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CONTENTS
safety4sea.com
Editorial
O
n the occasion of a recently published guide on fatigue by AMSA, we bring this significant issue out to highlight best practices and address fatigue awareness and prevention. Fatigue is a major threat for seafarers on duty and a cause for many accidents at sea. Therefore, shipping organizations need to take into consideration all factors to responsibly provide a healthy shipboard environment and cultivate a culture of open feedback and reporting. The pandemic has temporarily put us a pause on our events calendar but this edition refreshes our memory of the exciting moments during the last GREENSEA forum and awards in Athens. Furthermore, since last publication, we have initiated a new column to address best and worst practices towards a zero accidents culture. On the PSC front, a RISK4SEA Infographic analyses capesize data from Paris MOU and an article on USCG Annual PSC Report presents all key findings and areas of attention. Lastly, in our SeaSense column, experts are called to assess sulphur cap implementation so far. Trust you are all keep well and safe during these challenging times, we look forward to announcing new initiatives and plans in due course. Let’s keep a positive mindset and not forget that the Chinese word for “crisis’’ is being composed of two characters signifying “danger” and “opportunity”. For all latest maritime updates, stay tuned at safety4sea.com! Apostolos Belokas Founder & Managing Editor, SAFETY4SEA abe@sqegroup.com Apostolos Belokas @ApoBelokas
In this issue OPINIONS
30. Expertise at Sea 34. BWTS Compliance: Key challenges
37. For fall prevention, keep in mind
EVENT COVERAGE
42. GREEN4SEA Athens Forum 2020
ARTICLES
8. AMSA: Mitigating the risk of fatigue at sea
42. GREEN4SEA Athens Awards 2020
COLUMNS
14. New Dry Bulk Management Standard from RightShip 22. PSC Performance in the US: Key Findings 32. ISM Code as the key driver in addressing cyber risk
INFOGRAPHICS
13. 6 tips for effective reporting culture on fatigue 24. RISK4SEA: Paris MoU Capesize PSC Analytics (2015-2019)
4. Highlights 8. Twitter Highlights 12. Resilience column 17. Safety News 26. SeaSense 36. Zero Accident column 38. Green News 50. Women in shipping 52. Career paths 54. Maritime health 56. Alerts 58. Safety digest 60. Video review 62. Book review 63. Reports 65. Regulatory Update 66. Crossword
SAFETY4SEA (incorporating GREEN4SEA & SMART4SEA) is on a mission for safe ships & clean seas, being the world’s leading source of news and insight on safer, smarter & greener shipping using safety4sea.com, monthly and quarterly paper magazines along with video & social media. Furthermore, it hosts SAFETY4SEA, GREEN4SEA, SMART4SEA & CAREER4SEA Forums & Awards to foster excellence and share best practices across shipping.
ISSUE 48 I May 2020 I SAFETY4SEA Log I 3
HIGHLIGHTS
The third SAFETY4SEA Limassol Forum in March focused on the present and future challenges for shipping industry, equally divided to safety and environmental issues.
IMO’s Symposium, February 19, highlighted the importance of removing barriers to women joining the maritime sector and seeing women in maritime leadership roles.
IMO’s Sub-Committee on Ship Systems and Equipment took place on 2-6 March, addressing the need for global standards for the process of providing shoreside electrical power to a ship at berth.
4 I SAFETY4SEA Log I May 2020 I ISSUE 48
safety4sea.com
WTO’s Director General, Roberto Azevêdo and WHO’s Director General, Tedros Adhanom Ghebreyesus, noted the importance of ensuring normal cross-border flow of vital medical supplies and other goods and services to fight COVID-19.
OPEC+ announced a cut by eight million barrels per day to the end of 2020 and six million barrels per day till end of April 2022, in efforts to support the oil prices affected by the pandemic.
550 stranded seafarers in Manila, Philippines, were delivered food packages by the UK-registered charity ISWAN Seafarers Emergency Fund (SEF).
safety4sea.com
On April 20, the US Navy hospital ship, USNS Mercy, served as a referral hospital for nonCOVID-19 patients currently admitted to shorebased hospitals.
HIGHLIGHTS
Bolidt Innovation Center, in support of its clients during the COVID-19 pandemic restrictions, announced that it will remain open by inviting visitors to take a virtual tour.
Port of Antwerp along with BASF Antwerpen, Randstadm Belgium and AMS decided to join their forces for their Chair in Sustainable Transformation for another three years, further boosting their goals towards sustainability. The USCG and the Canadian Coast Guard signed, in February, the newly revised Dixon Entrance Annex to the national Canada-United States Joint Marine Pollution Contingency Plan in Juneau.
Asia’s first ‘Decarbonising Shipping’ initiative was launched in April with the aim to harness the power of start-ups to meet UN targets on greenhouse gas emissions.
China-based Yantai CIMC Raffles Shipyard cut the first steel for a new LNG-powered roll-on/roll-off (RoRo) vessel ordered by Swedish shipping company Wallenius SOL on March 30,2020.
ISSUE 48 I May 2020 I SAFETY4SEA Log I 5
SAFETY4SEA
Gard
@gard_insurance
High water season in the #Mississippi River can cause delays to ships and incur extra costs as a result of damage to anchors and mooring equipment as well as additional expenses if extra tugs and pilot assistance are required. http://gard.no/go/target/2953
ReCAAP ISC @recaapisc
IMO
@IMOHQ
29 incidents of armed robbery against #ships were reported in #Asia during Jan-Mar 2020 compared to 10 incidents over the same period in 2019. This is a three-fold increase in the total number of incidents. Full report at https://recaap.org/resources/ck/files/reports/... #ReCAAP #piracy #searobbery
IMO says seafarers' keyworker status should be reflected in travel-restriction exemptions for crew changes and repatriation: https://bit.ly/2xGBLkZ #keyworkers #Seafarers #COVID19
12:51 PM · Apr 16, 2020
1:25 PM · Apr 16, 2020
InterManager
@InterManagerOrg
ISWAN 4:10 PM · Apr 3, 2020
AMSA News @AMSA_News
Due to the current social isolation restrictions and uncertainty caused by #COVID-19, & to assist seafarers during this period, we have extended the duration of all National Law certificates of competency. Learn more: http://ow.ly/EuW750z5Zr0 7:30 AM · Apr 7, 2020
Sailors' Society @SailorsSociety
Not worrying is easier said than done! Try to plan 10 mins of 'worry time'. Write down your concerns, then make a conscious effort to replace them with positive memories. More tips on coping with the #mentalhealth impact of #COVID19 at sailors-society.org/coronavirus #WellnessWednesday
@iswan_org
Every month, 100,000 merchant mariners come to the end of their contracts on their ships and need to be flown home. But many of them are unable to leave their ships, or find themselves stuck in hotels without pay and unable to get flights home.
