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The Coast Guard Office of Design and Engineering Standards has released Marine Safety Alert 05-22, to inform the Coast Guard Officers in Charge, Marine Inspection (OCMI) and the maritime industry that double block and bleed systems design, installed and operated in accordance with 74 SOLAS (14) II-2/5.5 are authorized under 46 CFR § 32.53-10(b) without the need for approval from the Coast Guard Marine Safety Center (MSC).

A “non-return device” functions in the Inert Gas System (IGS) to prevent hazardous or flammable cargo vapors from flowing from cargo areas back towards machinery spaces and possible ignition sources. The double block and bleed valve arrangement isolates or blocks the return of gas from the cargo area to the engine room and permits the bleeding of any residual gas in the IGS.

Title 46 CFR Subchapter D, Subpart 32.53 contains the applicability and technical requirements for IGS on tankship vessels. Currently, 46 CFR § 32.53-10(b) requires each IGS be “designed, constructed, and installed in accordance with the provisions of SOLAS II-2, Regulation 62 . . . .” However, Regulation 62, has been superseded by SOLAS Chapter II-2, Regulation 5.5.¹ This revised regulation requires compliance with the International Maritime Organization (IMO) Fire Safety Systems Code (FSS Code), Chapter 15, which includes the ability of applicable vessels to use a double block and bleed system in addition to a deck water seal. ²

As such, a non-return device arranged as a double block and bleed in accordance with the FSS Code may be accepted without MSC approval. However, MSC approval or certification by a Recognized Organization (RO) under 46 CFR Part 8 must still be obtained for dry seal types. Coast Guard Port State Control Officers who examine a vessel without an MSC or RO approval for a dry deck seal type should issue a deficiency to be rectified prior to next U.S. port after sailing foreign (Code 40).

This notice should be utilized until changes are incorporated into the Code of Federal Regulations (CFR). Questions concerning this notice or vessel inert gas systems may be forwarded to Coast Guard Office of Design and Engineering Standards, at: typeapproval@uscg.mil.

¹ Under SOLAS Chapter II-2, Regulation 5.5, the Administration has the ability, after giving consideration to the ship’s arrangement
and equipment, to accept other fixed installations.
²Chapter 15 is amended by IMO Circular MSC.367(93). Paragraph 2.2.3.1.2 of IMO MSC.367(93) states, “The first non-return
device shall be a deck seal of the wet, semi-wet, or dry type or a double block and bleed arrangement.”

Three injured crew members have been taken to hospital following an explosion on a Mediterranean Shipping Co (MSC) container ship off France.

The blast occurred in the engine room of the 8,189-teu MSC Rachele (built 2005) on Tuesday morning, according to the French Mediterranean Maritime Authority.

The incident caused a fire on board and the ship lost power.

Regional emergency authorities were alerted when the vessel was about 40km off Cape Cepet, en route for Fos-sur-Mer.

Several army helicopters and medical teams were sent to the scene, and the three injured seafarers were airlifted from the boxship.

Two of the wounded were evacuated to the Sainte-Anne military hospital in Toulon, and the third to the Sainte-Musse hospital.

There has been no word on their condition.

Switzerland-based MSC has been contacted for further information.

France Bleu reported that the MSC Rachele had been due to be towed overnight to the port of Marseille by a towage company contracted by the shipowner. AIS data shows it anchored there on Wednesday morning.

French authorities ordered the activation of level two of the Organisation de la Reponse de Securite Civile (ORSEC) plan, making it possible to mobilise reinforcements and experts in the area.

Blaze brought under control

The fire on board the vessel was reported to be under control by the afternoon.

Damage to the Panama-flag ship is not yet known.

No immediate threat was identified in terms of pollution or maritime safety.

The MSC Rachele is entered with the North of England protection and indemnity club, as of May this year.

The ship has a clean port state control detention record stretching back to its delivery.

IMO is assisting Namibia’s maritime administration to put in place a legal framework that gives full and complete effect to IMO instruments dealing with maritime security. A five-day workshop (20-24 June) hosted by the Namibian Directorate of Maritime Affairs (DMA), in Walvis Bay, Namibia, is bringing together 26 participants from key national agencies*.

