IIMS June 2024 News Bulletin

Welcome to this month's News Bulletin highlights compiled by IIMS. For the full June News Bulletin, click to download it in pdf format, OR click to read it in eReader magazine format.

Two 'Lite' podcasts are also available to listen to. Click here for the version for small craft surveyors (run time 24 minutes). The edition for commercial ship surveyors is available to listen to here (run time 26 minutes).

The 144 page Report Magazine edition 108 June 2024 published today

There are many stories and feature articles in the June Report which will appeal to marine surveyors of all persuasions as well as the wider maritime world too.

Download the Report Magazine in pdf format or choose to read the publication in eReader magazine format.

The Baltimore Bridge Black Swan Event and its effect on the insurance markets

Learning from this tragedy could prove an invaluable lesson in risk mitigation with complex maritime operations, writes John Butler. In the early morning of 26 March 2024, the container ship Dali struck the Francis Scott Key Bridge in Baltimore forcing its dramatic collapse which was captured and circulated on television and social media across the world. This is a textbook example of a Black Swan Event, an unexpected incident that has disproportionately created a social and economic impact on a local area. This incident also shines a light on the offshore industry, maritime insurance, and the importance of Marine Warranty Surveyors.

The collapse of the Francis Scott Key Bridge in Maryland has not only had significant implications for the local community but has also raised important concerns for maritime shipping operations. As a major artery for maritime traffic, the collapse of the bridge has disrupted supply chains, impacted shipping schedules, and raised concerns about insurance coverage for the companies involved both in maritime shipping and infrastructure.

The collapse of the bridge also raises questions about liability. In the case of a bridge collapse, determining liability will be a complex process involving multiple parties. Unpicking how and where the liability lies will be assessed and reviewed through the investigation process.

Nevertheless, this incident raises some immediate questions, for example:

– What preventative measures were put in place to mitigate potential incidents?

– Has modernisation of the global shipping fleet increased risk of damage to critical infrastructure such as bridges?

– Is there an increased role for marine warranty to support risk mitigation for insurers?

This incident also highlights the necessity of hull and machinery insurance for maritime vessels. Such insurance provides coverage for physical damage to a vessel and its equipment, including damage resulting from collisions, grounding, and other accidents. With a bridge collapse potentially posing a hazard to vessels navigating the waterway, insurers will need to assess the risks to insured vessels and determine the coverage available under their policies. Vessel owners may need to take additional precautions when ensuring the safety of their ships and crew.

Click here to read the full story.

Queensland's War on Wrecks cleans up over 1,350 vessels

Almost 6 years since War on Wrecks was launched by the Queensland Government, Maritime Safety Queensland (MSQ) and its partners have overseen the removal of more than 1,350 vessels from Queensland's waterways.

The current round of funding enables this work to continue until 30 June 2025. MSQ currently has 554 vessels flagged as being of interest. Recognised nationally for its success, the War on Wrecks program has removed the larger vessels that the authorities have been made aware of, focusing recently on the more easily salvaged, smaller craft.

Community and industry can get involved by emailing: [email protected] if you:

- know of the location of an unseaworthy vessel that is a danger to navigation or a threat to the marine environment or public safety.

- own such a vessel and would like to discuss ways of removing it.

- know the identity and contact details of the owners of such vessels and think you can help with suggestions to prevent vessels becoming derelict and abandoned in future.

Lithium-ion battery explosion on a vessel

AMSA has published details of an investigation into a lithium-ion battery explosion so that lessons may be learned. The explosion occurred on a charter fishing vessel whilst berthed. The investigation identified that the ignition source was a lithium-ion battery that was not holding charge connected to a battery charger in a way that bypassed the battery management safety system. The vessel was beyond repair following the explosion.

