24 minute read
Fighting fire
FIGHTING FIRE: NEW FUELS, NEW CHALLENGES
As the innovators of new technologies throw potential shipping fuels into the ring, safety equipment makers need to keep up with the changes
With the number of new fuels competing to be the greenest replacements for diesel in shipping – the most talked-about fi ve at the moment being ammonia, hydrogen, liquefi ed natural gas, methanol and batteries – there is going to be a need for fi re safety systems that are adequate for the ones that gain traction.
Safety equipment maker Survitec has just been awarded the contract to supply its fire safety package to the two new 48,000t Spirit of Tasmania ferries which, when they are completed in 2023, will replace the 25-year-old pair that have been taking thousands of passengers a year to and from Tasmania and the Australian mainland since 1998.
The LNG ferries are currently under construction in Rauma, Finland, and will be dual fuel.
Fire-fighting equipment will include Survitec’s Novenco Fire Fighting XFlow® Water Mist systems for machinery spaces and accommodation; a Deluge system for car decks; a dry powder fire suppression system for LNG bunkering stations; and a CO2 system for the galley ducts.
But LNG isn’t the only fuel in town.
Five-horse race
Survitec can develop fire safety systems for all new and old fuels – but some are further ahead and possibly more likely to win initial interest, says Rafal Kolodziejski, Head of Product Support & Development - Fire Systems, with Survitec Group.
“Ammonia and hydrogen are at much more of a pilot stage,” he says. “There are a few projects that we’re currently working out solutions for, where we’re evaluating the different risks and the various factors involved in putting out fire and doing it safely – but this is all very much in the development stage. Fire solutions for LNG as well as for methanol are already well covered by Survitec portfolio.
“But I don’t think there’s going to be a market for five different fuels 20 years from today. Right now there’s a race going on – and there are risks and benefits to all the alternatives. Which will ultimately win, nobody knows right now.”
However, he says, it is very important that owners and operators who are investing in new ships with new technologies work with safety providers such as Survitec at the earliest stage to ensure they steer investment into the appropriate safety products that will be needed.
“It’s a race between five horses but the winner will be down to the operators, not Survitec,” he says. “Regardless of which fuels are chosen, our focus is on working with owner operators – and regulators – to support the choices that are made and to develop the technology and the rules they will require in order to operate safely.”
Batteries in the spotlight
The two Tasmanian ferries order came shortly after Survitec installed a fire-fighting system aboard Yaka Birkeland, the world’s first fully electric, autonomous container ship.
The scope of supply from Survitec included an NFF XFlow Water Mist system, an Inergen fire extinguishing system for
8 Spirit of Tasmania
the switchboard and pump rooms, control rooms and electrical spaces, and a Deluge system for the cargo holds, open decks, superstructure and other compartments.
On board, there is a lithium-ion battery with 6.76MWh capacity installed in eight separate battery rooms, and this is where new challenges are appearing.
The risk from lithium battery fires is two-fold.
They can actually start the fire by thermal propagation, getting hot and exploding, or they can exacerbate fire if they catch alight from another source.
They are incredibly tricky to put out because they produce toxic and potentially explosive gases and therefore can reignite several times, which means it is important to use proper fire extinguishing agents to stop thermal runaway in battery modules.
The March 2022 sinking of the Felicity Ace is one example: on board was a cargo of luxury vehicles, some of which were electric.
Whether their batteries caused the fire in the first place is not certain; however the fire took days to put out and in fact was still smoking when the ship finally sank.
The risk from lithium batteries is two-fold. They can actually start the fire by thermal propagation, getting hot and exploding, or they can exacerbate fire if they catch alight from another source. They are incredibly tricky to put out because they produce toxic and potentially explosive gases and therefore can re-ignite several times
“It’s possible there was only enough CO2 on board for one attempt to put out the fire, so when it reignited there wasn’t enough for a second attempt,” says Finn Lende-Harung, Commercial Director of the Fire Division with safety equipment firm Survitec.
