Coronavirus Legal guidance for members - TELP helping members navigate today's uncertain world Cyber security and unseaworthiness - The Swedish Club
←
→
Page content transcription
If your browser does not render page correctly, please read the page content below
No.1 | 2020 Coronavirus Legal guidance for members TELP helping members navigate today’s uncertain world Cyber security and unseaworthiness
Contents
Leader
Our thoughts are with you ......................................................................................................3
Coronavirus
A disease like no other ..........................................................................................................4
Legal guidance for members ................................................................................................7
Loss Prevention P4
Lack of cooperation lead to grounding ..............................................................................10
How acceptable are environmentally acceptable lubricants? ..........................................12
TELP helping members navigate today’s uncertain world ................................................14
Features
Engine room fires: Intelligent fire detection ......................................................................18
RoRo fires - Swedish early detection project: LASH FIRE ..................................................21
Meeting the SOLAS challenge on older vessels ................................................................22
P14
Legal
Cyber security and unseaworthiness: what it will mean for owners in 2021....................24
Legal update ........................................................................................................................29
Malin Högberg: From sea to law..........................................................................................30
Maritime Resource Management
Interview: Safety in our DNA ..............................................................................................32 P24
The Swedish Club Academy welcomes Zeaborn and Enesel to MRM..............................33
Club Information
Notice board..........................................................................................................................35
Out and about ......................................................................................................................36
Staff news ............................................................................................................................37
Calendar/Quiz ......................................................................................................................39
P30
The views contained within this publication are those of the respective authors and are not necessarily those of The Swedish Club.
The Swedish Club Triton is published three times a year and distributed free of charge. The Swedish Club Triton is an editorially
triton
independent newsletter and opinions expressed by external contributors are not necessarily those of The Swedish Club. Articles
herein are not intended to provide legal advice and the Club does not accept responsibility for errors or omissions or their
consequences. For further information regarding any issue raised herein, please contact our head office in Gothenburg.
No.1 | 2020
The Swedish Club Production Coordinator Layout Contact us:
Susanne Blomstrand Elaborate Communications Ltd
© 2020 The Swedish Club triton@swedishclub.com
Articles or extracts may be quoted provided that PR Consultant Print www.swedishclub.com
The Swedish Club is credited as the source. Elaborate Communications Ltd PR Offset, Molndal 2004pr1100
LEADER
Our thoughts are with you
Dear members, brokers and friends of cover afforded. Our top priority is to Our aim is to be back next year in full
The Swedish Club. service our members and brokers at all force with an ambitious programme. We
times. are in a people business and look
We have just spent the Easter break in a forward to meeting up again soon, when
way we have not experienced before. The The immediate impact for the Club circumstances permit.
current situation affects all parts of concerns investments. However, I can
society in a way we have not been able to confirm that we maintain a very strong In the meantime, take care and stay safe
envisage previously. I sincerely hope you capital position. Our Finance & Audit and I hope you will find some interesting
are all safe and healthy. committee have been active during the articles to read in this issue of Triton.
first quarter of the year. A stress test
The COVID-19 pandemic has produced required by the regulator in the latter part
unprecedented operational challenges of March shows that our solvency margin
for members. Crew changes, quarantine has not been greatly affected.
requirements, disruptions and delays,
have become day-to-day issues in these For the safety and wellbeing of members,
difficult times. These are the imminent brokers and friends of The Swedish Club,
challenges; the long-term effects are we have cancelled all social
more unpredictable. arrangements this spring, and in Lars Rhodin
connection with the AGM planned for 10, Managing Director
The Swedish Club is fully committed to 11 and 12 June. The actual corporate
supporting members with advice and Annual General Meeting will still take
recommendations. We continuously place on 11 June 2020 and we are at
respond to many questions relating to present looking into virtual options
claims, disputes and the Coronavirus available for conducting this meeting.
generally and how these issues affect the
Triton 1 2020 \ 3
fEATuRE: COROnAviRuS
a disease
like no
other
Nigel Griffiths
Head of the Marine Advisory
Medical Service, UK
The shipping industry, and indeed the from the common cold to more severe
world has already been impacted in a diseases such as Middle East
number of ways by the emergence of Respiratory Syndrome (MERS-CoV) and
COVID-19: It is a pandemic, the enormity Severe Acute Respiratory Syndrome
of which mankind has never endured (SARS-CoV). The novel coronavirus
before. It is affecting the daily lives of (nCoV) is a new strain that has not been
people in all countries of the world and previously identified in humans. The
the mortality rate has made enormous virus found to cause COVID-19 was
inroads into the world’s population. initially isolated from a clinical sample
on 7 January. It is notable that within
The main signs and symptoms of COVID- weeks following the identification of the
19 include fever, dry cough, fatigue, virus, a series of reliable and sensitive
sputum production, shortness of breath, diagnostic tools were developed and
myalgia or arthralgia, sore throat, and deployed.
headache. Nausea or vomiting has been Control
reported in a small percentage of COVID-19 started in China and worked its
patients (5%). way around the world in a matter of Many governments are following China’s
months. COVID-19 differs from Ebola, for lead and taking steps to control this virus
A new strain example, because Ebola is transmitted by lockdown measures or ‘social
by direct contact, whereas COVID-19 is distancing’. Withdrawal from society, with
Coronaviruses (CoV) are a large family mainly transmitted by droplet infection, its basic rights and freedoms, does not go
of viruses that cause illness ranging making it much more transmissible. unchallenged and has been difficult for
4 / Triton 1 2020
fEATuRE: COROnAviRuS
World Health Organization (WHO) Guidelines
to reduce transmission are as follows:
Wash your hands frequently
Regularly and thoroughly clean your hands with an alcohol-based hand rub or
wash them with soap and water.
Why? Washing your hands with soap and water or using alcohol-based hand
rub kills viruses that may be on your hands.
