Blackouts represent a major accident hazard for the passenger ship industry. A new DNV guidance paper “Managing the risks of blackouts” addresses the prevention and mitigation of blackouts to support safe operations as the sector finds its feet again following the pandemic.

In certain situations, the resulting loss of propulsion after a blackout may pose an imminent threat to the ship, its passengers and its crew. DNV’s new guidance addresses the main causes and risks associated with blackouts, while offering recommendations and best practices to prevent and mitigate them. The paper outlines a five-step structured approach that makes the information and practical tools easy to access and implement.

‘While in recent years there has been a lot of focus on sustainability factors, we urge owners and operators to not lose sight of the safety element. By increasing awareness of what to do to avoid and manage blackouts, we want to contribute positively to building trust,’ says Hans Eivind Siewers, Segment Director Passenger Ships & Ro-Ro at DNV.

Three actions to prevent blackouts on cruise vessels

If Siewers were to select just three core blackout prevention principles, they would be, firstly, that operators set clear safety performance goals while managing all conflicting objectives (such as decarbonisation and cost pressures) that might hinder those goals.

Secondly, they should assess the fault tolerance in power management and propulsion systems to ensure safe and reliable operations. This can be done by conducting Failure Mode and Effect Analysis (FMEA).

Thirdly, efforts should be made to bolster training, especially for new personnel, through blackout prevention and recovery testing, ensuring that power and propulsion systems, as well as human interaction, are robust and aimed at rapid recovery.

Also read: DNV gives approval in principle to new 12 MW floating offshore concept

Power losses on the rise

Blackout occurs when there is a sudden total loss of electric power in the ship’s main power system. Most passenger ship operators have experienced it, but the majority of such incidents occur in open water or while moored in port with minimal consequences. However, reported instances were on the rise pre-pandemic and in 2019, the media reported twelve power loss events on cruise ships that resulted in full or partial blackout while in transit or manoeuvring. That was up from four events in 2018.

Blackout is very much related to engine and machinery failures and the joint DNV/Lloyd’s List Intelligence 2012–2021 Maritime Safety report found that machinery damage accounts for 58 per cent of all passenger ship casualties. Factors such as new fuels, change of speed and other measures to remain compliant with Energy Efficiency eXisting ship Index (EEXI) and Carbon Intensity Indicator (CII) regulations could also increase the risks.

‘All this should prompt industry stakeholders to make machinery a focus area for safety amid the transition to cleaner energy carriers,’ says Siewers.

Five-step approach

In its paper, DNV introduces a five-step model for managing blackout and loss of propulsion risks both for ships in operation and newbuilds. This presents a user-friendly, logical progression examining the underlying interrelated causes of faults that lead to blackout and resulting loss of propulsion, and the factors influencing successful recovery.

Each step culminates in recommendations and best practice based on insights from incident statistics, literature reviews, workshops with key operators and collaboration with experts. Learnings have also been drawn from other segments, particularly offshore, which traditionally has a very strong safety regime.

Barrier-based approach to identify risks

There are many “barrier” risk models available to assist in the identification and management of risk. In this case, DNV has used a simplified bow tie model to present the threats and barriers that contribute to increasing/decreasing the likelihood of blackout and the mitigating barriers for supporting recovery.

Also read: Wagenborg general cargo ship grounds in Sweden after blackout

Barriers in a bow tie can be characterised as technical or operational. The latter can be manifested at an organisational or individual level. Risk management requires that all factors influencing human, organisational and technical (HOT) elements are identified and their interactions understood.

Regulatory framework provides minimum standards only

IMO rules, SOLAS regulations, together with core class rules, constitute the mandatory requirements for blackout prevention and recovery that generally provide a minimum technical standard for a newbuild. The aim of the SOLAS Safe Return to Port (SRtP) regulations, which apply to ships over 120 metres long, is to increase safety through more redundant and segregated system configuration. However, they do not specifically target operational reliability, where a single failure may still lead to functional loss of power, possibly requiring extensive manual intervention.

In segments where a blackout and even a temporary loss of propulsion may have severe consequences, additional measures are either required or voluntarily added by owners aiming for higher reliability or availability.

Ensuring operational reliability

To tackle machinery failures and reduce the risk of a total blackout, DNV published an additional class notation, Operational Reliability (OR), in July 2021. This applies to passenger ships built to SRtP regulations and specifically targets resilience and availability of propulsion, steering, electrical power and manoeuvrability.

Complexity of integrated systems poses higher risks

Blackouts can often be traced back to the operation of increasingly complex interconnected systems. Everyone is being pushed to design and implement technical solutions and operations that reduce costs and improve energy efficiency.

‘Integration complexity challenges our ability to fully understand how these systems behave in practice and has become an increasing concern for the entire industry,’ says Siewers.

The guidance paper is intended to support a step change in safety for operators, from gaining an overall understanding of causes of blackouts, defining safety ambitions and prudently managing conflicting goals to identifying appropriate operational and technical measures to reduce risk based on cost-benefit evaluations.

