IIMS

Southampton
Conference
JUNE 2023 7th June
IIMS N E W S Book your place

BULLETIN
online today at
https://bit.ly/3ju8PFc

Dear Member

Welcome to this News Bulletin from the International Institute of Marine Surveying (IIMS). This and previous bulletins are available
in PDF and eReader format at https://bit.ly/3LQdDOw. It aims to keep members and non-members up to date with information
on a monthly basis. Members are encouraged to share and forward this newsletter to colleagues, who they think might like to
join the Institute, or who may be interested in its content. For more information about the Institute visit: www.iims.org.uk

VIEW fr m the HELM

Dear Colleague

The report issued recently by the MAIB into another two needless
deaths onboard the vessel Emma Louise at Port Hamble Marina
once again reminds me of the hidden dangers of carbon monoxide
poisoning. Had a CO detector been fitted on the boat, both men
would still be alive today. Such devices are available in the UK
at the local hardware store for as little as £20. It frustrates me
that vessel owners do not routinely fit them and that there is no
mandatory requirement to make them do so. It also poses the
question as to where the limit of a surveyor’s duty of care ends. In
my opinion, any surveyor boarding a small craft that does not have
a CO detector should point out this deficiency to the vessel owner
as a matter of course. You can read more about this avoidable
tragic incident and download the report elsewhere in this bulletin.

It’s Conference and AGM time once again. This has really come up
fast, but the planning is complete, and we are ready to put on a
great, educational event next week, one not to be missed. Sadly, if
you have not booked to attend as a real-time delegate, it is too late
to join us in person. But there is still time to book on to either the
AGM or Conference (or both) as an online delegate, or if the date
and time do not work for you, please consider acquiring the videos
we will make on the day. And we’ve kept the cost deliberately low
too. The Conference dinner has attracted 50 plus attendees the
night before the event at Chilworth Manor Hotel. Full reports on
the proceedings will appear in next month’s bulletin.
 We have added late content to the Conference programme and I am delighted at the breadth of
topics we have managed to squeeze into the one day event for your benefit. The final speaker
schedule with details of how to reserve you place can be found at https://bit.ly/3ju8PFc. You do
not have to be an IIMS member to attend the Conference.

My CEO Report for the AGM was published some weeks ago, but if you missed it, here’s the link
again to the pdf document. Go to https://bit.ly/3BigBHh.

And if you are entitled to vote at the AGM but have yet to do so, please note that the deadline is
16.00 on 6th June. To access the voting form and to join the AGM online (or to send your apologies
for absence) go to http://bit.ly/410lr6Q.

I am pleased to announce the release of the June Report Magazine today. Elsewhere in this bulletin
you can find links to download the publication in pdf or eReader format. I would particularly like to
steer you to this edition for one reason and one alone. The onslaught of AI (Artificial Intelligence),
(Chat GPT in particular), and its rise to the public’s attention in recent months is both fascinating
and alarming. IIMS member (and IT expert) Nick Parkyn, has written a most well thought out article
on this technological revolution and, if you thought this has nothing to do with you, I suspect we
are all about to be consumed by it one way or another as we were by the internet and mobile
phone technology just a few short years ago. It is a potential game changer but comes with a health
warning! So, better to understand the challenges and opportunities it presents both to you as a
marine surveyor, but also just as a consumer of information in your personal life. I have experimented
extensively with the platform and have also authored an article on this same subject in this edition
of The Report. Apart from that, The Report is another eclectic mix of technical articles and maritime
related features and one I am confident you will enjoy reading.

Survey well. Mike Schwarz

Chief Executive Officer

Notice of the
forthcoming hybrid 2023 Annual General Meeting
Members of IIMS are hereby notified that the 2023 Annual General Meeting will be held as a hybrid event on
Wednesday 7 June from 08.30 to 10.30.

There are two motions for members to vote on as follows:

1. Do you approve the re-election of the IIMS Management Board en-bloc for a further 12 months?

2. The Management Board proposes and recommends increasing the membership fees in 2024 by 4%
(Area 1), 2% (Area 2) and 1% (Area 3).

Online electronic Voting is open until 16.00 on 6th June. Please cast your vote (if you are entitled to do so)
by clicking on the link below which can also be used to tell us if you plan to attend the AGM online. Go to
http://bit.ly/410lr6Q.

ANNUAL
GENERAL
MEETING
 One day essential IIMS hybrid
Annual Conference at Southampton
on 7th June 2023

One day essential IIMS hybrid Conference

at Southampton on 7th June 2023
The Institute is ready to deliver a first-class event for the benefit of members (and others who would like to
join) next week. The range of topics to be covered is impressive and extensive, relevant to surveyors no matter
which branch of the sector you work in.
If you have yet to reserve
The cost for the day’s proceedings is just £95 and we will make all your place to join online, please
the videos available for delegates after the event as part of the deal. go to https://bit.ly/3ju8PFc.

There have been a few amendments to the original schedule, but here is what we have to offer you.

10.50 - 11.00 President’s opening address by Peter Broad

11.00 - 11.15 Ten achievements that IIMS should be proud of by Mike Schwarz
11.15 - 12.05 Plenary session 1: What you need to know about lithium-ion batteries and thermal runaway by
Ian Bartle
12.05 - 13.00 Plenary session 2: 10 key corrosion considerations for marine surveyors by Dr Mike Lewus

13.00 Lunch

Room 1
Presentations and discussions for
Yacht & Small Craft Marine Surveyors
13.45 - 14.25 Q&A session
by Sir Robin Knox-Johnston
14.25 - 15.10 Electrical surveying from an
electrical engineer’s perspective
by Paul Madeley
Room 2
Presentations for Commercial Ship Marine Surveyors
13.45 - 14.20 Developing Technologies and Practices
Within Commercial Marine Surveying
by Mike Wall
14.25 - 14.55 Update on the progress with
autonomous shipping by Alexandros
Ntovas and George Alexios Ntoules

15.10 - 15.25 Afternoon coffee and tea 14.55 - 15.05 Afternoon coffee and tea

15.25 - 16.10 The surveyor’s duty of care by 15.05 – 15.45 Buyers’ perspective when appointing
Karen Brain, Matrix Insurance a marine surveyor by Per Åge Nygård,
Norwegian Hull Club
16.10 - 16.40 Join your fellow surveyors in 15.45 – 16.10 Future challenges for marine survey
Room 2 for an open forum by Jeff Wilson
discussion hosted by Mike 16.10 – 16.40 Open forum discussion hosted
Schwarz and Peter Broad by Mike Schwarz and Peter Broad
Close

The event is generously supported by Matrix Insurance Ltd. The link to reserve your place online once again
is https://bit.ly/3ju8PFc. If you prefer not to use the secure online booking system, please email
Vicki Loizides at education@iims.org.uk or call her on +44 23 9238 5223.
June 2023 Report Magazine, edition 104 published
This 144 page edition of the award-nominated Report
Magazine carries a wide range of features and articles of
interest to marine surveying professionals, but also the wider
maritime community, including some interesting lifestyle
content too. Here are just some of the main features awaiting
your discovery.

- Safety tips for handling energy sources onboard

- New AMSA report raises concerns about the alarming
increase in vessel fires
- The restoration of the 127-year-old large classic yacht
Cariad: Marine surveyors in a project management role
- The marine carriage of nurdles will be regulated but how
and when is the question
- Black carbon: The ‘low-hanging fruit’ for cleaner shipping
- The Rise of the Super RIB
- Seafarers desperately need training to handle explosive
lithium-ion batteries
- A new era in Greek national maritime legislation began
on 1 May 2023
- Water Revolution Foundation issues call for superyacht
sector to become green faster

Download The Report Magazine in pdf or view the publication in eReader format at https://bit.ly/2WQTosu.

Visit the IIMS stand at Seawork

IIMS will once again be exhibiting at the annual Seawork show in Southampton from 13 to 15 June.