Maintain social distancing
Maintain at least 1 metre (3 feet) distance between yourself and anyone who is
coughing or sneezing.
Why? When someone coughs or sneezes, they spray small liquid droplets from
their nose or mouth which may contain virus. If you are too close, you can
breathe in the droplets, including the COVID-19 virus if the person coughing has
the disease.
Avoid touching eyes, nose and mouth
Why? Hands touch many surfaces and can pick up viruses. Once
contaminated, hands can transfer the virus to your eyes, nose or mouth. From
there, the virus can enter your body and can make you sick.
Practice respiratory hygiene
Make sure you, and the people around you, follow good respiratory hygiene. This
means covering your mouth and nose with your bent elbow or tissue when you
cough or sneeze. Then dispose of the used tissue immediately.
Why? Droplets spread virus. By following good respiratory hygiene, you protect
the people around you from viruses such as cold, flu and COVID-19.
many governments to implement. The Stay informed and follow advice given by your healthcare provider
European Convention on Human Rights Stay informed on the latest developments about COVID-19. Follow advice given
by your telemedicine service, your national and local public health authority or
gives a right to liberty under Article 5, the
your employer on how to protect yourself and others from COVID-19. For those
right to respect for family and private life that work at sea, this may be via a telemedicine service.
under Article 8, freedom of thought,
conscience and religion under Article 9, Why? National and local authorities will have the most up to date information
freedom of expression under Article 10 on COVID-19. They are best placed to advise on what people should be doing to
and freedom of assembly under Article protect themselves.
11. COVID-19 has challenged to the very If you have fever, cough and difficulty breathing, seek medical care
core the rights of individuals to follow early
their desires, which were hitherto Advice for those ashore would be to stay home if you feel unwell. If you have a
protected under national laws. New laws fever, cough and difficulty breathing, seek medical attention and call in advance.
have been created to withdraw these Follow the directions of your local health authority. At sea, self-isolation should
freedoms, and it is not unnatural for be considered if exposure is a possibility.
people to express resentment at what Why? National and local authorities will have the most up to date information
many see to be intrusive legislation. It on the situation. Calling in advance will allow a telemedicine advisor to help you.
would be fair to say that this will be easier This will also protect you and help prevent spread of viruses and other
to implement in some countries than infections.
others.
Triton 1 2020 \ 5
fEATuRE: COROnAviRuS
Advice for Masters of vessels
• Only persons cleared by local port officials, authorities • Masters should take precautions to minimise the
and the Master should be allowed on board, including potential spread of the virus among seafarers if
marine/harbour pilots, technicians, ship agents, etc. symptoms appear. Isolate the seafarer to a location
preferably with segregated ventilation and separate from
• Limit visitor access to the vessel as much as possible. the common areas used by seafarers such as seafarers’
lounge, gym, mess rooms, etc.
• Crew disembarkation from the vessel whilst in port must
be minimised and allowed only in absolute need • Avoid shaking hands, a simple bow or nod will suffice.
situations.
• Handwashing is the best way to reduce the risk of
• Minimise interpersonal exchanges with persons from infection being transmitted from one person to another.
ashore, avoiding contact with people who show
symptoms of flu or high temperature and take care of • Shipowners must keep up to date with COVID-19
personal hygiene including more frequent handwashing, developments.
etc.
• Ensure proper training and provide information and
• Limit, as much as possible, shore side persons’ direct education on the virus for the workforce including how
access to internal spaces of the vessel. the virus spreads, how to prevent the virus in order to
prepare workers and how to dispel myths, fears and
• If possible, designate a central location/room with direct misconceptions.
access from the outside and enclosed toilet to receive
authorised persons from shore in order to avoid • Keep up to date with details of the affected areas
unnecessary physical contact and possible through WHO or from the relevant centre for disease
contamination inside the vessel. The room should have control via disease outbreak updates and maps.
the minimum of furnishing and be easy to
decontaminate with disinfectants. Social distancing • Be aware and respect any quarantine restrictions that
MUST be observed. Wipe down areas and items visitors any country/port may apply, and of any requirements by
have touched or may have touched with disinfectant Port Health in this respect.
wipes and/or sprays.
• Engage with safety managers and ensure there is
• If authorised persons need to enter the vessel ensure continual and ongoing communication with workers,
they are wearing or, if necessary, provide them with, providing updates on the outbreak and training
applicable mask and gloves. refreshers and drills as and when required.
Dr Tedros Adhanom, Director General of the WHO
has said that whilst scientists are looking for way
to manage the disease, “Our greatest enemy right
now is not the virus itself. It’s fear, rumours and
stigma. And our greatest assets are facts, reason
and solidarity.”
The key to containing this virus is to break Treatment following established protocols for
the chain of transmission by means of for testing. At present treatment is the
example, regular and effective COVID-19 is spreading with astonishing primary hope, for a vaccine is a long way
handwashing, social distancing, speed; outbreaks in any setting have very from manufacture, with many believing
appropriate personal protective equipment serious consequences; and there is now the earliest is in late 2021.
to reduce the chance of transmission, and strong evidence that non-pharmaceutical
self-monitoring. The virus is transmitted interventions can reduce and even For country by country advice as to what
from a sick person to a healthy person interrupt transmission. Various experts requirements are in place please refer to:
through respiratory droplets when an have put forward opinions on treatment
infected person coughs, sneezes or talks methods. Much research has centred https://www.cdc.gov/coronavirus/2019-
in close proximity to another person. If it is around the drugs hydroxychloroquine, ncov/travelers/map-and-travel-notices.html
not possible to limit exposure by the azithromycin and remdesivir as possible
methods stated, there will be over demand methods of treatment, but the search for
on intensive care systems in hospitals and expedient answers makes many of the
many people will die. scientific community critical of those not
6 / Triton 1 2020
Coronavirus
fEATuRE: COROnAviRuS
Legal
guidance
for members
The World Health Organization (WHO)
classified the Coronavirus disease
(COviD-19) as a pandemic on 11 March
2020. in response to the outbreak and
spread of COviD-19 members may
encounter a number of legal issues in
relation to charter parties as a result of
measures that are being imposed by
national authorities.