Article and pictures by DNV.

A repeat of the 2007 Pasha Bulker disaster was narrowly avoided with the swift action of skilled tugboat crew but one of the biggest players in the towage industry, SVITZER Tugs, is applying to the Fair Work Commission for the termination of their employees’ collective employment agreement and seeking cuts to the pay, conditions and job security of over 600 tug boat workers around Australia.

The cargo vessel Portland Bay lost engine power in heavy seas off the coast of New South Wales near the Royal National Park early yesterday morning. Tugs including the SL Diamantina and SL Martinique from Engage Marine and the Bullara from SVITZER Tugs worked through the day and night to tow the 170 metre long cargo ship to safety so that engine repairs could be undertaken.

The Maritime Union of Australia’s National Secretary, Paddy Crumlin, praised the skilful work of the maritime workers who prevented a potentially tragic disaster.

“For a vessel of its size, adrift within one nautical mile of shore, there was a strong likelihood it would have run aground if not for the skilful intervention of towage workers aboard the tugs which were despatched from Port Botany and Sydney Harbour,” Mr Crumlin said.

The cargo ship, which was unladen at the time it ran into trouble, nonetheless carries up to 1000 tonnes of fuel oil, which would cause an environmental catastrophe if the ship was damaged or ran aground.

“As tugboat workers employed by SVITZER are out in mountainous seas joining a flotilla of tugs saving a ship and its 21 crew from being smashed up on the rocks, SVITZER’s management are applying to the Fair Work Commission to strip these workers’ pay and conditions,” Mr Crumlin said.

“Incidents like today’s daring rescue of 21 seafarers in wild seas demonstrate the importance of skilled, professional and experienced workers in such a dangerous, essential industry. SVITZER should stop seeking to cut their workers’ pay and casualise their employment when it is these people we depend on in an emergency,” Crumlin cautioned.

“SVITZER workers and members of ITF affiliated unions throughout the globe remain dismayed by the aggressive anti-union management strategy at a time that their parent company has posted a $22 billion profit and foreshadowed ongoing returns in this ballpark,” Mr Crumlin added.

At the recent Maersk AGM, ITF representatives identified SVITZER’s anti-union position as being in complete breach of an existing ESG commitment between the parent company and Danish and ITF unions representing stevedoring, shipping, offshore and port services worldwide.

“The international seafarers and dockers meeting in London last week condemned SVITZER for their actions, calling on Maersk to bring them into line with their existing commitments to labour standards, particularly freedom of association and collective bargaining. SVITZER is an international embarrassment to the Maersk parent company,” Mr Crumlin said.

Source: https://www.mua.org.au/news/tug-company-seeks-cut-pay-workers-who-averted-disaster-stricken-cargo-ship

Saronic Ferries has today announced their partnership with C-Job Naval Architects. For the Greek owner, C-Job will develop the design of the first fully-electric Ro-Pax ferry in Greece.

Saronic Ferries, the largest ferry operator for the Saronic islands, is realising its mission to operate a purely emissions-free fleet by 2040 to all destinations. George Papaioannides, Partner of Saronic Ferries, says: “We are taking a step towards a cleaner world and we envision our operation in the Saronic Islands to be the inspiration for others to initiate more green fleet renewal projects in Greece.”

“We lead the way encouraging potential stakeholders to embrace change and move things forward, both on the vessel design front and on the land-based infrastructure and supply. One can’t come without the other” said Joseph Lefakis, Partner of Saronic Ferries. “C-Job, at its core, is a key player in sustainable ship design, worldwide. Sharing the same values with them, naturally led to this cooperation.”

Source: C-Job Naval Architects

C-Job Naval Architects is an international independent ship design company with a mission to drive the maritime industry towards sustainability by dedication and ingenuity. The organization opened a branch office in Athens in 2020 as a response to increased demand and to be closer to its clients in Greece as it remains at the centre of the global maritime industry.

Nikos Papapanagiotou, Director of C-Job Athens, says “We’re proud to have been chosen as partner to Saronic Ferries to develop their zero-emission ferry and support their sustainable ambitions.

“We’ve been researching alternative fuels and energy sources for nearly a decade and have applied this knowledge and other innovations to our designs. Thanks to our experience and R&D team, we’re able to show how design choices will affect operations and create the optimal design for each situation.”

C-Job delivered an initial design to Saronic Ferries following an extensive sustainable fuel feasibility study. The zero-emission passenger Ro-Ro ferry has a capacity of 800 passengers and will feature a variety of sustainable aspects, including fully electric propulsion. The ferry will recharge in the port of Piraeus. The design will include state-of-the-art features in energy-saving solutions and top-in-its-class interior design, offering passengers utmost comfort at no expense to the environment. This is where the journey to zero harmful emissions in Greece begins.

The vessel is expected to join the fleet in 2026, sailing between Piraeus and the islands of Aegina and Agistri, provided the infrastructure required in the port of Piraeus is in place.
Source: C-Job Naval Architects