The event, which included a site visit to the Port of Walvis Bay, marks IMO’s first visit to Namibia under the EU Port Security Project. It is anticipated that future workshops will involve further collaboration between implementing partners IMO, UNODC and INTERPOL, with coordination from the Indian Ocean Commission (IOC) and funded by the European Union.

* the Office of the Attorney General; Office of the Prosecutor General; Ministry of Defence; Ministry of Home Affairs; Namibian Ports Authority (NAMPORT); Ministry of Environment; Forestry and Tourism; Ministry of Justice; Ministry of Fisheries and Marine Resources; Ministry of Mines and Energy.

he widely respected veteran association, which now represents more than 80% of the world fleet, deferred the celebration from last year as a result of the pandemic.

Chairman Esben Poulsson, who this week completes an outstandingly successful term as chairman, drew historical parallels in his speech to guests between the challenges which the organisation was set up to address and those which confront it today.

Under its original name, the International Shipping Conference, the organisation held its first meeting at the Hotel Victoria in London in 1921. In the spirit of international cooperation which prevailed following the establishment of the League of Nations two years earlier, 14 national shipowner associations agreed to work together to respond to the international regulatory regime then emerging, and to promote the principle of freedom of the seas. The achievement of consultative status at the IMO in 1961 was the starting point for ICS’s role representing global shipping’s views at IMO meetings.

The organisation now includes 34 national associations, but its core purpose remains the same. These days the key issues include decarbonisation, the theme of its one-day conference this week, and the industry response to digital technologies.

But a sharp focus at the dinner was on seafarer welfare, a subject on which the ICS has been outspoken throughout the pandemic. There is little doubt that it will continue to be a big preoccupation under its new Chairman, Emanuele Grimaldi, supported by Secretary General Guy Platten.

In a report released today, the International Seafarers’ Welfare and Assistance Network (ISWAN) details the findings from phase two of its Social Interaction Matters (SIM) Project and provides actionable guidance and recommendations for shipping and ship management companies, seafarers and other maritime stakeholders.

The project is funded by the Maritime and Coastguard Agency (MCA) and the Red Ensign Group (REG), who sponsored the project with the help of Trinity House and funding from the UK Government.

The SIM Project’s phase two research gathered first-hand accounts from the seafarers of 21 vessels from 10 different shipping companies operating worldwide, and examined the data to explore the impacts, drivers and barriers of social interaction whilst living and working on board. The research took place between November 2020 and January 2022 and coincided with the COVID-19 pandemic, the pervasive influence of which is demonstrated and explored throughout the report.

Dr Kate Pike, the SIM Project’s Research Lead, said: ‘The project has shown that social interaction promotes mental and physical health and provides an essential outlet for seafarers from their work on board. It enables all crew to get to know each other better which supports a caring environment that helps to develop a strong safety culture where people look out for each other. Social interaction and activities are not just pleasurable pastimes, they are a necessity that should be fully supported by shipping companies and strong leadership on board and ashore.’

The findings highlight the importance of engaged and visible leadership both on board and ashore, to support and encourage crew participation in any social activities. Vessels in the SIM trials that supported their crew in this were able to mitigate the effects of long hours, numerous port calls and other factors that otherwise lowered mood. The report also states that more clearly established boundaries are needed between work and rest time on board.

From these findings, along with those from the project’s phase one, ISWAN has developed a set of actionable guidance and recommendations for shipping and ship management companies, seafarers and other maritime stakeholders to improve opportunities for crew to socially interact. These are designed to help promote a varied programme of social events, tailored to different crew needs and diversities, and different voyage plans and vessel specifications.

Among the report recommendations is the appointment of a voluntary Social Ambassador on board every vessel to help convene social activities and promote crew engagement. ISWAN also recommends free WiFi services for all crew to stay in touch with family and friends and access online entertainment; and frequent review of recreation facilities to ensure they meet the crew’s preferences and needs.

The report concludes that further research is needed into the effects of fatigue and tiredness, and their impact on seafarer mental health. ISWAN plans to continue the development of SIM as a long-term project for seafarer wellbeing, starting with a controlled evaluation of the effectiveness of the project’s guidance and recommendations which ISWAN hopes will lead to its establishment as a continuing resource for the sector.

