INTERNATIONAL SALVAGE UNION
December 2024
Resolve Marine's dramatic operation in Chile Resolve Marine was called upon by the P&I Insurers to remove a wellboat which grounded outside the Strait of Magellan in southern Chile. The salvage team developed a “dragup” removal plan to raise the vessel off the seabed and onto a barge for transportation. This method involved converting a Resolve-owned deck barge, the RMG 302, into a temporary submersible barge. Resolve welders and engineers installed a pumping and ventilation system on the barge to allow the bow to be submerged while divers installed chains around the wreck to use for the drag-up. The bow of the RMG 302 was submerged, and the casualty was partially refloated using blow-down and submersible pump
dewatering techniques. Chain pullers were then used to pull the refloated wreck onto the RMG 302. The wreck was secured to the barge and sailed to a disposal site in Valdivia, Chile. The Resolve crew then completed an intricate removal process that used large cylindrical air bags to roll the wreck off the barge onto land. Also in South America, a loaded bulk carrier ran aground while transiting outbound on the Amazon River in Brazil. The vessel ended up in an area of sandbanks. As a result, the vessel sustained damage to its rudder. Resolve was contracted to provide refloating assistance. Together with its local partners, the team provided a
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dive survey of the vessel’s running gear and a bathymetric survey of the area. After obtaining approvals from the local authorities, Resolve safely refloated the vessel with the aid of four local tugs. Elsewhere, Resolve Marine was engaged by owners/underwriters to assist a loaded bulk carrier which suffered a collision outside Chittagong, Bangladesh. A salvage team was mobilised from Resolve’s Singapore response base and, on arrival, began initial assessments and surveys of the vessel. Working together with ISU Associate Member, Prantik Salvage & Diving, damaged ballast tanks were prepared, and a large patch was fabricated for the damaged cargo hold followed by a lightering operation before she proceeded to a repair yard.
Salvage and Wreck Conference report The annual Seatrade Salvage & Wreck Conference, Chaired by HFW partner Andrew Chamberlain, was held in London in December and ISU President, John Witte, set the scene by giving the opening address. He started by reminding the delegates that “salvage is a risky business financially and physically, governed by complex legal systems, frameworks and conventions. Over the past two decades the international salvage industry has contracted and consolidated in response to the reality of less work. That has not been easy for the members of the International Salvage Union but improvements in maritime safety that prevent loss of life, loss of property and damage to the environment are to be welcomed.” He also addressed funding of the industry and the importance of awards made under Article 13 of the Salvage Convention and the principle that awards should also provide some additional financial encouragement to professional salvors in recognition that they invest in vessels, equipment and training to be
ready to provide the needed services. Mr Witte noted, “without this encouragement the ISU argues that it is often uneconomic to maintain the resources needed to provide salvage services and we believe that Article 13 awards should be the cornerstone of the way in which the industry is funded.”
Mr Witte, speaking as Chief Executive of Donjon Marine, described the work to remove bridge debris and clear the channel following the DALI incident at the Francis Scott Key Bridge at Baltimore and Resolve Marine’s Director of Business Development, Daniel Dettor, covered the operation to refloat the containership.
He added, “there is no doubt that the salvage industry is vital and is valued by ship owners and insurers alike. We know this because they tell us directly and they say so publicly which is encouraging to hear but we must work hard to ensure that our status is not eroded and that we are properly and fairly paid and paid on time.”
Michael Howard KC assessed a scenario with operational practitioners and then explained how an arbitrator might come their award for such a situation.
ISU members were well represented elsewhere including a comprehensive presentation from Smit’s Thijs van der Jagt on the successful operation to remove the sunken NAGA 7 jack-up rig off the coast of East Malaysia. Eline Muller and her colleague Bianca Pielaat from Multraship sat on separate panels addressing current issues and training needs and the latter panel also included Marine Masters’ Amanada Drinkwater.
The second day of the conference focussed on ESG matters. The conference concluded with a “Parliamentary Debate” on the motion “This house believes LOF has run its course.” The motion was first proposed by Hill Dickinson Partner, Ian Teare and Johan Henriksson of Alandia and then opposed by Amy Eaves of the Lancashire Insurance, ISU member, George Tsavliris and ISU Legal Adviser, Richard Gunn who gave a stirring defence of the contract and the motion was comprehensively defeated meaning that the great majority of delegates saw a future for LOF.