The incident

A berthed charter fishing vessel experienced an explosion. The force of the explosion scattered debris up to 30 metres and ejected a 200 kg deck winch and a section of deck, which came to rest at the vessel’s stern. While there was evidence of smoke and fire, the destruction was caused by the explosion itself. The vessel owner reported previously having issues with the lithium-based battery system attached to the pot winch on board. They had purchased a new charger and installation services from an auto electrician on the afternoon of the incident. The electrician was working on the vessel and fitting the new charger temporarily to the system to be left to charge overnight. The electrician stated they left the vessel at approximately 7.30 pm and set the charger shortly before departure. The explosion happened at night and while the vessel was berthed. Fortunately, no one was onboard at the time and no injuries were sustained.

Investigation findings

Although the extent of the damage made conclusions from the explosion problematic, it appears the installation of the new battery charging system potentially bypassed the battery management system. It was also noted that the location of the lithium-ion battery installation was not ventilated as required by the Australian Standards.

Safety message

Vessel owners/operators should develop and implement a procedure for onboard charging of electronic devices and battery systems. This should consider the risk of a thermal runaway, including venting of toxic and flammable gases and compounds.

When a lithium-ion battery enters thermal runaway there is an intense release of heat and toxic gases; some of which are also explosive1. These types of thermal runaway events can also lead to fires that are extremely difficult to extinguish.

Lithium-ion batteries are required to be installed in accordance with the National Standard for Commercial Vessels Sub-section C5B Electrical. It is essential that lithium-ion battery installations include an approved battery management system to avoid potential overcharging events. Ventilation air flows must also be in accordance with the manufacturer’s specifications.

The UK Office for Product Safety and Standards issues product recall alert for Honda Marine Outboards

The affected Honda Marine Outboard products present a risk of injuries as it has been identified that the actuator link rod may break during use due to a lack of durability. This can then result in a loss of shift operation, leading to a potential loss of control of the vessel. The product does not meet the requirements of the Recreational Craft Regulations 2017. Due to this, the product has been recalled from end users.

Affected dealers have been informed. Honda will also contact registered end users to arrange an appointment with their local Honda dealer to have their outboard engine repaired at no cost.

The affected models are as follows:

Model From To

BF175D BBSJ 1010001 BBSJ 1011127

BF200D BBRJ 1010322 BBRJ 1015620

BF200D BBRJ 8010038 BBRJ 8011279

BF225D BBPJ 1010234 BBPJ 1014461

BF225D BBPJ 8010153 BBPJ 8012359

BF250D BBNJ 1010220 BBNJ 1023503

BF250D BBNJ 8010058 BBNJ 8014560

MAIB Report: Powerboat Awesome accident resulting in two fatalities

The MAIB has issued a report on its investigation of the loss of control of the powerboat Awesome near Little Thatch Island, British Virgin Islands on 2 October 2022, resulting in two fatalities.

On 2 October 2022, the mono-hulled offshore powerboat Awesome was returning to its home port when it unexpectedly veered to starboard, then rolled violently to port, ejecting 10 occupants. Awesome ended up in a vertical position, with its bow in the air, briefly staying afloat before it started to sink by the stern. Two of the occupants did not survive the accident.

From witness testimony and expert analysis, it is probable that Awesome was travelling at about 60 mph when the port drive shaft universal joint failed, the flailing shaft then severed a steering system hydraulic pressure hose. This resulted in a loss of pressure in the steering system, which allowed both stern drive units to snap over to full starboard.

Failure mechanism

In general, Awesome appeared well-maintained at the time of the post-accident inspection. Much of the boat’s routine maintenance was completed by the owner; however, they had no knowledge or awareness that the drive shaft universal joints required regular greasing maintenance. It is likely that the degradation of the port drive shaft yokes and trunnions started before the owner purchased Awesome and that further degradation had occurred during their ownership.

