Digital technology

Digital revolution in FFO claims

Dennis Kelly, (left) Director and Maritime Civil Engineer, and Julian Hodnett, Maritime Civil Engineer, Waves Group explain how the application of digital technology and data collection to the world of fixed and floating object (FFO) cases is having a dramatically positive effect for the company and wider market

The integration of new digital sources of information and techniques into the investigation of fixed and floating object (FFO) cases has allowed Waves Group’s team of maritime civil engineers to maintain its position as the leading experts for many P&I Clubs and owners, and to further develop the FFO services on offer to the industry.

FFO damage incidents range from the minor inconvenience of a lost fender to the major loss of an STS crane in a container terminal or a loading platform on an oil berth, resulting in significant business interruption (BI) claims.

The early identification of the nature of the incident and potential impact on port operations is a critical first step in the management of the FFO claim. This is where digital technology and data collection has become a fundamental part of the investigation and ultimate resolution of FFO claims.

IMMEDIATE ASSESSMENT

CASPARs (Casualty Preliminary Assessment Reports) are usually prepared by the lead discipline on a case, be they naval architects, mariners, marine engineers, crane engineers, offshore engineers, cable specialists or maritime civil engineers. Over the last few years CASPARs have become an integral part of Waves Group’s procedures when responding to a marine incident, including FFO.

A CASPAR uses inputs from a broad but carefully chosen

CASPAR (CASUALTY PRELIMINARY ASSESSMENT REPORT)

range of digital sources, to prompt better understanding of an incident during those critical first few hours and days. They have frequently been prepared as our attending experts travel to the airport!

If produced within hours of an incident, a CASPAR gives claims executives and attending experts a valuable and timely first insight into the incident.

The CASPAR can contain historic details of the development of the facility, its pre-incident condition and the way it has been used in the past. This background knowledge can prove invaluable when forensically investigating alleged damage following an incident.

Data on the prevailing weather conditions in a port, as well as those at the time of the incident, along with tide, wave and current data, all of which can be accessible remotely within minutes/hours of an incident, can be crucial in making an initial assessment of causation.

Coupled with almost “real-time” details of vessel movements, be they passing vessels, tugs or the subject vessel, a clear understanding of the incident can be reached very quickly.

REMOTE DATA

Waves Group’s maritime civil engineers are now benefitting from the developments in the processing of photogrammetry pioneered by the company’s digital development team.

A CASPAR can set the scene and provide the initial “priming” data for a spectrum of different investigations. But, the collection of contemporaneous evidence and data from site remains fundamental in reaching a clear understanding of the property damage.

Unfortunately travel restrictions have meant that in recent months it has not always been possible for our maritime civil engineers to attend on site for the investigation phase of FFO cases.

To mitigate the loss of experienced “eyes on the ground”, Waves Group in close collaboration with local surveyors, have started to produce accurate 3-D models of damaged port infrastructure based on high definition video footage collected by surveyors on the ground or sometimes in the air by drones!

The “walk through” functionality of these 3-D models is not limited to the path taken by the cameraman and detailed measurement of the geometry is also possible. The ability to merge the 3-D models with electronic construction, as-built or survey drawings makes the identification of pre-existing damage and historical repairs possible.

Separate from FFO cases, Waves Group is exploring the use of 3-D modelling, along with other video-based techniques, to provide cost-effective assessments of berths for owners and charterers prior to the start of a new service or on berths where there is on-going concern over the condition of the facility.

Source: Waves Group

RECORD OF DAMAGE

The quality, in terms of scope and focus, of the 3-D models is improved when the video is taken by a cameraman who fully understands the purpose of it. The models allow our engineers to “return to site” for additional measurements or closer inspection of particular components. The importance of this becomes more apparent as a case develops, and, very importantly, provides an accurate, comprehensive record of the condition to a level of detail that multiple photographs and survey notes could not hope to achieve.

To supplement the more engineering-orientated 3-D

models, the use of 360° cameras during attendances has allowed our engineers to provide clients with high quality guided tours of facilities, either across a meeting room desk or remotely when back in the hotel after a day on site.

CHALLENGING BI CLAIMS

Property damage claims tend to settle down after the initial flurry of activity to ensure as much contemporaneous information as possible is collected and assessed, and the more deliberate development of repair options, procurement and supervision of construction works, and assessment of quantum takes over. However, in the case of the associated business interruption claims the search for data continues!

There is little publicly available data on the day to day, hour to hour, onshore operations within a port. There is, however, for most waterways and ports, an incredible volume of data covering marine operations!

A CASPAR will dip into this pool of data to prepare, with only a little processing, a clear image of the vessel movements during an incident.

The same pool can provide, with the right level of filtering, validation and processing, invaluable data to rebut excessive BI claims without having to rely solely on the claimant for “supporting” information.

By adopting a thorough and methodical approach, it is possible to investigate changes in berth time alongside and at anchorage, changes in vessel type and size, changes in tug usage and changes in vessel interactions for a single berth, an entire port or waterway over a few days or a couple of years.

CAUSATION

When investigating causation, the need to understand the movement and interaction of vessels can be fundamental. VDR and ECDIS records from the subject vessel are crucial; our CASPAR reports include a reminder to hit the save button!

The same records from other vessels involved in an incident, such as tugs or passing vessels in wash damage cases, can be harder to obtain which is when having resources to filter, validate and interpret the less detailed but more readily available data sources becomes more important. The same is also true when the causation investigations start looking at historical movements and use of a facility.

Waves Group has always made best use of the available data and there is no doubt that the digital collection and storage of potentially vast quantities of data has brought many benefits to FFO investigations.

However, it remains that it is the processing, interpretation, and presentation of that data, coupled with the active management of the case, that can be the difference between a speedy and amicable settlement of 3-D MODELLING OF PORT INFRASTRUCTURE AND DAMAGE

Waves Group, in close collaboration with local surveyors, have started to produce accurate 3-D models (below) of damaged port infrastructure based on high definition video footage collected by surveyors on the ground or sometimes in the air by drones!

a claim and a long and drawn-out affair.

While the remote assessment of data has been so useful over the last 12 months, having first-hand experience of the location and context where that data was collected adds another level of understanding. More importantly, a positive outcome on a claim is dependent on maintaining good relationships and open communications between all parties.

The on-site attendance by a maritime civil engineer allows establishment of a professional relationship with the facility operator, consultants and contractors. This encourages open discussion on the extent of damage, scope of repairs and the procurement of those repairs, all of which leads, hopefully, to an amicable settlement of any claim.