The below image highlights there are 91,000 #ships on our #seas and in our #ports, compared to just 20,000 planes. #Shipping is a more widespread industry, carrying 90% of all goods the world consumes, including vital commodities such as food, fuel, and medicine.
12:27 PM · Apr 16, 2020
ICS shipping @shippingics
Throughout the #COVID19 pandemic #seafarers are working to provide the food, fuel and goods, including the vital medical supplied, that we all need. This is just one example from the Philippines. #HeroesAtSea #ShippingYouCanDependOn #PHShippingServingYou #ThankYou 3:46 PM · Apr 3, 2020
Shell @Shell
1:02 PM · Apr 15, 2020
2:14 PM · Apr 10, 2020
“Society’s expectations have shifted quickly in the debate around climate change. We need to go further, which is why we aim to be a net-zero emissions energy business by 2050 or sooner. Society, and our customers, expect nothing less,” Shell CEO Ben van Beurden. 12:59 PM · Apr 16, 2020
World Ocean Council @OceanCouncil
@OceanCouncil invites support for charity crowdfunding campaign to raise funds for vulnerable #seafarers and their families as the COVID-19 pandemic affects those with less secure financial and health resources Read more at madmimi.com/p/3b07801/ 3:59 PM · Apr 6, 2020
RightShip @RightShip_
Congratulations to all those who have collaborated to get the Dry Bulk Management Standard off the ground! A huge milestone & step in the right direction when it comes to improving #safety standards in the #drybulk sector https://drybulkmanagementstandard.org
MPA Singapore @MPA_Singapore
Port of Singapore Remains Open Amidst Additional Precautionary Measures #PortofSingapore will remain open for cargo operations & will continue to provide essential marine services including bunkering, ship stores & ship supplies. https://mpa.gov.sg/web/portal/home/... #MaritimeSG 4:02 AM · Apr 5, 2020
Wärtsilä Corporation @wartsilacorp
Wärtsilä, @StenaLine, & @Methanex are proud to mark 5 years of successful operation of the methanol-fuelled ferry Stena Germanica. Photo: Stena | Ann-Charlotte Ytterberg https://wartsila.com/media/news/14-04-... #SmartMarine #methanol #marinefuel #IMO2020
Port of Los Angeles @PortofLA
First quarter volume drops 18.5% at the Port of Los Angeles; #COVID19 crisis hits supply chain hard as March cargo falls 30.9%. https://portofla.org/0320TEUs 6:50 PM · Apr 8, 2020
Thome Group @ThomeGroup
7:54 AM · Apr 3, 2020
Thome Group has strictly imposed measures to prevent the spread of COVID-19 onboard, in vessels, and seafarers across the fleet.
APM Terminals @APMTerminals
#APMTerminals #Nigeria has contributed 75 million Naira (USD 200,000) towards the United Nations in Nigeria basket fund, which aims to mobilise resources to boost the efforts of the government in addressing the COVID-19 pandemic. Find out more: https://bddy.me/3c2jJIY 1:30 PM · Apr 8, 2020
8:17 AM · Apr 21, 2020
Department for International Trade @tradegovuk
International Labour Organization @ilo
11:04 AM · Apr 14, 2020
DNV GL - Maritime @dnvgl_maritime
Although new orders for #scrubbers slowed down as the sector approached 2020, the latest data from DNV GL’s AFI platform shows that scrubber deployment has continued to rise. 1:40 PM · Apr 14, 2020
A new ILO report shows #COVID19 is having a catastrophic effect on working hours and earnings worldwide, a new ILO study shows. 80% of workers are affected. It suggests policies that could help. https://bit.ly/34hz8Ct
Keeping global supply chains open as we tackle #coronavirus will be crucial to resolving the effects of this outbreak as the recent @wto report states. We are doing whatever it takes to support businesses & keep trade flowing, including working with other #G20 members.
10:59 AM · Apr 8, 2020
Port of Antwerp @PortofAntwerp
#TotalFreightVolume up 4% during first quarter of 2020. The impact of the #coronacrisis remains limited on the port of Antwerp for now, but will become apparent during the second quarter. In the meantime, the port remains fully operational. Read more: https://bit.ly/2y5DMHs 1:32 PM · Apr 10, 2020
7:00 PM · Apr 9, 2020
ARTICLE
safety4sea.com
AMSA: MITIGATING THE RISK OF FATIGUE AT SEA
Fatigue can result to various long-term physical and mental health implications. For the maritime industry, fatigue is considered a significant contributory factor to many incidents at sea since long hours of duty onboard may lead to increased sleepiness, loss of sleep quality and reduced motivation for the seafarers.
F
atigue can affect all areas of ship and shore-based operations. Just meeting the requirements of the hours of work and rest (under the STCW Convention) is not enough to manage the risk of fatigue. Based on the IMO Guidelines on Fatigue as per MSC.1/Circ. 1598., the Australian Maritime Safety Authority (AMSA) has recently issued guidance to provide specific information on the causes, the consequences and the risks that fatigue poses and address the issue.
Fatigue is a major hazard
Not only for the shipping sector but
for all industries, fatigue is considered as a major hazard that affects safety, health and wellbeing. How long an individual is awake affects sleepiness and consequently fatigue levels. The longer an individual has been awake, the poorer his/her performance. Especially for the maritime industry is a great concern for the seafarers due to the demanding nature of their work. Seafarers have often extensive workload; this is why STCW 2010 and MLC 2006 regulate the monitoring of work and rest hours of the crew onboard. Also, they are away from their beloved ones for many months at a time and face unpredictable weather
8 I SAFETY4SEA Log I May 2020 I ISSUE 48
conditions. In addition to these, the vessel is at the same time both their workplace and home; the fact that there is no clear separation between work and recreation can affect their emotional and mental wellbeing.