“Also if the temperature gets too high the CO2 splits and then it means you’re actually fuelling the fire because you’re getting oxygen directly from the system. CO2 is the one extinguishing medium that will behave in this way.”
One option in dealing with lithium battery fires is to isolate and control them so the fire does not spread. A way of doing this is with a battery power management system to identify the earliest possible event.
“You try to buy yourself time, so that’s why it’s important to have a monitoring system for any abnormal conditions can be detected early and isolated,” says Lende-Harung.
8 Survitec NFF X-Flow
Water Mist system Red tape
As in most other areas where new technology is introduced, there are fences to jump before any new solution is approved.
“The industry is very heavily regulated and you can’t just change that,” says Kolodziejski. “If the regulatory bodies say you manually need to discharge the system, you can’t operate it from the shore without rewriting the rules or getting an exemption from the rules.
“Nothing is done in isolation. But the vessel is going to be there for 25 to 30 years, so writing the rules has to take time, especially in international waters. Do you do it just for new vessels, or existing vessels as well – and if so, how far back do you go on old vessels?
“Yes it does feel like a hurdle, but at the same time we do understand and support the work that goes on in getting it right.”
Getting a headstart
Onboard fires are not just a safety or damage issue – they can also become a warning to investors.
Dr Maurizio Pilu, Managing Director of the non-profit firm Safetytech Accelerator, which focuses on safety and risk in industrial sectors, said at a recent webinar hosted by the Financial Times newspaper that if investors felt there was a risk of this kind of damage they would be put off.
“Cargo fire used to be an insurance issue, but now it is becoming a pollution, or an investors matter,” he said. “If you have a reputation for losing cargo at sea it may be harder or more expensive for you to raise funding from investors.”
Survitec has just introduced what it calls a unique approach to help shipowners fully protect their crews and assets with fire-safety equipment to avoid this sort of event.
The ‘Head Start’ programme is a service that Survitec offers from conception of the ship build to its end of life, ensuring vessels are protected with the most appropriate systems possible and are maintained throughout the vessel’s lifetime.
“The industry is well advanced in fire extinguishing technologies and mediums for gas and methanol-fuelled fires,” says Lende-Harung. “However, Li-ion batteries, ammonia and hydrogen are relatively new marine fuel and powering options, presenting very different challenges.
8 Felicity Ace sank
with 4,000 luxury vehicles on board, some of them electric
MOTION ANALYTICS COULD INCREASE CTV EFFICIENCY
Njord Off shore has installed three of its vessels with important analytics
Off shore wind crew transfer vessel (CTV) operator Njord Off shore has shared its reasons for using Marfl e Motion Analytics in its CTVs.
Three installations have already been carried out in Njord Magni, Njord Forseti and Njord Zephyr. Another installation in Njord Avocet will be scheduled soon. These vessels are equipped with Volvo Penta and MTU marine diesel engines. Njord Offshore operates a growing fleet 21 CTVs in Northern Europe.
Marfle Motion Analytics is an add on to Marfle Fleet Analytics. Extra motion sensors enable analysis of vessel motions in addition to the main features of Marfle Fleet Analytics. Motion analysis is of increasing importance to CTV operators.
First, vessel operators have a duty of care to ensure the impact forces on wind turbines during ‘pushing on’ to transfer equipment and personnel are kept within certain limits to ensure no turbine damage. Therefore, impacts should be monitored and reported to the turbine owners. If damage was to occur, companies such as Njord Offshore would have a record, through Marfle, of all forces subjected to turbines by its vessels.
Second, the change in heave height of the vessel is an important parameter to keep an eye on for the safety of the transfers between wind turbines and vessels. Bad weather conditions can jeopardise the safety of the personnel and equipment during these transfers.
Third, work efficiency of turbine technicians can largely be affected by their comfort during transit trips to wind turbines. Motion sickness in turbine technicians can cost many working hours per year. This can now be analysed through the system and vessels and masters can both be improved to minimise this lost working time.
In addition to motion analytics, main features of Marfle Fleet Analytics also played an important role for Njord Offshore to choose Marfle. These features include engine diagnostics, driving style analyses and fuel economy analyses.