Salvage and Wreck Conference pictures: Far left, John Witte, ISU President, opens the conference. Above: At the podium, Richard Gunn, ISU legal adviser, defends LOF. Left: General view of the well attended conference.
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ISU news Wreckhire revisions ISU has participated in in the first sessions of the BIMCO drafting committee that is revising the Wreckhire and Wreckfixed contracts. It follows the work to revise Wreckstage which resulted in the publication of the new Wreckstage 2024 earlier this year. The first two session focussed on Wreckhire and concentrated on those aspects of the contract that could be imported from the new Wrecktage. The drafting committee is chaired by ISU past President, Smit Salvage Managing Director, Richard Janssen and the ISU negotiating team is President, John Witte, Legal Adviser, Richard Gunn and Secretary General, James Herbert. Other committee members include representatives from the International Group of P&I Clubs and independent marine lawyers.
ISU will be communicating with its members on the matter and start to manage the issue with stakeholders. In the meantime, ISU Exco advises its members to examine their policies for liabilities in salvage operations and satisfy themselves about levels of cover and exclusions. Annual Dinner The ISU Annual Dinner will be Tuesday 25 March 2025. Invitations to the event held at Trinity House will be issued early in the New Year. Associate Members’ Day The ISU Associate Members’s Day Conference will be held at Landing 42, The Leadenhall Building (same venue as 2024) on Wednesday 26 March 2025. The event will include a segment with content specifically focussed on the SCR community – which it is hoped will provide the benefit of the biennial SCRs’ Forum. This will be jointly promoted by ISU and the International Group of P&I Clubs. Invitations will be issued in the New Year. European Tug Owners' Association Conference
Separately, work continues with the IG to update the ISU/IG Code of Practice for wreck removal tendering. Salvor’s liability ISU members have raised concerns about the level of cover in their “Salvor’s C” liability insurance and difficulties for their brokers and insurers in placing additional cover if required.
Administration The ISU Finance and Administration Assistant, Ciara McGarry, has resigned from her position to be able to spend more time with her young family following maternity leave. Nicky Prentis will continue to provide administrative support while arrangements are made to appoint a successor. China visit ISU Secretary General James Herbert made a brief visit to China in October to speak at the North Bund Shipping Forum in Shanghai. He set out the current financial situation of the industry, described the great environmental benefits it delivers to shipowners and insurers and noted the industry’s current operational issues. Mr Herbert was also able to arrange meetings with the director of China Rescue and Salvage and also with senior leaders from CRS units Shanghai Salvage and Guangzhou salvage. There was also an opportunity to meet Chinese marine property under writers.
ETA held its sustainable conference in Rome in November and ISU Secretary General James Hebert was invited to brief ETA members on the new LOF 2024 and its associated abitration procedures. There is considerable commonality of membership between ETA members and ISU members and the two organisations are reciprocal affiliates of each other's associations. The conference was also briefed on the new UK Standard Conditions for Towage.
CRS has been a member of ISU for many years and Mr Herbert was supported throughout his visit by ISU Executive Committee member, Li Chang, of Guangzhou Salvage (picture above). ISU will continue to engage with Chinese colleagues and hopes to see further cooperation and opportunities for its members in the region. ISU Executive Committee meeting ISU Executives met in London for their Q4 meeting the day before the Salvage and Wreck Conference which many also attended (picture left.) L-R Secretary General, James Herbert; Richard Janssen, Smit Salvage; Shimonishi Sukekazu, Nippon Salvage; Carlos Bastias, Ultratug; John Witte, Donjon Marine; Charo Coll, Boluda; Carlos Paz, Raul y Negro; Richard Gunn, ISU Legal Adviser; Reed Smith.
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Multraship operation in stormy North Sea MULTRASHIP COMMANDER responded to the drifting general cargo vessel VALDAY in the North Sea during winter storm Darragh on 6 December 2025. After a few attempts, also by FAIRPLAY-33, that failed due to insufficient working equipment and crew on board VALDAY, MULTRASHIP COMMANDER
managed to get connected in extreme circumstances and prevented the casualty from grounding on the Dutch Coast. Multraship Salvage also mobilised a salvage team and tugs FAIRPLAY-21 and FAIRPLAY-29 that took over the tow once inside the port of Rotterdam, where the vessel was safely redelivered to her owners in the early morning of 7 December.