By James Mackay,
Claims Executive Consultant,
The Swedish Club
Port safety
Time charterers may not order a vessel to an unsafe port in
breach of an express or implied warranty in the charter party.
The test is whether at the time when the order is given the
vessel can reach it, use it and return from it without being
exposed to dangerous features that are not the result of an
abnormal occurrence. There is also an obligation to change
voyage orders if the port subsequently becomes unsafe before
the vessel reaches it.
In some charters (the Baltime form, for example), there is an
express prohibition on the charterer ordering the vessel to a
port where fever or epidemics are prevalent. Where there is no
express provision such as that, however, there is likely to be
substantial doubt as to whether the safe port warranty permits
the rejection of an order by reference to concerns about
COVID-19. It involves questions of fact and law.
Triton 1 2020 \ 7
fEATuRE: COROnAviRuS
Case law refusal of a legitimate order can charterer is not under a duty to re-
constitute a repudiatory breach of the nominate on grounds that the
Generally, case law deals with the risk of charter. Aside from that, if the vessel is nominated port is unsafe.
physical damage to the vessel or laden, the owner will be subject to
detention due to political risks. In theory it separate obligations to the Port closure
is conceivable for a port to be unsafe if shippers/consignees under the bill of
the spread of infection at the port would lading contract to deliver the cargo at the
Time charters
put vessels at risk of being disabled by contractual discharge port.
crew sickness or would cause vessels If COVID-19 results in the closure of a port
calling at the port to be barred or detained to marine traffic it will not be possible for
Time charters
at other ports. a vessel on time charter to perform the
If an owner accepts a time charterer’s charterer’s order to load or discharge
Such scenarios, however, seem unlikely in voyage orders in full knowledge of the cargo at the port and the charterer should
practice: health risks can be avoided if the unsafe features of the nominated port the give replacement orders.
crew take proper and effective owner may have waived the right to
precautions. Although vessels might be refuse to obey the order. This will not
subject to quarantine delays at necessarily mean that the owner has
Voyage charters
subsequent ports, it is unlikely that they waived the right to damages for breach of In a voyage charter, if the closure prevents
will be permanently blacklisted, detained the safe port warranty or an indemnity for the vessel from arriving at the port to load
or impounded. Also, it is questionable complying with the charterer’s orders. cargo before the end of the laycan period,
whether an outbreak of COVID-19 would the likely outcome will be that the charter
be a feature of the affected port, rather will be cancelled. If the discharge port is
Voyage charters
than an abnormal occurrence. closed there will probably be a liberty
The position is different for voyage which permits discharge of the cargo at
charters, where the port has already some other port (e.g. ‘so near thereto as
Individual circumstances
been nominated without an express she may safely get’).
Each case will be decided on its specific warranty of safety. The general view is
facts and will require careful that there is no implied warranty of
consideration bearing in mind that the safety under a voyage charter, and the
8 / Triton 1 2020
fEATuRE: COROnAviRuS
Owner’s protection examine specific laytime / demurrage performance of the obligation due to a
provisions and exceptions. A valid Notice COVID-19 issue fits within the force
Also there is some protection for the of Readiness (NOR) requires the vessel to majeure wording (eg if force majeure
owner in that situation under Article IV(2) be physically and legally ready for cargo events include ‘quarantine’, ‘embargo’,
of the Hague and Hague-Visby Rules (if operations. While a ‘wifpon’ (‘whether in ‘disease’ or ‘epidemic’) and the event
incorporated into the charter) which states free pratique or not’) provision may permit itself, rather than a consequence of it, is
that neither the carrier nor the ship shall be NOR to be given before clearance has the proximate cause of the party’s
responsible for loss or damage arising or been granted by the health authorities, it inability to perform its obligations by
resulting from: (h) quarantine restrictions; probably does not override the common reason of circumstances which are
(j) strikes or lockouts or stoppage or law position which prevents laytime from beyond its control.
restraint of labour from whatever cause, commencing if it is not simply an
whether partial or general; (q) any other administrative formality but instead is
Performance
cause arising without the actual fault or specifically refused or delayed for reasons
privity of the carrier. related to the health status of the crew . It is necessary to make a distinction
between an event which prevents
Delays It is possible that some charters may performance and one which renders
include provisions (including a force performance more difficult or
Delays in port to vessels in or arriving from majeure clause) that exclude from the uncommercial. The latter event does not
affected areas might arise in relation to running of laytime or demurrage periods itself prevent performance but rather the
granting free pratique, the availability of of delay directly caused by quarantine non-performance is due to the party
pilots or quarantine arrangements. restrictions imposed on shore labour. making a commercial choice to avoid
Precautions that owners may take to The rules of construction should be loss of profit and will not meet the
minimise the risk of such delays include examined to determine the applicability requirements of a force majeure clause
making a pre-arrival declaration of health of such provisions. which describes event that prevent
and documenting measures taken on board performance of contractual obligations.