Georgia Allen, ISWAN’s Project Manager, said: ‘I am so pleased to be able to share this SIM Project phase two report, which is the product of much commitment from all those involved. Much like the lives of the seafarers we sought to understand more about, phase two of the project has resulted in a richly diverse and fascinating body of data which has laid the foundations for much more work to come. ISWAN is committed to the long-term improvement of the lives of seafarers and their families worldwide, and improving seafarer wellbeing through greater understanding of the importance of social interaction and its increased facilitation is central to this and we will continue to work to promote the mission of SIM long into the future.’

Katy Ware, Director of UK Maritime Services & Permanent Representative of the UK to the IMO, Maritime and Coastguard Agency (MCA), said: ‘I am delighted to see the continuation of this vital work in recognising the importance of social interaction to the wellbeing of seafarers. It is important to see the recommendations from phase one put into action and we have already seen that small steps can have huge impacts, such as having a designated wellbeing ambassador on board.

‘There are many aspects of life at sea that cannot change, but this research shows that wellbeing is not one of them and it can be improved by strengthening social interaction, particularly alongside organisational commitment.’

ISWAN’s Social Interaction Matters (SIM) Project Phase Two Report can be downloaded here.

For more information about the report and/or the project, please contact Georgia Allen, Project Manager at ISWAN, at georgia.allen@iswan.org.uk.

A new autonomous surface vehicle (ASV) recently entered service with the Royal Australian Navy (RAN) and has already begun undergoing a series of operational tests.

Built by Melbourne, Florida-based unmanned technology company Maritime Tactical Systems (MARTAC), the catamaran craft is capable of fully autonomous and semi-autonomous operations, though there is onboard space for two human operators plus safety personnel. Numerous examples of this same ASV are already in service with the US Navy while this is Australia’s initial purchase of this type of unmanned craft for defence applications.

The RAN’s new MARTAC ASV has a length of 11.5 metres, a beam of 3.3 metres, a draught of only 0.46 metres, and a displacement of approximately three tonnes. Two 223kW diesel outboard engines propel the craft to a burst speed of 80 knots while a cruising speed of 25 knots will enable it to cover 500 nautical miles. Operations are possible even under conditions of Sea State seven with wave heights of up to 12 metres.

The ASV itself is capable of deployment from and recovery aboard larger unmanned surface and subsurface vessels, ensuring enhanced operational flexibility. A wide range of surface and subsea sensors with a maximum total displacement of 2,040 kilograms can be fitted on the craft. In its present configuration in Australian service, the ASV has an electronics and sensors suite that includes a Furuno radar and two rotating thermal cameras. The radar and one thermal camera are mounted on a rollbar while the second thermal camera is installed near the stern ramp.

The MARTAC ASV was unveiled during the recently concluded RAN-led, joint Australian-UK-US Exercise Autonomous Warrior 2022, a series of exercises for testing new technologies that are designed to perform a broad range of maritime security missions.

The RAN will operate the MARTAC ASV primarily as a test and experimentation platform along with a smaller electrically-powered ASV that was also supplied by the same builder. Both ASV types can operate together with the smaller craft capable of deployment/recovery via the larger vessel’s own stern ramp. The RAN expects that the larger MARTAC ASV will operate as a carrier vessel for long-range transits while the smaller ASV, which features low-observable technology, will be utilised in high-threat environments.

Press Release: Lloyd’s Register (“LR”), a global provider of maritime professional services, has acquired OneOcean, a leading supplier of voyage compliance, safety and environmental solutions, from Equistone Partners Europe (“Equistone”), a leading European mid-market private equity firm.

This move will accelerate LR’s ambitions to be the maritime industry’s trusted adviser for compliance, safety, performance and sustainability solutions, enabling clients to benefit from more efficient, cleaner & safer operations.

The pedigree of OneOcean will expand and considerably complement LR’s existing digital solutions, including fleet management (Hanseaticsoft) and vessel performance and optimisation (i4Insight, C-MAP Commercial and Greensteam) portfolios.

OneOcean solutions are currently used by more than 16,000 vessels to support and optimise compliance, safety and environment, increasing transparency and simplifying complex regulations and tasks to enable teams to work more transparently for efficiency and enhanced decision making.