European Maritime Safety Agency EMSA has published new reports on synthetic fuels and safety of hydrogen as a fuel in shipping. The new report on synthetic fuels analyses the potential of e-diesel, e-methane, and e-methanol, which are renewable e-fuels, across a range of areas and indicators, including production of renewable e-fuels, sustainability, availability of renewable e-fuels for shipping, techno-economic aspects and the regulatory landscape, including at international level. It is the latest report in a series on the potential of alternative fuels for shipping which has already included bio-fuels, ammonia, hydrogen and wind propulsion. At the same time, EMSA has released the second part of its study investigating the safety of hydrogen as fuel on ships. This report presents a comprehensive examination of three topics: the reliability of hydrogen equipment, the reliability of safety-critical systems, and a safety analysis of hydrogen ships. The project aims to carry out a structured set of safety assessments and reliability analyses, with the aim of delivering a guidance document addressing ships using hydrogen as fuel. It is part of a wider series of studies on the safety of alternative fuels, including ammonia and bunkering with biofuels. The entire report series can be downloaded here: Publications - Study investigating the safety of hydrogen as fuel on ships - EMSA - European Maritime Safety Agency
Tsavliris bulker refloating in South America On 12 October 2024, the bulk carrier ALONISSOS – 56,648 tonnes dwt and laden with 38,000 tonnes of soyabean meal, grounded at Km 394 in the Parana River, Argentina. Following the mobilisation of three tugs, the casualty was successfully refloated under the direction of Tsavliris’ Salvage Master on 15 October. Subsequently the casualty became disabled and anchored off Uruguay pending towage. Tsavliris arranged towage to Poland by the powerful tug BOKA EXPEDITION. 4
SMIT operational update During the typhoon Krathon on the 1st of October 2024 whilst navigating east of the coast of Orchid Island, Taiwan, a 79,000 tonne dwt bulker laden with a cargo of residue of steel slag lost power. The casualty experienced heavy structural damage and severe water ingress due to the impact of the large waves caused by the typhoon. For safety reasons the crew abandoned the ship and all were safely airlifted by helicopter. Eventually, driven by the wind and the swell the vessel ran aground on the rocky coastline of Taiwan near Lanyu. Amidst all the severe weather conditions the vessel’s hull parted in the middle (picture, right). With the vessel carrying hundreds tons of fuel and other pollutants and posing a threat to the environment Smit was appointed by the vessel’s interests to undertake the bunker and pollutant removal operation. The first phase of the operation saw pollutant removal by hot tapping. After conducting the pumping and skimming of hydrocarbons from the surface of the engine room along with the removal of other pollutants, subsequently the associated heavy fuel oil tanks were further washed with hot water to remove any residual fuel clinging to the tanks. Despite several typhoons affecting the salvage site and making this removal
operation challenging, the Smit salvage crew managed to remove the bunkers and pollutants in line with the client’s and authorities’ requirements. Over the past months Smit also continued conducting firefighting and providing salvage services to container vessels in Asia and the Middle East. The Middle East case involved a fire onboard while crossing the Indian Ocean. During the initial stages, the salvage team managed to successfully control and extinguish the fire and afterwards, in anticipation on the outcome of the Port of Refuge applications, the team remained onboard to monitor
the extinguished containers and control the firefighting water that had entered the holds. Smit said that the issue of Port of Refuge and dangerous cargo “proved once again a subject which affected the progress of the salvage operation which had a detrimental effect on part of the cargo.” After a prolonged period and various applications, the port of Jebel Ali was able and willing to accept the stricken vessel. After discharging all the damaged containers, according to the salvor's discharge plan, the vessel was finally redelivered.
