Survitec introduces pre-inspection dry dock safety service

by Featured NewsPorts & Maritime

Survival Technology solutions provider Survitec has introduced a new, formalised pre-inspection solution as part of its dry dock safety service to help ship owners and managers optimise and expedite dry docking schedules.

As part of Survitec’s fully managed, “safety-first” dry docking solution, the pre-inspection service is designed to support the servicing and inspection of all onboard safety and lifesaving equipment.

Full certification

A qualified service technician boards the ship during normal port operations to assess and verify the scope of work, with the added benefit of helping to ensure dry dockings do not overrun and ships leave on time, fully certified and within budget.

“It smooths the entire dry docking process,” commented Survitec Technical Sales Manager, Jan-Oskar Lid. “Advance planning pays dividends in terms of efficiency and transparency for owners and operators to plan and budget accordingly with a full scope of work planned and ready before the vessel enters dry dock. 

“A pre-inspection does not have to take place in the same yard or location where the dry dock will take place. This is the advantage of our global service station network.”

Regulatory requirements

As part of the service, Survitec teams review and set out a schedule of works in line with regulatory requirements. This includes collating and reviewing the necessary safety certificates and documentation and liaising with the shipyard and suppliers to expedite parts, procurement and equipment servicing.

An additional benefit is that it can also reduce the risk of any unexpected work cropping up during dry docking that could lead to unplanned delays, additional cost and lost revenue.

Operational delays

“The value of a pre-inspection call or visit has been demonstrated time and again over our many years’ experience of safety servicing,” explained Lid.

“Our trained technicians can identify issues that the ship owner or manager may not have yet recognised or may have been misdiagnosed. For example, one customer ordered a gas top-up for a CO2 low pressure system. During a preparatory call, we were able to identify an underlying issue with the tank and arrange the necessary repairs. If this issue had not been identified until the time of service, the vessel could have been left off hire for longer, causing costly delays to their operating schedule.”

Flexibility is a key benefit of the Survitec dry dock safety service. Referring to one project where LNG vessels were initially scheduled to dry dock in Qatar, Lid said: “At the last minute, the customer notified us that two of the vessels would be shifted to Singapore. This was not a problem for us as we have the network and resources to accommodate the change of plan.”

Standardised procedure

As Finn Lende-Harung, Commercial Director – Fire, explained: “With 100+ years’ experience as an OEM, we are fully conversant with IMO, Flag, Class and brand requirements for the different equipment and service intervals. We also have a global servicing network and the reach to service at all the major dry dock locations worldwide, in line with a vessel’s operational profile.”

“All our technicians follow standardised procedures to ensure the level of service, quality and professionalism are the same irrespective of location. From the customer’s point of view, they are dealing with a single solution provider, one trusted supplier that solves all the issues.”

“Dry dockings are highly complex projects,” added Lende-Harung. “There can never be any cast-iron guarantees that everything will go completely to plan, but our service affords ship owners and managers confidence of compliance, cost transparency and greater certainty that vessels will complete on schedule and with a clean certificate without any unnecessary down-time or drain on resources.”

Merchant Shipping Fire Protection Regulations update proposed

by Featured NewsPorts & Maritime

A draft of the Merchant Shipping (Fire Protection) Regulations 2023 were published (22 November 2022) published as a draft, along with an accompanying draft explanatory memorandum.

The draft regulations are being published for 28 days. Following the conclusion of this period, and once any observations on the draft regulations have been taken into account, they will be laid for approval by each House of Parliament.

The draft regulations revoke and replace the Merchant Shipping (Fire Protection: Large Ships) Regulations 1998 (SI 1998/1012) (‘the 1998 regulations’), the Merchant Shipping (Fire Protection) Regulations 2003 (SI 2003/2950) (‘the 2003 regulations’) and makes other consequential amendments to implement the most up to date requirements of chapter II-2 in the annex to the International Convention for the Safety of Life at Sea, 1974 (‘the convention’), relating to safety measures for fire protection on ships.

The draft regulations implement requirements for fire protection on ships in chapter II-2 of the annex to the convention, including previously unimplemented requirements to improve fire detection and suppression on cabin balconies for tanker ships to carry an oxygen measuring meter and portable gas detector and other measures.

The updated measures in chapter II are in force internationally, but the measures must also be incorporated into our national legislation to enable them to be enforced effectively, most notably to discourage non-compliance by non-UK flagged ships in UK waters, which would be detrimental to the safety of shipping in UK coastal areas.

