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MARITIME FEEDBACK reporting system for the Maritime industry

Issue 05 SUPERYACHTS Winter 2024

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Stay Aware – Stay Safe the vessel? The Captain in our 2nd report faced this Adam Parnell conundrum when a lithium-ion battery on charge was Director (Maritime) found to be rapidly heating up. We think they made the right decision – what are your thoughts? Email us and let us know. Our next report reminds us why wearing kill-

W elcome to the 5th edition of Superyacht FEEDBACK. It’s hard to believe that this is the publication’s first anniversary already. With the cords in small boats is so essential, and how to avoid forgetting to put it on. Chefs will be well aware of the difficulties of assistance of our amazing reporters, we’ve tackled securing even ‘marinized’ galley equipment for some significant safety issues: how to pre-empt sea in such a way that it can still be accessed and and respond to unsafe requests; the importance of used. This topic is the subject of our fourth report, minimising distractions on the bridge or in a tender – which discusses design inadequacies, and a lack of especially at night; the challenges posed by lithium- consideration during fitting and installation as to how ion batteries; and why even new-builds can suffer it would actually be used. with safety issues (and how to spot them). Finally our last report highlights how easily an This edition revisits some of the common themes, incident can go awry, and how swiftly potentially especially planning, communications and situational lethal circumstances can arise. In this particular case, awareness. In our first report, we highlight the the bridge team were startled into taking action different challenges that arise when daytime tender without ensuring that swimmers in the water were operations continue into the night (it’s more than the first recovered. lack of daylight!). As ever, please do let us know what you think of this Readers will be well aware of the MarPol edition, and of course, do keep those reports coming. regulations and the prohibition on throwing items Yours in Safety, overboard, But what if that is necessary to save The CHIRP team

Please note all reports received by CHIRP are accepted in good faith. Whilst every effort is made to ensure the accuracy of any editorials, analyses and comments that are published in FEEDBACK, please remember that CHIRP does not possess any executive authority.

M2168 Distractions – It can be very easy to become distracted when new crew are joining. It’s natural to want to catch up on

Tender grounding news and events. It should be part of the tender boat training that the driver must not be distracted and focus solely on driving the boat. Signage indicating that the driver is not to be Intial report distracted should be considered. A run-through on the route At 2200hrs, a tendezzr was returning from a crew pickup and a buddy system for checking that it is being followed carrying three individuals. The tender began to reduce its should be part of the procedures for driving the tender. speed as it approached the main vessel. Unfortunately, the helmsman failed to notice that the tender had veered off Alerting – There appears to have been minimal or no course from the tracks typically navigated during daylight contact or assistance from the Yacht to alert the tender hours. In the darkness, the tender collided with a sizable, when it veered off course. When setting off from the pick-up unmarked rock and ran aground approximately 100 meters point, an initial course with waypoints should be part of the from the yacht. passage plan. Is your passage plan signed off for day and Subsequently, the incident was reported to the bridge night-time navigations? What equipment do you have to via radio communication. A second tender was swiftly direct your tender back to your yacht? deployed, and a rescue team was dispatched to assess the extent of water ingress and damage to the vessel. The passengers on board were immediately checked for injuries, M2164 with one individual found to have suffered a sprained leg. A trained crewmember aboard the tender then administered oxygen to the injured passenger. The tender itself sustained superficial damage to its hull Lift E-Foil Battery Thermal and propulsion system. The reporter informed CHIRP that a passage plan had been established for daytime navigation; Run-away there was no specific plan for navigating these known hazards Intial report during night-time hours. The waters were characterised by During a routine inspection by the deck crew, one of two shallow depths and a high density of other small vessels at Lift E-Foil lithium-ion batteries, stored inside a purpose- anchor, contributing to the challenging conditions. built battery storage box, was significantly warmer than the other. The batteries were charged the day before for routine CHIRP Comment maintenance, and no abnormalities were detected during CHIRP has reported a similar incident in SYFB 01, M2083, the charging. where there was insufficient assessment of the risks during Upon finding the warm battery, a temperature reading a night-time passage. was taken of 37°C. The storage box with both batteries More attention should have been given to monitoring inside was moved to the main deck aft to a location visible the track of the vessel. The tender entered an unfamiliar by CCTV. The box was placed on top of a fire blanket. hazardous area by veering off the course used during Hourly inspections of the battery and readings of the daylight hours. temperature were added to the hourly rounds of the deck The passage plan evaluation must be revised to consider crew. By noon the following day, the temperature of the additional hazards. The management company must battery had risen to 47°C, and the captain gave the order to ensure that the tender operating procedures are clear for dispose of the battery overboard. The battery was disposed the type of passage to be undertaken and that new dangers of at the recorded position at sea and time. The incident are included in the passage plan. In particular, a thorough was recorded in the official logbook, and the disposal was handover of the duties for the crew carrying out nighttime recorded in the garbage record book. pickups. The crew must be suitably rested to remain alert The investigation revealed that there was a suspected to additional dangers, such as the loss of unlit visual cues for thermal run-away developing. The cause of this was the passage, e.g. the unlit rock. It is strongly recommended potentially a faulty cell within the battery. that waypoints are included in the passage plan, which a deck officer verifies. Crucially, to have more time to assess other dangers which might be present in a crowded anchorage, slowing down the transits by reducing speed should be considered.

