Maritime Safety News Archives - Page 58 of 260 - SHIP IP LTD

The keel-laying ceremony was held at the Ancona shipyard for “Seven Seas Grandeur”, the third luxury cruise ship that Fincantieri is building for Regent Seven Seas Cruises, the brand of the Norwegian Cruise Line Holdings Ltd. The delivery is scheduled for 2023.

During the ceremony three custom-minted coins have been placed onto the keel of the ship, each one representing one of the sister ships: “Seven Seas Explorer”, “Seven Seas Splendor” and “Seven Seas Grandeur”. The coins for the two vessels, delivered at the Sestri Ponente (Genova) shipyard in 2016 and Ancona shipyard in 2020, are replicas of those that were placed on respective vessels, while the new coin includes the cruise line’s 30th-anniversary logo.

Seven Seas Grandeur
Image for representation purpose only
Like the first two vessels of her class “Seven Seas Grandeur” will be 55,500 gross tons with accommodation for only 732 passengers, with among the highest staff-to-guest ratio in the industry. She will be built using the very latest in environmental protection technologies, while the interiors will be particularly sophisticated, with every attention paid to passenger comfort.

Source:https://www.marineinsight.com/shipping-news/work-starts-in-ancona-dry-dock-on-the-luxury-cruise-ship-seven-seas-grandeur/

Gladding-Hearn Shipbuilding, Duclos Corporation, has delivered a new pilot boat to the Lake Pilots in Port Huron, Mich., by road transport. The Resilient Class high-speed launch is the pilots’ third boat built by the Somerset, Mass., shipyard since 1979.

Designed by Ray Hunt Design, the waterjet-driven, all-aluminum launch measures 42.5 feet long overall. It has a 14-foot beam and a 2.5-foot shoal draft. The deep-V hull features a steep 24-degree dead-rise at the transom that increases to a very fine entry forward. The perimeter of the launch is fitted with a large foam-collar fendering system. A flat chine and multiple spray-rails provide an efficient running surface and deflect spray away from the collar to produce a dryer ride and reduce collar maintenance. A heavy-duty pipe guard is installed across the transom, along with a platform above the launch’s waterjets.

The boat is powered by twin Cummins QSL-9 diesel engines, which are fully accessible through large lift-assisted deck hatches. The engines, each rated at 450 bhp, at 2100 rpm, turn a pair of HamiltonJet HJ-322 waterjets through Twin Disc gearboxes. Fuel capacity is 300 gallons. A Zipwake interceptor auto trim-control system will be installed on the transom. Top speed is over 37 knots.

“The vessel is an excellent summer complement to the Lake Pilots’ 53- foot Chesapeake Class, burning half the fuel at higher speeds,” said Gladding-Hearn co-president Peter Duclos.

An aluminum pilothouse on a flush deck, with forward-leaning front windows, is set aft of amidships with 18-inch walk-around side decks. Access to the pilothouse is through the aft hinged door. The pilothouse has five Llebroc Stalker XT seats – four pilot seats and one helm seat – and a control console with instruments and controls. A Porta Potty is installed in the forecastle. The launch is outfitted entirely with LED lighting.

The Lake Pilots’ pilot boat is the fourth of the Resilient Class built since its introduction in 2005. The three previous vessels, operating in Texas, Virginia and South Carolina, combined have more than 45,000 operating hours of continuous service, according to Gladding-Hearn officials.

Gladding-Hearn built pilot launch is protected by foam collar fendering
The perimeter of the launch is fitted with a large foam-collar fendering system.