The draft regulations will also ensure that UK law includes increased safety standards for fire protection on both UK flagged ships and non-UK flagged ships within the scope of the convention operating in UK waters, as well as including an ambulatory reference provision to ensure that future amendments to chapter II-2 referred to in the draft regulations will automatically become UK law when they enter into force internationally.

TT Club urges vigilance to prevent container ship fires

by Featured NewsPorts & MaritimeSafety

The freight transport and logistics insurance specialist insurer, TT Club has urged supply chain professionals and enforcement agencies to recognise the responsibility for mitigating container ship fires is shared by numerous entities involved from end to end of the entire global supply chain. 

With its estimated sixty-day average occurrence of serious fires being maintained by the Zim Charleston fire in August and the TSS Pearl in the Red Sea in early October, TT is once more calling for a more comprehensive approach to arresting the trend.

TT’s Peregrine Storrs-Fox explained: “There were significant lessons coming from the sad incident on the MSC Flaminia, which cost the lives of three seafarers, particularly from the subsequent legal proceedings that adjudged the shipper and NVOC responsible for root cause errors.

“Despite the biennial updates to the IMDG Code, including multiple arising from this particular incident, the judge’s assessment that the regulations merely set the ‘baseline’ for good practice remains utterly true today.”

The insurance provider advised that ensuring compliance with the latest mandatorily applicable version of the IMDG Code is essential as a minimum standard for all those shipping dangerous goods by sea. But the liability judgment in the MSC Flaminia case made it clear that regulations merely set the baseline. 

“This is an important statement to which any entity inclined to rely solely on the letter of the law when consigning dangerous goods, would do very well to pay heed,” said Storrs-Fox.

The firm is advocating for a comprehensive approach, striving to bring an understanding of all the factors contributing to these fires to everyone involved in the movement of cargo in containers and therefore underlining their responsibilities for safety, pointing out that Errors, misunderstandings, mis-declarations and inadequate packing and securing lie at the heart of many significant incidents, both at sea and in storage facilities.

TT said that the movement of cargo is initiated in the trading of goods – sellers and buyers – who instruct packers and whoever becomes the shipper, and that they have a duty of care as much as the packers, warehouse operators, forwarders, logistics companies, carriers of all modal types, cargo handlers and terminal operators.

The firm’s efforts to disseminate such awareness and knowledge have been long-standing and remain prolific.  Along with its sister insurer, the UK P&I Club it has recently up-dated its guideline publication, ‘Book it Right, Pack it Tight’, which provides key insights for all involved in dangerous goods’ shipments, including a clear exposé of the more technical aspects of the IMDG Code. Its aim is to influence higher standards of compliance by assisting all involved to understand their own duties and the duties of their contractual partners.

In addition, closely related to the issues specific to dangerous goods are the broader aspects of packing cargo in general. While the IMO/ILO/UNECE Code of Practice for Packing of Cargo Transport Units (CTU Code) remains non-mandatory international law, it is clearly referenced from the IMDG Code. Through its participation in the Cargo Integrity Group, TT has contributed to work on the ‘CTU Code – a quick guide’. Once more this has been recently updated and assists those responsible for packing containers, accurately declaring details of their contents in order to access the guidance contained in the voluminous CTU Code itself more easily.  There is also a useful Checklist of actions required, which along with the Quick Guide is available in multiple languages.

“The complexities of the global container trades increase rather than diminish,” added Storrs-Fox.  “No one entity can surmount the dangers of these horrific fires, as a consequence it is essential that the entirety of the risk faced should be embraced by all involved through the supply chain if they are to be successfully reduced.”

Read International Fire and Safety Journal’s recent article in partnership with Survitec on fire suppression systems on ships.

Exclusive: Fire protection systems for alternative fuels

by Featured NewsFire SuppressionIndustry SectorsPorts & MaritimeProducts
Rafal Kolodziejski, Survitec’s Head of Product Support and Development, discusses fire suppression for alternative fuels as the shipping industry moves away from diesel

When it comes to fuel, there are several reasons why alternative fuels are increasingly being used in the marine market. For one thing, everyone wants to reduce their greenhouse gas emissions as a result of greenhouse gas emission reduction programmes. Diesel fuel is no longer seen as a long-term energy source due to its negative impact on the environment, especially as other, more sustainable alternatives have been identified.

One of the main drivers is fuel energy density: if we pay X amount of money for X amount of fuel, how much energy will we get out from this fuel? Another is fuel availability. This is a critical factor. Ship managers and operators need to consider fuel availability in all the different ports where their ships will be trading.