CTV owners usually work with very strict contracts and it is crucial for them to keep the marine engines running without any unexpected surprises. Engine diagnostics tools provide real-time and long-term trend analyses for all engine parameters. In addition, driving style analysis can help vessel owners maximise their engines’ lifetime.
Fuel economy analysis also provides guidance about the most optimal speed and RPM levels to maintain low fuel consumption during operations. While oil prices are climbing, it can be a useful tool to reduce fuel costs in marine operations. 8 Learn more about Marfle at Seawork 2022 on stand E133.
8 Marfl e collects and records
marine fl eet usage
8 Njord Zephyr
pushes on - this vessel now uses Marfl e Motion Analytics
GLOBAL MARINE INSURANCE MERGER TALKS
Two parties have entered into talks to create a new global marine insurance force
North P&I and Standard Club have entered formal discussions for a proposed merger to create one of the largest providers of mutual cover in the maritime industries.
“Standard Club and North now have the opportunity to create one of the world’s leading and most influential P&I clubs, founded on exceptional service and innovation, a broader diversified product range, scale economies and global reach,“ said Jeremy Grose, CEO, Standard Club.
“The merged club would maintain an unwavering commitment both to member service and to the International Group system and offer marine insurance products, services and solutions relevant to the broadest range of shipowners worldwide.”
Far reaching
With 300 years of shared P&I heritage, the combined mutual insurer would provide cover for vessels equivalent to 400M GT.
James Tyrrell, chairman at North P&I said that combining forces would establish a global marine insurer positioned to thrive in the face of current and emerging challenges and opportunities posed by digitalisation, recruitment, regulation and sustainability.
“With stronger financial resilience, the newly created club would be well-positioned to thrive in all conditions,” he said.
“In a changing and sometimes volatile maritime sector, North’s Board has long recognised the potential value arising from considered and balanced consolidation in P&I. Choosing the right partner is the first critical step towards success.”
The announcement follows the approval of the proposal by the boards of both clubs and notification to principal regulatory authorities of their intention to merge. A joint North and Standard Club working group has been appointed to evaluate how a combined entity would maximise value for members. The working group is following a structured methodology, allowing the case for a merger to be objectively explored and assessed by both clubs.
The proposed merger remains subject to the approval of the full mutual membership of both clubs and of all the appropriate regulatory authorities. Member voting procedures are anticipated to conclude by the end of May. If approved by the membership, the formal merger of both clubs is expected to complete by 20 February 2023.
8 Jeremy Grose,
CEO, Standard Club, said that the merger is an opportunity to create one of the world’s leading and most infl uential P&I clubs
New partnership streamlines underwriting
Marine insurer Thomas Miller Specialty has partnered an AI fi rm to improve its underwriting capabilities.
A new partnership has been announced between marine insurance provider Thomas Miller Specialty and Send, an artificial intelligence technology firm that has come up with an automated platform to streamline the underwriting process.
The ‘Underwriting Workbench’ brings a host of different policies, admin and auditing processes under one roof, and it means that Thomas Miller’s underwriters can benefit from high levels of automation, giving them more time to manage new business, renewals and endorsements on a single platform. ”These businesses are increasingly looking for smart, scalable software solutions that enable quick speed to market, and the ability to bring underwriting out of siloes to enable a single customer view,” said Ben Huckel, CEO and Co-founder at Send.
“This platform will provide a strategic solution enabling us to expand our business capabilities, streamline our processes through increased automation and ensure a best of breed customer experience,” said Lisa Gibbard, CIO, Thomas Miller Group. ”Such capabilities are key to support entry to new markets and leverage a competitive advantage, now and for our future growth.”
RESEARCHERS MODEL CRASH BARRIER CONCEPTS
Researchers have modelled three concepts which they say could avoid ships crashing into wind turbines and other off shore installations
The chances of vessels colliding with turbines are going to increase dramatically in the future, with some 2,500 wind turbines scheduled to be installed in the North Sea alone in the period to 2030.