Fatigue affects sleep quality
The MARTHA Fatigue Report in 2017 revealed that night watch keepers are most at risk from falling asleep on duty, while captains feel stressed and fatigued at the end of their tours of duty and need recovery time. Indeed, some of the crew will have
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Table 3: Framework to mitigate the risk of fatigue
Key Symptoms
There are three categories of fatigue-related signs and symptoms: physical, cognitive, and behavioural. Physical • inability to stay awake (head nodding, or falling asleep involuntarily) • difficulty with hand-eye coordination • speech difficulties (slurred, slow or garbled) • increased frequency of dropping objects, like tools or parts • digestion problems
Do you know? ►► People need between 7-9
hours sleep per night, any less than this is a compromise. ►► The most effective length of time for a nap is about 20 minutes. ►► People are poor judges of their own level of fatigue, performance and decisionmaking. ►► Seafarer fatigue is the result of the actual work, not the planned work.
Hazard assessment
Risk mitigation
A. Is the company providing effective support for managing the risks of fatigue?
» fatigue awareness and training
B. Are seafarers provided with adequate sleep opportunity? (Quantity and quality)
» hours of work and rest requirements
» adequate resources including crewing » healthy shipboard environment
» duty scheduling and planning » workload management » work and living environment
C. Is the sleep seafarers obtain adequate? » company and seafarer responsibility (Quantity and quality) D. Are seafarers able to maintain adequate alertness and performance while on duty?
Risk-based approach
to stay awake at night, which can adversely impact their sleep program. For example, the 08-12/20-24 shift can be considered as a regular day, because the seafarer sleeps during at night and is on duty during daylight. However, for the 12-16/00-04 shift, the seafarer is required to sleep during daylight and be on duty during night. Irregular schedules caused by shifting rotations, crossing time zones, etc. cause the circadian rhythms to be out of synchronization. In addition, the stress associated with the demanding work requirements and mental issues have significant implications on their body functions.
» self- and peer-fatigue monitoring ensuring ‘fit for duty’
E. Are fatigue-related events (near misses » fatigue reporting and analysis and accidents) reported and analysed? Framework to mitigate the risk of fatigue (source: AMSA)
Cognitive • focusing on a trivial problem, neglecting more important ones • slow, or no response, to normal, abnormal or emergency situations • lapses of attention • poor judgement of distance, speed, time etc. • forgetting to complete a task, or part of a task • difficulty in concentrating and thinking clearly Behavioral • decreased tolerance, and/or anti-soImage Filimonov cial| Iakov behaviour • irregular mood changes (irritability, depression) • ignoring normal checks and procedures • increasing mistakes and carelessness
Fatigue and the seafarer: Key tips
AMSA highlights that seafarers are responsible for monitoring and seeking appropriate treatments for any health concerns that may influence their fit-
10 I SAFETY4SEA Log I May 2020 I ISSUE 48
ness for duty. As such, they need to do their best to monitor and manage their hours of sleep while on duty and report any fatigue-related hazards that affect safety. In this regard, open feedback is vital; seafarers need to report to supervisors and/or management levels any instances in which they feel that safety could have been, or would be, compromised due to fatigue impairment in either themselves or their peers. Strategies that may help seafarers maintain their fitness for duty are: • take strategic naps • take advantage of scheduled breaks • monitor and effectively manage sleep • maintain and monitor fitness for duty, including medical fitness • report any fatigue impairment in yourself and others that may have the potential to affect vessel safety • record and report actual hours of work and rest as required by the MLC and the STCW Conventions • eat regular and well-balanced meals • exercise regularly • limit the use of medications that
ARTICLE
safety4sea.com
may affect levels of alertness and performance, including seasickness medications It is the seafarer’s responsibility to ensure that they take the opportunity provided to get enough sleep, so they are alert and capable of doing their assigned work safely. However, there are reasons why seafarers may not get 20 adequate sleep. In this context, companies should use sleep monitoring in conjunction with the monitoring and evaluation of fatigue. should also Tools to assess fatigueThey in scheduling implement relevant fatigue Planning duty schedules basedmanageon fatigue ment monitoring and requirements evaluation procescience and operational allows dures within identification the vessel’sofsafety for predictive fatigue manhazards. In turn, this assists in allocating adequate rest agement system. periods that provide sufficient opportunity for sleep.
Fatigue and the company: Key Some useful tools for mitigating and measures
controlling fatigue are: tools for moniThere are several toring and assessing levels fatigue; » Fatigue risk assessment tools,ofused to assess the simple risk levelfatigue of a specific duty for example assessment schedule viaself-monitoring, a fatigue risk score.peer tools such as monitoring and fit-for duty checklists. » Fatigue predictive software tools. These use related software to predict fatigue In addition, AMSA notes that the comlevels for specific operations, and can pany should consider the following: be useful additional tools for for managing • ISM Code requirements clear, fatigue risks. concise guidance on operational Use these tools in procedures onconjunction board. with other data. Do notresources, use them in includ• operational Ensure adequate isolation, or allow them to be the main ing crewing levels. driver in duty-scheduling decisions, as • Promote a safety reporting culture-
Fatigue guidelines for commercial vessels
they are not sufficient to determine the full extent of fatigue-related risk. Their main purpose should be limited to identifying potentially fatigue-inducing duty schedules or scheduling hot spots, allowing for better decision making in selecting duty schedules.
with open communication and no
Seafarer fatigue is the result fear of reprisal. of the actual work, not the • Ensure joining seafarers are adeplanned work.
quately rested before assuming duties. There are numerous unforeseen • Schedulethat time for proper handover circumstances can cause changes to planned schedules; for example, weather on crew change. conditions, technical problems, or • Voyageunexpected length, time in port, length seafarer illness. and Another proactive approach of service leave ratios. for identifying fatigue hazards is to analyse • Multicultural issues—language baractual operational duty schedules. riers, and social, cultural and reliTable 4 below is a handy fatigue risk gious isolation. assessment tool that can be used to • Interpersonal relationships, stress, assess the risks associated with a loneliness, boredom, social depriparticular duty schedule. vation and increased workload be-
cause of small numbers of crew. • Provide shore leave and onboard recreation, family communication. • Watchkeeping arrangements. • Rotate jobs, if practicable. • Ensure adequate sleeping berths and accommodation. • Ensure adequate quality and quantity of food for proper nutrition. • Modification of present vessel design, or future designs, if necessary.
