Maritime Safety News Archives - Page 8 of 258 - SHIP IP LTD

New Delhi, Sep 5, (Fast Mail News):– Inmarsat, the world leader in global, mobile satellite communications, has launched Fleet Safety to modernise safety communication and improve safety standards in global shipping. Several years in the making, and a successor to the industry-leading maritime safety service, Inmarsat C, the formal launch follows the successful conclusion of Fleet Safety sea trials.

Fleet Safety was granted International Maritime Organization (IMO) approval under Global Maritime Distress and Safety System (GMDSS) requirements following the assessment by the International Mobile Satellite Organisation (IMSO).

Following the launch of RescueNET and SafetyNET II, Inmarsat has updated documentation and created training material to ensure the industry is ready for the new safety service. In addition, Inmarsat has added Fleet Poll a new data reporting service for Long Range Identification Tracking (LRIT), Vessel Monitoring Systems (VMS) and asset tracking as well as Ships Security Alert System. The next stage is to gain Flag State approval for adoption across the maritime industry.

Peter Broadhurst, Senior Vice President of Safety and Regulatory, Inmarsat Maritime, said “To this day, Inmarsat C forms the backbone of the GMDSS, with more than 100,000 marine terminals having safeguarded the lives of seafarers for over 30 years. However, as we move further into the digital era of shipping, technology can be used for enhanced safety and also provides new ways of tackling emerging challenges. The launch of Fleet Safety marks a turning point in the way satellite communications ensure the preservation of life at sea.”

Delivered via existing FleetBroadband or Fleet One voice and data services with the addition of a Maritime Safety Terminal, Fleet Safety offers unrivalled network availability and global coverage. Its new interface is also optimised for usability, making it easier for seafarers to access critical functionality and communicate with Maritime Rescue Coordination Centres (MRCCs) in an emergency. Now, a network of over 60+ global MRCCs can be contacted by voice or instant messaging at the touch of a button, in seconds.

Fleet Safety also includes an innovative Maritime Safety Information (MSI) interface and a Distress Chat function. The MSI feature allows users to control the stream of MSI broadcasts and download historic broadcasts, which include meteorological, navigational and search-and-rescue warnings. Meanwhile, the Distress Chat capability enables the creation of chat rooms between ships in distress, assisting vessels and MRCCs for quicker response/resolution times.

Given the functionality and features available to Fleet Safety users, Inmarsat has also invested in training seafarers, to help them realise the solution’s full potential. Going above and beyond user instruction, the approach aims to educate crews on the importance of being proactive in maritime distress communications.

“In a precarious situation, notifying rescue authorities early can prove pivotal in saving the ship and, more importantly, the lives of the crew on board,” said Broadhurst. “Seafarers will generally do their utmost to rectify an issue before requesting assistance, but Inmarsat’s Fleet Safety facilitates a culture for personnel to report situations early, rather than wait until events get beyond their control.”

Maritime safety is part of Inmarsat’s DNA. The company was founded in 1979 by the IMO to establish a satellite communications network for protecting the lives of seafarers. With the launch of Inmarsat C in 1991, it became the first satellite operator to meet the stringent requirements of the IMO’s GMDSS – a set of marine safety procedures that Inmarsat helped to define – for ship security alert systems.

Source: https://www.fastmailnews.com/page/detailnews/maritime-safety-communication-modernised-as-inmarsat-launches-fleet-safety/96810

Although shipping losses have more than halved over the past decade, fires on board vessels remain among the biggest safety issues for the maritime industry, according to a new analysis by Allianz. The global corporate insurance carrier analyzed over 240,000 marine insurance industry claims over the past five years costing over $9 billion reporting that the danger of fires is increasing and already the most expensive cause of loss, accounting for 18 percent of the value of all claims.

In a new safety bulletin, Allianz Global Corporate & Specialty reports that the number of fires on board large vessels has increased significantly in recent years. Across all vessel types and causes, fire/explosion was the second top cause of the 54 total losses reported in 2021 accounting for eight of the losses. Fires were second with only vessels that foundered, 12 vessels were lost in 2021. Further, over the past decade, fire ranks as the third top cause of loss overall, accounting for 120 out of a reported 892 total losses. Again, only foundered (465) or wrecked/stranded vessels (164), accounted for more claims.