This will increase the risk of collision to around twice a year, says the Maritime Research Institute Netherlands, which carried out its research on behalf of the Dutch government.
It says that up to 80 vessels are known to go adrift in the North Sea every year, and that although most use active interventions to avoid accidents, such as dropping anchor or getting towed, some slip through the net.
In January 31, 2022 a drifting bulk carrier, Julietta D, collided with a tanker before hitting a transformer platform and turbine foundation for the Hollandse Kust Zuid wind farm currently being installed. This could have resulted in the turbine toppling onto the vessel, seriously endangering crew and passengers as well as the environment.
As an initial answer, 20 people from MARIN and others from the wider maritime sector have developed three innovations that could serve as maritime crash barriers between shipping routes and wind farms.
One is a string of surface buoys secured by drag anchors, the second a smart suspension net between fixed poles, and the third an anchored underwater hook line that can catch the anchors of drifting vessels.
Scale models of each solution have been made and tests run to see if they could have averted the Julietta D accident in storm conditions.
“We established that all three concepts are able to intercept the vessel,” said MARIN Offshore Project manager William Otto. ”The drag anchors of the buoy string dissipate the drift energy evenly, so that the vessel stays afloat across the waves. The anchored underwater hook heads the vessel into the waves, so reducing roll – which means the vessel remains in place while being exposed to relatively low force.
“The smart suspension net initially showed too much droop, but with a bit of fine-tuning we were able to get this functioning too. Over the coming months we will go on to assess the various pros and cons of these systems.”
8 MARIN has
modelled three ‘crash barrier’ concepts, including strings of buoys at sea
New concept smarter than the average buoy
Sensor technology in new buoys can also be added to existing ones in a new concept by Navmoor.
Navmoor has released its ‘smart’ buoy, concept, which is available in new buoys or if customers prefer, can be added as a bolt-on to their existing hardware, the company says.
The company’s monitoring module can be added to any existing lantern power supply or self-contained unit to provide both verification that a light is working and confirmation that the buoy is correctly positioned via a GPS receiver, says managing director Chris Newell. It means ports and harbours can add monitoring to existing lateral and Cardinal buoys, or buy new. It also means the number of buoys required is reduced – thus cutting maintenance costs. ”Navmoor can also provide a new light with integrated monitoring, and this also enables the additional option for control functions,” Newell says. ”Many ports, wind farms and construction/ dredging projects need to measure the weather, sea conditions and water quality. This data can help for example to determine when it is safe to conduct marine operations. The Navmoor monitoring system is also capable of integrating a full range of other sensors according to client needs.
”Data can be viewed on the Navmoor Monitoring Portal and alarms can be sent to phone or by email for example in the event of light failure, if the buoy moves off station or any measured parameters exceeds a user-defined limit. ”By fitting these sensors to an existing, charted navigation buoy station we remove the need to deploy a separate ‘data buoy’ platform(s). Fewer buoy platforms in the water means lower annual maintenance costs.”
Navmoor is a member of the IALA (International Assocation of Marine Aids to Navigation and Lighthouse Authorities).
SEAMLESS OFFSHORE MARINE COMMS SYSTEM
A new ATEX compliant communications system has been developed for the off shore market
Allnet.Italia and Tecnel Wireless Solutions have developed the tailor-made system based on Spectralink technology for Saipem, a leading Italian oilfi eld multinational.
“Spectralink is our go-to partner for DECT and we have integrated the protocol within our mobile alarm reporting systems,” said Franco Boero, product marketing and account manager, Tecnel.
“We felt confident providing Spectralink handsets along with their top-class infrastructure because their enterprisegrade devices are the best suited to tough environments.”
Advanced technology
Due to the highly hazardous nature of the materials that it handles, Saipem needed to equip eight of its main ships with a communication system that would enable reliable, seamless, crystal clear DECT voice communications with no black out spots.
It also needed to ensure that devices were ATEX certified so there would be no risk of ignition on board due to sparks within devices. Finally, the company was also looking to virtualise some of its servers to reduce hardware and related maintenance costs and standardise DECT communications across the fleet.