Explore more at https://bit.ly/2SoPggD
Table 4: Fatigue risk assessment Risk factor
Lower risk
Significant risk Higher risk
Total work hours per 7 days
<50
50-70
>70
Hours of work (per 24-hour period)
<9
10-12
>12
Hours of rest (between duty periods)
>12
7-12
<7
Number of consecutive night duties per 7 days (between 2100–0900)
0-1
2-3
>4
Number of short breaks around 15 minutes (within duty periods)
>3
1-2
0
Reset breaks in hours (continuous long break per 7 days)
>30
24-30
<24
The company should provide adequate resources to balance work and task demands.
Fatigue risk assessment (source: AMSA )
ISSUE 48 I May 2020 I SAFETY4SEA Log I 11
RESILIENCE COLUMN
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How to develop a fatigue reporting culture
I
n a detailed guidance, AMSA highlights the importance of keeping both seafarers and the company informed about any fatigue hazards in day-to-day operations. In this context, open communication and feedback on reports about fatigue related events are vital in improving fatigue management onboard. As such, shipping companies should not only implement reporting procedures within their safety management systems but also encourage seafarers to report events.
Either through a voluntary reporting system or through the vesselâ&#x20AC;&#x2122;s reporting system, when there has been an incident or accident where fatigue may have been a contributory factor, open feedback and reporting should be promoted across organizationâ&#x20AC;&#x2122;s culture.
Key factors for a healthy shipboard environment Seafarers not only work, but also live on board a vessel. To minimize the risks of fatigue, the following should be taken into consideration:
Focus on sleep quality Provide bedding, pillows, mattresses, adequate light management
Mitigate stress Ensure appropriate support to seafarers suffering from stress.
Nutrition is a priority Focus on healthy nutritious food and unlimited access to drinking water
Maintain a healthy lifestyle on board Adequate, well-designed and equipped training facilities and outside spaces are important
12 I SAFETY4SEA Log I May 2020 I ISSUE 48
Tips for effective
reporting culture
on fatigue
Use forms
Confidentiality comes first
Forms need to be easy to access, quick to complete and submit
Have clearly understood rules about confidentiality
Report.
Communicate lessons learned
Useful in reinforcing awareness of fatigue among seafarers
Provide feedback
Regular feedback about decisions or actions taken based on the reports is important
Set limits
Have clearly understood voluntary reporting protection limits
Questions to include in a fatigue event reporting form ► How did you feel when the event occurred? (Alert / Neither alert nor sleepy / Sleepy) ► Did you feel fatigue before duty? ► Did you feel fatigue while on duty? ► Did you have dirscupted sleep? ► Did you take any actions to manage or reduce fatigue?
Analysis is vital
Take into consideration all forms submitted and include regular analysis of reports
Reports, incidents and lessons learned should be circulated on a ship-by ship basis to promote fatigue awareness and prevention!
SAFETY4SEA
ARTICLE
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New Dry Bulk Management Standard from RightShip In early April, RightShip announced the Dry Bulk Management Standard (DBMS) which aims to support the improvement of safety and risk management standards within dry bulk ship management and help drive collaboration, conversation and increased standards in the sector.
T
he draft guidelines and standards have been created after months of collaboration with partners and operators across the dry bulk segment and the wider industry, including experienced ship managers and maritime experts, RightShip highlighted. Continued collaboration to improve the standards is encouraged, with owners, operators and managers all having the opportunity to submit their feedback and shape future iterations.
DBMS Key Objectives
The voluntary programme is designed to allow ship managers to measure their Safety Management System (SMS) against agreed industry standards, with the aim of improving
fleet performance and risk management. This will ensure an operator’s policies align with industry best practice to both advance their performance and attain high standards of health, safety, security and pollution prevention. DBMS will: • Provide expectations and targets against which companies can assess their own safety management systems. • Benchmark a company’s management system against four key levels: basic, intermediate, advanced and excellence. • Allow the creation of self-assessment results that can be used to develop phased plans to support continuous improvement of ship
DRY BULK MANAGEMENT STANDARD
management systems. • Encourage companies to regularly review their self-assessment results against DBMS expectations and to create achievable plans for improvement.
Focus Areas
The draft guidelines focus on 30 areas of management practice across the four most serious risk areas faced in vessel operations; performance, people, plant and process. The DBMS will grade the excellence of a company’s SMS against measurable expectations and targets without involving the burdens of excessive inspections.
AREAS
PERFORMANCE
PEOPLE
PLANT
PROCESS
Commitment to HSSE Vessel visits & communications SMS governing documents HSSE objectives & KPIs Audit planning, review & close out 6. Master’s reviews & company evaluation
7. HR management and recruitment (office) 8. Technical & HSSE training (office) 9. Crew management & recruitment 10. Crew technical & HSSE training (vessels) 11. Crew familiarisation 12. Contractor management
14. Maintenance 15. Dry dock and surveys 16. Critical equipment 17. Engine room operations & bunkering 18. Inspection planning review & close out
19. Mooring & anchoring 20. Cargo & ballast 21. Bridge procedures & standards 22. Risk assessment & management 23. Permit to work 24. Safety Culture improvement 25. Environmental management 26. Management of change including vessel acquisition 27. Security management 28. Cyber Security 29. Emergency planning including crisis management 30. Incident reporting, investigation & training
1. 2. 3. 4. 5.
SAFETY4SEA
14 I SAFETY4SEA Log I May 2020 I ISSUE 48
ARTICLE
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Namely, the tool consists of a draft self-assessment questionnaire for review by the industry to gather feedback and opportunities for improvement, as already explained, with the vision to launch a revised standard next year and to incorporate a dashboard. The dashboard will show how a company’s self-assessment compares to other companies on a range of statistics that have been identified as indicators of good management. The staff involved in self-assessing each area have a very importance role as they should identify and gather evidence in relation to the expectation and target for each stage. Some sources of evidence are: last selfassessment report, external audits of the company, internal audits and feedback from stakeholders. The standard describes the scoring methodology and cites the PDCS cycle as a way of implementing continual improvement within companies’ activities.
