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.

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.

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

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.
New FleetMon Vessel Safety Risk Reports Available: https://www.fleetmon.com/services/vessel-risk-rating/

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.

New FleetMon Vessel Safety Risk Reports Available: https://www.fleetmon.com/services/vessel-risk-rating/

The newly launched Green Ray Initiative, coordinated by VTT Technical research institute in Finland, is a 5-year research project which aims to reduce methane slip from LNG-powered engines. The project has received funding worth 7 million euros from the European Commission and intends to work on multiple avenues to reduce methane slip from both newbuilds and retrofits.

The project primarily focuses on a low-pressure dual-fuel engine concept, as this engine is popular in marine applications. Within this, the project aims to develop three technologies. The first one is a four-stroke engine that will enable methane slip reduction at all engine loads, this kind of engine will find use in cruises, ferries, and gas carriers. The second will be a two-stroke engine with a patented LNG injection system, which will be used in tankers and container ships. And the third and final will be an after-treatment technology involving a sulfur-resistant catalyst system that will be able to reduce the emissions originating from methane slip by up to 95% and will reduce it to a level of 1g of emission per kWh of energy.

The project is expected to hit the ground running as many big names in the industry are its participants and backers, such as DNV, Wartsila, Shell, Chantiers de l’Atlantique, MSC Malta shipyard, CMA Ships, MSC Cruises, and the Finnish Meteorological Institute.

These technologies will be demonstrated on board two new ships and a retrofitted ship, up to the Technology Readiness Level 7 (TRL7) standards. The project will also combine the data collected on emissions with onboard experiments and modeling to provide a more comprehensive outlook on the global impact on marine transport.

Source: https://www.fleetmon.com/maritime-news/2022/39021/europe-funds-new-initiative-reduce-methane-slip-ln/