to reduce the risk of contamination. The
Doctrine of frustration
allocation of risk between the owner and Recommended clauses
charterer for delays will depend on the It will only be in relatively rare cases that the
relevant facts and the charter party wording. doctrine of frustration will enable the parties Both BIMCO and Intertanko have
to treat the charter as terminated for published clauses for use in charters
reasons related to COVID-19, including which deal with infectious or contagious
Time charters
delay. For frustration to apply, the delay (or diseases. For further details, including
Time charterers are obliged to pay hire other circumstances related to COVID-19) accompanying guidance notes, see:
continuously throughout the charter must be of such nature and magnitude as
period unless they can prove that an to constitute an unforeseen event which https://www.bimco.org/contracts-and-
exception applies. Some examples of makes it impossible to perform the charter clauses/bimco-clauses/current/infectious
possible off hire events under the New or at least radically changes the nature of _or_contagious_diseases_clause_for_time
York Produce Exchange (NYPE) form the contractual obligations outside the _charter_parties_2015
are: ‘deficiency of men’ where time is reasonable contemplation of the parties at
lost due to crew members being the time of the fixture. Also, it must not be https://www.bimco.org/contracts-and-
incapacitated/repatriated due to illness ‘self-induced’ in the sense that the party clauses/bimco-clauses/current/infectious
or the imposition of quarantine seeking to rely on it cannot have made the _or_contagious_diseases_clause_for_voya
restrictions; delay caused by the refusal performance impossible by its own choice. ge_charter_parties_2015
of free pratique as a result of suspected
infection on the ship where off hire Force majeure https://www.intertanko.com/info-
events extend to ‘any other cause centre/model-clauses-library/templatecla
whatsoever preventing the full working There is no English common law doctrine uses
of the vessel’. In the Shelltime 4 form of force majeure which excuses a party
time lost due to ‘quarantine restrictions’ from performing its contractual This article is not intended to address
is an explicit off hire event. obligations (other than an event which these matters in detail nor be a
brings the contract to an end under the comprehensive assessment of all
An owner may be entitled to an implied doctrine of frustration). There can, potential issues arising under charter
indemnity, arising from compliance with however, be contractual terms which parties in relation to COVID-19, particularly
the time charterer’s orders to call at a port provide that a supervening event in a as the situation is constantly changing. It
in an infected region, for losses resulting specified category beyond the control of addresses the issues from the
from consequential delays, including loss one or both contracting parties may perspective of English law. Members
of income for off hire periods. excuse non-performance or result in the should also take into account the advice
cancellation of the charter. and guidance of local correspondents on
practical, regulatory and procedural
Voyage charters
The key points to consider in relation a matters in operation at specific ports.
For a voyage charter, it is necessary to force majeure clause is whether the non-
Triton 1 2020 \ 9
Safety
LOSS PREvEnTiOn
scenario
Lack of cooperation lead
to grounding
By Joakim Enström, Loss Prevention Officer
Each month the Club’s Loss Prevention team issues a new safety
scenario to assist members in their efforts to comply with international
safety regulations and to follow best practice. visit Swedish Club
OnLine (SCOL) for more examples.
CASE STUDY the end of the berth and then follow the Tug assistance
fairway. However, he did not explain the
plan to the Master and the Master didn’t A tug assisted, pushing the vessel on the
A 1,000 TEU container vessel departed ask the pilot about any plan. starboard side. The vessel was now
its berth after loading. During the loading moving astern at two knots and towards
there had been some delay and the The Master ordered all lines let go. The the south side of the fairway - the
gantry cranes had stopped operating bow started to fall off quicker than the opposite side to the vessel’s position.
because of strong winds, so the Master stern as the wind pushed on the vessel’s There were several buoys marking the
was eager to depart. The navigation port side, off the berth. The pilot ordered fairway. The closest buoy was on the
officer had prepared the bridge before half astern and the plan was to use the starboard quarter about 50 metres away.
departure. On the bridge was the Master, bow thruster to let the vessel’s bow The wind continued to push the vessel
pilot, lookout and Chief Officer. A tug swing past the end of the berth and to from the portside causing the vessel to
assisted the vessel during departure. position the vessel to sail out in the drift SE in the fairway towards the south
The Master gave the pilot the pilot card fairway. At this time the vessel had a side of the fairway. The vessel had a
and offered him some coffee. After this course of 310°. stern thruster and it was set full to
the Master gave the pilot the conn. starboard to assist the vessel in turning
Under pilotage
A tug assisted, pushing the vessel on the
starboard side. The vessel was now moving
The pilot was steering from the port side
bridge wing. The berth had a heading of
astern at two knots and towards the south
317° and there were still WSW winds at
Beaufort scale 9. The vessel was
side of the fairway - the opposite side to the
moored at the end of the berth. The
fairway leaving the port had a heading of
vessel’s position.
230°. The pilot’s plan was for the vessel
to go astern and swing to port and clear
10 / Triton 1 2020LOSS PREvEnTiOn
Discussion
When discussing this case please consider that the actions taken at the time made
sense for all involved. Do not only judge but also ask why you think these actions
were taken and could this happen on your vessel?
1. What were the immediate causes of this accident?
2. is there a risk that this kind of accident could happen on our vessel?
3. How could this accident have been prevented?
4. Do we have a pre-departure meeting with all the people involved in the vessel’s
departure regarding the plan and what to expect? (in this case these issues also
apply for arrival)
5. Do we let the pilot manoeuvre the vessel?
6. if we do, is the plan for departure discussed with the pilot and the entire bridge
team?
7. What are the environmental limits for departure?
8. How do we ensure that if a tug is ordered that it is sufficient for the prevailing
winds?
9. Has everyone in the bridge team received Maritime Resource Management
(MRM) training?
10. Do we use closed-loop communication on the bridge?
11. What sections of our SMS would have been breached if any?
The vessel continued
12. Does our SMS address these risks?
its movement astern
13. How could we improve our SMS to address these issues?
14. What do you think was the root cause of this accident?
and hit the buoy on
15. is there any kind of training that we should carry out that addresses these
issues?
the starboard quarter.
The entire buoy was that a buoy was only 30 metres away on quarter. The entire buoy was dragged
dragged underneath
the starboard quarter. The vessel now underneath the vessel and damaged the
had a heading of 320° - a 90° angle propeller, rudder and rudder stock. The
the vessel and
towards the fairway. The Chief Officer damage caused the vessel to lose its
informed the pilot and Master but neither steering and because of the damage the
damaged the
of them acknowledged or took any Master stopped the main engine. This
action. The Second Officer then informed caused the vessel to start drifting even
propeller, rudder and
the Chief Officer that the buoy was only quicker SE towards shallow waters.
rudder stock.
