hoem, Hurtigruten had considered ordering a vessel with other propulsion arrangements such as more traditional outboard engines, but ultimately opted for Volvo Penta’s hybrid-electric solution based on its environmental advantages, as well as the improved passenger experience.

Tore Hoem, Adventures Director at Hurtigruten Svalbard (Photo: Volvo Penta)

Kvitbjørn’s tours out of Longyearbyen will provide an opportunity for up to 12 passengers to experience the spectacular Arctic seascapes and landscapes, as well as Svalbard’s true residents: its natural wildlife, which includes polar bears, reindeer, puffins, seals, walrus and whales. The objective isn’t to cruise at 50-plus knots, it’s to give guests the best possible journey, Hoem explained. “The key to that, in many ways, is silence.”

Kvitbjørn can be operated in three modes: full diesel, diesel with electric assist or all-electric, the last of which provides for a quieter ride that is much more pleasant for those on board and less disturbing to the pristine surrounding environment.

“It’s sort of a paradox to take guests out to a glacier front with noisy engines running. That silence is maybe the coolest thing about this [vessel],” Hoem said. “Of course, we go from A to B with some noise and diesel, but when we are at the destination it’s quiet. And that’s the key here, together with the sustainability part.”

And while diesel-electric wasn’t the only option, it certainly wasn’t the easiest either. It took a healthy dose of engineering to pull it off, Jonas Karnerfors, sales project manager at Volvo Penta, explained. Among key challenges were finding a way to fit the large, heavy batteries withing the Marell M15 hull. The team also had to come up with a way to heat the batteries—rather than cool them, as is common in other environments—to ensure they maintain an optimal temperature withing the frigid Arctic waters, Karnerfors said.

From left: Johan Inden, President of Volvo Penta’s Marine Business Unit, and Jonas Karnerfors, Sales Project Manager at Volvo Penta (Photo: Eric Haun)

Kvitbjørn comes amid wider sustainability efforts being led by both the Hurtigruten Group and Volvo Penta in parallel with tourism and marine industry peers striving to reduce their environmental impacts. Increasingly, hybrid and electric propulsion solutions are gaining interest among marine operators working to slash emissions across various sectors.

“Our vision as a company is to be a world leader in sustainable power solutions,” said Johan Inden, president of Volvo Penta’s marine business unit.

Volvo Penta, as part of the Volvo Group, has committed to having a climate neutral impact by 2050. The company aims to offer a broader range of hybrid and full electric products to the market by 2025, and Inden said Volvo Penta sees 2030 as a “tipping point” for the uptake of green propulsion technologies in the marine industry.

(Photo: Eric Haun)

According to Inden, Volvo Penta’s “helm-to-propeller” approach better positions the company to achieve its sustainability goals by allowing it to have greater control over maximizing the vessel’s overall efficiency. “The platform that we’ve developed is a combination of software systems, integration between all the parts of the propulsion system with very effective drives and propellers. It gives us a very unique position.”

Inden said that the drive system in particular is often underestimated as a necessary piece of green propulsion solutions. “The more effective you are getting your power in the water, the less of a footprint you’ll have,” he noted.

As Kvitbjørn goes to work, Volvo Penta will analyze fuel savings and emissions reductions enabled by the hybrid-electric solution, Inden said.

In addition, over the course of the next three years, the companies will test the hybrid propulsion technology as well as Volvo Penta’s new “e-mobility-as-a-service” business model, which will see Hurtigruten Svalbard pay by the kilowatt-hour for the vessel’s operation. According to Volvo Penta, this payment model, while still at a concept stage, has been conceived as a way of risk-sharing with the end-user as marine electrification solutions are typically costlier.

Inden said this model could be especially attractive in the commercial marine sector for workboat owners and operators looking to go green. “You don’t have to make a huge investment. You go to the bank, you finance it and then you amortize. You can actually use the vessel and pay for it at the same time as you earn your revenue,” Inden said. “That’s an interesting aspect from a business model and financial perspective, but even more so, it engages us with the customer in a different way, and there is a different responsibility from our side.”

(Photo: Volvo Penta)

Throughout the three-year contract period, Volvo Penta will deliver the driveline as a service; it still owns the equipment. The boat is separated from the driveline from a contract perspective, Inden said. In this case, Volvo Penta will monitor the drivetrain and maintain responsibility to ensure it remains operational. “It’s not that we handed over a vessel and then the customer calls us when something is wrong. Now we’re a bigger part of the operation,” Inden said. “As we evolve this over time, hopefully, an operator or captain will feel that we are a closer partner to making sure they’re up and running. That is a real benefit to this.”

But there are still questions to be answered. “In this setup, we are piloting and we are testing,” Inden said. “We want to understand how it will work in real commercial operation—insurance, additional financing, responsibility, data protection, et cetera. That is really what we’re trying to nudge here to get that discussion going. And we don’t know the solution. We don’t know where it will go exactly. But we are sure it’s moving in that direction, so we need to understand it.”

In the event that Hurtigruten Svalbard opts out at the end of the three years, the setup is so that Volvo Penta can exchange the equipment for a regular driveline. “It’s very safe in that perspective,” Inden said. “You always have to think 360 degrees when you do something like this. What are the options for all the involved parties? Can we do this safely? Can we do it with productivity and uptime for the customer? I hope they will be excited to continue, but let’s see.”

The Volvo Penta DPI package features a hydraulic clutch for silent and smooth shifting at low engine speeds, as well as added maneuverability. With steer-by-wire technology, the joystick functionality is also precise, delivering greater control. Kvitbjørn also has a joystick on the aft deck so a guide can steer the vessel from outside during a tour. (Photo: Eric Haun)

Source: https://www.marinelink.com/news/svalbard-tour-boat-ushers-new-498424


Fire erupted on one of cargo decks of passenger/ro-ro ferry CIUDAD DE ALCUDIA, berthed at Valencia Spain, on Aug 1. Fire was extinguished by Valencia firefighters, no injures reported, while the ship sustained unclarified damages and had to cancel scheduled trips. Ferry is connecting Mallorca and Menorca islands with Spanish mainland via Valencia, she arrived at Valencia from Palma de Mallorca early in the morning Aug 1, remained berthed as of 1640 UTC Aug 1.

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