Other factors in the selection process include transportation of the fuel from the place of production to the ship, storage, handling, usage of and, importantly, fire safety risks.

There are four major types of alternative fuels which are currently on the radar for ship owners: gas-based fuels, alcohol-based fuels, hydrogen and ammonia. In addition, battery power is increasingly being used. Batteries are used for energy propulsion systems but are considered high risk when it comes to the technology being implemented in the market.

For ship owners, when selecting an alternative fuel, they have to consider ship design and operation as fuels with different volumetric energy densities might require more space than others. Comparing diesel fuel with either ammonia or hydrogen for example, there is roughly a double space requirement for the alternative, cleaner fuels to enable the ship to cover the same distance from Port A to Port B.

Gas- and alcohol-based fuels

There are two groups of well-established alternative fuel products. The first are LNG (liquefied natural gas) and LPG (liquified petroleum gas). We call these gas-based fuels. The other well-known group of fuels are methanol and ethanol – alcohol-based fuels. Both types have been carried by ships as cargo for years so the fire protection and safety procedures for these kinds of substances are well known and well regulated by the marine industry.

When loading and storing these types of fuel onboard the ship for use, there are several different locations to consider with regards to potential hazards and fire safety. These are: the bunkering station, the fuel storage space, the tank connection space, the fuel preparation room and the machinery room. All of these spaces have to be protected against the risk of fire. There is a wide range of existing fire suppression systems that have been adopted for use with gas- and alcohol-based fuels, the main ones being: CO2, DCP, clean agents, foam and water mist.

For bunkering stations, DCP and N2 will offer the best protection against potential fires caused by LNG/LPG fuels, while Foam and N2 will offer the best protection against fire caused by Methanol/Ethanol fuels.

In the fuel storage tank, it is important to keep the temperature at a reasonable level in safe atmospheric conditions so a water mist cooling system needs to be in place. For the LNG fuel tank isolation safety barrier, N2 gas can be used to exclude oxygen from the environment.  

For the tank connection and fuel preparation room you can use foam, CO2, water mist or a clean agent. Finally, for the machinery space, you are looking at applications which could be a water mist total flooding system, CO2, a clean agent or a foam system to eliminate risk and extinguish potential fire.

Hydrogen fuel

Hydrogen has the characteristic of high potential risk of leakage during storage in the fuel tank. Gas detection systems are critical in terms of fire prevention at this stage. If and when a fire occurs, the next stage is fire protection and then firefighting systems which can be proposed for these applications.

In the bunkering station for hydrogen, the most suitable extinguishing solution agent is dry chemical powder (DCP) which can be combined with nitrogen deployment. In the fuel storage tank, having a cooling effect is critical and so a water mist system is recommended. For the tank connection space and fuel preparation room, where the hydrogen is being prepared for delivery to the main engine, maintaining a stable temperature is once again critical and so water mist systems can provide a cooling effect in the event of fire.

In the engine room, CO2 as a gas might be most effective in extinguishing fire, or a clean agent, but it should be noted that a higher concentration of extinguishing agent – higher than is used in traditional marine gas oil fire protection – should be considered. Water mist would be provided as a passive system meaning it could create a cooling effect whilst the CO2 and clean agent would be dedicated for  firefighting.

Ammonia

Ammonia is a toxic fuel and can create a corrosive environment in the space where the ammonia is evaporating, and so it is less preferable as a fuel option for the time being. From an energy density point of view it is slightly better than hydrogen which is why it is still on ship owner fuel selection lists.

However, we are in an evaluation stage where fire protection solutions for ammonia are concerned. There are no regulations as yet, so it is difficult to say which fire suppression system would be most effective for spaces with ammonia present. As with Hydrogen, the concentration of the extinguishing agent will need to be higher compared with traditional fuels.

Batteries

Batteries are a significant new area that are high risk due to the extremely high temperatures and uncontrolled ignition effect generated in the event of a fire. Ship propulsion solutions based on battery power are focused on short-sea vessels. For deep-sea shipping with large ocean-going ships, other fuels such as gas- or alcohol-based fuels would be more applicable. Currently, battery power would be for ships such as ferries with journeys of around 2-3 hours between ports where electrical propulsion would be suitable. This is where the battery market is growing in the marine fuel industry.

Electric cars and batteries create very high temperatures when they are on fire. There are no rules today on how to address these fires, particularly the internal fires inside batteries. There are recommendations for ship owners to install firefighting systems, but there will be a lot of development to come for the rules for transporting batteries on ships.