When inspected, all the universal joint trunnions showed signs of overheating, wear and corrosion to varying degrees. As number three trunnion on the port drive shaft started to wear and the running clearance within the bearing housing increased, there would be a cyclic impact loading with the trunnion hitting the bearings with every rotation of the shaft. With further use, the bearing would have disintegrated, and the trunnion would have then impacted on the cast steel yoke of the joint. This repeated impact led to plastic deformation of the trunnion and the degradation of the cast steel yoke, gradually reducing its cross-sectional area. On the day of the accident, the cross-sectional area of the yoke had reduced to a level where it could no longer transmit the torque applied by the engine and it failed due to brittle fracture. With the yoke no longer holding the trunnion in place, the opposite trunnion was released from its bearing and the two halves of the universal joint violently separated while rotating at around 1500 revolutions per minute. The end of the drive shaft, still attached to the gearbox, was free to flail around and impacted the steering hydraulic hose located nearby, severing it.

The key safety issues identified in the report were:

- Steering control was lost when a drive shaft failed and severed a hydraulic pipe feeding the steering system. The mechanical failure of a drive shaft occurred due to a lack of maintenance.

- The kill cords designed to stop the engines in an emergency were not being used.

- Both of the victims drowned. It is likely that they were both rendered unconscious during the accident, neither was wearing a PFD.

- Awesome had seating for five people; at the time of the accident there were eleven people on board, including four children.

Click to download the report.

Beware of cheap prices overshadowing safety standards

Ally Ford, from the UK’s Superyacht Tenders and Toys, writes that alluring high-end toys may have a sheen of adrenaline, but they also demand the utmost attention to safety. That’s non-negotiable, especially when it comes to lithium. Of course, the pursuit of thrill should never compromise the safety of guests. Yet, the market is awash with products where price tags often shadow safety standards. A critical look reveals a stark truth. When it comes to superyacht toys, you truly get what you pay for.

The high cost of low-price lithium

Temptation often comes in the form of budget-friendly deals, particularly with the rising trend of toys and gadgets powered by lithium batteries. While appealing to the wallet, these cheaper alternatives are infamous for their reliability issues, posing serious risks of failure and fires. The message here is clear and urgent - avoid cheap lithium batteries at all costs.

Equipping crew with the right knowledge should be seen as a priority for every yacht. It’s essential that every team member is informed and up to speed. When it comes to procuring products consulting with seasoned professionals, and opting for reputable manufacturers, is key. All that glitters is not gold. Vigilance and adherence to the provided guidelines are crucial; always handle equipment with the utmost care, abiding by the safety procedures and policies laid out by the manufacturers.

The UK Government has addressed this concern through a detailed guidance document, Marine Guidance Note (MGN) 681(M), which has rapidly become the go-to resource for managing the risks associated with these items. This document is a treasure trove of best practices, outlining the key measures that need to be in place to ensure the safe use and storage of electric-powered craft.

While laws help keep consumer safety in check by setting standards, it’s worth asking if they do enough. The reality is that the quality of safety often depends on how carefully consumers choose their products and how ethically companies operate. Everyone needs to work together to prioritise safety, going beyond just the minimum legal requirements. Being informed and making smart choices are key to improving safety standards.

Click here to read Marine Guidance Note (MGN) 681(M).

One check valve may not be enough to save your vessel from sinking

An open overboard shutoff valve and a failed check valve led to the sinking of a laid-up towboat at a yard in New Orleans last year, the NTSB has concluded.

At about 0600 in the morning on June 25, 2023, an employee found the towboat Joanne Marie listing heavily and partially flooded at the Bollinger Quick Repair Shipyard outside New Orleans. The ship was in layup at the time, without power or crew, and no one was injured in the partial sinking.

Investigators came aboard after the refloat to determine the cause of the sinking. The owner's surveyor used a hose to pressurize each discharge pipe from the outside and found water leaking from the inlet strainer on the bilge pump on the starboard side cofferdam. The piping had a check valve between the pump and the overboard line, but when the company's engineers opened up the check valve to have a look, they found that an everyday orange wire nut (twist connector for electrical wires) had somehow gotten sucked into the pump and jammed the valve open. Since the ball valve on the discharge line had also been left open, there was nothing to prevent water from flowing backward through the line, through the pump, and into the cofferdam.