OneOcean was created by the merger of ChartCo, in which Equistone first invested in 2016, and Marine Press in 2019. With Equistone’s support, OneOcean has changed and grown rapidly, with four acquisitions, two divestments, a merger and a complete cultural change from product distributor to leading-edge software solutions provider.

LR Group CEO Nick Brown said: “The acquisition of OneOcean propels LR to the position of a leading digital player in the maritime industry enabling clients to make better commercial day-to-day decisions, reducing risks, improving operation efficiencies and critically meeting complex maritime regulatory requirements. We recognise that there has never been a more pressing need for specialist maritime advisers to guide and support clients through the fundamental changes they face, helping to define the route to compliance, operational efficiency, sustainability and competitive agility. With this acquisition, LR will be an even more valuable partner to our clients.”

Martin Taylor, CEO of OneOcean said: “We are really looking forward to working with Nick and his team to create a catalyst for change in an industry that needs to adapt as rapidly as when coal replaced sails. OneOcean has grown phenomenally over the last 20 years to be a clear market leader, now joining the LR family provides a fantastic home for the next chapter of growth. Together we have the scale, reputation and expertise – combining both digital and advisory capabilities – to meet the challenges faced by the industry. This is an exciting move for OneOcean, LR and the wider maritime community.”

Tim Swales, Partner at Equistone, said: “This business has undergone remarkable transformation and growth over the past six years, since we first invested in ChartCo and then supported the formation of OneOcean through the merger with Marine Press. Martin and his team have built a high-quality business that is in the vanguard of the marine industry’s shift towards digital solutions, and it has been a pleasure to work with them. In Lloyd’s Register we are confident we have found the right partner to support OneOcean through this next stage of its growth.”

The deal is subject to regulatory clearance and is expected to be complete by the end of the summer.

The partners said that the MoU will enable fast tracking of vessel data collection for the support of compliance and performance across safety, carbon emissions and cyber security.

Marlink’s hybrid connectivity will be linked to BV’s digital and safety services; the companies will make it easier for mutual customers to adopt more secure digital tools over the Marlink network.

A working group will help shipowners in the area od regulatory compliance and improving security of data collection onboard vessels, removing barriers for technologies like remote operation, smart vessels and eventually autonomous operations.

The MoU is on an open source basis, opening the door for third parties to contribute where applicable.

“This is a partnership with real purpose whose foremost point is to take action to integrate digital tools and services that can bring value for shipowners and encourage and further develop cyber-secure, innovative Class operations,” said Matthieu de Tugny, President, Bureau Veritas Marine & Offshore.

“Shipowners face huge efficiency and compliance challenges over the next decade and these need to be considered now to create a future-proof path that can integrate core operational components onboard and ashore,” said Tore Morten Olsen, President, Maritime, Marlink. “Digitalisation is critical to improving voyage optimisation and vessel performance, achieving regulatory compliance and meeting ESG goals, but shipowners shouldn’t have to act as project managers – this partnership means they can streamline and simplify their digital journey based on Class guidelines and recommendations.”

Autonomous vessels or driverless vessels can operate themselves and perform necessary functions without any human intervention. These vessels work alongside manned vessels with minimal autonomous-specific regulation. Autonomous ships achieve autonomy by the use of technologies similarly found in autonomous cars and autopilots. Sensors provide data with the help of infrared and visual spectrum cameras supplemented by radar, sonar, lidar, GPS, and AIS which will be able to supply data for navigational use. Mayflower and Zhu Hai Yun are autonomous vessels used for ocean exploration. These unmanned vessel runs on solar energy and uses IBM AI, automation, cloud, and edge technologies to provide a safer, more cost-effective alternative to manned ships.

Autonomous ships: Mayflower, and Zhu Hai

The Mayflower Autonomous Ship project is led by marine research organization ProMare with IBM acting as both lead technology partner and lead scientific partner for the project. And China recently launched Zhu Hai Yun, the world’s first AI-powered drone carrier, raises questions like whether such a vessel will be used only for marine research or if such technology could be transferred and used for military applications.