The rollout covers six physical Spectralink 6500 servers, as well as two VIP Virtual Server One servers and 130 handsets. Tecnel also developed a casing called “SRB-IP-ATEX” for DECT cells, which allows their positioning in hazardous areas and is compliant with ATEX regulations.
Because licensed DECT frequencies change in different territories, ships, travelling from waters under one jurisdiction to another may find themselves in an area where their DECT frequency is occupied - for example, in Europe a 1.8GHz carrier frequency is used, while in the USA it is a 1.9GHz carrier frequency. ”By using Spectralink DECT solutions, ships are able to switch DECT frequencies as they change territory and continue using their DECT frequencies seamlessly as they sail,” said Roberto Cherchi, business development manager at Allnet.Italia.
8 Saipem needed
to equip eight of its main ships with a communication system that would enable seamless DECT voice communications
GNSS products launched on marine market ket
New positioning equipment for marine applications can be used even without internet service.
Belgian high-precision GNSS (Global Navigation Satellite System) firm Septentrio has launched two GNSS receivers for dredging, marine construction and offshore applications.
AsteRx-U3 Marine and AsteRx-m3 Fg both offer accurate positioning via centimetrelevel RTK (real-time kinetic) or a built-in Fugro PPP subdecimeter subscription service, which can be delivered over L-band satellite if internet is not available.
“The new products are designed around e our most powerful GNSS core, bringing the latest evolution in GNSS technology to the demanding marine construction and dredging markets,” said Silviu Taujan, Product Manager. ”They are both feature-rich receivers, combining the best-in-class RTK base and rover functionality with an option of sub-decimeter PPP positioning.“
Marine projects are increasingly being threatened by jamming – when GPS frequency is overpowered by other radio waves – or ‘spoofing’, a malicious form of radio interference where misleading signals are sent into the receiver, resulting in faulty co-ordinates that lead the target away from its predefined track. ”Having robust GNSS technology means accurate and uninterrupted positioning on any vessel, even in challenging marine environments,” says the company.
d
8 Septentrio’s AsteRxU3 Marine GNSS Receiver
PORTABLE SAFEPILOT SYSTEM LAUNCHED
Trelleborg has added a new product to its SafePilot navigation and piloting range
Designed to overcome limitations of AIS and WIFI, the portable SafePilot CAT PRO product ’is specifi cally designed for use in demanding applications that require the highest positioning and speed accuracy such as when piloting in narrow channels and confi ned waters’, according to Trelleborg.
It uses Real-time Kinematic (RTK) corrections to deliver Global Navigation Satellite Systems (GNSS) positional awareness and speed accuracy to one centimetre per second, and an independent heading accuracy to 0.01 degrees.
It also displays high-density bathymetric seabed data to meet the International Hydrographic Organisations’s S-102 standard, Trelleborg says, which allows the system to be used in challenging manoeuvres, and has an extended battery life of 30 hours.
“Piloting requires the safest, most efficient and reliable technology,” said Tommy Mikkelsen, Managing Director of the company’s Marine and Infrastructure operation in Denmark. ”It demands exceptional performance, ease of operation and high position and speed accuracy to facilitate optimum approach, berthing and departure. The launch of the SafePilot CAT PRO is the latest example of our longstanding commitment to further strengthen our navigation and piloting offering.”
The system has been developed in conjunction with marine pilots around the world, says Trelleborg. It can be used in combination with the xompany’s SmartPort, which powers the interface between ship and p[ort on and off land.
Port operators using it can analyse performance data and thus improve decision making, which in turn improves safety, efficiency and sustainability. ”The system integrates assets like fenders, mooring equipment, ship performance monitoring, and navigation systems through a network of sensors, underpinned by cloud and Internet of Things technologies,” the firm says.
8 Trelleborg’s new SafePilot CAT PRO
Quality endorsement for comms fi rm
A technology company specialising in communication and safety at sea has met ISO Quality Management Systems standards.