Seawork is Europe’s largest on-water commercial marine and workboat exhibition. Marine Civils is co-located
with Seawork.

Every year this valuable meeting place for the commercial marine and workboat sector hosts launches,
demonstrations, new vessels and the latest equipment. If you are coming to the show do pop by and meet
some of the IIMS team who will be pleased to welcome you to Stand P103.

For more information about the event go to https://seawork.com/.

Inland waterways surveyors meet near Nottingham
A small group of
ten narrowboat
surveyors gathered
at Redhill Marina,
Ratcliff-on-Soar in
Nottinghamshire
during early May
for a day’s training
and education.
As well as some
classroom based
training, including
studying the
potential impact
of lithium-ion
batteries on
narrowboats, those
present were able
to look around
some newbuilds
and a painting
facility too.

Keith Meadowcroft,
Voltmaster Systems
soke at length and
knowledgeably
about lithium-
ion battery
technologies.
He was followed
by Tom Keeling.
He presented
the results of
his survey into
gas installations
with some quite
shocking findings
which he plans to
share with readers
in a future edition
of The Report.

Jeremy Greenwood
from Tristar, based
on site, gave those
present a glimpse
of a lithium-ion
battery installation
currently being
installed on a
narrowboat.
Emma Louise fatal
carbon monoxide
poisoning report
published
Image credit: MAIB

On the morning of 12 January 2022, two

men were found unconscious on board
the sports cruiser, Emma Louise, which
was berthed in Port Hamble Marina, on the River Hamble, England. It was later established that both men had
died because of carbon monoxide poisoning.

The two men had boarded the boat the previous evening and had left the engine running while they remained
in the boat’s covered cockpit area. The MAIB investigation concluded that the boat’s exhaust gas, which
contained carbon monoxide, had likely been funnelled into the cockpit by an inflatable towable ski ring that
was suspended from the transom of Emma Louise. The levels of carbon monoxide would have increased in the
cockpit, rendering both men unconscious and causing their deaths. There was no means of alerting the men
to the danger because a carbon monoxide alarm had not been fitted to the boat.

Chief Inspector of Marine Accidents, Andrew Moll OBE, said:

“The accident onboard Emma Louise serves as another dreadful reminder of the danger posed by carbon
monoxide and the speed at which damage to health and collapse can occur. With no CO detector fitted the two
men were unaware of the danger and were tragically overcome within minutes of starting the cruiser’s engine.

“CO is colourless, tasteless and odourless and difficult for people to detect. It is essential that CO alarms are
fitted in areas where carbon monoxide can accumulate such as the cabins and cockpits of motor cruisers.
Never ignore the smell of exhaust fumes in any enclosed space. Boat users are once again reminded of the
three simple but life saving measures that will help you to stay CO safe: install and maintain equipment
properly; fit CO alarms and test them regularly; and always ensure there is adequate ventilation in the cabin.”

Download the full report at https://bit.ly/3AA5IjJ.

IACS 2022 Annual Review published

IACS has published its 2022 Annual Review. This year’s Annual Review includes a broad range of articles on
IACS’ work in 2022 with a strong emphasis on the wide range of decarbonisation initiatives being led by
IACS in support of practical implementation of existing measures as well as longer-term projects, along with
their work at IMO highlighting the safety challenges that accompany the rapid introduction of new fuels
and technologies. Quality performance is another dominant theme while IACS’ unparalleled commitment
to the full spectrum of IMO activity is also described as is IACS’ cross-industry collaboration across a range
of key topics.

These themes are expanded upon in a series of detailed technical articles on wave data, ballast water, cyber
safety and testing and maintenance services to name but a few.

The Annual Review also includes details of all the new, updated, and deleted IACS Resolutions in 2022, as well
as information on IACS’s numerous submissions to IMO and our ‘Class Report’, which contains data on the
IACS fleet.

Download the review in pdf format at https://bit.ly/3VoozIp.

TAIC report on deadly
New Zealand recreation
boat incident published
The New Zealand Transport Accident Investigation
Commission (TAIC) recently published its investigation
report about a recreational boat capsizing that left three people dead in the waters of the Auckland Region
on October 16, 2021.

A 5.5-metre recreational power boat was returning from a fishing trip outside Manukau Harbour. While
the boat was crossing the bar, it became swamped by a series of steep, breaking waves, its engine lost
power, and it capsized and sank. A boat occupant called 111 and a rescue helicopter and two nearby private
vessels responded promptly, recovering all four occupants from the water. None of the four occupants wore
lifejackets. Tragically, only one person out of the four survived, and the wreckage of the boat was never found.
The TAIC said the cause of this accident was that the boat was steered into the hazardous waters of the bar,
putting it at risk of broaching and swamping, rather than via the safer Southern Channel. Also worth noting
is that the skipper had no formal maritime qualifications but about 20 years’ experience in boats and had
crossed the Manukau bar more than 100 times to reach a favourite fishing spot.

Following this accident, TAIC has issued two key recommendations for future safety.

The TAIC said that, for more than twelve years, the ongoing reluctance by Ministers, the Ministry of Transport
and Maritime NZ to regulate recreational boats and boaters has constituted a tacit acceptance that every year
15 to 20 recreational boaters die as a result of their own actions.

Regulate boating: Recommendation 002/23 calls on the Ministry of Transport to revisit its stated position
(response to TAIC recommendation 004/11) that there is not enough evidence of a need for compulsory
licensing and education of skippers. The Ministry argued that safety education campaigns are better than
licensing. It said it could reconsider its position “if new evidence suggests that introducing skipper licensing,
in addition to educational campaigns, would make a material difference”.

The TAIC says education on its own is not enough. Over twenty years of education advocacy for the Safer
Boating Code, there has been no significant reduction in the number of recreational boating fatalities. The
problem is, listening is optional, and too many skippers choose not to listen. The TAIC continues to recommend
skipper licensing to make listening and behaving safely less optional.

Regulate boats: Recommendation 003/23 calls on the Ministry of Transport to research the merits of regulating
recreational boating. Bringing New Zealand into line with overseas best practice could include licensing, boat
registration, and boat design standards. The TAIC said the Ministry accepted this recommendation, saying it
already does such research.
 Standards for
offshore helicopter
landing areas
published by CAA
The United Kingdom Civil Aviation
Authority (CAA) has published the
Standards for offshore helicopter
landing areas, the ninth edition.

This edition includes updates to the

helideck movement material in Chapter
6 and the meteorological information
content in Chapter 6 and Appendix E. The helideck surface guidelines in Chapter 3 have been modified and
flow charts have been added to improve clarity. Also, the protocol for regulating the operation of the NUI’s in
abnormal conditions contained in Appendix I has been simplified.

In Appendix J, the specifications for the helideck status lights and helideck tracking system repeater lights are
compiled together with the specification for the helicopter hoist status light. Amendments to Appendix K have
been introduced to resolve ambiguities.

Download the revised standards at https://bit.ly/44RnEEz.

ClassNK releases white paper Photo credit:

“Towards MASS social implementation”

Roy Kim / Pexels

In light of the growing possibility of MASS becoming a reality by 2025, ClassNK has published the white
paper focusing on ensuring the safety of MASS by leveraging its expertise gained through participation in
demonstration projects, standard-setting, related certification, and research on trends within and beyond the
maritime industry. The white paper is expected to serve as a reference in discussions among a wide range of
MASS stakeholders involved in their development, operation, business creation, and regulatory establishment.
The white paper outlines use cases of MASS, perspectives on safety requirements, gaps with existing
technologies, and risk assessments, and also proposes framework for safety assessment at the design and
development phase, and the PDCA cycle at the operational phase.

ClassNK continues to contribute to the social implementation of MASS not only by standard-setting and
certification as a class society but also by offering related insights.

The white paper is available to download via “Technical Publications” of My Page on ClassNK’s website after
registration at https://bit.ly/44gpwq2.
Changes to Australian operational safety
requirements from 1 August 2023
Between November 2022 and January 2023, the Australian Maritime Safety Authority
consulted on changes to Marine Order 504, which contains a certificate of operation
and operational requirements for domestic commercial vessels.