Levels of DBMS Standard
Within each subject area, the standard provides expectations and associated targets at four levels. In particular, each level describes the comprehensiveness of a company’s management system in relation to the subject area. The expectation and associate targets can be used by a company to self-access their systems and processes. It is worth mentioning that the DBMS won’t be a replacement for the ISM Code but it will build upon industry standards and provide a systematic approach to encourage ship managers to move from minimum compliance to operational excellence. Additionally, DBMS will allow ship managers to stand out from the crowd, whilst also enabling them to pinpoint the most effective management upgrades required across their fleet, saving time and money.
The story behind DBMS
DRY BULK MANAGEMENT STANDARD
Levels
Basic Mandatory compliance with flag state requirements. The company sets clear HSSE requirements. Intermediate Continuous improvement of the basic level. The company has incorporated, non-mandatory recommendations from industry guidance into its SMS in order to manage HSSE risks. Advanced Continuous improvement from the intermediate level. The company has deep technical expertise to manage risks associated with HSSE. Excellence Continuous improvement from the advanced level. The company has a systematic process for managing all HSSE risks. The company is a world class operator. SAFETY4SEA The concept of a set of safety and risk management standards for dry bulk shipping was first seeded more than ten years ago by David Peel, Manager, EMEA at RightShip and George Sarris, Managing Director of Enterprises Shipping and Trading S.A. Over the last decade, Peel, Sarris and leading owners and operators from the global dry bulk industry have collaborated to bring the idea from concept to its current draft status, with a view to generally improving safety, sustainability and welfare for all vessels and crew operating within the segment.
Explore more about DBMS The standards are still in their draft format to encourage input from all industry players. https://bit.ly/3d31J1E
DBMS will help to provide an attainable benchmark for maritime excellence. The guidelines and standards will themselves constantly evolve and develop with ongoing feedback from participants. -Luke Fisher, Project Lead, DBMS
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Industry supports crew changes ►An alliance of maritime companies, representing more than 1,500 vessels and over 70,000 seafarers, urged governments to adopt mechanisms which allow movement of crews to and from their vessels, as more than 100.000 seafarers are stranded at sea due to COVID-19 shutdowns. Seafarers are key workers and they should be classified as such, the alliance noted, and prolonged periods of service onboard will ultimately increase mental wellbeing issues of crews globally. As such, it believes that collective crew changes at identified ports, as Singapore, Houston, Rotterdam, Gibraltar, Jebel Ali, Fujairah, Hong Kong and Shanghai, are a feasible short-term solution even in the midst of the pandemic if state assistance is made available. The alliance also developed a risk assessment methodology and drawn up action plans that shiponwers can implement to mitigate infection risks. The proposals are supported by both ICS and ITF.
New BMP on West African piracy
►Amid a complex and dynamic maritime security situation in West Africa, a new publication provides Best Management Practices to Deter Piracy and Enhance Maritime Security off the Coast of West Africa including the Gulf of Guinea. This aims to help ships plan their voyage and detect, avoid, delay and report attacks. The fundamental requirements of BMP are: understanding of threat, conducting risk assessments, implementing ship protection measures, reporting incidents and cooperating with law and military forces. The document highlights, among others, the need for a Vessel Hardening Plan, which can ensure vessels are prepared for operations in threat areas and should be considered as part of the voyage preparation. The guidance also stresses that a proper lookout is the most effective method of ship protection. Explore more at https://bit.ly/3aKw57z
SAFETY NEWS
Guidance for pilot providers during COVID-19 ►Amid COVID-19 pandemic, AMSA suggested that when a pilotage provider accepts a booking for coastal pilotage services from a vessel, they should ask if it has been less than 14 days since anyone onboard left a foreign port and if any person onboard become ill or shown signs of illness in the past 14 days? Pilots should stay 1.5m or more away from crew, avoid physical contact and maintain hand hygiene. Where required to sleep onboard, pilots should be accommodated in a single cabin. If the answer to both questions is yes, pilots should ask the master to report the illness in their pre-arrival report. The ill crewmember should isolate in a single cabin and a plan of action should be discussed with a biosecurity officer.
New campaign for seafarers launched ►ISWAN announced launch of a charity crowdfunding campaign to raise funds for developing world seafarers and their families that have been severely impacted by COVID-19. For example, many seafarers are in lockdown and unable to work, others are unable to return to their families and some of their families may not have income in order to get by. As such, this campaign is an opportunity for the public to support seafarers. IWSA, World Ocean Council, NAMEPA and The Nautical Institute also support the campaign.
ISSUE 48 I May 2020 I SAFETY4SEA Log I 17
SAFETY NEWS
Captain’s inexperience leads to collision ►The towing vessel St. Rita sank after collision with moored barges on the Lower Mississippi River in March 2019. The five crew were rescued but the submerged vessel was considered a total loss. NTSB said the cause was the captain’s inexperience in executing a fleeting operation on a single headline in heavy river current conditions in close proximity to the head of a block. Namely, the captain knew that the crew was having difficulties breaking barge LTD 14161 from its mooring at Block 2 due to the strong current, yet he started his transit across the head of the block where the current was strongest, rather than push further up, closer to the upriver Block 1, where the current was not as strong. However, his sounding of the general alarm, when he felt he was losing control, gave the crew time to muster, preventing loss of life. Following the incident, NTSB advised operators of towing vessels to consider having a check ride for a captain, simulating scenarios that are comparable to the routes in which the captain will be serving.