10 metres away. The pilot ordered half
ahead on the engines, and then for some The pilot suggested that the anchor
reason the stern thruster was stopped. should be dropped, and the Master
During this time the pilot also received a ordered the port anchor to be dropped.
job-related mobile phone call which he This was delayed as the Second Officer
to port. The vessel started to slowly come answered. had to cross the ship from the stern to the
around and had a heading of 291° but bow. When he reached the bow and the
was still drifting SE towards the buoy. Collision with buoy bosun tried to drop the anchor it became
entangled and it took a minute before it
The Second Officer was on the stern and The vessel continued its movement was released. At that point the vessel ran
warned the Chief Officer over the UHF astern and hit the buoy on the starboard aground.
2016 \ 11
Triton 3 2019LOSS
LOSS PREvEnTiOn
PREvEnTiOn
How acceptable are
environmentally acceptable
lubricants?
A new study from Dnv GL, in conjunction with a number
of marine insurers, including The Swedish Club, has
discovered two specific viscosity-related characteristics
where environmentally acceptable lubricants (EALs) differ
from mineral oils. These properties affect the safety
margin of the aft stern tube bearing in certain critical
operating conditions and have led to Dnv GL introducing Öystein Åsheim Alnes,
Principal Engineer, Maritime
new design rule criteria. DNV GL - Group Technology and Research
The study was carried out to better compared with a reference mineral oil: This trend coincided with a reported
understand how EALs perform compared pressure-related and temperature-related widespread increase in the number of
to traditional mineral oils commonly used viscosity properties. Additionally, one of stern tube bearing failures, and it was
in stern tube bearings. This investigation the EALs studied has been found to inevitable that the maritime industry
originally stemmed from a surge of stern display shear thinning properties at high began to question the actual lubrication
tube bearing failures seen since 2014, shear rates. performance of the EALs.
which tied in with the introduction of
EALs to replace the mineral oils Background Trying to bridge the obvious knowledge
traditionally used. gap in the industry, DNV GL, together with
The introduction of the Vessel General insurers initiated a joint EAL development
The study identified two main aspects Permit (VGP) requirements in 2013 project (JDP) in late 2017 to investigate
where the tested biodegradable resulted in a sudden and massive uptake the topic. The primary aim of the project
lubricants behave differently when of EALs as stern tube lubricants for ships. was to map out potential differences in
12 / Triton 1 2020LOSS PREvEnTiOn
Chart 1. Viscosity vs pressure of tested lubricants - 40°C Chart 2. Viscosity vs temperature of tested lubricants
10,000
Mineral oil EAL A EAL B EAL C EAL D EAL E
Measured
mineral oil
500
Kinematic Viscosity [cSt]
Kinematic Viscosity [cSt]
1,000
Measured EAL
average
100 10
10 25 50 75 100 125 150 175 200 10 15 20 25 30 35 40 45 50
Pressure [MPa] Temperature [°C]
the lubrication capabilities of EALs observed aft stern tube bearing failures, rules from July 2019 to achieve an
compared to traditional mineral oils for a an EAL will operate with a lower true equivalent safety margin for the aft stern
stern tube application. viscosity in the minimum oil film tube bearings intended to be operated
thickness region. Knowing that the with an EAL. The rule update includes the
Observations viscosity is proportional to the oil film introduction of a viscosity influence
thickness and load-carrying capacity of a parameter in the hydrodynamic oil film
Most of the observed failures were found journal bearing, it must therefore be lubrication acceptance criteria,
to happen very early in the lifetime of the understood that the safety margin is differentiating between EALs and mineral
vessels, and during operating conditions reduced for an EAL installation in the oils. This requirement is not retroactive
known to inflict significant shaft high-load running modes. (See chart 1). for vessels which comply with older
deflections in way of the aft bearing. class rules.
Operations such as extreme turning in Viscosity index
the upper speed range are known to Ongoing investigations
inflict very high localised loads on the aft Secondly, the viscosity index is
end of the aft stern tube bearing. The significantly higher for EALs compared to Work is continuing to investigate some of
JDP thus initially focused on studying the mineral oils. This means that the EALs the operational aspects that have caused
core lubricant properties affecting the will operate with a much lower viscosity problems for EAL installations. Leaking
load-carrying capacity. in the lower temperature region typical seals have been a widespread issue, and
for stern tubes in certain conditions such it is believed that the main risk is related
From a design perspective, the lubricant as mooring trials and cold start-up. to leaving a static mix of sea water and
viscosity is a key property that must be Again, the safety margin will be reduced EAL unmonitored in the aft seal chamber
chosen correctly to ensure that in those types of operation. (See chart 2). no. 2. It is known that some sea water will
hydrodynamic lubrication is given in all periodically pass through the outer
continuous operating conditions. The Resolution sealing rings during e.g. operation in
DNV GL study has, however, discovered heavy sea states. This means that if the
two specific viscosity-related To retain the safety level of a mineral oil lubricant in seal chamber no. 2 is not
characteristics where EALs differ from installation, there are in practice two options: monitored and water drained out, the
mineral oils. These properties affect the EALs will start to chemically react with
safety margin of the aft stern tube (i) Increase the specified viscosity of the the water resulting in acidification and
bearing in certain critical operating EAL (one viscosity grade up). degradation. In such cases the risk of
conditions. premature sealing ring failure will be high.