IUMI issues best practice recommendations for "flexitanks" The International Union of Marine Insurance (IUMI) has published a best practice guide for the safe use of flexible tanks for the transport of liquid cargoes. It provides underwriters, brokers and their clients with practical guidance to ensure cargoes transported by flexible tanks arrive intact at their destination. Flexible tanks – or flexitanks – are poly film bladders that are filled with a liquid cargo (such as dairy products, wine, fruit juice or non-dangerous oils) and then placed into a standard IOS container for transportation. Explaining the issue, Lars Lange, Secretary General of IUMI, said: “The use of flexitanks has grown significantly in recent years mainly due to reduced transportation costs when compared with a tank container. But this method, if not correctly managed, is easily prone to damage. And once a flexitank is ruptured
a total cargo loss usually occurs. This impacts not only on the insurer, the cargo owner and carrier but there is a very real risk of third-party and possible environmental impact as well.” The paper outlines a range of potential risks including poor stowage, incorrect installation, overloading, material deficiencies, transport issues and others. It goes on to highlight the potential impact which might include additional costs incurred over and above the loss of the cargo and consequential damage such as ESG or third-party issues. Recommendations for safe use and carriage are contained within the main paper and its three detailed annexes. They include: • selection of flexitanks and containers • container preparation • installation 5
• transportation • emergency preparedness Lars Lange concluded: “One of IUMI’s central roles is to gather and share knowledge amongst the international marine insurance community to enhance the safety and efficiency of seaborne trade. These guidelines focus on a specific issue that, in our view, will benefit from a change to current practices so that liquid cargoes transported by flexitanks remain safe and free from damage. "My thanks go to IUMI’s Loss Prevention Committee and our Professional Partner Battermann & Tillery for compiling such a comprehensive document.” IUMI’s “Flexible Tanks for Liquid Bulk Cargo: Recommended Best Practice” paper and the three annexes are available to download from https://iumi.com/ opinions/position-papers
Members' and Associates' News New Full Member ISU welcomes the following as a full member T&T Salvage 4020 Flowserve Way Pasadena, Texas TX 77503 USA 24-Hour Phone: 713-534-0700 www.tandtgroup.com Contact: mmg@ttsalvage.com Boluda Boluda has acquired Finnish harbour towage and icebreaker company Yxpila Hinaus-Bogsering and says that it, “consolidates Boluda's presence in Northern Europe, taking another step forward in its expansion plans and entering the Scandinavian countries by providing coverage to its clients in the Gulf of Bothnia.” The new fleet consists of six vessels, five of which are icebreakers, allowing for operations in extreme weather conditions (picture below). Yxpila Hinaus-Bogsering (YHB) is a family-owned company that started operating more than 40 years ago in the Finnish port of Kokkola, providing harbour towage and icebreaking services. Boluda Towage said that YHB will “add all its experience at the forefront of towing operations in the extreme conditions of the Baltic, where ice and low temperatures require the knowledge and expertise of expert crews to perform manoeuvres safely and efficiently.” Vicente Boluda Fos, president of Boluda, said: “This purchase is a further step in our consolidation in Northern Europe, a complex market where the experience
and expertise of the crews are key to carry out towing and marine salvage operations in extreme conditions. In addition, we are opening the Scandinavian market, providing coverage to our customers in the northernmost part of the Baltic Sea.” The Kokkola docks have grown significantly in the last decade, becoming one of the largest logistics facilities in Finland with importance for the mining industry, as well as for dry bulk cargo, chemicals and timber. Multraship new tug Multraship Towage & Salvage held a christening ceremony in November to name its newest tug, MULTRATUG 36, in the port of Terneuzen, the Netherlands. The vessel is the latest delivery from the order of three tugs Multraship placed with Damen to expand its fleet further. Jacqueline Pey, the wife of Chris Pey, Multraship’s Senior Commercial Manager,
did the honours and wished the tug and her crew fair winds and following seas. MULTRATUG 36 is a 32 metre tug designed according to the ASD Tug 3212 specifications, with a maximum bollard pull of 89.5 tonnes (abvoe). One of the projects the tug will support is the Princess Elisabeth Island project, which is the world's first artificial energy island. It is 24 nautical miles off the Belgian coast and will play a crucial role in Belgium's energy transition. “For the Princess Elisabeth Island project, Multraship is responsible for towing and assembling the caissons from Flushing to the island. Each caisson measures 57 metres in length, 30 metres in width, and 30 metres in height, serving as the foundation for the island's structure. This project requires significant towing capacity, and the MULTRATUG 35 and MULTRATUG 36 have been designated for the task”, Multraship’s Managing Director Leendert Muller said. Another significant project for Multraship is the provision of towage and marine support services to the Fehmarnbelt Project - Denmark’s largest infrastructure project and the world’s longest immersed tunnel. The 18.2 kilometre tunnel will connect Denmark and Germany and is expected to open in 2029. Multraship provides seven vessels to the project. Tsavliris In October, Tsavliris Salvage Group was awarded the honorary distinction "Vaporia Award 2024" during an awards ceremony
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Members' and Associates' News continued in Microlimano, Piraeus. Andreas and Alexandros Tsavliris received the award on behalf of the company which was recognised for its contribution to shipping and to the salvage and towage industry as an international leader. The Institute of Chartered Shipbrokers (ICS) Greek Branch held its 19th annual forum, on 27 November 2024, with the theme "Shipping Beyond Borders", at the Eugenides Foundation in Athens.
facing the shipping industry in an era of rapid change. Natalia Margioli - Komninou, FICS, Managing Director of the ICS Greek Branch and Hellenic Management Centre emphasised the international presence of ICS and highlighted the Greek Branch's dedication to excellence in maritime education and professional development. She is seen in the picture, left, with Andreas Tsavliris, Nicolas Tsavliris and George Tsavliris.
