62 SUOMEN MERENKULKU ■ FINLANDS SJÖFART THE GLOBAL SEAFARER In the wake of the Felicity Ace disaster, concerns are mounting over the safety of transporting electric vehicles at sea, with experts warning of deadly risks from lithium-ion batteries. ANDREW DRAPER reports. F resh questions have emerged about the safety of carrying electric vehicles (EVs) at sea following several fires involving lithium-ion batteries. US cargo carrier Matson said in July it was suspending the transport of electric and plug-in hybrid vehicles on its vessels. It said growing safety concerns around lithium-ion batteries were at play, but it would accept them again when ‘appropriate safety solutions that meet our requirements can be implemented.’ Professor Emeritus Paul Christensen of Newcastle University told Nautilus he supposed it was ‘only a matter of time before a major shipowner like Matson moved to suspend the transport of EVs and plug-in EVs due to increasing concern for the safety of transporting vehicles powered by large lithium-ion batteries.’ He continued: ‘The loss or major damage of the Felicity Ace, Fremantle Highway and Morning Midas may represent a tiny fraction of the sailings of such vessels life, as well as costing the owners hundreds of millions of pounds and contributing to the pollution of the oceans.’ CONCERNS RAISED Mr Christensen flags up numerous concerns raised in the report into the Felicity Ace disaster by Panama Maritime Authority’s General Directorate of Merchant Marine. In February 2022 the 60,000gt car carrier, which was en route from Emden, Germany, to the US, caught fire , but the damage/loss of these giants has cost oneand burned for more than a week before recovery teams could board. It sank while being towed and is now on the bed of the Atlantic Ocean. The crew safely abandoned ship but the cargo – 3,965 luxury vehicles worth an estimated $330 million – was lost. Professor Christensen, who runs a consultancy, Lithiumionsafety Ltd, said Panama’s report raises ‘more questions than answers. ‘The report postulates that a Porsche Taycan was the cause of the fire but focuses on the failure of the foam firefighting system, and the authors are clearly unaware of the fact that using foam would switch the hazard from fire to explosion as it could not stop thermal propagation inside the case of the vehicle, hence the venting of the vapour cloud.’ The report stated: ‘As per the SMS (Safety Management System) paragraph 5.01.4: Any member of crew who discovers enforcement. Panellists questioned the overlapping oversight responsibilities of the International Maritime Organization (IMO) and International Labour Organization (ILO), highlighting the need for clearer accountability. They also stressed the urgent need for an effective complaints procedure and for accessible emergency support services, particularly in cases of sexual harassment. ‘WHO IS GOING TO OWN IT?’ Representatives from the IMO spoke about the role of upcoming amendments to the STCW Convention, which will introduce training on dealing with harassment. But many attendees felt these responses lacked urgency and clear implementation plans. As one participant said: ‘These points have been talked about for 40 years, so who is going to own it now?’ Ultimately, it became clear that leadership on these issues must come from seafarers, their representatives and their trade unions. Only seafarers themselves have the lived knowledge to understand the issues, and the resolve to lead the fight for fairer, safer conditions at sea. Fresh safety concerns around carrying EVs The Maritime Labour Convention (MLC) 2006 is a living document that is regularly amended to address problems at sea – whether they are new or have been resistant to change. From January 2027, robust measures will be introduced under the MLC to prevent and address violence and harassment onboard, including sexual harassment and bullying. Member states will be required to implement laws and onboard procedures to protect seafarers and ensure safe reporting mechanisms. Changes to the MLC
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