(ii) Optimise the aft stern tube bearing
Pressure-viscosity coefficient design to increase the shaft-bearing The clear advice is to regularly
contact area and reduce the peak circulate/flush the chamber, to drain
Firstly, the pressure-viscosity coefficient pressure in the lubricant film. water from the lowest point in the
of typical stern tube EALs is different system and to monitor the condition of
than that of the same-grade mineral oil. New DNV GL design rule criteria the aft seal lubricant. Note that some
The practical consequence of this seal designs do not include double piping
difference is that under the high-load Based on this conclusion, DNV GL has (needed for circulation).
operating conditions typical for the revised the main class shaft alignment
Triton 1 2020 \ 13LOSS PREvEnTiOn
Trade Enabling Loss
Prevention (TELP)
Helping members navigate today’s
uncertain world
In today’s climate of uncertainty, At the time of going to press, The of particular risk. These are known as
The Swedish Club has been able to Swedish Club was sending around 80 ‘hotspots’. Tailored advice is then
use its Trade Enabling Loss COVID-19 related messages a day to its generated and sent out a few days before
Prevention (TELP) tool to reach out members, through TELP, using arrival. An added dimension is that any
information provided by the Club’s new alerts from local correspondents are
a helping hand and guide vessels
network of correspondents and added in where appropriate.
into ports around the world.
automatically triggered by the ship’s AIS.
Launched only late last year,
following trials, TELP has gone live TELP uses AIS technology to track
just in time to help members members’ vessels and automatically
overcome the difficulties they are identify any that are moving towards an
facing in operating ships during the area that has been highlighted through
current COVID-19 outbreak. the Club’s own claims statistics as being
Measures to prevent the spread of the
virus have closed ports or meant strict
quarantine measures for crew. Ports are
operating with their own individual
approaches to managing the COVID-19
situation, making it difficult for the Master
to prepare the vessel - or the crew – for
the challenges facing them when they
prepare to berth.
14 / Triton 1 2020LOSS PREvEnTiOn
PILOT PROGRAMME SETS
FIRM FOUNDATIONS
During 2019, The Swedish Club that Masters appreciated the
organised a four-month pilot of TELP information and would take it into
with a small number of members consideration when calling at the
operating a range of vessel types, to specific port in the next few days. One
help develop and refine the system. thing we learned is that in addition to
the high-quality loss prevention advice
The feedback from the pilot was we provide based on our extensive
overwhelmingly positive. “First of all, claims statistics, members also very
we proved it works,” says Peter much appreciated the ‘local’ news, i.e.
“
Stålberg, Senior Technical Advisor. the information provided by the
“We had some very positive feedback correspondent.”
Quotes from pilot scheme participants
Getting information on board that is specific to
the trading area will sharpen the eyes of the
crew. TELP is a very good idea that we are sure
“
will reduce claims.”
Sebastian völchner
NSC Shipping GmbH & Cie. KG
A useful and interesting tool and a worthy
“
initiative.”
nektarios Katikas
Ionic Shipping (Mgt) Inc.
Once again The Swedish Club is at the
forefront in converging modern technology to
meet the needs of the shipping fraternity.”
neelakantan vasudevan
Precious Shipping
Triton 1 2020 \ 15LOSS PREvEnTiOn
Member’s viewpoint perfect thing, and was able to share to come back and say ‘we have also
what I had done previously and some had this experience and you might
Captain VS Parani, HSSEQ Manager at legacy reports on the way I had want to add this or that in’.”
Oceanic Marine Management, was worked. We used to keep an eye out
delighted when The Swedish Club for anything important from P&I and He adds: “I was really pleased to be
asked members for their views when Loss Prevention teams – for example, involved with TELP by giving my
beginning to develop TELP. navigational safety issues, stevedoring, experience of starting and
security, Port State Control and coordinating such a project. TELP is of
“In today’s world, we have so much specific advice on which areas or enormous value and I would wish that
information that the tendency is to put landmarks to avoid, or to keep so everyone uses it.
it all on side and not really consult it,” much clearance, and so on.
he says. “In a previous role in the “P&I Clubs hold a huge repository of
industry, I provided ships with focused “The combined experience in the Club information that often no one has the
information - it makes people aware is quite enormous and they have many time to refer to. From the loss
right away of what they can expect and experts to do detailed analysis.” prevention point of view, TELP is an
how to prepare for it. incredibly effective knowledge sharing
Captain Parani also says he would like platform.”
“When The Swedish Club proposed to see the system allow information to
TELP, I immediately said yes, this is the pass in both directions. “Masters used
TELP IN PRACTICE
At present the Club has identified 30 set up to be fully automatic; any vessel in geographical types,” says Peter. “This is
‘hotspots’ around the world. These are the Club’s insured fleet that has signed up the first round of signing up. From now,
based on actual data, rather than what for the TELP service will be automatically for new members, it will be mandatory to
might previously have been anecdotal or ‘caught’ in the system and be sent sign up to TELP when you join The
even just a ‘feeling’. relevant messaging and loss prevention Swedish Club – it will be on an ‘opt out’
advice via its ship manager. rather than ‘opt in’ basis.”
“We have now integrated the vessel
positioning information with where claims So far over 80 members have signed up It’s also important to emphasise, of
happen; we know where our fleet is and, for TELP. “That’s more than 18 per cent of course, that the TELP system is entirely
based on our claims knowledge, we have our members, with approximately 500 free to members.
identified the hotspots,” says Peter ships across a mix of vessel and
Stålberg, Senior Technical Advisor at the
Club. “In some cases, we found there
were two different criteria for the same
hotspot – for example, navigational
hazard and cargo problems. On the other
hand, there were cases where we had the
perception of it being a difficult place but
the statistical analysis based on trading
patterns showed something different.
“Also, we are re-evaluating all the time –
there are always new trades and cargoes
to consider. The 30 hotspots are the
places that stood out in the ‘first round’.”
Now fully automated
The team also continues to refine and
finetune the system, including IT and
information flow and making sure
everything is working well. TELP has been
16 / Triton 1 2020LOSS PREvEnTiOn
Correspondent’s advice large quantities of Correspondent’s Advice
messages on a daily basis.