Australian Government, Swire Shipping and Consort Express Lines, has been providing maritime career pathways specifically for young PNG women since 2018. Two of the many cadets who since graduating have gone on to pursue maritime careers with PacTow are seen below: Katrina Kombol (Mate Class 3) and Natasha Kema (Engineer Class 4).
The Minister of Shipping and Island Policy, Christos Stylianides, emphasised the vital role of the Greek maritime sector in driving the nation's economy. Among the distinguished guests was the British Ambassador to the Hellenic Republic, Matthew Lodge. Pacific Towing
Nicolas A. Tsavliris, FICS, Chairman of the ICS Greek Branch and Principal of Tsavliris Salvage Group, high¬lighted the profound challenges and opportunities New Associate Members ISU welcomes the following as associate members Ocean Kinetics Ltd Address: Port Business Park, Lerwick. Shetland Isles. UK Tel: +44 1595 696777 Email: john@oceankinetics.co.uk www.oceankinetics.com An engineering company with its HQ in Lerwick, Shetland, with further bases in Aberdeen and Orkney. Providing the following services: fabrication, machining, testing and inspection, marine works including diving and ROV services, floating plant and workboat hire, rope access, confined space works and trades provision. Southern Ropes Address: 4 Beach Road, Woodstock, Cape Town, South Africa, 7925 Tel: +27 21 448-4978 Email: mandy@sropes.co.za www.southernropes.com Founded in 1984, Southern Ropes is one of the largest manufacturers of high-
PacTow’s has highlighted the importance of its cadetship programmes which it says have been growing Papua New Guinea’s (PNG) next generation of seafarers for more than 20 years. It say si is proud of its Women in Maritime (WIM) cadetship programme, a partnership with the
quality synthetic ropes. It caters to an array of markets, including commercial marine, leisure marine, industrial, mining and the armed forces.
services, either in attendance, on site or remotely. It is lead by ISU past President, Captain Nicholas Sloane, who is a member of the Lloyd's SCR panel.
It manufactures twisted and braided ropes to standard and custom specifications, extruding polypropylene and polyethylene yarns on site.
Robert Allan Ltd Address: 400-250 Howe Street Vancouver, BC, V6C 3R8 Canada
American Steamship Owners P&I One Battery Park Plaza 31st Floor New York NY 10004 USA Tel +1 212847 4500 Dorothea.ioannou@american-club.com www.american-club.com A protection and indemnity club and member of the International Group of leading P&1 Clubs Sloane Marine Ltd Address: Unit 6445 Erinvale Estate, Cape, South Africa 7130 Tel: +27 83 648 2649 Email: Sloane.marine@gmail.com SML provides casualty management 7
Tel: +1 604-736-9466 Email: mfitzpatrick@ral.ca www.ral.ca An independent, privately-owned firm of consulting naval architects and marine engineers, established since 1928 in Vancouver, Canada. The business is centred on the design of commercial working vessels of all types, with a particular focus on the international tugboat market. In addition it designs fireboats, research vessels, crewboats, barges, government service vessels (such as icebreakers and nav-aids tenders), shallow-draft vessels of all types for inland transportation, and a diverse range of specialised craft for almost any purpose as well as other floating assets.