Every summer, ferries transport crowds of visitors between islands in the Swedish archipelago. With the help of a new AI platform, each ferry can now reduce its fuel consumption by 10-25 percent, which contributes to a significant reduction in CO2 emissions. This is according to the results from long-term testing.
A ferry’s fuel consumption can vary by as much as 60 percent while travelling the same route, and one of the most affecting factors is how the captain drives. Cetasol’s new digital platform iHelm, initially developed together with Semcon, uses AI to allow each captain to save large amounts of fuel.
“Cetasol’s platform is a great example of how AI can make a difference in the transition to a more sustainable planet. The platform also offers the same potential for energy efficiency in future electric or even automated operations. I’m grateful that we at Semcon have contributed to the early stages of this project” says Magnus Carlsson, Area Manager Software & Emerging Tech at Semcon.
Semcon has supported Cetasol from initial idea to final implementation of the prototype solution with expertise in software and AI, hardware, IoT and UX. The iHelm platform has then been further developed by Cetasol into a commercial product.
More efficient ferry traffic
Since January 2020, the platform has been tested to streamline ferry traffic in the Gothenburg archipelago, as well as other places worldwide. In the case of the ferry on the Swedish west coast, the captains have been able to save on average 17% fuel by changing their driving patterns. Further savings are expected ahead as the AI learns and improves over time. For further information see the IDTechEx report on Electric Leisure & Sea-going Boats and Ships 2021-2040.
“The current platform processes large amounts of data from different sources, such as driving patterns from experienced captains, weather data, GPS positioning and ocean currents. Based on all this data it delivers ‘actionable insights’ that show the captain how to drive as energy-efficiently as possible,” says Ethan Faghani, CEO at Cetasol.
About Cetasol
Cetasol is a Gothenburg-based start-up company that focuses on sustainability in the marine sector. The company offers data-driven software solutions for sustainability with AI-powered energy optimization solutions for marine-commercial vessels. Read more about Cetasol.
Semcon has long experience and expertise within machine learning and deep learning in several different industries. Read more about Semcon’s AI expertise.
Semcon is an international technology company. We turn technology into excellent user experiences by combining digital edge and engineering expertise. With diverse multi-disciplinary teams we add new perspectives creating sustainable and competitive businesses. Regardless if you aim to recharge a current product or service, reinvent new technology or reimagine future needs, our focus is always on human needs and behaviour in order to develop solutions with the clearest benefits to people and our planet. By combining our 40 years of advanced engineering, strategic innovation, digital services and product information solutions, we drive transformation in a wide range of industries with more than 2,000 dedicated employees based in seven different countries. Read more on www.semcon.com External Link
Source and top image: Cision

The London P&I Club has released new operational guidance for carrying and securing non-standardised cargo during transportation in a bid to reduce stowage risks and the number of serious accidents that have occurred as a result of inadequate securing arrangements.

The new guidance, entitled ‘Reducing the Risk of Damage to or Loss of Non-Standardized Cargo’, was released on 13 July 2022 and produced in collaboration with TMC Marine and Bureau Veritas.

The document provides general guidance and practical advice to crew, ship owners, operators, charters and  managers on the risks associated with safely stowing and securing non-standarised cargo, as well as precautions to reduce and prevent these risks. The London P&I Club stresses that it is not intended to replace official regulations and guidance notes or any document that forms part of a vessel’s Safety Management System, including the cargo securing manual.

According to the guidance, cargoes that have proven to be a potential source of danger due to inadequate stowage methods include portable tanks and receptacles, special wheel-based vehicles such as locomotives or mining equipment, wind farm components such as towers and blades, and offshore mooring equipment.

Carl Durow, Loss Prevention Manager at The London P&I Club, said: “Ships carrying non-standardised cargo face an increased risk of loss or damage during transit due to the infrequent nature of such cargo. General carriers may lack the experience in securing different loads.”

“We wanted to highlight effective methods that crews can take to ensure that cargo is secured properly, reducing the risks of liability related to damaged or lost goods, damage to the vessel itself or the safety of crew members or other ships at sea.”

Inadequate securing arrangements for non-standardised cargo can lead to injury and loss of life, not only at sea but during loading and unloading. In addition, forces arising from wind and sea motions during transit can put the cargo and the vessel at risk due to acceleration and transverse motions.

Charterers should ensure that their vessel is fit for purpose, while shop owners and operators should only tender suitable vessels for specific cargoes. The London P&I Club guidance noted that appropriate precautions should also be taken for cargo with abnormal physical dimensions to ensure that no structural damage to the ship occurs and to maintain adequate stability throughout the voyage.