Human Factors Situational Awareness – During the pick-up of passengers and the crew back to the Yacht, situational awareness was lost. There was likely an assumption that the driver knew where they were going, and there was no challenge or input from the other crew to check on the route. This creates a single point of failure! Some positional signposts available during the day can be lost at night, making the transit back to the yacht challenging. Slowing down the transit speed will allow more time to assess the situation, and damage will be lessened in the event of collision or allision.

CHIRP Comments However, the crew in the water, who were busy A commendable and very professional response by the securing recreational water equipment like jet skis, must be master and the crew to mitigate the potential of a severe fire made aware that the engine was about to start. When the on board the vessel. swim platform was raised for manoeuvring, those in the The master adopted a short-term strategy approach water could not reboard the yacht. to managing this situation with everyone involved by With no means of communication and the strong wind identifying the problem, setting priorities, checking the plans, making it difficult to shout warnings, the crew dropped a line and monitoring the situation. The master took decisive action into the water to allow the yacht to manoeuvre freely. Those to mitigate the threat to the vessel when it was suspected in the water had no choice but to get on the jet skis to stay that a “thermal runaway” was developing and adequately afloat and were forced to tow inflatables, lines, and other skis documented all actions taken in the official logbook and the away from the yacht, making the situation more complicated. garbage record book. The propulsion system was engaged without warning, CHIRP urges all owners and masters carrying LIB creating a severe safety risk. At this crucial moment, the on their Super Yachts to understand the manufacturer’s captain and chief officer were on the bridge while the guidelines clearly. Importantly, they must train the crew second officer was on a break. There were no officers to be aware of potential harm from LIB, including how to available on deck to manage the unfolding situation. respond to a possible thermal runaway incident. There is excellent guidance in the UK MCA (MGN 550) and the C-SAR No.101A. Company SMS should be reviewed to see if changes are required using the latest industry information on LIBs, including guidance for handling LIBs and emergency preparedness if a battery malfunctions and shows potential for a thermal runaway event. It is recommended that the life history of the lithium- ion battery should be documented from the factory to their disposal. CHIRP notes that while the industry is still discovering more about LIBs and their life cycle, greater information sharing should be provided on LIBs within the superyacht industry. A standardised logbook within the super yacht sector should be considered.

Human Factors Teamwork – An excellent, coordinated response to mitigate the threat. A good example of a short-term strategy in action. CHIRP Comments This incident highlights the critical importance of effective Design – It is unsure if the quality of the E-Foil battery communication, adherence to safety procedures, and was the primary causal factor for the potential for thermal situational awareness to prevent potentially hazardous runaway because other batteries with similar usage scenarios involving crew members and watercraft near history did not start to overheat. Poor handling resulting the yacht. in physical damage to the battery may also contribute to Line squalls, a common meteorological phenomenon, overheating. It is crucial to treat batteries that have been can be predicted with a vigilant bridge watch during damaged, e.g., being dropped, with caution, and prudent recreational activities, including a weather forecast in the overreaction is required. assessment before deploying watercraft equipment, which is fundamental. Once the decision to deploy watercraft and Alerting – The company’s management team that procures allow passengers and crew into the water is made, the bridge LIBs for the water sports equipment should adopt robust must always be aware of who and what equipment is in the procedures to mitigate the threat of poor-quality batteries. water, and continuous monitoring is imperative. Unfortunately, How do you do this in your company? Would your crew in this case, the lack of rapid communication between the notify the master if a battery was dropped? bridge team and the crew in the water compromised safety. The morning toolbox talk should encompass all planned recreational activities, emphasising communication protocols, M2177 weather forecasts, and contingency plans for aborting activities if conditions become unsafe. A thorough review of the anchor-dragging procedure is Near Miss necessary for a dragging anchor. Initiating engine operations without informing anyone, especially with passengers and Intial report crew in the water without communication, poses a significant In this incident, a large yacht was anchored in a confined danger. Before any yacht manoeuvres, it is crucial to ensure area with other yachts when a sudden squall with strong the proper securing or retrieval of water sports equipment to winds struck. The anchor chain stretched, and the yacht prevent damage to propellers and the motor yacht. began to drag the anchor, which was confirmed by the radar Effective safety management involves assigning anchor watch. To respond, the bridge team started the main designated crew members the responsibility for deck engines to reposition the yacht. safety, ensuring a constant focus on safety, even without

officers present. Monitoring weather conditions, particularly M2143 preparedness for sudden changes like a line squall, is