IMO Bravery Awards The ISU is proud to sit on the assessment panel for the IMO Awards for Exceptional Bravery at Sea. The 2024 Awards were presented in December at the annual IMO Awards Ceremony held in London. IMO Secretary-General Arsenio Dominguez commended the recipients and said: “It is truly an honour to have this opportunity to recognize the valiant efforts and dedication of these heroic individuals, who took it upon themselves to act in the face of extreme danger at sea, to save lives." Captain Avhilash Rawat and the crew of the oil tanker MARLIN LUANDA, joint winners were nominated for their “extraordinary courage, determination and endurance demonstrated while coordinating firefighting and damage control efforts to combat the fire that broke out after an uncrewed aerial device struck their vessel”. The tanker was laden with 84,147 tonnes of Naphtha when it was attacked in the Red Sea. The explosion ignited a cargo tank creating a significant fire with flames exceeding five metres. Despite the damage, Captain Rawat organised firefighting efforts, ensuring the crew's safety and maintaining the ship’s navigability. Despite the extreme danger and the constant threat of further attacks, the crew fought the fire using fixed foam monitors and portable hoses. The fire continued to spread but the crew managed to contain it using seawater after foam supplies were exhausted. After several hours fighting the fire on their own, assistance arrived from another
IMO safety reporting Providing IMO with reports on marine casualty and incidents is a treaty obligation for Parties to a number of IMO instruments and the requirement to report is set out in provisions such as parts of SOLAS and MARPOL and the Casualty Investigation Code. Under the Code, marine safety investigating state must submit the final version of marine safety investigation reports to the IMO, for all marine safety investigations conducted into very serious marine casualties. The final marine safety investigation reports should also be made available to the public and the shipping
merchant ship and French, US and Indian warships. Captain Avhilash Rawat said: “I want to take this opportunity to thank my entire crew for their exceptional courage, professionalism, and unwavering dedication." He also thanked the naval crews who assisted.
rescue six shipwrecked individuals under extreme conditions. In those moments of uncertainty, our strength did not come only from preparation but from a shared commitment to safeguard lives, even at the risk of our own.”
Joint winners Captain Jorge Fernando Galaviz Fuentes and the crew of the tug PEMEX MEXICO were nominated for their “outstanding courage, seamanship skills and resolve” displayed in the rescue of six shipwrecked persons from four different vessels, in extreme weather and heavy seas caused by a hurricane. In October 2023, hurricane Otis struck Mexico's Pacific coast as an unprecedented category 5 storm. It rapidly intensified hitting Acapulco with winds exceeding 180 mph and waves over five metres. As the hurricane approached, the crew of the PEMEX MAYA prepared to ride out the storm in a sheltered bay but the extreme conditions prompted the crew to navigate away from the coast to assist others in distress. During the peak of the hurricane they stayed at sea in ferocious conditions to search for survivors. In very challenging conditions they were able to complete difficult manoeuvres to save six people from the water. Captain Jorge Fernando Galaviz Fuentes said: “The day will remain etched in our memory, not only for the challenges we faced during the devastating passage of Hurricane Otis but also for the decisions that led us to
Above: At the awards ceremony ISU Secretary General, James Herbert, congratulates joint winner Captain Avhilash Rawat, who shared the 2024 IMO Bravery Award with his crew and Captain Jorge Fernando Galaviz Fuentes, (left) and his crew.
industry. Serious casualties include those that involve total loss of a ship, a death or severe damage to the environment and it is the flag state of the casualty vessel which must conduct the investigation.
is missing from more than one-third of reports assessed by experts and it includes, for example, the identities of companies with an interest in the casualty vessel.
There is an Working Group on Analysis of Marine Safety Investigation Reports dealing with casualty-related matters and the process of analysing marine safety investigation reports to identify potential safety issues. Potential safety issues may be referred to other relevant IMO bodies for further consideration with regard to international safety standards and “lessons learned”.
An IMO committee reviewed 37 marine safety investigation reports and found that only 23 met the required standards and the other 14 contained “inappropriate or insufficient information”.
But IMO says that important information 8
Key information missing from some of the reports included the names of the flag state, owner, operator and classification society and other items such as the description of the crew and work routines and analysis of the causes of the casualty.
Battery fires - a growing concern for the salvage industry The following article is reproduced with permission of its author Adrian Scales of ISU Associate Member Brookes Bell. Lithium-ion (Li-ion) batteries have become an integral part of modern life, powering everything from mobile phones and household appliances to electric vehicles (EVs) and energy storage systems. However, when these batteries are transported by sea, they pose a significant and often underestimated risk. The maritime community is increasingly facing the devastating consequences of fires at sea caused by Li-ion batteries, and the urgency to address this issue has never been greater. In 2023, Allianz Global Corporate & Specialty (AGCS) reported 200 fire incidents at sea, with 55 significant fires occurring over the past five years. Notable incidents, such as the GRANDE COSTA D’AVORIO in the United States, the FREMANTLE HIGHWAY in the Netherlands, and the GENIUS STAR XI near Alaska, have ignited intense debate about the dangers of transporting Li-ion batteries. While the exact causes of these fires remain under investigation, the potential link to Li-ion batteries is enough to send shockwaves through the shipping industry.