INTERTANKO’s plan on COVID-19
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Ignition of fuel leaking leads to vessel fire and sinking ►NTSB investigated the fire onboard and subsequent sinking of the fishing vessel Ariel, in Sheep Bay, Alaska, in August 2019. About 500 gallons of diesel fuel was aboard when the vessel sank. The crew was rescued, but Ariel, valued at $600,000, was a total loss. NTSB said the fire was caused by the ignition of fuel leaking from the generator fuel supply line in the engine room. Contributing were the fixed-open inlets for the engine room ventilation, which allowed fire-extinguishing agent to escape and air to enter the space. On the aftermath, NTSB stressed that fixed fire-extinguishing systems in engineering require a minimum concentration of extinguishing agent to either halt the chemical reaction producing the fire, displace the oxygen feeding the fire, or effect a combination of both. Also, ventilation inlets should be designed or modified to be closed remotely or covered.
USCG changes after El Faro sinking
►INTERTANKO issued an Outbreak Management Plan, outlining procedures to prepare a ship for shore personnel coming onboard while protecting seafarers from COVID-19. The Plan includes, among others, potential exposure from shore personnel, such as pilots and security guards. For Pilot boarding, crews should wipe down the entire bridge with a 5% solution of bleach in water before and after Pilot’s departure; have disposable gloves readily available to supply the Pilot; undertake remote temperature gauging of the Pilot and not allow boarding if readings are above 37.3 °C; and avoid handshakes and other physical contact. Only essential personnel should be allowed in the wheelhouse. Eating on the bridge should be prohibited. For private maritime security guards, the vessel should follow the same precautions as for Pilots. The company must inform the security company if any seafarer falls ill with COVID-19 symptoms within two weeks of the guards’ departure, and same is on for the company. Explore more at https://bit.ly/2W2KztS
18 I SAFETY4SEA Log I May 2020 I ISSUE 48
►Based on the accident investigation, after El Faro sinking USCG took steps, such as boosting its Alternate Compliance Program, including efforts to improve data reporting, and revising its form for documenting deficiencies during annual vessel inspections. Other new measures according to a recent FAO report include: establishing a new group within USCG to monitor Ros; developing new SMS-related guidance and work instructions; increasing direct observations of ROs performing SMS audits; developing KPIs for assessing ROs, and; requesting internal investigations for certain RO deficiencies. https://bit.ly/2VC205y
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Piracy a continuous threat to ships’ crews ►IMB reported 47 piracy and armed robbery attacks in Q1 2020, compared to 38 in the same period last year. Gulf of Guinea remains global piracy hotspot, with 17 crew kidnapped in three incidents. Specifically, in Q1 2020, there were 21 attacks in this region, 12 of which were on vessels underway at an average of 70 nm from coast. Perpetrators were usually armed, approaching in speedboats to steal cargo and stores or abduct crew. Meanwhile, from the 10 vessels fired upon globally, four were within Nigerian EEZ. However, during this period, attacks in most Indonesian anchorages declined, with just five anchored vessels boarded. Five ships were boarded while underway in Singapore Straits, where no attacks were reported in Q1 2019. Attention was also drawn on the kidnapping of five crew for ransom from a fishing vessel off Sabah in January 2020. In the last two quarters, there were neither hijackings nor incidents around Somalia. IMB underlined the need of international cooperation and for shipowners to stay vigilant.
Staying safe on board during COVID-19 ►A new film by Columbia Ship Management, ISWAN and Steamship Mutual focuses on ways to be protected from COVID-19, suggesting the following tips to seafarers: • If your scheduled tour of duty is interrupted consult your company’s Human Resource or Crewing Department. • When on board ship, contact your family members often to find out how they are coping and to reassure them of your own well-being. • Wash your hands frequently with water and soap, or use an alcoholbased sanitizer. • In infected you must wear a mask and isolate yourself in a designated cabin. • Always maintain a minimum distance of 1 metre between colleagues, and over 2 metres wherever possible. • Prepare for any issues that may arise from the situation. • Eat healthy food. • Ensure you get enough rest. • Limit the consumption of alcohol and cigarettes. • Get plenty of exercise. • Be sociable and supportive.
SAFETY NEWS
In Brief Incident investigation should focus on the cause Incident investigation often leads to blaming the individuals involved in an incident, with Gard commenting that investigations should also focus on the interacting causes which make up the conditions surrounding the incident. https://bit.ly/2VCoBPl
More than 13,000 seafarers repatriated in Philippines
Philippines breached the 13,000-mark of repatriated seafarers as on April 13 the DFA welcomed home seven seafarers from MSC Sinfonia, 47 seafarers from Norwegian Jewel and six distressed OFWs from Doha, Qatar.
Ship-visiting charities boost seafarers’ mental health
With seafarers dealing with health issues, family worries or even money concerns, it is of vital importance to talk with someone about these issues.
Cyprus drops detention levels by more than half
According to USCG PSC Annual Report, Cyprus Shipping Deputy Ministry is no longer included on the Targeted Flag List. For the 2019, the region’s annual detention ration of ships marked a drop of 0.55%.
Key mental health resources
Life onboard is facing new challenges amid the COVID-19 crisis. The American Club has gathered useful mental health resources for those in need. https://bit.ly/3axJAY0
ISSUE 48 I May 2020 I SAFETY4SEA Log I 19
ARTICLE
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in the US: Key Findings
In its PSC Annual Report for 2019, USCG informed of a slight decrease in the number of detentions, with a detenCHAPTER 2 SAFETY COMPLIANCE PERFORMANCE tion rate of 1.12%, compared to last year’s 1.16%. Data revealed that the number of detainable detentions related to safety management systems and MARPOL Annex I both made an increase over the 2018 numbers, while those related to fire safety and lifesaving systems remained relatively the same.