What we can see and what we can propose is that the compartments where battery modules are installed can be well protected by total flooding applications. These are mainly based on water mist systems but could also be clean agent and foam systems.

Going through the different tests, water mist system is the best system to cool down the batteries and actually stop fire propagation. However, this is not enough because even though you can stop fire propagation, the high temperature and internal fire process, called thermal runaway, can still cause  reignition and a fire may occur multiple times on the same object.

There is discussion in the rules and regulation forums that gas suppression systems need to be calculated to have at least two if not three shots in the case of fire to tackle reignition. This is a new trend in development.

These are all the alternative fuels that we see as potential fuels for the future for the shipping industry. Hydrogen and ammonia are new for the market, so we will see a lot of development around them before ship owners are more confident in selecting them. In our opinion there will be no one ‘winner’ that all ship owners will go for, there might be at least that would be two that are most popular but we cannot say at this stage.

This article was originally published in the September edition of IFSJ. To read your FREE digital copy, click here.

Survitec to supply advanced firefighting systems to eco ferries

by Breaking NewsIndustry SectorsPorts & Maritime

Survival Technology solutions provider Survitec has secured a contract to supply advanced fire-fighting systems to a pair of 48,000grt LNG dual-fuelled eco ferries under construction at Finland’s Rauma Marine Constructions (RMC) for Australian shipowner Spirit of Tasmania (TT-Line Company Pty Ltd).

“This is a major order from a returning customer,” said Michał Peruga, General Manager, Survitec, Poland. “This contract win demonstrates our ability to go beyond simple equipment supply to being able to provide a complete bespoke fire safety solution for all areas of the ship, from bow to stern.”

Survitec’s extensive scope of supply includes Novenco Fire Fighting (NFF) XFlow Water Mist systems for machinery spaces and accommodation areas; an NFF XFlow Deluge system for car decks; a dry powder fire suppression system for the ships’ LNG bunkering stations; a deep fat fryer fire extinguishing system and a CO2 system for the vessels’ galley ducts.

Peruga added that Survitec’s technical team helped the shipyard and owner navigate complex mandatory regulations in relation to the design, installation, and operation of a fire suppression system.

“Our NFF XFlow technology uses a combination of fine water droplets and water mist. Consequently, the system can be activated immediately, without the need to evacuate first, which reduces the risk of damage to machinery and other critical installations. It makes the system more efficient for certain types of fires compared to high pressure water mist systems, even though both systems have to pass the same test,” said Peruga.

Mika Laurilehto, CEO, Rauma Marine Constructions, said: “The agreement we have with Spirit of Tasmania is for a pair of world-class ferries capable of meeting exacting standards in terms of safety, reliability and customer service. 

“Survitec’s ability to offer a full range of fire safety solutions and also local after care services allowed us to streamline the design and procurement processes in a manner that benefits both the yard and the shipowner.”

Finn Lende-Harung, Commercial Director of Fire Solutions at Survitec, said: “Dual fuel systems and alternative fuels are setting new standards for fire safety in the industry. Shipowners and builders are looking for suppliers capable of providing technical support to high-value projects throughout the entire life span of a vessel. We work hard not only to keep on top of the latest changes in legislation but also to offer through-life benefits that help with the total cost of ownership – from the design and construction phase through to operation and servicing.”

Having successfully designed, installed and commissioned the advanced fire-fighting systems aboard Yara Birkeland, the world’s first fully electric, autonomous containership, Survitec is fast becoming the eco ship builder’s go-to fire systems choice supplier.

“The success of that project marked an important milestone for Survitec, placing us at the forefront in the development of fire safety technology for the next generation of environmentally sustainable ships,” continued Lende-Harung.

When delivered in 2023 and 2024, Spirit of Tasmania’s new 212m long ropaxes will each have capacity to ferry 1800 passengers across Bass Strait, on the company’s Geelong to Devonport, route which connects the island state of Tasmania with mainland Australia.

The new vessels will replace the Spirit of Tasmania I and II, both built in Finland in 1998.

Expert: ‘Smaller ships with flammable cargoes need an inert gas system’

by Featured NewsIndustry SectorsPorts & Maritime

Global survival technology specialist Survitec has welcomed industry initiatives to install Inert Gas (IG) systems to smaller oil and chemical tankers less than 8000dwt.

Acknowledging the positive impact of 2016 amendments to SOLAS, which mandated the fitting of an IG system to newbuild tankers of 8000dwt and above, Survitec says it has seen a number of IG installations to smaller vessels following recent industry calls for a revision of the rules to include all tanker sizes.

