Question 1

Where is Consilium Safety Group located?

Accepted Answer

Consilium Safety Group is located in SE-402 76 Gothenburg, Sweden at P.O. Box 8763.

Question 2

What products does Consilium Safety Group manufacture?

Accepted Answer

Consilium Safety Group is a maritime equipment manufacturer specializing in {'name': 'Fire Detection and Alerting', 'description': "Fire Detection and Alerting In order to ensure effective fire detection according to SOLAS II-2, C, Reg. 7, fire detectors and alarm devices must be appropriate for the respective area of application, its size and the potential for damage. In addition to automatic fire alarms, manually operated alarm devices should be installed so that they are easily accessible. The alarm should be visual and acoustic (in the ship's control room and on the bridge) and must be clearly differentiated from other signals. SOLAS differentiates between ships that carry more or less than 36 passengers. Devices for fire detection and reporting should be installed in common rooms, hallways, stairwells and on escape routes. Furthermore, requirements for areas with a low or low fire risk are simplified to the effect that no fire alarms have to be present. A guide to the number and position of smoke alarms can be found in the FSS Code (International Code for Fire Safety Systems)."}, {'name': 'Marine Scrubber Systems', 'description': 'Marine Scrubber Systems Since January 1st, 2020 the sulphur cap is in force. Before that date fuel oil used by vessels mainly took the form of HSFO (High Sulphur Fuel Oil) containing a sulphur content of 3.50%. The IMO 2020 initiative sets a regulatory, upper limit on the sulphur content of fuel oil to be used by ships at 0.5%. The aim of the new regulation is to decrease the amount of sulphur emissions global shipping produces and it affects around 60,000 ships currently in operation. Vessels, therefore, need to comply with the IMO 2020 regulation and one option is to install a scrubber that acts as a gas cleaning system to reduce the sulphur content from HSFO. Scrubbers need to be retroactively fitted to the vessel and by the end of 2019 only 2% of the global shipping fleet has already implemented one. However, more than 11.8% of the world’s containership capacity will be fitted with scrubbers by January 2020 according to analyst Alphaliner. Scrubber fitted boxships will account for approximately 5.9% of the total number of containerships by that date. These figures reveal that containerships fitted with a scrubber will be rather of bigger size. Depending on the price gap between LSFO/MGO and HSFO continuing with burning HSFO while complying with the sulphur cap could be a significant competitive advantage in the stiff cost competition in shipping nowadays. Depite their huge investment srubbers are said to have only a payback within a year if fuel oil spreads stay wide. Scrubbers spray alkaline water into the exhaust gas stream to neutralise sulphur oxides (SOx). 2/3 to 3/4 of all scrubber installations are of open loop type. The remaining are closed-loop systems and hybrids. An open-loop system neutralises the SOx by taking advantage of the natural alkalinity of seawater which is subsequently cleaned and discharged back into the ocean. A typical closed-loop system uses freshwater mixed with sodium hydroxide; the wash water is then purified and recirculated, and the resulting residual sludge is stored in tanks and disposed of at the next port that offers appropriate facilities. In the meantime several countries have announced a ban on using open-loop scrubbers in their ports and inland waters, among them Belgium, Germany, India, Ireland, Lithuania, Latvia, Norway, UAE and parts of the United States in order to protect their waters from the wash water. Most recently, Singapore, China and Malaysia joined that list. This system is criticized from several sides for transferring pollution from the air to the ocean. Although the washwater must meet strict criteria, so that discharge washwater should have a pH of no less than 6.5, the industry is facing a fierce debate over whether open-loop scrubbers represent an environmentally sound option. The Exhaust Gas Cleaning System Association (EGCSA) as well as the Clean Shipping Alliance (CSA) 2020 which are promoting the open-loop system, arguing against unilateral actions by ports and regions and promise their ongoing effort to ensure that governmental bodies, port authorities and decision makers are adequately informed of current research findings and data which have not identified any short- or long-term impact on the environment. In addition, according to CSA, several port authorities including some in Japan and more than 20 various ports in Europe, the Americas, Asia and Australia indicated they had no intention of banning the use of open-loop scrubbers in their waters. Similarly, a report released by Japan’s Ministry of Land, Infrastructure, Transport and Tourism (MLIT) concludes that the operation of open-loop scrubbers with high sulphur fuel oil is not only safe, it is also preferable to burning low sulphur fuel alone. Contrary to open-loop scrubbers closed-loop systems can be used irrespective of the composition of the water where the vessel is operating, including estuaries and freshwater bodies such as the Great Lakes. Open-loop scrubbers, on the other hand, do not work effectively in waters of low salinity. So far shipowners prefer open-looped systems over closed because they are very easy to install, require less maintenance and don’t require storage for waste materials – as water is directly pumped back into the sea after onboard treatment. There are also high sophisticated hybrid scrubbers, which switch between open and closed-loop depending on situations such as local rules which may or may not prohibit the discharge of water. Finally, time will tell what is the ideal option based on the specific conditions or whether vessels will switch to using other means. The ultimate decision is up to the shipowner.'}, {'name': 'Ship Safety Equipment', 'description': "Ship Safety Equipment Accidents at sea have occurred since shipping. Spectacular shipping accidents such as those of the Titanic, Pamir, ExxonValdez, Estonia, Prestige or Pallas have caused a lot of suffering for people and the environment, but without them there would not have been great advances in safety regulations. Whereas in the past the safety regulations often differed from flag state to flag state, today ship safety is essentially determined by worldwide rules from the International Maritime Organization IMO. The International Convention for the Safety of Life at Sea - SOLAS - already existed in 1913. Since then, this convention has been continuously developed. The relevant international regulations also include, for example, the International Safety Management Code (ISM), which ensures safety aspects in operational ship operations, and the International Ship and Port Facility Security Code (ISPS), which has ensured compliance with global safety requirements against external hazards (e.g. Piracy, terrorism). Lifeboats and life rafts are collective life-saving appliances (LSA). Lifeboats are launched into the water using a special launching device (boat davit, free fall boat). Lifeboats on cargo ships must have space on each side or at the stern for all persons on board. On passenger ships there must be space for all persons in boats and life rafts / life rafts on both sides. At least one lifeboat must be on board on cargo ships under 1600 GRT. Liferafts or liferafts with space for everyone on board must be on both sides of the ship if the lifeboats are located at the stern. Half of all lifebuoys (but at least six on passenger ships) must have self-igniting lights that cannot be extinguished by water and that light up for at least 45 minutes. The number of lifebuoys required depends on the type of ship and the length of the ship. People can get on and off board via the stage, gangway or shore leave. Adequate lighting must be provided to illuminate the means of entry and exit, the position on deck where people can get on and off and to check the arrangement. A lifebuoy equipped with a self-igniting light and a floating lifeline should be ready for immediate use near the embarkation and disembarkation facility during operation. The direct access between the gangway and the ship's deck should be realized by arranging a platform that is safely and adequately protected by handrails or handles. The ladder must be firmly attached to the ship to prevent it from tipping over."} with 3 brands. View full product details on TrustedDocks.

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