In 2021, fire was the third top cause of shipping incidents overall around the globe – behind machinery damage (1,311) and collision (222). There have been 41 total losses involving ro-ros over the past decade with fires causing six losses. Among the specific incidents, they highlight the February 2022 fire and subsequent sinking of the ro-ro Felicity Ace, the June 2020 fire on the car carrier Höegh Xiamen, and the January 2020 fire on the containership Cosco Pacific. The common denominator in all the fires, as well as specific instances of container fires, was the presence of lithium-ion batteries.

“AGCS has long warned about the potential dangers that lithium-ion batteries can pose for the shipping and wider logistics industries, whether they are being transported inside electric vehicles or as standalone cargo, if they are not handled, stored, or transported correctly, with fire being a significant hazard,” said Captain Rahul Khanna, Global Head of Marine Risk Consulting, AGCS. “Batteries are not only a potential cause of fire if damaged, overcharged or subjected to high temperatures, they can also aggravate other causes of fire at sea and are difficult to extinguish as they have the potential to reignite days or even weeks later.”

Allianz highlights four main hazards involving the transportation of these batteries, including fire, explosion, toxic gases, and the potential for thermal runaway (a rapid self-heating fire that can cause an explosion), and is considered a likely element in the loss of the Felicity Ace this year. In most shipboard incidents, Allianz warns that a thermal runaway event can be a significant possibility unless immediate action is taken by the crew, such as suppressing a fire with copious amounts of water over a long period of time. However, this can be extremely challenging due to factors such as early detection being difficult, a shortage of crew members, and a lack of adequate firefighting capabilities on board.

The bulletin identifies the most common causes of the fire hazard as being substandard manufacturing of battery cells/devices; over-charging of the battery cells; over-temperature by short-circuiting, and damaged battery cells or devices, which, among other causes, can result from poor packing and handling or cargo shift in rough seas if not adequately secured.

Ro-ro and car carrier vessels they point out can be more exposed to fire and?stability issues than other vessels. To facilitate the transport of automobiles and other vehicles, the internal spaces are not divided into separate sections like other cargo ships. The lack of internal bulkheads can have an adverse impact on fire safety and a small fire on one vehicle or battery can grow out of control very quickly. Vehicles are not easily accessible once loading has been completed. The large volume of air inside the open cargo decks provides a ready supply of oxygen in case of fire.

“Safe carriage has become an emerging risk concern for the shipping community, raising questions about the adequacy of fire detection and firefighting capabilities on board vessels, cargo loading procedures, and even whether changes in vessel design may be necessary, given specialist equipment is required to extinguish any blazes,” says Khanna.

Allianz recommends that the primary focus must be on loss prevention, focusing on storage and in transit. They are calling for training to ensure staff is trained to follow correct packing and handling procedures and that seafarers have had Li-ion battery firefighting training. It is critical they said to check all EVs are properly secured to prevent any shifting during transportation. They also recommend checking whether the EVs have an undamaged battery system and ensuring there is no charging during the voyage In transit, anything that can aid early detection is critical, including watchkeeping/fire rounds and utilizing thermal scanners, gas detectors, heat/smoke detectors, and CCTV cameras.

“If the maritime industry is to improve its incident record related to the transportation of lithium-ion batteries all parties involved in the supply chain must understand the hazards involved, the most common causes, and the problems associated with transporting in commerce,” says Captain Randall Lund, Senior Marine Risk Consultant at AGCS, and one of the authors of the report. “Regulations and guidance are specific in addressing these batteries to help prevent most incidents, but these can only be effective if they are communicated and enforced.”

Source: https://www.maritime-executive.com/article/allianz-warns-number-of-fires-at-sea-increased-significantly

The National Transportation Safety Board issued three safety recommendations Thursday following an investigation into the Feb. 1, 2021, engine room fire aboard the bulk carrier Roger Blough.