The changes include:

- amending the crewing provisions to ensure alignment with the certificate of

competency arrangements in the new MO505.
- simplifying the minimum crewing requirements table format.
- emphasising the need for fatigue to be adequately considered when
determining risk-based crewing levels.
- ensuring that the risk assessment (including the appropriate crewing
determination) is accessible to the master, crew and enforcement personnel.
- requiring owners to consult with master and crew in the development of risk
assessments.
- keeping a copy of the vessel’s safety management system onboard and with
onshore personnel.
- adding more specific onboard training and drill requirements for emergency
procedures and associated record-keeping requirements.
- strengthening the designated person provision to ensure clear and direct
reporting pathways for the escalation of issues.
- clarifying the requirement for lifejacket wear to be addressed in the vessel’s
risk assessment and written procedure in the safety management system.

Download the new requirements at https://bit.ly/3LPfdSB.

MGN 276 (M+F): Fire protection

- maintenance of portable fire
extinguishers updated
Portable fire extinguishers are pressure containers that require
correct maintenance. The marine environment can be harsh and
special care is needed to ensure long-term safe operation.

Fatalities have previously occurred due to people operating

marine portable fire extinguishers which have been attributed to
corrosion of the extinguisher bases. The structure in these cases
was weakened to such an extent that the extinguishers exploded
when activated.

The MCA has now published MGN 276 (M+F) Amendment 1: Fire
protection - maintenance of portable fire extinguishers.

The MGN outlines and lists the relevant legislation on the

maintenance and servicing of portable fire extinguishers, including
service interval tables.

This amendment includes updates to include guidance for fire

extinguishers with composite bodies and to the most up to date
version of relevant standards.

To read MGN 276 go to https://bit.ly/3LNi1ib.

The world’s cargo vessels are ageing:
Are maritime workers at risk?
Cargo vessels serve as the backbone of global trade, transporting goods
across the world’s oceans. However, many of these vessels are ageing, which
raises concerns about their seaworthiness and the safety of their crews.
According to the International Maritime Organization (IMO), the average
age of commercial cargo vessels worldwide is over 20 years. This means that
many of these ships have been in operation for decades, exposing them to
wear and tear, as well as outdated technology.

Just how long can a commercial cargo ship last? The lifespan of a cargo
vessel may vary depending on several factors, including maintenance, the
materials used in its construction, and the conditions in which it operates.
Generally, a vessel can remain seaworthy for 25 to 30 years, but some may
last longer if well-maintained.

Even with proper maintenance, however, ageing cargo vessels may experience
issues that affect their seaworthiness—and the safety of their crews. For
example, corrosion can weaken the hull, and mechanical components may
wear out, leading to breakdowns or failures. Older vessels may also lack
modern safety features, such as fire suppression systems or navigation aids,
which could increase the risk of accidents.

Hull Corrosion: Over time, exposure to seawater and other elements can cause
rust and other forms of corrosion that weaken a cargo vessel’s structure. This
can lead to issues such as hull breaches or flooding, potentially resulting in
the sinking of the vessel. Proper maintenance and regular inspections can
help mitigate the risk of corrosion, but they require significant investment
and resources.

Mechanical Failures: As ships age, their engines, propulsion systems, and

other critical components can become worn out and prone to breakdowns.
This can lead to operational delays, malfunctions, or even catastrophic
failures that could endanger crew members and cargo.

Modern Safety Features & Technology: In some cases, older cargo vessels
may also lack modern safety features or technology, which can put them at
a disadvantage compared to newer vessels. For example, many older ships
may not have advanced navigation aids, which could lead to collisions or
groundings in poor weather conditions or low visibility.

When ageing cargo vessels are improperly maintained or negligently

operated, they can present significant risks to every person on board.

The loss of El Faro is a tragic example of the potential risks associated with
ageing cargo vessels. El Faro was a 40-year-old container ship that sank in
Hurricane Joaquin in 2015, resulting in the loss of all 33 crew members. Upon
investigating the incident, the National Transportation Safety Board (NTSB)
uncovered a laundry list of safety issues that contributed to the vessel’s loss,
some of which included the ship’s lack of modern safety features. El Faro‘s
navigation equipment was outdated, and the captain had limited access to
weather information, which may have led him to underestimate the severity
of the approaching hurricane.

The retirement of older vessels can be challenging due to economic and

environmental factors. Many older vessels remain in operation because
they are less expensive to operate than newer vessels, and the cost of
decommissioning and disposing of them can be significant. Additionally,
many older vessels are still capable of transporting cargo and are essential
to trade in certain regions of the world.

Bringing decades-old cargo ships to current safety standards can also fall
under a somewhat grey area of the law in certain circumstances. In general,
ships are subject to the safety requirements in force at the time of their
construction, but they may be required to retrofit new safety features if
deemed necessary for the vessel’s safe operation.

To address these challenges, some organizations have proposed programs

to encourage the safe and responsible recycling of older vessels. These
programs would incentivize shipowners to retire older vessels and replace
them with newer, more efficient, and environmentally friendly vessels. They
would also ensure that older vessels are recycled responsibly, minimizing the
impact on the environment and protecting the health and safety of workers
involved in the recycling process.

The IMO sets international standards for the safety and operation of ships,
including cargo vessels. These standards are updated periodically to reflect
advances in technology and to address emerging safety concerns. Ships
built before the implementation of these standards are not required to meet
them retroactively, but they may be subject to other regulations depending
on their age and the flag state they operate under.

The risks associated with ageing vessels cannot be ignored. Industry

stakeholders must work to improve safety regulations and standards to better
protect maritime workers and the environment. This includes efforts to phase
out older vessels and replace them with more modern and efficient models.

How to
conduct
a rocking
test on
pedestal-
mounted
rotating
cranes
A new video has
been released by
West P&I, detailing the correct procedure for performing a rocking test on pedestal-mounted rotating cranes.

Pedestal-mounted rotating cranes are fitted with slewing bearings to allow 360-degree rotation. The slew
bearing is subject to high loads and frequently harsh conditions, which can give rise to rapid catastrophic
failure and unwanted consequences, including severe injury or fatalities. Regular tilt clearance measurements
(frequently known as The Rocking Test) are essential to identify a failing slewing bearing.

The video below demonstrates the most popular way for accurately performing a rocking test to detect if the
slewing bearing is failing and if the crane must be removed from service for repair.

Watch the video at https://youtu.be/WF8EEWzmFTg.

 Vessel Ownership
Risk Whitepaper
2023
This white paper coauthored by the
Institute of International Banking Law &
Practice (IIBLP), Global Financial Integrity,
and S&P Global examines the connection
between the availability of a vessel’s
beneficial owner information, and the risk
of criminal or sanction-violating behavior.

Financial institutions are increasingly

expected to combat sanctions and
financial crime compliance evasion by
monitoring suspicious vessel behavior.
These expectations are largely in response
to the U.S. Department of the Treasury’s
Office of Foreign Assets Control (U.S.
OFAC) and the United Kingdom’s Office
of Financial Sanctions Implementation
(UK OFSI) advisories on shipping published in May and December 2020, respectively. These documents
contained a number of recommendations for financial institutions to recognize and implement. While not
previously expected of trade finance operations, a nuanced understanding of the maritime shipping industry
has become a critical aspect of regulatory compliance, such as identifying commodities and trade corridors
where transshipment and ship-to-ship (STS) transfers may occur.

The complexity of the shipping industry, however, has caused some anxiety amongst financial institutions as it
requires a level of expertise that may not be reasonable for, or even available to, small or medium sized banks,
whether seeking to bring such expertise in-house, or rely on sophisticated service providers.

Helpfully, recent guidance papers have been published to better assist the industry, but the authors considered
that a global statistical review of vessel data could further benefit the community. This statistical review is
intended to complement those guidance papers and further crystallize the compliance concerns arising from
the shipping industry.