Bernt Ohrn, managing director, Survitec’s Maritime Protection brand said: “The amendments written into SOLAS II-2/4.5.5 and II-2/16.3.3 have gone a long way in preventing fatal explosions aboard larger oil and chemical carriers but we do recommend that operators of existing and smaller oil tankers not already covered by the SOLAS requirements should consider installing a system.

“If you are carrying a cargo with a flashpoint of 60°C or less, then you really should have an inert gas system onboard.”

Prior to 2016, only oil tankers of 20,000dwt were required to have an IG system installed, but the rules were revised after a spate of serious incidents, including 2004’s fatal explosion aboard the Bow Mariner.

A number of incidents involving vessels of smaller tonnage, however, led to calls for another revision to include all oil and chemical tankers, irrespective of size.

Referring to an inter-industry working group study published in 2017, Ohrn said the majority of reported incidents occurred during tank cleaning, venting or gas freeing. And in several cases, the tank atmosphere for non-inerted tanks had not been evaluated or was not being monitored.

“These incidents are avoidable, as reports show,” Ohrn said. “The installation of an inert gas system on tankers of all sizes that carry flammable cargoes is both technically and operationally feasible, yet only a small percentage of the global tanker fleet has installed technology designed to purge cargo spaces of hazardous vapour.”

An IG system is used to remove oxygen in a space with hydrocarbon vapours in cargo tanks to less than 8% by volume. Where tankers are not fitted with the system, flammable vapour is vented until outlet concentrations are less than 30% of the lower flammable limit.

Ohrn said that given the mass and energy of an explosion at a shore-based terminal or port storage facility, a number of operators are making it compulsory for tankers to be inerted prior to entering the facility.

“I think the transportation side of the industry can learn from the ports and storage terminal side. When it comes to safety there should be no debate, no discussion. Safety comes first.”

Fire breaks out on ship carrying Volkswagen and Porche vehicles

by Featured NewsIndustry SectorsPorts & Maritime

A 650-foot-long cargo ship carrying Porche, and Volkswagen cars caught fire in the Atlantic Ocean. The ship’s 22 crew members fled the scene thanks to rescue works carried out by the Portuguese Navy.

Built in 2005 Felicity Ace can carry up to 4,000 cars. The vessel was on its way to a port in Davisville, Rhode Island, having set sail from Germany’s Emden.

The ship sounded the alarm after a fire broke out in the hold, the Associated Press reported.

Portugal’s navy said one of its patrol boats and four merchant vessels were helping with the rescue. Portuguese air force aircraft were also mobilized.

Both Volkswagen and Porche released separate statements, acknowledging an incident had taken place on a vessel that was carrying their vehicles among the cargo on the ship.

Porche in its statement said that ‘it’s thoughts were with the 22 crew members of the merchant ship’. The statement also reaffirmed that the Portuguese authorities had rescued the crew members.

The Portuguese Navy has said there are no further details about the recovery operation, but the ship is said to be drifting eastwards.

Global fire alarm and detection market to reach $53.15bn in 2032

by ActiveBreaking NewsFire DetectionHealthcareIndustrialIndustry SectorsPorts & MaritimeProducts

The global fire alarm and detection market is expected to be $53.15bn in 2032 expanding at a CAGR of 6% from 2022 through to 2032. The market is currently valued at $29.68bn in 2022.

The increase is forecasted to comes from a demand for developed fire safety systems in mining, automotive, petrochemical, oil and gas exploration, and power and utility sectors.

Rising deployment of fire alarm and detection systems across educational institutes and increasing awareness about its benefits among residents for fire detection systems are key factors propelling market expansion during the forecast period. Furthermore, ongoing technological developments in fire detection and alarming devices is expected to boost the industry’s growth in the coming time.

In addition, the advancement of wireless and remote function fire detection and alarm systems are anticipated to offer significant opportunities for expansion in the evaluation time.  

The Covid-19 pandemic ushered in a change in the demand and consumption pattern of fire alarm and detection systems. With increasing hospitalisation rates and shift towards remote working, the need for residential and healthcare setting oriented fire safety protocols have increased, leading to growing sales of fire alarm and detection systems across these domains.

Key players in the global fire alarm and detection market have adopted various strategies of mergers, acquisitions, and partnerships. In August 2021, ProPharma group acquired iSafety Systems, an Indian pharmacovigilance service provider.