Statistics Derived from USCG Statistics Derived from USCG Port State Control Examinations Port State Control Examinations 30
29
22
25 20
14
15 10
9
5
7
7
Gas Carrier
Oil Tanker
3
6
0 Bulk Carrier
General Dry Cargo Ship
Container Ship
Oil/Chem Tankship
Refrigerated Cargo
Other
Image Credit: USCG Annual PSC Report for 2019
Detention Percentage by IMO Ship Type 2019 PSC at a glance
operational deficiencies were, once again, the most cited.Number Additionally, • AType total of 10,394 individual vessels, Ship Number of Exams of Detentions instances where the crew failed to from 84 different flag administra29it relates to the Bulk Carrier implement the SMS as tions, made 83,231 port calls2,664 to the maintenance of the ship U.S. 1,228 9 and equipChemical Tanker ment lead all stand-a-lone SMS related • The Coast Guard conducted 999 8,622 14 Container Ship deficiencies SOLAS safety exams and 8,619 532 7 Gas Carrier ISPS exams on these vessels. 1,114 22 General Dry Cargo Fire Safety • These exam numbers are down a The prevention of bit from the 2018 totals of 9,025 SO1,128 7fires on board Oil Tanker ships is always an area LAS and 8,819 ISPS. 435 6 of particular Other concern for USCG PSC program. Defi• The total number of ships detained 404 0 Passenger Ship in 2019 for environmental protection ciencies related to the accumulation 118de3 stood out this Refrigerated Cargo of oil in the engine room and safetyCargo related deficiencies year with 16 detainable deficiencies creased from 103 to 97 with merit identified. Fuel leaks, oil soaked lagappeals undergoing the review proging, and excessive amounts of oil in cess. the bilges were common observations • The total number of ships detained in 2019 for security-related deficien- identified by PSCOs. cies increased from 8 to 7. MARPOL Annex I For 2019, only 9% of the detainDetainable deficiencies able deficiencies were MARPOL Annex Safety Management Systems (SMS) I related. Deficiencies related to oil filSMS deficiencies evidenced by tering equipment accounted for over multiple uncorrected material and/or
22 I SAFETY4SEA Log I May 2020 I ISSUE 48
30% of the total Annex I deficiencies. In most cases, the deficiencies were Detention % related to the oily water separators 1.09% not being able to produce an effluent below 15ppm. 0.73% 1.40%
Lifesaving Appliances 1.32% Deficiencies related to rescue 1.97% lead the category boats and lifeboats this year, mostly 0.62%due to not being ready for immediate use. In some cases, the 1.38% engines could not be started and in 0.00% others, there were problems related to 2.54% the davits and falls. For 2019, USCG recorded two detainable deficiencies related to personal lifesaving equipment. One was for a ship having only 14 lifejackets on board for a crew of 21 and the other was when the PSCO discovered zippers separated from over half of the ships immersion suits. Flag Administration performance The USCG removed the flags of Cyprus, Turkey and India from their
ARTICLE
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were no flag administrations listed on Targeted Flag List. The Flag administrations of Cyprus and the Republic USCG’s ISPS/MTSA targeted matrix. istration safety performance for 2019 of Korea after becoming QS21 eligible was stable, showing a slight decline this year. SAFETY COMPLIANCE PERFORMANCE CHAPTER 2 from 1.14% to 1.12%. Flag adminisIn 2017, the Coast Guard introQUALSHIP 21 and E-Zero tration security performance for 2019 duced a new designation within the updates increased slightly resulting in the existing QUALSHIP 21 program called The QUALSHIP 21 (QS21) proannual Control Action Ratio (CAR) E-Zero which focuses on environgram ended in 2019 with 2,936 vesdecreasing from 0.09% to 0.08%. The mental stewardship and worldwide sels enrolled. In 2018, USCG welthree-year rolling average CAR held compliance with international envicomed nine flag administrations into steady at 0.08%. Namely, the annual ronmental conventions. By the end of the program with only one losing their CAR is the yearly sum of ISPS major 2019, 51 ships received the E-Zero QS21 eligibility. For 2019, despite the control actions divided by the yearly decrease in total detentions, four flag NCE PERFORMANCE CHAPTER CHAPTER 3 S E C U R I T Y C O M P L I A N C E P E R F O RS MEACNUCREI T Y C O M P L I A designation. Safety Management Systems 24% sum of ISPS compliance examinations, administrations lost their eligibility Structural Conditions 3% Crew 3% multiplied by one hundred. AdditionExplore more at while two additional flags became eliISPS 5% ally, for the fourth straight year, there gible. USCG welcomed the flag admin- https://bit.ly/35BtnQM
Statistics Derived from USCG Port State Control Examinations
Security Deficiencies by Vessel Type Security Deficiencies by Vessel Type Fire Safety 22%
2.0 1.5 1.0
2 2
2 2
2
Propulsion & Auxiliary Machinery 3%
1
1
2
2
2
MARPOL Annex I 9%
1
1
1
0.5 0.0
Life Saving Appliances 7%
Bulk Carrier ■ 2017
■ 2018
0
0 0
Container Ship
0
General Dry & Documents Other Certificates 8% Cargo Ship
0 0
Ro-Ro Cargo 2%
Passenger Ship
Cargo Ship
0
0
Oil Chem Tankship
■ 2019
Detentions by Deficiency Type
Detentions by DeficiencyType
Major Control Actions by Category
24%
Safety Management Systems
10 8
Fire Safety
8 MARPOL
22%
9
4
9% 8% 5 4 7%
Annex I
6Ships Certificates/ Documents Lifesaving 3Appliances
2 International Ship & Port Facility Security 0 Propulsion & Auxiliary Machinery
Access Control
Structural Conditions
■ 2017
■ 2018
Emergency Systems
3
4
5% 3%Restricted 3% Areas ■ 2019 3%
5
0
5
4
3
Ship Security Officer
15
17
6
0
Ship Security Image Credit:Screening USCG Annual PSC ReportAll for 2019 Plan Process Other
17% 10
5
3 1
0
All Other
0
5
21% 20
25
ISSUE 48 I May 2020 I SAFETY4SEA Log I 23
2 0 1 9 P O R T S TAT E C O N T R O L A N N U A L R E P O R T
3
Paris MoU â&#x20AC;&#x201C; Capesize PSC Analytics (2015-2019) Capesize are large-sized bulk carriers typically above 150,000 deadweight tonnage (DWT). The name is due to reason that such ships can not pass the Panama canal and the way from Atlantic to Indian & Pacific is conducted via the Cape of Good Hope. Capesize ships are commonly used in transportation of coal, iron ore and commodity raw materials.