This review shares our findings related to the availability of vessel Group Ownership in relation to each vessel’s
compliance behavior. Recommendations for financial institutions and insurance companies include adding
at least one additional check during their risk-based approach. That check could be review of the ownership
information of a particular vessel in light of its known compliance status, flag of country and ownership
domicile. Put differently, banks should be able to, as a general matter, have a baseline calculation of risk for a
given vessel so reasonable decisions may be made in light of the increased regulatory pressure regarding the
maritime industry. Additionally, government regulators and port security officials should consider requiring
Group Ownership information prior to port calls, and further down the line, establish a beneficial ownership
registry to ensure additional transparency.

Download the white paper at https://bit.ly/421mLY9.

Revised EU rules for
car ferries now ready
by Danish Shipping
According to Søren Enemark, Senior Adviser in Danish Shipping,
after a thorough revision of a 20-year-old EU directive, revised
regulation for passenger ships having car decks (RoPax vessels)
is now ready for implementation. In the future the largest vessels
will be covered by international IMO rules while vessels carrying
less than 1,350 passengers must still comply with the directive.

One thing is the stability of a ferry if it gets into rough water

but remains intact. Another and more serious matter is how
a ferry behaves in the event of a leakage and an evacuation
may consequently be necessary. The directive has just been
revised and it shows that the international stability and safety
rules for RoPax vessels with more than 1,350 passengers
have meanwhile been strengthened considerably so it is no
longer necessary to include the largest RoPax vessels in the
EU directive. On the other hand, the EU’s stability rules for car
ferries carrying less than 1,350 passengers are maintained as
EU finds that there is still a need for a higher level of safety
than the IMO rules require. The main purpose of the rules is
how the ship behaves in the event of leakage and water enters
the car deck.

“Safety at sea is the most important thing both for us and our
members. Therefore, we have also followed the work on the
revision of the directive closely and contributed with relevant
inputs during the work. I am happy to see that the result in
many ways reflects our and our members’ interest,” says Søren
Enemark, Senior Adviser at Danish Shipping.

The revised EU rules do not include RoRo cargo vessels as they

are included in a different set of rules.

Balearic government bans new marinas and expansion

The Balearic government has approved the General Ports Plan for the Balearics, which bans any new
infrastructure or the expansion of existing marinas. The 15-year-plan has been devised to grant greater access
for the public to the sea and the nautical world in an “efficient and sustainable” way, without the construction
of new ports or new expansion.

At present, the regional government’s ports authority, PortsIB, manages 47 ports, 13 low-impact anchoring
areas, and 13 ramp facilities, as well as some 14,500 moorings.

Minister for mobility, Josep Marí, explained that the new plan aims to maintain public management as a
guarantee of public access to nautical areas, optimising infrastructure and promoting new services and new
ways to enjoy the nautical world.

Mari said, “The challenge has been to find new ways to democratise access to the sea and increase the
efficiency of current infrastructure, with the intention of collaborating in the creation of a more sustainable
and collaborative nautical sector.”

The plan also proposes specific low-impact solutions to the problems affecting the sector, such as the creation
of temporary anchoring areas with low-impact buoys and a network of dry marinas integrated into the
environment, mainly in in-land areas or close to existing ports.
Sailing into the future with non-toxic
and non-flammable batteries
The shipping industry once used clean wind power to travel around the
world. But today, thanks to combustion engines, shipping contributes an
estimated 1,056 million tonnes of CO2, accounting for approximately 3%
of the total global anthropogenic CO2 emissions. For other pollutants,
including nitrogen oxide (NOx) and sulfur oxide (SOx), approximately 15%
of their release globally comes from shipping.

In response to these staggering figures, the International Maritime By Mukesh Chatter,

Organization (IMO) has created decarbonization targets to reduce the the CEO of Alsym Energy
carbon impact of international shipping by at least 40% by 2030, with the
hope of reaching net zero emissions by 2050, which also is the year by which the industry aims to cut its
annual greenhouse gas (GHG) emissions by at least half.

Shipping goes green

Just as the automobile industry has introduced electric and hybrid vehicles to reduce reliance on fossil fuels,
new technologies will also have to be implemented for the maritime industry. Future improvements could
include more aquadynamic hulls that move through the water with less drag, renewable energy sources, and
increased propeller efficiency. As part of this approach, onboard battery systems are tasked with playing a key
role in reducing the industry’s carbon footprint and offering a cost-effective solution for powering the future
of maritime shipping. According to Maritime Battery Forum, as of 2023, there are 439 ships in operation with
batteries, and 167 are under construction.

Looking into the immediate future, it’s likely that we’ll see two different solutions involving battery storage.
Smaller harbor vessels, ferries, OSVs, and short-sea vessels will be fully electric and charged at the port using
shore power. Larger cargo ships and other transoceanic vessels will primarily use fuel cells, methanol, liquefied
natural gas (LNG), or other alternative fuels for primary propulsion and rely on batteries for hotel loads, low-
speed arrival/departure from port, and peak shaving applications. But any way you look at it, a significant
amount of battery capacity will be needed to either partially or completely replace fossil fuels.

Lithium-Ion Concerns 
As exciting as an electric future would be, industry executives still have some daunting factors to consider,
including cost, battery life, and safety for both crews and the environment. Lithium-ion (Li-ion) batteries are
the most prominent technology in use today, but that doesn’t mean they are the best solution. Maritime
industry leaders must be aware of the long list of issues and limitations that lithium-ion batteries face when
considering their application.  

For starters, internal shorts or high temperatures can kick off

the thermal runaway process in Li-ion batteries, leading to fires.
While marine battery integrators are hyper-focused on safety and
incorporate extensive cooling and anti-propagation technologies into
their systems, batteries are still vulnerable to physical damage and
punctures, or defects from the manufacturing phase. We’ve all read
reports of batteries in electric vehicles (EVs) catching fire – imagine
if that vehicle was a large tanker ship in the middle of the ocean, far
from help.

Unlike diesel fires, which are relatively easy to extinguish with water,
lithium-ion fires’ high temperatures and toxicity make them far more
difficult (and time-consuming) to extinguish. For large vessels, spraying
water on a Li-ion fire has limits—383 tons of water can introduce a
list to a typical Ro-Ro vessel. Additionally, lithium battery fires release
thousands of liters of chemicals (up to 6,000 liters per kWh), including
hydrogen, carbon monoxide, carbon dioxide, hydrogen fluoride,
hydrogen cyanide, ethane, methane, droplets of organic solvents and
oxides of sulfur and nitrogen into the atmosphere which would be
hazardous to the air and water, as well as endangering crew members. 
Aside from safety concerns, cost is a major issue. Marine-grade lithium-ion battery systems can cost as much
as $600 per kWh—four times the average price of EV battery packs. That can make the cost of battery systems
up to 50% of the total vessel cost. And then there’s insurance. Maritime insurance companies understand the
risk of lithium-ion batteries and increase rates significantly for ships that incorporate them into propulsion
systems. If lithium-ion batteries are included as cargo, rates go up even more. Recent reports suggest some
insurance companies are flat-out refusing to insure lithium-ion retrofitted engines.

The lithium-ion supply chain is another point of discussion that can’t be ignored. Right now, 80% of global
lithium refining capacity and 100% of spherical graphite production resides in China, and new plants in the
U.S. and EU are not expected to come online for at least five years. While seagoing vessels are great candidates
for electrification, marine integrators struggle to compete for supply with large automakers.

Alternative chemistries
The good news is that more battery options will soon be available as researchers and start-ups work to
develop batteries with similar performance to lithium-ion but with fewer drawbacks. While some companies
try to increase safety by developing solid-state lithium batteries, others are looking beyond lithium altogether.
Some options, such as sodium-ion and flow batteries, are already available. However, current non-lithium
technologies all have trade-offs that make them less than ideal, and none can provide the balance of energy
density, size, and weight critical for shipping vessels. But other new chemistries currently under development
are poised to address the needs of ship owners.