The London P&I Club recommends that an independent cargo securing survey be carried out when carrying non-standarised cargo in order to ensure that effective stowage methods have been applied. The guidance also recommends that the cargo surveyor liaise with the Master, Chief Officer and stevedores during the survey, and that a full report with photographs is produced prior to transit.

Ian Barr, Director at The London P&I Club, said: “We are always looking to ensure that our members have the guidance and expertise to be able to securely stow any cargo.”

“At The London P&I Club, we have the knowledge and experience to be able to provide best practices for all cargo stowage incidents, including securing non-standarised cargo. This guidance is the latest example of how we work closely with our members to provide that expertise.”

Source: https://www.seanews.co.uk/shipping-news/the-london-pi-club-has-published-new-guidelines-to-decrease-cargo-loss-and-responsibility-claims/


Korean Register (KR) has signed a Memorandum of Understanding (MOU) with KLCSM and Samsung Heavy Industries (SHI) to jointly research and approve the application of autonomous navigation systems for mid- to large-sized vessels.

The agreement, which was signed on 23 June at this year’s Korea Ocean Expo in Incheon, Korea, will accelerate the commercialization and international competitiveness of domestic autonomous ship equipment and technology by establishing an actual ship-based autonomous operating system that is jointly developed between domestic shipping companies, shipyards and KR.

The announcement comes as an increasing number of shipowners integrate artificial intelligence (AI), Internet of Things, Big Data and sensor systems into their vessels in order to assist vessel crews.

According to the MOU, SHI’s autonomous navigation system, known as the Samsung Autonomous Ship (SAS), will be applied to KLCSM’s fleet of operating ships to perform risk assessments, develop and certify cyber-security systems, and review the conformity of various agreements and standards for future domestic approval.

In addition, SHI will conduct a comprehensive collaboration for the commercialization of autonomous navigation systems through the certification of ship equipment and Marine Equipment Directive (MED) for Electronic Chart Display and Information System (ECDIS) modules.

“KR will provide technical support for this project in order to further the development and operation autonomous navigation systems,” said YEON Kyujin, Head of Plan Approval Center at KR.

“With this latest joint cooperation, more autonomous navigation systems will be successfully applied to ships, which will further increase the efficiency of ship management,” said KWON Ohgil, Managing Director of KLCSM.

“We also expect to improve vessel safety and improve the environment of ship operations amid a current shortage of sailors.”

KIM Hyunjo, Director of the Marine Shipbuilding Research Center of SHI, said:“SHI is focusing its capabilities on the research and development for the commercialization of autonomous navigation technologies for ocean and coastal navigation, including conducting practical ship operations based on the maritime demonstration of our own SAS autonomous navigation system.”

In addition to this MOU, KR has been building up its related classification certification performance and autonomous navigation ship technology by applying its rules, cyber-security certification and risk-based approval in accordance with its ‘Guidance for Autonomous Ships’ which was published in 2019.

Source: https://www.seanews.co.uk/shipping-news/kr-enters-into-a-mou-with-klcsm-shi-for-collaborative-work-on-autonomous-navigation-technologies/


The Accident

On December 1, 2020, the crew of the bulk carrier Blue Bosporus were carrying out a free-fall lifeboat drill at anchor in English Bay, British Columbia. After the four wire rope slings for lowering away the free-fall lifeboat were attached, the third mate and an AB went aboard the boat to conduct a test launch. The third mate activated the release hook, and the lifeboat slid forward about 25cm. At that point, three slings connecting the boat to the davit failed, along with the bracket connecting to the fourth sling. The boat fell 45 feet into the water.

Both crewmembers aboard were seriously injured – one with leg injuries and one with an injured hand – and they were taken to a hospital for treatment. The boat’s hull sustained damage where it struck the water. Most (but not all) of the broken sling components were retrieved for analysis. 

A post-accident investigation found that the crimp sleeves on the slings had weakened over time due to stress corrosion cracking – a common problem for stainless steel. In addition, one of the slings was shorter than the others, meaning that it took the full load of the boat when the hook was initially released. This sling failed first, followed by the others in sequence.