The Roger Blough was docked in winter layup at the Fincantieri Bay Shipbuilding facility on Sturgeon Bay, Wisconsin when a fire started in the engine room. The cargo-unloading conveyor belts then ignited, causing extensive damage throughout the aft section of the vessel. The shipkeeper on board departed the vessel without injury. No pollution was reported. Damage to the Roger Blough exceeded $100 million.

NTSB investigators determined the fire originated at the burner for the diesel oil-fired furnace, which had been installed in the engine room to heat the space during the winter. The burner assembly was mounted onto the furnace’s air tube with an aluminum coupling. Investigators determined the coupling broke, allowing the burner to drop and fracture the fuel line supplying it.

About a month before the fire, the chief engineer believed the furnace was not working and thought the ignitor was not properly set. The vessel’s two engineers removed and reinstalled the furnace’s burner several times in their attempts to repair the furnace, which were unsuccessful. They contacted the furnace company’s technical representative who repaired the furnace. NTSB investigators concluded the repeated removal and reinstallation of the burner assembly during attempts to repair the furnace may have damaged the mounting coupling and led to its eventual failure.

When the fire erupted at night, the wireless monitoring and notification system, which was installed for winter layup, activated the alarm panel in the crew’s accommodation spaces and then notified the designated contacts. The shipkeeper was the only person on board but was not listed among the contacts.

The shipkeeper was not awakened until 7 minutes later when the smoke detector inside his stateroom sounded as thick black smoke filled the room. According to the report, had the shipkeeper on board been listed among the designated contacts to receive system alerts, he likely would have been awakened earlier and may have had an opportunity to extinguish the fire before it spread through the vessel.

NTSB determined that the probable cause of the engine room fire aboard the Roger Blough was likely the repeated removal and reinstallation of the furnace’s burner that led to the failure of its mounting coupling, resulting in the operating burner dropping to the bottom of its enclosure and fracturing the fuel supply line, which allowed diesel fuel to ignite. Contributing to the fire was the absence of a fire-activated automatic fuel oil shutoff valve on the fuel oil inlet piping before the burner, which would have stopped the fuel feeding the fire shortly after it started and limited the spread of the fire.

Marine Investigation Report 22/19 identified three safety issues:

Lack of regulations governing furnace installation and operations on board certain vessels,
Inadequate notification to onboard personnel of a fire, and Lack of fire-activated valve on the fuel oil piping to the burner on the furnace in the engine room.

As a result of the investigation, the NTSB issued one recommendation each to the U.S. Coast Guard, the American Bureau of Shipping, and Key Lakes Inc. NTSB recommended that the U.S. Coast Guard require that furnace installations on vessels be inspected to comply with National Fire Protection Association recommendations and to develop standards requiring installation of other types of shutdown mechanisms or safety alarms.

A similar recommendation was issued to the American Bureau of Shipping, which conducts oversight examinations for vessels like the Roger Blough. NTSB’s recommendation to the vessel owner, Key Lakes Inc. was to ensure that their designated contacts list includes each shipkeeper living and working on a vessel during layup.

“There are no regulations regarding winter layup procedures for commercial vessels operating in the Great Lakes,” the report said. “The lack of regulations or classification standards related to diesel oil-fired air heating furnace construction, installation, safety shutdowns, and system alarms poses a risk to life and property if the equipment is not installed and maintained to standards similar to those in place for other oil-fired equipment.”

“The National Fire Protection Association recommends that burner assemblies like the type installed on the Roger Blough have a fire-activated quick-closing valve on the inlet fuel oil piping next to the burner,” the report said. “When installed, this type of valve has a thermally activated mechanism that shuts the valve in the presence of fire to stop further flow of fuel to the burner. Had the burner assembly on the Roger Blough been fitted with a fire-activated quick-closing valve on its inlet fuel oil piping, the fuel feeding the furnace fire would have been stopped and thus the fire likely would not have spread so rapidly.”