The Zhu Hai Yun or Zhuhai Cloud vessel is not only an unprecedented precision tool at the frontier of marine science, but also a platform for marine disaster prevention and mitigation, seabed precision mapping, marine environment monitoring, and maritime search and rescue. And also Mayflower autonomous systems promise to transform ocean-related industries such as shipping, oil & gas, telecommunications, security & defense, fishing & aquaculture.

Zhu Hai Yun could also be used for military applications and to deploy smart mines. And it is considered a prelude to the People’s Liberation Navy’s Type 076, the Landing Helicopter Dock, which is currently in the development phase and can carry the Unmanned Combat Aerial Vehicles on its deck. In the future, networks of autonomous research vessels, drones, and submersibles could spend months at sea, allowing human oceanographers more time for data interpretation and action rather than data collection.

Back in March, it was reported that sanctions against Russia due to its war in Ukraine were affecting ports across the entirety of Europe, with many backlogs, disruptions, and looming threats. Perhaps no port was more affected than the Port of Rotterdam in the Netherlands, where hundreds of shipping containers all of a sudden were stranded at the port, filled with imports or exports that were banned under the European Union’s sanctions again Russia. By the beginning of April, when the Russia-Ukraine war had continued for over a month, the hundreds of stranded containers became thousands.

Since March, the problem has worsened as the war has continued and China was forced to lockdown due to Covid.

Now, further issues at the Port of Rotterdam threaten to complicate the global supply chain again. This time, the issue is mainly with empty containers. As reported by Bloomberg.com, empty containers are getting stuck at the Port of Rotterdam, as shipping carriers are focusing more on undelivered goods from containers that were not yet opened and delivered. Due to that policy, empty containers are being pushed to the back of the line.

The main issue with neglecting empty containers at the Port of Rotterdam is that the containers are not able to make their way back to Asian countries and their respective ports. However, these empty containers are needed as there has been a global container shortage for some time now and Asian countries have a backlog of goods that need to be exported and shipped out. Without the containers to ship these goods, they stay at Asian ports and further the overall supply chain delays plaguing the world.

The shortage of shipping containers worldwide is even worse in China, after that country locked down again throughout the spring.

China, which has continued to adopt a zero-Covid policy, even as the contagious Omicron variant changed the game for containment efforts, locked down major cities including Shanghai and Ningbo, earlier this year. Those lockdowns have created an even-worse backlog of goods than the rest of the world is experiencing. Indeed, U.S. consumers have felt the effects with some goods like furniture, housewares, clothing, etc. backordered for months in some cases.

The situation at the Port of Rotterdam is not helping. There were already fewer voyages by shipping carriers from Shanghai and other Chinese port cities to Western countries due to the lockdowns. Delays at Rotterdam are complicating matters. At the moment, it is unclear when the situation will get better. Port officials at the Port of Rotterdam have refused comment, while the Chinese government has fully reopened Shanghai. Now, shippers must wait and see if the backlog eases or if someone takes action.

Newer Posts

Older Posts

MSIB: Acceptance of IMO code for fire safety systems for tank vessel inert gas systems – double block and bleed non-return device

Three seafarers airlifted after blast on MSC container ship

Blaze brought under control

Maritime security support for Namibia

ICS 100th anniversary – looking back and forwards

Research Into Social Interaction Among Crew Members Informs New Guidance For The Maritime Sector

VESSEL REVIEW | ROYAL AUSTRALIAN NAVY DEBUTS FAST AUTONOMOUS BOAT

LR acquires OneOcean in maritime growth strategy drive

Marlink and BV ink data and cyber security partnership

Autonomous vessels: Mayflower, and Zhu Hai Yun not only for ocean exploration but also for security

Autonomous ships: Mayflower, and Zhu Hai

Port of Rotterdam Container Issues Threaten More Supply Chain Disruptions

Since March, the problem has worsened as the war has continued and China was forced to lockdown due to Covid.

The shortage of shipping containers worldwide is even worse in China, after that country locked down again throughout the spring.

How AI Is Transforming Maritime Operations – Key Developments in the Last Month (Dec 2025)

Crew Fatigue, Rest-Hour Compliance and the Role of CrewExpress STCW

Keeping Your IHM Up-to-Date: What Ship-Operators Must Know in 2025

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