Ordinarily, the discharge pipe was above water, but the vessel had more fuel in her tanks than normal, and was sitting about a foot lower than her usual operating draft - low enough that the discharge would have been at or near the waterline. Water from a passing vessel's wake or from a slight list likely flowed back through the line and flooded the engine room.

Since the boat had no power, her bilge pumps did not come on to counteract the flooding. Once the boat started to list, fuel would have flowed "downhill" from the starboard side tanks into the port side tanks through the open crossover valves, adding to the accumulation of mass on the low side of the boat.

"To reduce the potential for flooding, operators should consider closing through-hull fitting valves," concluded NTSB. "Installing high-water bilge alarms and fire detection systems that remotely alert responsible personnel facilitates the early detection and mitigation of potential safety risks, such as flooding or fire."

Olympic flame departs Piraeus aboard classic three masted ship

The Olympic torch boarded a historic French sailing vessel in Piraeus bound for France and the next leg of its long journey to the Paris Olympic Games.

The ship in question, the Belem, is a historic steel-hulled, three-masted barque built in Nantes in 1896 - the same year that the Olympic Games were revived in Athens. After a successful career ferrying sugar, chocolate and rum from South America to France, Belem was bought by the Duke of Westminster and converted into a large yacht. Irish Brewer Sir Arthur Guinness bought it from the duke seven years later, and he owned it until his passing in 1949. The ship is now owned by a French foundation and homeported in Nantes, where her journey began. Belem is classified as a French national monument, and was specially restored for the Olympic torch ceremony with government support. The work took extensive planning and cost about $2 million.

"These games mean a lot. It's been a centenary since the last time we organized the Olympic games in our country," Paris Olympics organizer Tony Estanguet told The Local at the departure ceremony in Piraeus.

After it reaches Marseilles, the torch will continue to travel in France for a long time - and not just in mainland France. It will tour the French world by aircraft, visiting overseas departments in the Caribbean, the South Pacific and the Indian Ocean before returning to Paris.

Changes to MARPOL effective 1st May 2024

The International Convention for the Prevention of Pollution from Ships (MARPOL) is set to undergo significant amendments which took effect from 1st May 2024. These updates aim to further enhance maritime environmental protection, reflecting the global maritime community's ongoing commitment to sustainable shipping practices.

The new provisions will impact various aspects of maritime operations, from the handling and disposal of ship-generated waste to stricter controls on emissions. The upcoming changes are crucial for ship owners, operators, and the broader maritime industry as they align with international efforts to combat environmental pollution and promote a greener future.

This introduction to the changes in MARPOL is intended to provide stakeholders with a preliminary understanding of the modifications and their potential implications on maritime activities.

a. MARPOL Annex V: Regulation 10: The size of vessels that need to maintain a Garbage Record Book is changing (IMO Resolution MEPC.360(79)).

WAS: Vessels 400GT and above

NOW Vessels 100GT and above

b. MARPOL Annex VI: Appendix V Bunker Delivery Notes (BDNs) will need to include the flashpoint (FP) of the fuel (IMO Resolution MEPC.362(79)), such that:

Where FP <70°C: As a definite value

Where FP ≥70°C: As a statement that FP has been measured at or above 70°C

c. MARPOL Annex VI: Regulation 14 and Appendix VII: The Mediterranean Sea Area is now designated* as an Emission Control Area (ECA) for Sulphur Dioxide (SOx) and Particulate Matter (PM). In such an ECA, the Sulphur content of fuel oil used on board ships shall not exceed 0.1% mass by mass (m/m). (IMO Resolution MEPC.361(79))

*The amendment will enter into force on 1 May 2024, however, requirements regarding SOx and PM emissions will start being enforced from 1 May 2025.

We'll be back next month with more news for you.