The crew were under orders to exit the lifeboat after releasing the hook, before the boat was lowered into the water using the davit – a practice consistent with IMO guidance.

However, they still needed to be present in the boat in order to release the hook. They were in the practice of standing without securing themselves to the seats while carrying out this task. “There had been no assessment of the risk associated with standing unsecured in the lifeboat when it was suspended by its slings,” TSB concluded.

The vessel’s maintenance schedule did not specifically cover inspecting the condition of the slings, according to TSB. After the casualty, the shipowner installed new load-tested sling assemblies and brackets, and it sent a safety circular to update its requirements for lifeboat inspections and drills.

Source: Canada Transportation Safety Board (TSB)


The Seafarers International Relief Fund has called for feedback on what more needs to be done to support seafarers impacted by the Ukraine crisis.

In an effort to review the effectiveness of the response so far and to plan for the future, the Seafarers International Relief Fund (SIRF), together with the Ukraine Charity Co-ordination Group, have launched a survey. It is calling on individuals and organisations in the maritime and welfare sectors to share their experiences on the support given so far to those affected by the Ukraine crisis and the ongoing needs of seafarers.

SIRF launched the SIRF Ukraine appeal in March 2022 and has so far raised over $400,000 to support seafarers and their families impacted by the humanitarian disaster caused by the crisis in Ukraine.

SIRF continues to call for urgent donations to support its work. Thanks to the generous support already received, SIRF has delivered aid in the form of the most essential human needs, including shelter, food, water, transport, and access to medical services, but more is needed. SIRF’s support has been delivered by a wide range of maritime charities, trade unions and other non-profit organisations working in the region.

However, it now seems likely that the conflict will continue for some time, and the process of rebuilding lives, homes and communities will take even longer. For that reason, SIRF and the Ukraine Charity Co-ordination Group is conducting a survey to understand what is needed, where the gaps are, and how it can best respond. The results of the survey will help the seafarer welfare community to develop its longer-term strategy for supporting seafarers affected by the conflict.

Speaking on behalf of SIRF, Deborah Layde, Chief Executive of The Seafarers’ Charity, commented:

“The funds already raised by SIRF to support seafarers impacted by the Ukraine crisis are providing immediate, practical support to those in need and we are so grateful for the generosity of all those that have donated. But there is so much more that can be done, so we ask the industry to continue to dig deep and donate. The situation remains desperate, and seafarers and their families urgently need your support.

“However, we also need to plan for the months ahead. To do this, we need to hear from those who have been involved in helping seafarers so far. What more needs to be done to support the needs of seafarers impacted by the Ukraine crisis? Can we identify the top three priorities where we can target our resources and help? Many shipping companies, welfare providers and unions have done wonderful work to directly help affected seafarers, colleagues and families caught up in the conflict. We need a better picture of what is needed so we can prepare now for tomorrow’s needs. That is why we are calling on everyone to share their feedback by completing our survey.”
Source: https://www.seanews.co.uk/maritime-events/seafarers-welfare-fund-responses-to-the-conflict-in-ukraine-by-launching-survey/


South Korean Shipbuilder Daewoo Shipbuilding & Marine Engineering (DSME) has declared a crisis due to deteriorating business conditions. The company has stated that this decision was triggered by the debt to equity ratio going up to 547% due to several issues such as the cancellation of Russian Ship orders from Sovcomflot, the price hike of raw materials, and the prolonged strike of subcontractors and workers demanding better pay and working conditions.

The South Korean Ministry of Trade has stated that the condition of South Korean Shipbuilders is strong and that they have received the most orders in volume and have the highest value orders, beating their Chinese counterparts. However, DSME has stated in a regulatory filing that their losses mounted up to more than 120% due to a series of unfortunate events such as the Ukraine war and the rising costs of building materials. On a positive note, DSME also reported that they have already booked orders worth $5.47 billion this year and, in doing so, have reached two-thirds of the target of 2022.