could release 20 kg of hydrogen fluoride. Now, imagine a vehicle ferry loaded with 10 such EVs — it's no wonder authorities would be extremely wary of allowing that ship anywhere near port during an incident. The International Maritime Dangerous Goods (IMDG) Code governs the sea transportation of Li-ion batteries, but gaps in its regulations leave room for dangerous oversights. For instance, while Li-ion batteries are classified as "miscellaneous" under Class 9, this fails to fully acknowledge the severe risks they pose. Furthermore, electric vehicles are not required to be declared as dangerous goods when transported on car carriers, leaving crews unaware of how many EVs are onboard or their specific locations. There are also no strict regulations on the state of charge (SOC) for Li-ion batteries during sea transport. While air transport regulations limit SOC to 30%, no such criteria exist for sea freight. This omission is problematic as recent studies suggest that the toxicity of batteries can vary depending on their SOC levels. Moreover, current guidelines for the packaging of batteries to prevent short circuits lack specific instructions, such as covering terminals, leading to varying safety standards.
As the demand for EVs and renewable energy storage systems continues to surge, the volume of Li-ion batteries shipped by sea is rapidly increasing. Yet, the maritime industry is still grappling with understanding the full scope of the dangers involved, leaving shipowners, crews, and emergency responders potentially unprepared for the worst-case scenarios.
Fighting a Li-ion battery fire at sea is unlike anything most firefighters have ever faced. A fire involving an electric vehicle, for example, might require 136,000 litres of water over four hours to extinguish, compared to just 10,000-17,000 litres over 30 minutes for a traditional combustion engine vehicle. The self-sustaining nature of Li-ion fires, combined with their tendency to re-ignite even after being "extinguished", poses a unique and formidable challenge.
Li-ion batteries can fail due to mechanical, chemical, or thermal abuse. This failure can lead to a phenomenon known as "thermal runaway", where the heat generated becomes self-sustaining, causing temperatures to soar and triggering a dangerous chain reaction. Once thermal runaway starts, it can be almost impossible to stop, often resulting in explosions and fires.
Moreover, these fires emit toxic vapours that are flammable and have varied densities, making them harder to manage than regular smoke. On top of that, there’s the risk of electrocution from the batteries, especially when large volumes of water are involved. The potential for explosions during thermal runaway incidents means approaching a burning vehicle is highly dangerous.
Adding to the risk is the toxic vapour produced during battery failure. Industry sources indicate that up to 6,000 litres of vapour per kWh can be released, containing highly toxic substances like hydrogen fluoride. To put this into perspective, a single 100 kWh battery
In land-based firefighting scenarios, some services have adopted defensive strategies, such as letting the fire burn out while protecting surrounding areas. However, on a ship, where space is limited and the environment enclosed, this is far 9
from a viable option. The rapid spread of flames in such confined spaces can quickly overwhelm the vessel's limited firefighting resources. So, what can be done? A multipronged approach is essential. The IMDG Code could benefit from updates to include clearer guidance on the prevention and detection of Li-ion battery fires. More stringent testing requirements for batteries, third-party certification, and mandatory documentation detailing battery chemistry, capacity, and safety systems would enhance transparency and safety. Firefighting strategies also need to evolve. Ships should be equipped with advanced fire detection systems, such as thermal imaging and CCTV, as well as improved gas detection capabilities. Firefighting crews should receive specialised training to deal with Li-ion battery fires and be provided with comprehensive personal protective equipment (PPE) to shield against toxic fumes. Additionally, introducing regulations that require EVs to be declared and marked as hazardous cargo would allow for better stowage planning and emergency preparedness. By revisiting the current exemptions and classifications, we can better monitor and manage these risks at sea. Li-ion battery fires are rare, but their potential for catastrophic consequences is undeniable. The maritime industry must prioritise a proactive approach that includes regulatory updates, technological advancements, and crew training. An ongoing dialogue with regulators, legislators, and industry experts is crucial to developing effective strategies for mitigating these risks. For those in the shipping industry seeking guidance on managing the dangers associated with Li-ion batteries, Brookes Bell's team of fire response and investigation specialists stands ready to assist. Addressing the risks today is key to ensuring safer seas tomorrow.
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