Poor internal essential for proactive safety measures. Regular safety training for all crew members is required,

design for securing including routine safety drills to prepare the crew for emergencies, such as “cutaway procedures.” Following an incident, conducting a thorough review is imperative. This post-incident analysis is crucial for learning from the experience and implementing improvements in shipboard appliances safety measures on the yacht to prevent similar incidents in Intial report the future. The reporter noted that, in rough weather, unsecured appliances in the accommodation area created a hazardous Human Factors work environment, potentially endangering the crew, Situational Awareness – The imminent change in weather passengers and the vessel. These unsecured appliances was realised when it was too late and prevented early action included galley freezers, galley ovens, and laundry to get everyone back on board safely. What procedures washing machines. E.g., the galley freezers had locking does your company have for deteriorating weather when bars for securing them, but this made them unusable in passengers and crew are engaged in recreational water their secured state, and they weren’t directly attached to sports? Do you carry out a “cutaway” drill? the vessel. The galley oven had no securing mechanism and needed a mop to keep it in place, which was unsafe Capability – can your officers recognise the signs of a and impractical. line squall? More consideration was needed for designing and securing these appliances during installation, leading to Distractions – With passengers and guests in the water, problems when the vessel was at sea. this should be classified as high-risk. Focusing on the vessel To fix this issue, the reporter suggested installing and passengers must be the top priority, with nothing to purpose-built securing arrangements during the next create a distraction. refit and for all future appliances. Given the vessel’s size and speed, the reporter was concerned that the crew was Communications – Do you announce to all passengers not adequately protected against the movement of the and crew that this activity will be cut short if the weather appliances during rough sea conditions. conditions change? How do you inform your passengers and crew in similar circumstances? CHIRP Comments CHIRP advocates for a holistic approach to addressing Alerting – How would you arrange to alert everyone in challenges posed by unsecured appliances in rough sea the water engaged in water sports? What communications conditions. Central to this strategy is the commitment equipment does your vessel possess? to stringent marine grade standards for all shipboard

CHIRP recommends establishing an alert system that notifies crew members when using appliances in adverse sea conditions becomes unsafe

equipment within working areas. Installing secure locking or M2176 latching systems on appliances is crucial to preventing shifts

No Kill Cord was worn during rough seas. Further, incorporating effective locking mechanisms for cupboard doors and utilising non-slip

while operating a Tender containers minimises accidents caused by shifting objects in heavy weather. Repositioning appliances strategically to reduce exposure to rolling movements and using anti-slip materials Intial report underneath them offers additional strategies to enhance Reporting a tender driver from a superyacht for not wearing stability without compromising their functionality during their kill cord when transporting passengers back to the Yacht. adverse conditions. CHIRP underscores the importance of integrating a heavy weather checklist into the Safety CHIRP Comments Management System (SMS) and maintaining a register of CHIRP has mentioned the value of a kill cord in several articles moveable heavy objects, e.g., forklifts and loose furniture. concerning tender drivers. These valuable safety devices will These tools proactively manage challenges from heavy cut/kill the engine to slow down, stop the tender, and prevent weather, ensuring a systematic and well-prepared response. it from impacting anyone who may have entered the water. Regarding crew safety, CHIRP recommends CHIRP recommends that they are part of any pre- establishing an alert system that notifies crew members departure checklist and should be considered part of an when using appliances in adverse sea conditions becomes interlock so that unless they are worn, the tender will not unsafe. Crew safety training plays a pivotal role, with clear start. Like a car seatbelt, wearing a kill cord should become guidelines emphasising the need to delay tasks during an intuitive thing to do. rough weather. Regular inspections by safety officers during CHIRP recommends that the manufacturers are normal operations and drydock/refit periods are deemed consulted to include a kill cord if they have not been fitted to crucial to confirm the functionality of securing mechanisms, a tender or other transport vessel. It is not difficult to retrofit contributing to the reliability of safety measures over time. and can save lives and serious injuries. Fostering a culture of hazard reporting is highlighted If a kill cord is difficult to wear because it is as equally important, encouraging the crew to identify uncomfortable or physically challenging to connect with and resolve issues related to appliance movement the driver, consider installing proximity sensors that kill the promptly. By prioritising crew safety through these engine if the driver is thrown out of the boat. measures, CHIRP aims to minimise potential risks and cultivate a safer working environment on board, ultimately contributing to an overall enhancement of the vessel’s design for crew safety.

Human Factors Design – Equipment to be used on vessels which operate at sea in all weathers must be designed to