It’s safe to say the maritime industry is headed in the right direction regarding transitioning to battery-
powered propulsion. The mandate to reduce international shipping’s carbon footprint is well underway with
the help of emerging battery technology from providers that keep non-flammability and affordability top-of-
mind. As part of this effort, lithium-ion batteries must be left behind as the maritime industry moves forward
with a solution that is cheaper, safer, and more widely available.

Sunseeker celebrates
the King Charles
Coronation with
limited edition
“Arbie” teddy bear
In celebration of King Charles’ coronation
recently, Sunseeker introduced “Arbie”
the Sunseeker teddy bear, a limited-
edition cuddly keepsake from the Official
Sunseeker Collection. The company invited
its employees to name the limited-edition
teddy bear. “Arbie” was chosen by Senior
Interior Designer and Development
Manager, Adam, in honour of Sunseeker
Founder Robert Braithwaite’s initials R.B.

Andrea Frabetti, Chief Executive Officer at Sunseeker International, commented:

“As a proud British company, we thought it only right to celebrate the Coronation of King Charles. In honour
of this historic event, we have created a limited-edition teddy bear who was affectionately named ‘Arbie’ in
honour of the company’s late founder Robert Braithwaite.”

“Arbie” the Sunseeker teddy bear wears the official coronation emblem and Sunseeker logo. The emblem
represents the four nations of the United Kingdom: the rose for England, the thistle for Scotland, the daffodil
for Wales and the shamrock for Northern Ireland. These natural forms combine to describe St Edward’s crown,
used for the coronation of British monarchs. The emblem was designed by Sir Jony Ive with his creative
collective Lovefrom.
 How to protect
battery systems
update by the
Norwegian
Maritime
Authority
The Norwegian Maritime
Authority (NMA) has published
some safety recommendations
for vessels featuring battery
systems in order to protect
them against humid, salty air
and seawater intrusion.

Responding directly in the wake of the Brim accident on 11 March 2021 which involved lithium-ion batteries
and a preliminary report from the Norwegian Safety Investigation Authority, the Norwegian Maritime Authority
(NMA) carried out surveys on board vessels with battery installations with a low IP rating (less than IP-44). The
surveyors detected salt in several battery rooms, as a result of humid air or water intrusion.

The cleaning of decks and external bulkheads have in a number of cases resulted in water intrusion in the
battery room. Moreover, the Norwegian Maritime Authority has received a report from a battery supplier
pointing out that there is a significant risk of incidents involving systems with a low IP rating and where the
design of the battery room does not have adequate barriers to prevent the ingress of moisture, salt, and
seawater into the battery room.

Water intrusion in dedicated exhaust ducts belonging to systems with a higher IP rating may lead to short
circuits and thermal events. It is not possible to determine when consequences of any salt build-up or moisture
will occur. For vessels with this type of battery system, the company must, as soon as possible, establish
routines for:

– verification that the battery room is protected against the ingress of seawater through openings,
including ventilation inlets and outlets. This includes the risk of water intrusion when cleaning decks
and external bulkheads;
– consideration of possible flaws, including ventilation openings, and the introduction of measures
where there is a risk of ingress of water from the sea or from cleaning;
– any pipe penetrations in the battery room must be evaluated so that they do not pose a danger in the
event of a leak. Potential leakage points in pipes containing seawater must be secured if they are likely
to affect the battery system;
– assessing the environment where the batteries are located (such as temperature, level of salt and
moisture) in order to avoid damage to the battery system;
– contacting the battery supplier if you detect any traces of salt or moisture in the battery room. A
physical supervision of the battery supplier must be conducted to check the condition of the batteries.
NTSB warning of
the potential fire risk
for vessels carrying
scrap materials
Towing vessel Daisy Mae pulling the CMT Y
Not 6 barge with scrap metal cargo on fire.
(Source: US Coast Guard)

The National Transportation Safety Board

(NTSB) has issued a warning that lithium-
ion batteries and other possible ignition
sources could pose a fire safety hazard in
the transportation of scrap materials as cargo. While scrap metal cargo is usually nonhazardous and poses a
low fire risk, recent incidents have raised concerns.

In January 2022, a shoreside pile in Newark, New Jersey caught fire, and two international vessels carrying
scrap material experienced cargo fires that year too. In 2017, the Japan Transport Safety Board investigated a
scrap metal fire in a vessel’s cargo hold in Fukuoka City, Japan.

On May 23, 2022, the towing vessel Daisy Mae was towing a loaded scrap metal barge northbound in Delaware
Bay when a fire was discovered on board the barge. The fire burned for 26 hours before being extinguished
by responding fire boats. The damage to the barge was estimated at $7 million.

In a recent report, the NTSB concluded that the probable cause of the fire was the ignition of a combustible
material by an undetermined source, such as sparking from shifting metallic cargo, self-heating of metallic or
nonmetallic cargo, improperly prepared vehicles and appliances or damaged lithium-ion batteries.

Despite supplier acceptance agreements and quality assurance personnel visually inspecting scrap metal,
metallic and nonmetallic hazardous materials are often present within shoreside scrap metal piles and could
inadvertently be loaded onto vessels, elevating the fire risk and leading to intense fires. Once scrap metal is
loaded onto a barge, it is difficult for a towing vessel crew to visually inspect the cargo while underway.

To minimize the risk of fire, qualified cargo-surveying personnel can assist the vessel’s captain before and
during loading operations to limit the presence of hazardous, combustible material in scrap metal. Thermal
imagery is also an effective tool in identifying hot spots in scrap metal cargo at shoreside facilities.

The NTSB has recommended that the US Coast Guard, in conjunction with industry stakeholders, evaluate
the fire risk of transporting scrap metal by vessel and take appropriate action to minimize that risk. The
recommendations also suggest enhancing communication and collaboration between vessel owners,
operators, and shippers to identify hazardous materials that could potentially ignite and to establish protocols
to reduce the risk of fires.

Read the Marine Investigation Report at https://bit.ly/3nCvEIW.

 Stakeholders invited
to shape UK South
West marine strategy
Stakeholders including Princess Yachts,
Cornwall Marine Network, Celtic Sea Power,
and PML Applications gathered at the
University of Exeter to explore the priorities
for the marine and maritime economy in
the South West region of the UK.

The event was held by Maritime UK

South West and Great South West — a
‘powerhouse’ brand developed to promote
the areas of Cornwall and the Isles of Scilly,
Heart of the South West and Dorset. It aims to deliver £45bn of economic benefit and become the leading
region for the green and blue economy.

“This event was a fantastic opportunity to really understand the challenges facing our marine and maritime
sectors,” says Karl Tucker, chair of the Great South West. “Our region’s long-established history in the sector,
and unrivalled marine assets, offer a fantastic opportunity to contribute to the country’s economic and net
zero ambitions. We must work with the government to tackle the challenges facing our marine and maritime
sectors, and unlock the potential of our blue economy.”

Kevin Forshaw, chair of Maritime UK South West, adds: “Maritime UK South West is delighted to be able to
bring together R&D active businesses with leading academic researchers in our networks, to crystallise the
Transformational Economic Opportunities that will enable safe and sustainable exploitation of the ocean
economy. This will create wealth in the region, while safeguarding our natural capital and providing global
export opportunities for our thought leadership and USPs.”

The Great South West partners have published a local growth prospectus that aims to deliver 190,000 new
jobs over the next 15 years.

Office for Product Safety and Standards announces

the recall of a Life Jacket
The Office for Product Safety and Standards has
announced the recall of a life jacket following
concerns over safety. The life jackets, designed for
adults, have been identified as presenting a high risk
of drowning to the wearer.

The product is the Northern Diver 275N twin

chamber life jacket – Model numbers LS600, LS6100,
LS6200.