The public docket for the investigation contains factual information, including interview transcripts, photographs and other investigative materials.

Survitec has launched a new Marine Evacuation System (MES) designed to the meet the emergency evacuation requirements of small to medium size passenger vessels, according to a press release.

Targeted at vessels with passenger capacities ranging from 300 to 1,500 persons, the new MES solution will be officially introduced to ship operators during the SMM Trade Fair before being rolled out for full market availability from early 2023.

The new MES solution builds on Survitec’s growing market share in the larger cruise ship market, the company said, where the company has installed some of the largest dry-shod MES systems on the most advanced cruise ships in the world.

“We were aware that there was demand for an extended service MES solution with high functionality to serve the ferry and small passenger cruise market. We went back to the drawing board and took a fresh look at how we could drive innovation to meet this need,” said Richard McCormick, AES and MES Product Manager, Survitec.

“The 30-month service interval this technology affords, brings convenience to the customer. This is because all of the complex logistics around servicing only have to be undertaken roughly every two and a half years. The cost savings for vessel owners are obvious,” added McCormick.

Using the fully enclosed, dry-shod helical (spiral) slide design of the company’s popular Marin Ark 2, the new MES solution ensures safe, rapid and intuitive descent for people of all ages and abilities. There is no restriction on the size of individual users, and crew can ascend the slide to assist passengers if necessary.

“The revolutionary helical slide technology from our Marin Ark 2 MES, trusted by major cruise operators for unrestricted, improved passenger experience and enhanced safety, is now available for ferries and small expedition-type passenger ships,” he added.

Fully enclosed single and double helical slide options are available in an asymmetric arrangement, the new MES solution comprises self-righting approved liferafts for 50, 100, 150 persons, with  SOLAS A, B and HSC emergency packs.

Survitec welcomes discussions with cruise and ferry operators on the new MES solution at SMM on Stand 428, in Hall B5, which takes place in Hamburg between the 6th and 9th of September 2022.

Source: https://www.cruiseindustrynews.com/cruise-news/28163-survitec-launches-new-mes-for-small-ships.html

Lithium-ion batteries are having an increasingly important impact on maritime safety. This is evidenced by the occurrence of fires on ro-ro ships, vehicles and container ships. According to a new report from the maritime insurer Allianz Global Corporate & Specialty (Agcs), the fight against these accidents, especially at sea, is proving to be particularly difficult. The only way to deal with these dangers is to take preventive measures as he explains Rahul Khanna, Global Director of Maritime Risk Advisory at Agcs. “Companies – she says – must do their best to adopt, implement and apply solid preventive measures. Indeed, with the rise of the electric car, more and more vehicles containing lithium-ion batteries will be transported by sea in the future ”.

The report, “Lithium Ion Batteries: Fire Risks and Loss Prevention Measures in Shipping“, Highlights four main risks: fire (lithium-ion batteries containing electrolyte, a flammable liquid); explosion (resulting from the release of flammable vapors and gases in a confined space); thermal runaway (rapid self-heating which can cause an explosion); and the toxic gases these accidents can cause. to produce. The most common causes of disasters are the production of accumulators and batteries that do not comply with the standards, the overcharging of accumulators or overheating due to a short circuit. Deterioration of accumulators or batteries, particularly related to poor packaging, incorrect handling or slippage of a poorly protected charge, can also be the cause of a disaster.

“Batteries are not only a potential cause of fire when they are damaged, overloaded or subjected to high temperatures. They can also exacerbate other sources of fire at sea and cause hard-to-extinguish fires, which can reignite several days or weeks later.In most accidents that occur aboard a ship, thermal runaway can be a factor. significant fire, if the crew does not take immediate action, such as extinguishing the fire by using large amounts of water for an extended period of time. Furthermore, this operation can be extremely difficult, especially if early diagnosis is difficult, if there are not enough seafarers or if the firefighting capabilities are inadequate ”.

Electric vehicle loss prevention measures on vehicle carriers and container ships

To mitigate the fire risk related to lithium-ion batteries when transporting electric vehicles on ships and containers, Agcs experts presented several recommendations for businesses, particularly in two sectors: storage and transport.