Staying relevant
The positive feedback relating to advice TELP is not carved in stone, he says – the
from correspondents has prompted the “The whole key of this project is to provide team is continuing to review the process
Club to do more on this front, says Peter. relevant and timely information,” says and there might be new hotspots. Above
“We have decided that as we receive advice Peter. “We are now considering TELP2 – all: “We must keep on our toes as we
from our correspondents, we will put it into where we would bring correspondents update, and make sure the advice is
the system as well, even if it isn’t closer to us and make it more structured. relevant. We make sure the system
necessarily regarding a hotspot. It is an This means inviting correspondents to doesn’t keep sending the same
extremely good way to handle this provide information on a web interface – information to the same ship, unless it
information. we will make sure it is properly tagged and needs updating or adding to.”
linked into the TELP system. After a preset
“Every day we receive information from our time, the system will automatically check As he says: “There is so much
local correspondents – anything from a with the correspondent whether the information flying around at the moment
stevedoring strike to a buoy missing in the information is still current or needs to be and of course we could post all the
channel. If it is big news, of course we will updated or deleted.” information on our website without any
place a particular alert on our home page – limitations. But then every individual has
but you have to go online to see it. For more
‘local’ news, we wouldn’t do that because
Two-way communications to go to the web and update themselves
– and 90% of it will not be relevant to
the website would be flooded by member There will be follow-up, too, to check how where they are right now. We want to be
alerts which, in the end, no one would read.” effective TELP is. “For example, if we very targeted in our advice.
provided information that an approach is
This approach means that in addition to particularly tricky but the ship did run aground “We have excellent information and data
the loss prevention advice connected to a anyway, then we can always ask if they and we understand that we all take more
hotspot, the team will decide how to actually saw the advice. We can also notice of information that is specifically
classify and time limit specific corres- measure whether claims reduce in a specific relevant to us. As a Club, we provide
pondents’ advice and, where relevant, feed hotspot. We are doing this for our members industry-best publications when it comes
it towards ships heading that way. In the to make sure their operations are safer – and to special loss prevention. And TELP is
wake of the COVID-19 pandemic the the spin-off we hope for is fewer claims, the same.”
system has proved capable of handling again to the benefit of all the members.”
“We have now
integrated the vessel
positioning information
with where claims
happen; we know where
our fleet is and, based
on our claims
knowledge, we have
identified the hotspots.”
Triton 1 2020 \ 17fEATuRE
Intelligent
Engine Room fires:
fire detection
Interview with Rick Jeffress, Business Development Director at Fike Corporation.
Lube oil or fuel oil mist spraying on to hot drifting in the Gulf of Mexico for five
surfaces and then igniting – it’s one of the days?
main causes of engine room fires, and the
costs can be enormous. Classification societies and the
International Maritime Organization (IMO)
The Swedish Club’s analysis has shown are responding to the issues. Last year
that the frequency of engine room fires DNV GL added a new class notation to its
may be lower than other H&M claims, but Rules on Equipment and Design Features
the average cost of such fires is among – Fire Prevention in Machinery Spaces.
the highest. According to recent analysis,
the cost of an engine room fire averages “This notation requires CCTV cameras
out at USD 1.8 million per occurrence, covering critical oil leakage points and
compared with USD 320,000 for H&M recommends a proven technology for
claims in general. rapid atmospheric oil mist detection
using video analytics,” says Rick Jeffress,
And who can forget the headlines seven Business Development Director at Fike
years ago when the Carnival Triumph lost Corporation.
power because of an engine room fire
caused by a leak in a fuel oil line, leaving As The Swedish Club frequently points have all the ingredients for a fire, in terms
the ship and thousands of passengers out and Jeffress repeats: engine rooms of oxygen, heat and flammable liquids
under pressure.
The Swedish Club’s analysis has
“Oil mist leaks can take place on fuel or
hydraulic flexible lines, piping or
shown that the frequency of engine
equipment connections, creating a spray
or mist. They can also occur inside
room fires may be lower than other
engines and release into the space as a
fine mist or fog,” he says. “Detecting oil
H&M claims, but the average cost of
mist in machinery spaces using fixed-
point gas detectors is difficult due to the
such fires is among the highest.
numerous locations where leaks can
occur and airflow direction can vary
depending on engines running, ventilation
18 / Triton 3 2019fEATuRE
units online or hatches opened or closed.
Atmospheric oil mist explodes
violently when it reaches ignition
Atmospheric oil mist explodes violently
when it reaches ignition temperature – in
temperature – in most cases
most cases releasing more fuel,
expanding the fire.”
releasing more fuel, expanding
Oil mist is formed in one of two ways, –
minute leaks in oil lines which under
the fire.
pressure give off very fine atomised spray,
or when oil hits a hot surface and boils,
creating a mist.
He says that their own monitoring shows
that engine room fires or potential onboard assessment and testing, on rooms on many ships will have cameras
incidents are a common occurrence. several ships, was conducted over two and conventional smoke and fire
Owners are taking measures to identify years – resulting in software modifications detectors, but what happens if there is an
hotspots and this helps to avoid explosion and upgrades to meet the demands of the event? Without analytics software, the
and fire in the event of an oil leak. “We are shipboard engine room environment and crew must take the extra time to find the
seeing proactive companies covering hot consistently recognise the specific oil mist correct camera based on the location of
equipment and working to reduce areas visual signatures,” says Jeffress. the event.
where there could be a leak, by doubling
the walls of piping and using different Machinery spaces and low ceilings make Video analytics software automatically
types of connectors, for example. We are engine room monitoring extremely annunciates an alarm, with location
not seeing any increase in incidents but we challenging. “Also, there are people information, and live video of the
are not seeing a decrease either – perhaps walking close to the cameras, so there is detection, allowing shipboard personnel
reflecting the increase in older ships, with a high potential for false alarms,” he says. to quickly and easily evaluate the incident.
older equipment.” “We have addressed this issue by adding Live video of the event, accessed quickly,
human recognition to the oil mist and a can increase response time and decrease
Detecting oil mist smoke algorithm as well as other setting potential fire damage and/or personnel
options for this environment.” injuries.