The hazard is the product has not undergone

conformity assessment as PPE, it is not CE or UKCA
marked and there is no Declaration of Conformity
as PPE.

The corrective action taken is to recall the product from end users and to withdraw the product from the market.

Owners of the above product are advised to stop using the lifejackets and contact the distributor they
purchased it from or contact Northern Diver.
 Video 2.
CII Guidelines
In this video you will understand:

The different component of the CII

framework –
CII, reference lines, reduction factors,
rating boundaries,
and correction factors.
The difference between AER and cgDIST
The difference between the trial metrics

Video 3.
Worked Example
In this video you will understand:

How to calculate the attained

operational CII

Carbon Intensity Indicator (CII)

How to calculate the required CII
How to derive the rating boundaries
and assign a rating to the ship based
Video Series available to view on the attained operational CII

The Global Industry Alliance to Support Low Carbon Shipping Video 4.

(Low Carbon GIA) and Arcsilea Ltd. have developed a series of DCS (Data Collection System)
videos on the latest major amendments to MARPOL Annex VI, and SEEMP (Ship Energy
adopted by the IMO, namely the Energy Efficiency eXisting Ship Efficiency Management Plan)
Index (EEXI) and the Carbon Intensity Indicator (CII). In this video you will understand:

This 5 part video series on the Carbon Intensity Indicator (CII) What data is submitted to the DCS
is based on the new regulation that came into effect 1 January What the DCS is used for
2023. The video series aims to provide an overview of CII as well What is the purpose of SEEMP Part III
as to raise awareness and increase understanding by providing What are the contents of SEEMP Part III
explainers of what is in the regulation as well as how to apply,
and where to look for more information about it. Video 5.
Certification and Verification
To access the videos go to https://bit.ly/44oZscf. In this video you will understand:

Video 1. What is the difference between initial,

An Introduction to CII
In this video you will understand:
The need for CII
How to distinguish between supply and demand based CII
Where to find the regulations and guidelines pertaining to CII
periodical and additional verification
What is the difference between the
Confirmation of Compliance and
Statement of Compliance
What situations constitute a detainable
deficiency during Port State Control.
US Coast Guard issues
warning after marine
casualty resulting in $6
million loss
The US Coast Guard has issued a marine safety
alert, highlighting the dangers of avoiding load line
requirements. This warning comes after a recent marine
casualty that resulted in the total loss of a crane barge,
estimated at over $6 million.

The incident occurred approximately 18 miles offshore

of Louisiana in the Gulf of Mexico. The crane barge
was being towed in calm weather conditions when
it capsized due to major modifications to the barge
arrangement and other conditions which compromised
its seaworthiness. The barge was uncertificated without
a load line, and the operator did not request a Single
Voyage Load Line (SVLL) Exemption from any Coast
Guard unit before transiting beyond the Boundary Line.

The Boundary Line, stipulated in 46 CFR Part 7,

designates that non-load line vessels operating outside
of it are subject to penalties and fines stipulated in 46
USC 5116. The vessel had also made multiple voyages
outside the Boundary Line without a load line, violating
U.S. statutory requirements and placing the vessel and
crew at risk.

The Coast Guard warns that whether inspected or not,

most commercial vessels 79 feet and longer are required
to have a load line when operating outside the Boundary
Line. The Coast Guard strongly recommends that vessel
owners and operators, and other relevant stakeholders,
review vessel requirements for load lines as specified
in 46 Code of Federal Regulations (CFR) Subchapter E
parts 41 through 47, and further explained on the Coast
Guard’s Load Line website and Load Line Policy Notes.

The Coast Guard marine safety alert serves as a stark

reminder of the risks involved in failing to adhere to
load line regulations. The USCG urges vessel owners,
operators, and other stakeholders to take appropriate
measures to ensure the safety of their crew and vessels
when operating outside of the Boundary Line. Image credit: US Coast Guard
Brazilian Maritime Authority and International Tanker
Owners Pollution Federation to collaborate
The Brazilian Maritime Authority has signed a letter of understanding with the International Tanker Owners
Pollution Federation (ITOPF) to reinforce the cooperation between both entities.

Brazilian legislation provides that the Maritime Authority has the responsibility to safeguard the lives at sea,
vessels, and the environment. Considering that Brazil does not have a Coast Guard, the Brazilian Navy acts as
the country’s Maritime Authority and will be the entity to respond to emergencies and incidents alongside the
Brazilian coast and/or inland waters.

The Letter of Understanding has a duration of 5 years, being extendable for another 5-year period. The
cooperation between the Maritime Authority and ITOPF involves the promotion of courses, workshops,
training, and other activities with the purpose of improving the Maritime Authority’s capacity to respond to
emergencies involving hydrocarbons, both in terms of reaction time and effectiveness of measures taken.

Brazil has a coastline of over 8,000 km and more than 20,000km of navigable river waterways, which are
crossed by a large volume of merchant vessels, including solid and liquid bulk carriers carrying oil, chemicals,
and other substances potentially harmful to the environment, should they be spilled. A swift and assertive
response by the Maritime Authority, deploying all the naval means at its disposal, is crucial to mitigate
damages. The agreement signed with ITOPF is a positive and much needed development, which will hopefully
assist in raising Brazil’s emergency response capabilities to a new level, in line with international practices.

BIA launches new Sustainability Award and invites

nominations for Apprentice of the Year Awards
Australia’s Boating Industry Association Ltd (BIA) has launched a Sustainability in the Boating Industry Award,
as well as a call for nominations for the BIA Apprentice of the Year Awards for 2023.

The Sustainability Award was launched in line with the BIA’s Strategic Business Plan, which has a vision
of a vibrant industry supporting boating as a standout choice in leisure activity for everyone; and values
sustainability through the promotion of environmentally responsible practices within the boating industry.
The award recognises companies or individuals who have demonstrated outstanding efforts in contributing
towards sustainable business practices and/ or supporting the sustainability of boating.

Nominations are now open for the inaugural Sustainability Award, and the winner will be announced at the
Sydney International Boat Show in August. Nominees will be assessed on their achievements in reducing
environmental impacts through actions such as use of sustainable materials and manufacturing processes,
contributing to emissions reduction, and/ or implementing sustainable business practices.
NMMA Canada appoints
new executive director
NMMA Canada has announced the appointment
of Marie-France MacKinnon as Executive Director.
MacKinnon will oversee the Association’s strategic
and advocacy efforts in Canada. She is a respected
association executive with over 25 years of experience
working in public affairs and communications in the
private and public sector.

“We are excited to welcome Marie-France to the

team. She comes to NMMA Canada with over two
decades of developing and executing government
relations plans to drive results in public policy. Her thought-leadership will be essential to leading strategic
initiatives for NMMA Canada and ensuring the growth of the recreational boating industry,” said NMMA
president Frank Hugelmeyer.

MacKinnon most recently served as Senior Vice President of Public Affairs and Communications for the
Canadian Meat Council, where she advocated for the labor challenges faced by the agri-food industry. She
secured the first-ever federal Agri-Food Immigration Pilot and obtained an increase to the Temporary Foreign
Worker Cap for her members, making her a voice for agri-food labor issues across Canada.