Then in July 2021, ICON plc acquired a CRO, called PRA Health Sciences. The objective of the acquisition was to increase the services portfolio of ICON plc. In October 2020, Honeywell rolled out its first tools from its new suite of Connected Life Safety Services (CLSS), which is its first all-in-one cloud platform for fire safety systems.

Survitec Seahaven successfully passes heavy weather sea trials

by Industry SectorsPorts & Maritime

Survitec’s award-winning Seahaven Advanced Evacuation System has successfully passed heavy weather sea trials (HWST).   

Seahaven was deployed from EDT Jane, an 80m offshore support vessel.  The test was carried out in line with the SOLAS requirements for Novel Appliances which requires the test to be performed in conditions that do not drop below six on the Beaufort Scale.

Key representatives from leading classification society Lloyd’s Register were in attendance, with observers from UK MCA also onboard the vessel.

Seahaven, a novel lifeboat system that offers Helical slide-based mass evacuation from large passenger vessels, passed the rigorous HWST programme.

This is a huge step forward in the critical development of Seahaven which brings this game-changing cruise evacuation system one step closer to full market introduction. 

Ron Krisanda, Executive Chairman, Survitec, said: “This is a major milestone in the development of cruise safety technology. Passing HWSTs demonstrates that Seahaven has exceeded the highest safety performance standards.”

The two craft system has a total capacity of 1060 persons and can travel independently at six knots for 24 hours.

Survitec now looks ahead to the next steps of this project, working with its customers on the introduction of this game-changing solution to their operations. The Survitec team will be available at this year’s Seatrade Miami, 25th – 28th April 2022, stand no. 4226, to meet with cruise operators and discuss the introduction of Seahaven.

Survitec’s advanced fire fighting system ready for Yara Birkland’s first laden voyage

by Industry SectorsPorts & Maritime

Survitec’s advanced fire fighting system and safety equipment aboard Yara Birkeland – the world’s first fully autonomous containership – has successfully completed its first annual service ahead of the 3200dwt ship’s first laden voyage.

The zero-emission, fully electric Yara Birkeland is preparing to carry its first fertiliser cargo on the Herøya-Brevik route in early 2022. 

The ground-breaking vessel, which deployed on its maiden manned voyage in November, operates a unique, automatic and remotely operated fire system designed and commissioned by survival technology leader Survitec.

Survitec’s scope of supply included a Novenco XFlow® water mist system for the vessel’s eight separate battery rooms; an Inergen fire extinguishing system for the switchboard rooms, pumps rooms, control rooms and electrical spaces; and an NFF XFlow® Deluge system for the cargo holds, open decks, superstructure and other compartments.

A wide range of standalone fire safety and life-saving equipment, including flares, radios, breathing apparatus, immersion suits and lifejackets, also passed the November inspection.

“The fire system aboard Yara Birkeland is ready for safe operations, with crews monitoring the system from a virtual bridge and machinery control room ashore,” said Survitec Account Manager Andreas Dåsvatn.

Going on to comment on the different approach required to extinguish a fire aboard a crewless ship, Dåsvatn explained: “Typically, fire systems are built for manual operation, so we had to redesign the system for automatic activation based on the signals received from heat, flame and fire sensors located all around the vessel. The fire systems also had to send signals to seawater pumps, gas cylinders and valves, providing alerts to operators shoreside.”

Mark Clegg, Managing Director, Survitec Fire Solutions, added that the entire system had to be rethought to facilitate independent activation from a virtual bridge and machinery control room on shore.

“This new approach meant we had to redesign the Novenco system for 60 minutes of operation rather than 30 minutes specified for conventional vessels. Moreover, since the vessel’s cargo holds are designed according to IMO MSC Circ.608 requirements (which normally requires a manual fire fighting approach), the NFF XFlow Deluge nozzles had to be redesigned and sited for crewless operation,” he said.

Extra fire safety features built into the ship included additional segregated fire zones and system redundancy. Drain valves have also been integrated into the system to allow for automatic opening and closing to prevent free-surface flooding.

The success of the fire system aboard Yara Birkeland has placed Survitec at the vanguard of fire safety technology for a new generation of autonomous vessels.

A similar fire fighting system is currently being designed for a pair of 67m fully autonomous ferries under construction at a yard in India. Dåsvatn said: “This is just the beginning. As the industry starts to see these autonomous, alternatively fuelled vessels operating successfully and safely, demand will speed up. We predict more autonomous vessel projects over coming years. But in terms of ship safety, we’re already ahead of the curve.”