Ocean Signal, an ACR Electronics brand, is now certified to ISO 9001:2015 after meeting the criteria for the provision of product design, manufacture, sales, distribution and after care services for life saving, communication and navigation devices. The ISO endorsement was received following an assessment by SAI Global Assurance and is valid for three years.
“Our drive for this standard is focused around business excellence and continuous improvement and the alignment the business now has with its strategic intent and overall business objectives,” said Phil Talbot, director of operations and quality, Ocean Signal. “Through this, we have engaged our staff in our operational excellence journey to be world class.”
The company has reported impressive growth in the past ten years and last year tripled the size of its business and boosted production capacity with a move into a new 19,200 square foot factory. During the past four years, Ocean Signal has almost doubled the number of company personnel, with specific focus on developing its research and development team.
Ocean Signal’s product range includes include EPIRBs, personal locator beacons, SARTs, AIS and man overboard devices, electronic flares, VHF and more.
BUSY SPRING FOR B. MARSHALL MARINE
B. Marshall Marine’s Dive Support Vessels have been booked up all spring.
It’s been a busy few months for the team at Seawork exhibitor B. Marshall Marine, with both its charter vessels working well past the end of the traditional survey season.
DSV (Dive Support Vessel) Curtis Marshall has recently completed a six-week geophysical and UHRS survey, and Marshall Art has been equally busy, having just completed three environmental surveys in the Thames Estuary, EA2 and Rampion windfarms.
The Curtis Marshall is a 26m Dive Support Vessel (DSV) which offers a number of features unusual for vessels of this size. An on-board decompression chamber, integrated dive control, ballast transfer capability and a four-point mooring system provide a safe and reliable working platform.
With a duration of up to 21 days for up to 12 charterer personnel, this flexible vessel has also been proven on complex geophysical campaigns. Acquiring multibeam bathymetry, side scan sonar, magnetometer and sub-bottom profiler data, the Curtis Marshall has a spacious working deck space, three survey pole mounts, a 5T A-frame with 3.5T integrated winch and a pair of 8m boom arms.
B Marshall’s second vessel for charter, The Marshall Art, was converted from a pleasure craft to a unique survey vessel by Marshall Jakeman Marine Ltd.
It offers a unique range of benefits and features that make the vessel ideal for multi-discipline projects.
With a 2T A-Frame, spacious aft deck and four double berth cabins for charterers, the Marshall Art has dedicated survey sensor mounts and well-equipped workstations for survey crew. 8 Find out more information on these capable vessels at
Seawork International 2022 on stand C42.
8 Dive Support
Vessel Curtis Marshall, operated by B Marshall Marine
Long-range autonomous vessel plans revealed
Plans have been unveiled to build what developers at Plymouth Marine Laboratory claim is the world’s fi rst long-range autonomous vessel.
The 24m Oceanus design by M SUBS is for a lightweight, self-righting, mono-hulled autonomous vessel that can carry an array of monitoring sensors to collect data for research into climate change, biodiversity, fisheries and biogeochemistry.
It will carry an advanced scientific payload and use AI technology for navigation to its target locations, using real-time weather forecasts and marine data feeds.
The Oceanus was designed primarily to make the transatlantic sampling voyage from the UK to the Falklands, the PML says, and has been supported by seed
8 An artist’s impression of the Oceanus
long-range autonomous vessel
funding from the National Environment Research Council. ”The Oceanus represents a groundbreaking vision of how long-range marine research can be carried out in a more environmentally-benign way,” says the PNL. ”While a fuel-efficient diesel engine will still feature, it will be complemented by on-board micro-energy generation devices and solar panels on the deck. ”With the weight of people and living facilities also removed this will greatly reduce fuel consumption compared with traditional manned research vessels.”
The command centre for Oceanus will be at the laboratory. ”The Oceanus will explout the very latest in AI technology, enabling us to push the frontiers of marine science and open up new opportunities in how we monitor the ocean environment,” said Icarus Allen, Chief Executive of the laboratory.