The MCA has recently MGN 400 (M+F) - Additional Guidance on the
Merchant Shipping (Prevention of Air Pollution

issued the following from Ships) Regulations 2008 as Amended by the

Merchant Shipping (Prevention of Air Pollution

documentation from Ships) (Amendment) Regulations 2010

(Amendment 1)

20 April 2023
MGN 276 (M+F) - Fire Protection: Maintenance
of Portable Fire Extinguishers (Amendment 1)
Go to https://bit.ly/42MG7An
United Kingdom M Notices MGN 374 (M+F) -
Periodic Inspection and Testing of Seamless Steel
Pressurised Gas Cylinders (Amendment 1)
Go to https://bit.ly/3M02R94
26 April 2023
MSIS 42 - Damage Stability SOLAS 2020
Amendments with Explanatory Notes (Rev. 05/23)
Go to https://bit.ly/41xbmhQ
MSIS 43 - Intact Stability IMO 2008 IS Code and
Explanatory Notes (Rev. 05/23)

Go to https://bit.ly/3LXt5Jw Go to https://bit.ly/3W15hJs

United Kingdom M Notices United Kingdom 28 April 2023

Instructions to Surveyors – MSIS 27 – Chapter 1:
· Annex 6 - MCA Plan Approval List (Rev. 04/23)
· Annex 22 - Procedure for Dealing with Fisheries
and Seafood Scheme (FASS) Applications and
Engine Fleet Modernisation Scheme (Rev. 04/23)
Go to https://bit.ly/3r85lYQ
MSN 1905 (M+F) - Ships’ Medical Stores:
Application of the Merchant Shipping and Fishing
Vessels (Medical Stores) Regs 1995 (SI 1995/1802) and
Merchant Shipping and Fishing Vessels (Medical Stores)
(Amdt) Regs 1996 (SI 1996/2821) (Amendment 3)
Go to https://bit.ly/3b1gJS2
New 4 day residential practical surveying course for
yacht and small craft surveyors
IIMS recognises that for some with less or limited marine surveying experience, especially those who have
completed a Professional Qualification with the Institute, actually undertaking those early surveying jobs can
be daunting. Am I inspecting this boat correctly and in sufficient detail and is my report up to scratch are just
two of the major concerns a surveyor will face?

IIMS is planning to launch a new 4 day residential programme, (subject to demand), which will run at the Boat
Building Academy in Lyme Regis from 13 to 16 November 2023. The key aim is to offer delegates a mix of theory
and practical surveying with the final test being to write a report on a boat that has actually been inspected
earlier in the week. Senior surveyors will be on hand to assist delegates as they inspect and survey the boats.

The plan is to spend two days surveying two different boats in the Lyme Regis area. A further day will be
turned over to detailed report writing tuition plus a review of the surveyor’s tool kit.

The cost for the training programme is £650 (no VAT) or £995 (no VAT) to include 4 nights’ accommodation.
Food and drink are at own cost.

At this stage IIMS is asking those interested in attending to register their expression of interest to participate.
Depending on the numbers, a decision will be made whether to proceed or not.

To register your interest please use the online form at https://bit.ly/3OalY36.

The Boat Building Academy in Lyme Regis offers a selection of practical courses in traditional skills, including
wooden boatbuilding. More information is available at https://boatbuildingacademy.com/.
 13JUNE Southampton
TO
152023 United Kingdom

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 IIMS
Marine
Incident &
Accident
WATCH
Filipino crew member
died trying to assist
pilot boarding
A Filipino crew member of a Capesize bulk carrier the
Hellasship fell into the water while trying to assist a
pilot boarding the vessel in rough weather off Gijon,
Spain. Despite a massive SAR, his body was found and
recovered in the morning. He drowned despite wearing
a life jacket.
Containers lost overboard
The container ship Avila lost two containers in the
Bay of Biscay in adverse weather conditions. The
lost containers were loaded with tyres and plastic
package materials.
Cruise ship Valiant Lady
returns to port after
fatal fall
The cruise ship Valiant Lady had to return to Port Miami
after a passenger died in a fall from their cabin balcony.
The passenger reportedly struck another person and
landed on a lower deck level, sustaining fatal injuries.
The second passenger was unharmed.
Freighter sank
in Mediterranean
General cargo ship Joe 2 sank off Kumluca, Antalya
Province while en route from Iskenderun, Turkey to
Izmail, Ukraine. Of 14 crew on board, 5 were rescued
and a further 9 are missing.
Container ship struck wreck
The Greek Coast Guard reported an accident at
Thessaloniki port when a container ship the Annaba
struck a charted wreck while entering port, and suffered
a portside hull crack which was under inspection.
Following are brief reported
news snippets from some of the
marine incidents and accidents
that reached the IIMS news desk
during the month of APRIL 2023.
To those who have lost their lives
at sea, may your sacrifice not be
in vain - rest in peace. IIMS sends
its condolences to the bereaved
loved ones and families.
Trawler fire broke
out at Tacoma
A fire broke out onboard a Trident Seafood’s factory
trawler at Tacoma’s Tideflats Port Facility, burning
through the deckhouse and the wheelhouse. The fire
progressed throughout the ship. The vessel was reported
to have an estimated 55,000 gallons of diesel and 19,000
pounds of freon onboard.
3 crew of bulk
carrier poisoned
Three crew members of the Taiwanese general cargo
ship Vigor SW were poisoned by hydrogen sulfide gas
at Son Duong Port, Vietnam. It is understood they were
tasked with opening holds hatches in preparation for
cargo offloading. All three were hospitalized. One died,
one was in critical condition in a coma and another one
was reported to be stable.
Ferry fire in Corsica
Fire erupted on the lifeboat deck of ferry Mega Regina
Corsica during tests of new lifeboats equipment. The
fire was extinguished by crew, before firefighters’
intervention.
Vessel with 20 tourists
onboard sank in Honduras
The Honduran Fire Department reported that a vessel
carrying about 20 tourists sank, prompting search and
rescue attempts. The fire agency noted that no deaths or
injuries had been reported.
Hull of OS 35
shipwreck separates
The Gibraltar government has reported that the wreck of
the OS 35 bulk carrier has shifted slightly from its position
due to adverse weather conditions. This has caused a
final separation of the bilge keel, resulting in the complete
separation of the hull that was damaged previously. Some
oil residue has been observed escaping from the wreck and
coastal cleanup operations were underway.
Tankers collide
The tanker Sinar Malahayati collided with tanker Fortune
Pacific XLIX at the oil terminal anchorage, Merak Port, Java.
The incident caused significant damage to both vessels.
Fortune Pacific XLIX suffered superstructure damages in her
starboard area with the bridge wing broken and dangling.
Sinar Malahayati.
Taiwanese fishing vessel rescues
round the world yachtsman
A Taiwanese fishing vessel has rescued a sailor who got
caught in a severe storm in the Golden Globe single-handed
ocean race. Yachtsman, Ian Herbert Jones, contacted the
Golden Globe Race coordination office by satphone and
he advised the race organizers that he was in trouble. It is
understood his yacht had been dismasted. He was trying
to hand-steer the yacht downwind in 50-knot winds and
confused seas. The conditions were so bad that he had twice
been washed out of the cockpit by waves.
Four injured on Trinidad
offshore platform fire
A generator-related fire occurred on Trinity’s Bravo Platform
in the Trintes Field, injuring four people. According to the
operator company, Trinity Exploration & Production, four
workers were onboard Trintes Bravo at the time of the incident
with two sustaining minor burns and all four were impacted
due to smoke inhalation. All workers received medical
treatment for minor injuries and continue to be monitored.
Collison leads to ferry sinking
A passenger ferry sank after it collided with a recreational
vessel in the Bay of Islands in New Zealand. Initial reports
said the wooden ferry Waitere and an unnamed pleasure
boat collided with each other midway between the towns
of Russell and Paihia. The damage suffered by the ferry was
so severe that it sank a little over two hours later. Witnesses
described the wheelhouse as having “disintegrated” due to
the force of the impact. At least one passenger on the ferry
was reportedly thrown into the water. However, officials
confirmed that Waitere‘s captain was the only individual on
either vessel who suffered injuries from the collision.
Dredger lost suction pipe
Hopper dredger Costa Atlantica reportedly struck and
destroyed three pilings at Calais Port, France either while
being engaged in dredging, or leaving port. The dredger
sustained serious damages including a suction pipe lost
overboard, which now presents a navigational obstacle.
Bulk carrier damaged by rogue barges
Bulk carrier Adrienne was hit by several breakaway barges
at San Lorenzo anchorage, Parana river, Argentina. The ship
sustained hull breach in her portside fore area at waterline level.
Samui ferry capsized
in Thailand
The ferry Raja 10 capsized and rested starboard on
the pier at Surat Thani Port, Thailand, Gulf of Siam.
The vessel is reported to have lost stability and
capsized during mooring before boarding started. No
injuries reported.
26 crew rescued from
burning fishing boat
The South African Maritime Safety Authority reported
that 26 crewmembers were rescued and brought to
shore after their fishing vessel caught fire south of
the Cape of Good Hope near Cape Town. They are
describing the rescue as “a frantic effort involving
no less than three ships which had responded to a
mayday call.”
Tanker fire claims
five lives
Fire is reported to have broken out in the engine
room of the tanker Tiger Sea somewhere in Riau
Archipelago waters, South China sea. Local informants
said five Indonesian crew were lost in accident. The
ship’s condition and status are unknown, as is the fate
of other crew members.
US warship collides with
tugboat during launch
Footage captured during the launch of a US warship
using the ‘side launch’ method shows the vessel
seemingly colliding with a tugboat moments after
hitting the water. The video shows the USS Cleveland
rocking after hitting the water before sending a huge
wall of water over the deck of the nearby tug. The
crew on board the tugboat can be seen scurrying
away from the wave as it crashes over them.
Russian fishing
vessel caught fire
The fishing vessel Kaltan was towed to Ulsan and
berthed. The search for four missing fishermen was
continuing. A further twenty-one crew on-board
were rescued.
Ship and dredger collide
near Corregidor Island
According to the Philippine Coast Guard, the MV
Hong Hai 189 and the MT Petite Soeur crashed near
Corregidor Island killing two with a further three
reported missing. A further 18 others were rescued.
Aframax caught fire off Singapore
25 crew were rescued by nearby ships following a fire
onboard the crude oil tanker Pablo. However 3 crew
were reported missing.
 Cargo vessel runs into an
offshore wind turbine
A cargo vessel collided with a wind turbine at the Gode
Wind 1 offshore wind farm in the waters of the German
North Sea. The German water police informed that it had
sustained massive damage. The result was a 3 by 5 metre
hole on the vessel’s starboard side and water ingress.
Ferry fire, grounding
and water ingress
The ferry Pentalina suffered a fire in engine room and then
ran aground near the pier at St Margaret’s Hope, Orkney
Islands, north coast of Scotland. All passengers on board
were safely evacuated. The ship suffered hull breach with
minor water ingress.
Brand new luxury yacht
sinks in Red Sea
Luxury yacht Carlton Queen capsized and sank during
her second voyage en route from Sha’ab Abu Nuhas reef,
Hurghada, Egypt, to Sinai Peninsula after dives in the area.
All on board were rescued by a nearby liveaboard vessel,
said divemagazine.com. According to divemagazine.com,
the yacht already had a list while she was at reef which
later. The yacht capsized and sank in fine weather while
making a turn, so disaster was caused by stability loss.

