Loss Prevention Advice
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The European Council decided to extend the European Union’s maritime security operation to safeguard freedom of navigation in relation to the Red Sea crisis (EUNAVFOR ASPIDES) until 28 February 2027.
As regional conflicts in the Middle East have increased security risks for merchant shipping, the mission had initially been extended until 28 February. The Council has now approved a further one-year extension.
As part of this decision, it also agreed on a financial reference amount of nearly €15 million to cover the common costs of the operation for the period from 1 March 2026 to 28 February 2027.
A further strategic review of the operation will be conducted in 2026/27.
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The Republic of the Marshall Islands (RMI) Maritime Administrator has issued an investigation report regarding an incident of an explosion of a hydraulic windlass motor on board an RMI-flagged vessel.
The incident
On 28 September 2023 at 0435, the hydraulic anchor windlass motor on board a bulk carrier catastrophically failed when the anchor chain was running out unintentionally. The windlass clutch was engaged, but the winch drive was not operated. The windlass brake was closed. The burst motor resulted in flying debris which struck and fatally wounded the Bosun who was standing nearby.
The maritime safety investigation revealed that the movement of the ship in the existing sea conditions imposed dynamic loads on the anchor windlass and ground tackle that exceeded the combined brake capacity of the anchor windlass. This led to the parking brake slipping, followed by the rendering of the anchor chain, and resulted in the overspeed of the planetary gear and consequently a catastrophic failure of the hydraulic motor.
The windlass motor was not covered with a protection plate. The Bosun, who was standing in close proximity to the hydraulic windlass motor, was struck on his right leg by flying debris, resulting in an open fracture with arterial bleeding. External medical aid could not be administered before the Bosun was declared deceased.
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An incident where a cargo vessel, operating a routine transit of Lake Erie with a cargo of crushed stone, suffered a severe engine room fire.
Background of ship and voyage details
The ship was originally built in 1943, as a steamship and later converted to diesel propulsion. Due to the date of build, many safety features that are now mandatory were not required and therefore not fitted. For example, the main engine could not be stopped from the ship’s bridge, requiring stoppage locally or by closing fuel supply valves.
Similarly, the main engine pressurized fuel supply lines were not fitted with spray shielding in case of containment failure. Small fuel leaks on the main engine fuel supply and return lines were considered common. Due to the busy routine of the crew, temporary fixing of leaks had become the norm, with no deeper investigation of the cause.
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The majority of fires onboard ships start in the engine room and the frequency of such fires is on the rise. Although the main cause of these fires may not be identical, there are certain similarities in the underlying patterns of the fires.
Introduction
Every year fires on board ships lead to loss of lives and severe damage to the ships themselves. Most fires on board ships originate in the engine room where the three ingredients for a fire, namely fuel, oxygen and a source of ignition, exist in abundance. These do not only start the fire but also feed and intensify it further. Fire safety is not only about detecting and fighting a fire, but also about preventing it from igniting in the first place.