So, while there is no shortage of work, there is an acute shortage of workers in the industry. The industry reduced its workforce by nearly 50% in the prolonged slowdown in orders and is now facing a challenge in returning them. Especially given the low wages of the workers in this sector, which government figures suggest are about 20% lower than manufacturing jobs in the semiconductor industry.

While no salary cuts or overtime for workers in DSME have been announced, the company has stated that it wants its employees to acknowledge the problem at hand and work to navigate the company out of this crisis.

Source: https://www.fleetmon.com/maritime-news/2022/38829/dsme-declares-state-crisis-due-mounting-pressure-b/


Spanish authorities are examining the sudden disappearance of a 50,789 DWT container ship captain. The vessel reached the Port of Algeciras late last week.

The Algeciras Express set sail from the port of Yalova, located on the Sea of Marmara south of Istanbul, on 30 June. La Guardia Civil de Algeciras reports that on 3 July, four days later, they were informed by the vessel’s first officer that their captain went missing.

The crew members thoroughly searched the vessel and reported that the captain was nowhere to be found.

The ship reached the Port of Algeciras on 7 July, but the authorities ordered the ship to anchor offshore until a new captain joined duty to take over the command of the Algeciras Express. Reports indicated that the port needed a captain to be on the ship to oversee its maneuvering into the dock.

Master
Image for representation purpose only

Owned by Seaspan and registered with Liberia, the container ship operates under charter to Hapag-Lloyd. Reports mentioned that Hapag arranged for a Ukraine-based captain to fly to the port and immediately join the vessel. The ship was permitted to proceed toward the dock on 10 July.

Once the ship was alongside, the police boarded it and began interviewing the first officer and the 28-member crew. The police searched the vessel and entered the missing captain’s cabin. Local media reports have indicated that the cabin was in good condition, and the captain had also prepared a navigation plan for 4 July. However, they could not locate any signs of struggle or the captain. Nothing seemed abnormal on the ship.

The relevant Spanish authorities have reported the same to Liberia as it is the flag state for the vessel. They are in touch with the Philippines as the captain was a Philippine citizen. Concerned Spanish authorities have listed the captain as missing.

The Algeciras Express was traveling with a few containers when it arrived but was allowed to get done with its typical container handling on Sunday at the port. On Monday, it was anchored off Algeciras, but later on, it was released by the Spanish authorities and is sailing toward Tanger-Med in Morocco.

Source: https://www.marineinsight.com/shipping-news/captain-of-container-ship-algeciras-express-goes-missing-mysteriously/


Avikus Corp., a subsidiary of Hyundai Heavy Industries Group, is planning to expand the application of its autonomous navigation solutions to leisure boats.

On July 12, the company demonstrated the self-navigation of a leisure boat for the first time in Korea. The leisure boat powered by the self-driving solution NAS 2.0 showed more delicate movements than when it was operated by humans. In particular, the boat’s anchoring technology through auto-docking stood out. Cameras on the boat analyzed surroundings, so the boat turned its hull 90 degrees to accurately enter an anchorage, which is about 3.5 meters wide per unit.

Abikus plans to expand its autonomous navigation business to the boat sector from the end of this year. “The self-navigation market is now beginning to open, so there is no clear strong player in the market yet,” said Lim Do-hyung, CEO of Avikus. “If we secure self-navigation technology ahead of others, we will be able to secure leadership as the first mover.”

“High value-added ships are produced in hundreds of units a year around the world, but leisure boats constitute a larger market as more than 10 million units are produced a year,” Lim said. “We will hold a demonstration session at the largest boat exhibition in the United States at the end of October.”

The company provides Hyundai intelligent Navigation Assistant System (HiNAS) for large merchant ships and Avikus intelligent Boat Autonomous Solution (AiBOAT) for boats. HiNAS has two options, Navigation Assistant System (NAS) and Berthing Assistant System (BAS), while AiBOAT has four options:  NAS, Docking Assistant System (DAS), NAS 2.0, and DAS 2.0.

NAS, BAS, and DAS are degree 1 autonomous solutions that assist sailors. NAS 2.0 and DAS 2.0 are degree 2 solutions that replace sailor’s recognition, decision, and control capabilities completely.


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