What Mike Schwarz casts

caught month’s eye-catching and

his eye back over last

my eye... eventful marine news

25m Bolide 80 hits 70+ knots on sea trials
Personally, I have no obsession with speed per se, but I know plenty who do. So, the idea of zipping across the
water at 70+ knots fills me with dread and I am happy to watch others rather than participate. News reached me
about the new 24.9 metre Bolide 80 which has begun sea trials in Pisa. It has reportedly exceeded expectations
by hitting sprint speeds of around 73 knots and cruising speeds of 55 knots. Now that’s quick!

Fabiana Porciello of Victory Yacht Design & Technology said, “The boat exceeded all design targets in terms
of maximum cruising speed and intermediate gaits. Evolution tests confirmed the boat’s manoeuvrability and
control at all speeds, thanks to the innovative dihedral rudder system and active control system.”

The Bolide 80 is powered by triple MAN 12 V 2000 engines, each delivering around 2,000 horsepower. Range at
maximum speed is predicted to be 200 nautical miles, while is expected to have a range of 345 nautical miles at
cruising speed.
Repurposing an
older vessel to
host space flights
It fascinates me when two industry
sectors combine, and it is great to know
that an older OSV can be put to good
use as a new spaceport. Recently I
read an article about a former offshore
supply vessel that is reportedly destined
to become the world’s first marine
spaceport for human spaceflight.

Classification society ABS has reported it is supporting the planned reactivation and modifications to the
25-year-old vessel, which is expected to be operational later this year as part of test flights in advance of
an anticipated 2024 commercial launch.

The latest space tourism concept is being presented by a Florida-based start-up called Space Perspective.
In their plan, the spacecraft, called Spaceship Neptune, will be launched for a six-hour journey to space
providing a spacious consul for eight passengers and a captain. Unlike the operational space tourism flights,
this one calls for the pressurized capsule to be attached to a massive hydrogen-filled balloon to provide a
gentle ascent that the company compares to being in an airplane.
What will they come up with next?

The Titanic story - the disaster that keeps giving

As the whole world surely knows, the RMS Titanic sank on its first voyage in the North Atlantic 111 years ago,
sadly claiming the lives of more than 1,500 people. But even after so much time has elapsed, the Titanic story
continues to attract people. Several experts from around the world have investigated the wreck, and first-hand
stories of individuals who survived that night have been documented.

Because there is so much interest in this ship, a post highlighting the lunch menu available onboard Titanic
has gone viral! Curry chicken, baked fish, spring lamb, mutton and roast turkey were popular dishes, while the
custard it seems was a popular dessert.

That evening, second-class passengers ate plum pudding (otherwise known as Christmas pudding). In their blog
post, Taste Atlas shared photographs of the menu and dining area.
Port’s last sailing cargo
ship, the De Wadden,
set to be dismantled
De Wadden in her heyday sailing for nearly
40 years from Liverpool to Ireland. (Photo
courtesy of National Museums of Liverpool)

Of course, nothing lasts forever, but

the decision to scrap the De Wadden
is undoubtedly a sad one and came as
something of a shock. She is the last
sailing cargo ship to have used the port of
Liverpool for trading. The De Wadden, a three-masted auxiliary schooner built in 1917, has been drydocked
in the city since 1987.

The ship was built in the Netherlands in 1917 and was used to carry coal and other goods including grain,
pit props, china clay and mineral ores from the city to Irish ports between 1922 and 1961.

A feasibility study by owner National Museums Liverpool found costs of repair and continual maintenance
to be unsustainable and an attempt to rehome the vessel was unsuccessful.

Director of National Museums Liverpool, Laura Pye, said decisions like this could not be “taken quickly” and
it had been important to have a “particularly rigorous period of consultation, evaluation and self-checking”.

And in contrast to
the previous story,
the De Tukker sailing
ship starts first cargo
service across Europe
Photo credit: Ecoclipper

Having just shared the sad news about

the dismantling of the De Wadden
with you, here is news about a similar
age Dutch built vessel that has a rather
brighter future ahead of her.

De Tukker, the first ship operated by Dutch sustainable shipping company Ecoclipper, recently set sail on
the firm’s maiden voyage a mere 111 years after she was constructed. The classic vessel is far from a typical
cargo ship. Following a refit and sea trials, De Tukker, which saw life as a coastal trader and sail training
vessel, is now propelled again by over 300 square metres of sail. Leaving Amsterdam carrying chocolate, five
crew members and five trainees, De Tukker headed for Porto. This is the first voyage on a schedule that will
see the ship sail on a regular route across North and West Europe.

Capt Jorne Langelaan, Ecoclipper founder and CEO, says he is excited that De Tukker is now sailing again.
“After a year-long period of expert refitting by our own refit crew and the team at the Talsma shipyard, it
was with the greatest pleasure that I watched De Tukker sail off towards the horizon. This is the next step in
returning to large-scale transport by sailing vessels at sea.”

What a wonderful and bold initiative and how incredible to see the clock turned back in spectacular fashion
to a time we thought had long since gone forever. I wish Capt Jorne Langelaan much luck in this eco-
friendly project and safe passage.
More next month, Mike Schwarz
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