Following costly high-profile oil mist fires
such as that on board the Carnival Reduced manning is an issue as personnel Specialist video analytics
Triumph, major cruise lines began to will likely not be in the space to notice the
evaluate video analytics oil mist detection event and mist can be light or near The company has responded to the
technology in 2013, he says. “Extensive invisible to the eye. Unmanned engine challenge with a solution that combines
Triton 3 2019 \ 19fEATuRE
Artificial intelligence
Oil mist detection
shipboard camera networks with its video
using video
analytics. This, says the company, creates
a highly efficient means for rapidly The video analytics software, installed in
analytics has been
detecting oil mist. The system can be onboard servers that are connected to the
linked to automation and safety CCTV camera network, was developed
designed to
management systems that automatically with artificial intelligence and
alert shipboard personnel with alarm and sophisticated machine learning
provide early
pop-up video of the event as it is algorithms; it monitors the light level,
happening. This allows critical time to take colour changes and other signatures
detection of oil
action before disaster occurs. across all pixels in the field of view of the
cameras.
mist, smoke, flame
The system is designed to provide early
detection of oil mist, smoke, flame as well The video is analysed at a rate of 15 frames
as well as
as reflected flame – the latter being per second by the software for signatures
reflected flame.
particularly important to supplement of smoke and oil mist, flame and reflected
existing flame detectors around fuel flame. If, after very brief tracking, a
systems. detection is confirmed, a signal is sent to
Blue shadow indicates oil mist.
“Standard flame detectors monitoring the monitoring equipment and an alarm is automation system (or other monitoring
engine and fuel modules receive energy set off. “Live video from the relevant systems), camera programming, detection
directly from the flame in order to raise the camera is displayed on a computer monitor settings configuration, testing and crew
alarm and any obstruction would prevent or large screen, and this includes analytics training. System programming of
them from receiving that energy,” explains overlay as well as an indication of the type detection settings is carried out by
Jeffress. of event, location and time at the bottom of technicians with knowledge of the
the screen,” says Jeffress. shipboard machinery space environment.
A key point is that a video analytics system Remote connection is also possible if
makes use of video cameras that are The analytics server provides enough configured and managed by the ship
already installed. “We aim to use ‘off-the- storage for 35 days of full-time video owner’s IT staff.
shelf’ cameras and make the most of their recording. The software tracks date, time
functionality,” says Jeffress. “Ships have and duration of the event to allow for Jeffress says: “We ran pilot systems on
numerous cameras and there is a lot you event identification, post-event video multiple ships for more than two years, to
can do with them. In airports, for example, viewing and download. develop our solution and refine the
security camera algorithms will detect if algorithms. We have added proprietary
someone puts down a bag and walks away, Rapid installation analytics and interface capabilities to
setting off an alarm automatically. This is simplify the actions by the crew and added
reducing the load on personnel to Installation is often done during a one-day features to disable the system easily during
physically monitor cameras ‘in case’ there port visit – including server installation, work in machinery spaces, with automatic
is an event.” alarm integration with the engine turn-on when the work is complete.”
20 / Triton 1 2020fEATuRE
RoRo fires - Swedish early
detection project: LASH FIRE
Fires on vehicle decks are another major Environment) is a project focusing on the The project consortium is looking to
challenge. Detection of fire or smoke is early detection of fires on the enclosed develop and demonstrate new
difficult on the internal vehicle decks of vehicle decks of RoRo ferries. Funded procedures and technical innovations
RoPax or vehicle carriers due to the large through its research and innovation to enhance RoRo ship fire safety – the
volume and high ceilings of the spaces. programme Horizon 2020, the European solutions developed will lead to
Commission is investing EUR 12.2 regulatory proposals, assessed and
Video analytics is commonly million in the four-year project, which validated according to the IMO Formal
recommended for warehouses and started in September 2019. Safety Assessment methodology,
automated car garages, due to its ability providing the basis for the revision of
to evaluate the entire camera image, The project’s stated aims are to reduce international maritime regulations.
normally including floor to ceiling, and its the occurrence of fires on RoPax ships,
fast detection of flame and smoke. general RoRo cargo ships and pure Fike is a partner in the project,
car/truck carriers (PCTCs), increase the supporting LASH FIRE in its evaluation of
Managed by the Research Institute of proportion of fires detected and these systems.
Sweden, LASH FIRE (Legislative controlled at an early stage, and improve
Assessment for Safety Hazards of Fire independent fire management
and Innovations in RoRo ship capabilities on board.
Triton 1 2020 \ 21Meeting the SOLAS
fEATuRE
challenge on older
vessels
Interview with Steffen Cronauer, Thermamax
It is well known that high numbers of resulting in damage of many millions of gas systems, is not surprised. “SOLAS is
vessels still operate with their original dollars - even before consideration of centered around safety on board. One
fitted insulation in the form of metallic injury and potential loss of life. key requirement of the specification is
heat shields or soft fabric insulations. that no exposed component in the
This can mean that SOLAS (Safety of Life Steffen Cronauer, Director Technical engine compartment may have a
at Sea) requirements are no longer met Sales Aftermarket at Thermamax, a surface temperature that exceeds
which in turn can lead to a high potential specialist in design and manufacture of 220 °C. This is based on the ignition
risk of engine room fires. This type of thermal and acoustic insulation systems temperature of some fuels, which can
claim, although rare, can be costly, easily for engine compartments and exhaust be as low as 250 °C. Reducing the
“We have to be especially careful
to focus on the interface
between turbocharger and
exhaust line as this is
considered the most critical area
from a thermal perspective.”
22 / Triton 1 2020You can also read