First, the personnel must be trained in packing and handling procedures and the sailors must be trained in fire fighting with lithium-ion batteries. Where possible, it should be checked that the state of charge of the batteries is suitable for transport. Electric vehicles with low ground clearance should be labeled, as this feature can cause problems with charging and discharging. Finally, ensuring that all electric vehicles are properly secured helps prevent slippage during transport. Any arrangements that can help with early diagnosis along the way are also essential. Fire safety bullets, thermal scanners, gas detectors and heat / smoke detectors are especially needed, as well as video surveillance cameras.

The report also lists several measures that can contribute to the safe storage of lithium-ion batteries. Also in this case, Agcs experts recommend staff training in packaging and handling procedures. In addition, an emergency response plan for damaged or overheated batteries and a risk control plan should be established to manage the receipt, storage, shipping and monitoring of packaged lithium-ion batteries. Finally, the prevention of exposure of batteries to high temperatures and their separation from other combustible materials, as well as the rapid removal of damaged or defective lithium-ion batteries, must be addressed.

“To limit accidents related to the transport of lithium-ion batteries in the maritime sector, the actors in the supply chain must understand the risks, causes and problems associated with commercial transport,” he said. Randall Lund, Senior Marine Risk Consultant at Agcs and author of the report with Miguel Herrera and Justin Kersey, also their maritime risk consultants at Agcs – There are specific regulations and instructions regarding these batteries that aim to prevent most accidents. However, they can only be effective if they are disseminated and applied. Only through a concerted effort by all stakeholders in the supply chain can we hope to reduce the number of accidents. “

Source: https://news.italy-24.com/trends/63545/fire-caused-by-batteries-a-risk-that-should-not-be-underestimated.html

When SMM kicks off in early September, maritime professionals from all over the world are set to rejoice at the return of this long-awaited industry event – not only to get the complete overview of innovations, solutions and technologies – but also to enjoy this unique opportunity to reunite with the people at the heart of the industry.

According to VIKING SVP Benny Carlsen, “VIKING Life-Saving Equipment returns to SMM in Hamburg this year to further reinforce its position as the industry’s full scope partner for safety, whose recent investments have also anticipated changing supply and service needs across the world of maritime.”

In the period since SMM 2018, VIKING has fully integrated lifeboat OEM and service leader Norsafe, become a force to be reckoned with in marine fire services, launched next generation ranges of PPE and established the unique HydroPen™ system as the market’s leading container firefighting technology. But the company has also invested in digital asset management, further strengthened its service organization, grown its ‘VIKING Academy’ training services, and enhanced and digitalized its supply and service agreements.

“It feels like forever since the last SMM, but now we can’t wait to welcome all existing and potential customers, partners and industry peers to our stand, where visitors can experience our full scope maritime safety solution” – says Benny Carlsen. “Covid-19 surely accelerated digitalization, but there have been other major developments in safety equipment supply and servicing since we last gathered at SMM, and we’ve been responding to, and driving, change. Safety comes first, but to stay competitive in challenging markets, successful operators maintain performance while also finding ways to maximize efficiencies and reduce cost.”

Most of the owners of 20000+ vessels having safety compliance managed under a VIKING Shipowner Agreement have included the concept’s subscription-based approach to liferaft supply and servicing; increasingly, customers are adding lifeboat service, marine fire equipment service, PPE exchange, and LSA on Demand to their agreements, Carlsen says.

“More and more, the VIKING Shipowner Agreement is the favored framework for customers for ensuring onboard safety and compliance. It replaces complexity with flexibility and reduces administration and operational risk, streamlining and simplifying their equipment management.”

OEM competence and product innovation remain critical, Carlsen emphasizes, pointing to VIKING’s development of new lifeboats and ranges of PPE for service engineers, seafarers and air crews. Another eye-catching solution is the unique LifeCraft™ – the world’s first flag and type approved advanced evacuation and survival craft system, capable of replacing lifeboats on cruise ships. VIKING also arrives at SMM buoyed by the success of landmark orders to equip the entire fleets of some of the world’s largest container carriers with its HydroPen™ container firefighting system. Most recently, A.P. Moller – Maersk adopted the solution for its entire owned vessel fleet.

“In a way, HydroPen™ is an embodiment of what we’ve been achieving: it improves safety for the crew, the cargo and the ship, and helps the owner avoid fire related risks to crews and assets – along with significant related financial costs.”

However, operators also increasingly looked to VIKING to cover safety needs “as a service”, says Carlsen. SMM therefore offered a key opportunity to showcase its new capabilities in marine fire services (MFS), following its acquisition of the Drew Marine Fire Safety division in 2019.

VIKING has consolidated the business with its own MFS, invested in a firefighting foam laboratory, opened an MFS training center and reached distribution agreements with foam supplier Dr. Sthamer. “The MFS team is now supported by a network of 150+ port locations and served by VIKING’s dedicated workshops and authorized service providers,” Carlsen adds.

In business growth terms, VIKING’s multi-brand lifeboat, rescue boat, launching and release gear maintenance, testing, retrofit and overhaul services was providing another relevant example. “We ensure quality and flexibility by controlling the entire service value chain including booking, administration, spares, execution, documentation, training and support,” he says.
Source: VIKING

In its post-accident investigation into the deadly Conception dive boat fire, the NTSB issued 11 recommendations for safety improvements aboard passenger vessels. Now, three years after the fire, NTSB says that not enough has been done to address its safety concerns – and it notes that the law requires the U.S. Coast Guard to act on its recommendations.

In the early hours of Sept. 2, 2019, the Conception caught fire while at anchor off Santa Cruz island. No roving fire watch had been posted, and 34 people who were asleep belowdecks were killed. The vessel burned to the waterline and sank.

Following the investigation, the NTSB issued seven recommendations to the U.S. Coast Guard and two to small passenger vessel associations. The NTSB also repeated its decade-old recommendation for the Coast Guard to require all passenger vessels to have a safety management system – the same way that tugs and towboats have to have an SMS under Subchapter M. NTSB has looked into three other passenger-vessel accidents since 2005 in which it believes an SMS would have made a difference.

“Three years ago, I made a promise to the victims’ families that I would vigorously work to ensure the safety recommendations we issued would be implemented,” said NTSB Chair Jennifer Homendy. “While I am encouraged by the progress that has been made, more work needs to be done. NTSB will continue to push until these recommendations are fully implemented.”

Of the three industry groups with members operating small passenger vessels with overnight accommodations, only the Passenger Vessel Association has taken sufficient action to satisfy the NTSB recommendations, the agency said. Two others in the charterboat sector have not yet responded.

At the Coast Guard regulatory level, a new SMS requirement for small passenger vessels – which NTSB has recommended since 2005 – is now in motion. New Coast Guard regulations are being developed for six other NTSB recommendations as well, but none have yet reached the implementation stage, according to NTSB’s tracking.

The NTSB noted that Elijah E. Cummings Coast Guard Authorization Act of 2020 requires that the Coast Guard carry out all of the NTSB recommendations issued or reiterated in connection with the Conception investigation.

“We appreciate Congress addressing these safety issues in legislation, and for the cooperation and partnership of the Coast Guard,” said Chair Homendy. “But this shouldn’t have taken an act of Congress to improve safety. Passenger vessel owners and operators should act now to ensure no one else loses a loved one in another tragedy on our waterways.”

With or without regulatory requirements, NTSB recommends that overnight passenger vessel operators:

• Install smoke detectors in all accommodation spaces and ensure they are interconnected.
• Ensure that the two emergency escape paths out of a berthing area do not lead to the same space, which can be blocked by a single hazard.
• Adhere to the terms of their vessel’s COI, including a requirement for a roving watchstander.
• Keep escape routes unobstructed.
• Implement a safety management system.

Source: https://www.maritime-executive.com/article/ntsb-more-action-needed-on-lessons-learned-from-conception-fire