Inspections Data â&#x20AC;&#x201C; Capesize (2015-2019) Inspections Detentions Deficiencies Clean Inspections
4,377 58 5,720 2,305
Detention Rate (DER) Deficienciy Per Inspection (DPI) Clean Inspection Rate (CIR)
1.59% 1.6 52.7%
Age group analytics Age group
Inspections
Detentions
Deficiencies
Clean inspections
<5
38%
26%
29%
42%
6-10
47%
31%
47%
46%
11-15
11%
29%
18%
9%
16-20
3%
10%
4%
2%
20+
1%
3%
2%
1%
Total
100 %
100 %
100 %
100 %
16-20
20+
Age group share in PSC results 50% 45% 40% 35% 30% 25% 20% 15% 10% 5% 0%
<5
6-10 Inspections
11-15
Detentions
Deficiencies Per Inspection (DPI)
Deficiencies
Clean Inspections
Detention Rate (DER) 5%
3.5 3.0
4%
2.5
3%
2.0
2%
1.5
1%
1.0 0-5
6-10
11-15
16-20
20+
Paris MoU (Capesize)
0-5
6-10
11-15
Global Benchmark (Capesize)
16-20
20+
Common Capesize Ports Detention performance 14% 12% 10% 8% 6% 4% 2%
An twe rpe n
und elo s
Ox
Co nst ant a Po rt T alb ot
Tar ant o
Ma rse ille
Ge nt
dan sk
ask
Po rt /G
No
wy
Mu rnm
ing ham
Imm
Du nke r
que
on Gij
Van cou ver
Ha mb urg
ste rda m Am
Ro tter
dam
0%
Inspections %
Detention Rate
Top 10 PSC Detainable Deficiency areas Paris MoU Capesize Share
Global Capesize share
DEVIATION
Fire safety
16.09%
17.10%
-5.09%
ISM Code
15.52%
17.10%
-9.2%
Emergency systems
9.20%
14.32%
-35.8%
Water/Weathertight conditions
7.47%
4.63%
61.3%
Pollution prevention
6.32%
12.15%
-48.0%
MLC
6.32%
4.63%
36.5%
Structural conditions
6.32%
2.47%
155.9%
Lifesaving appliances
5.75%
12.36%
-53.5%
Safety of navigation
5.17%
4.02%
28.6%
Cargo operations including equipment
5.17%
1.03%
401.9%
Area
Capesize DER Paris MoU %
Most Common Detainable Deficiencies for Capesize Bulk carriers 15150 - ISM 03104 - Cargo & Other hatchways 04114 – Emergency Generator 07113 – Fire pumps and its pipes 07115- Fire Dampers 10112 – Electronic Charts (ECDIS)
Summary overview 1. 2. 3. 4. 5. 6.
More than 50% of inspections end without deficiencies Capesize Ships more than 10 years old show a problematic PSC performance in Paris MoU Operators avoid sending ships aged above 20 years to Paris MoU Most Main Ports (Rotterdam, Amsterdam, Nowy Port, Marshaille etc) show low or zero Detention Rate Fire Safety and ISM are the most common detainable areas for Capesize ships in Paris MoU Region The most common finding during detentions is the ISM code conformance
RISK4SEA is an online intelligence platform providing inspection analytics, fleet and ship operator benchmarking. Using these big data analytics an operator may benchmark his ships, fleet and company to industry standards and get a clear insight of his performance gaps and a roadmap to continually improve.
Explore more at risk4sea.com
SEA SENSE
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Expert thinking on critical issues SAFETY4SEA, in association with the North of England P&I Club, discusses topical industry issues.
“Are early experiences of the IMO 2020 Sulphur cap and the changeover to compliant fuels proving to be a success in terms of safety?” Dr. John Kokarakis
Antonis Trakakis
Vice President Technology & Business Development, Bureau Veritas
Technical Manager, Arista Shipping
Yes
the experience so far shows that the transition to new compliant fuel did not come at the expense of safety. The circulars available from P&I clubs and fuel testing & advisory companies, do not suggest an increased frequency or serious incidents involving fuels that were off spec. Although this does not mean that everything went smooth. With due prudence that in any case has always to be demonstrated in regard to properties of fuel to be supplied, and guidance to the crew targeted to the important aspects involved with each bunker stem, problems were indeed encountered during the first days, but were actually contained, avoiding really unpleasant situations from occurring.
Maybe
Few months after the introduction of the sulphur cap the shipping community is and must be “cautiously optimistic” about safe adaptation to the new fuel. Technically, low sulphur fuels have been introduced since January 1st 2016 in the SECA areas, but the global scope of the regulation and the demand for compliant fuel have pushed to the limits. Blends which hate each other have been employed in this journey which has just started. This herculean change so far can be characterized as eventless. We have had no major accidents or losses. Nevertheless, the road to Ithaca is still long and we will need more experience to be confident that we know our fuel, all that there is to know for safety.
Bill Stamatopoulos
Mark Smith
Business Development Manager South Europe, Bureau Veritas – VeriFuel
Loss Prevention Executive, The North of England P&I Club
Yes
Credit should be given where it’s due! Fuel tank cleaning, clogged purifiers, pipes and filters as well as high hydrogen sulphide levels and low flashpoint fuels are just some of the additional challenges thrown at vessels recently. Our experience suggests that these have all been well handled and seafarers have stayed safe. There have been some fuel quality issues and off-spec deliveries, but vessels and their crew have adapted well so far. However, it is vital shipboard engineers keep their guard up – an unstable fuel or rapid liner wear can lead to a loss of propulsion and put the vessel and its crew at risk. But it’s not just the new fuels that present risks. Many vessels now have scrubbers installed and this means additional equipment and maintenance with the potential for more sea water leaks in the engine room!
Yes
as no major incidents have occurred so far; we continue to monitor the developments. VLSFOs emerged with the anticipated ‘teething issues’ mostly related to unstable and dirty fuels, high pour point values and some with unusual odour that resulted in crew members’ complaints (the fuels however were consumed with no impact on equipment). The huge variability of the VLSFO’s density, viscosity and cold flow properties reflect the handling challenges on-board. In that respect, two strands are of paramount importance: continuous crew training and the selection of a fuel management service partner with deep knowledge and expertise that can provide timely and to-the-point support.
A safety column in association with the
26 I SAFETY4SEA Log I May 2020 I ISSUE 48
SEA SENSE
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Expert thinking on critical issues SAFETY4SEA, in association with the North of England P&I Club, discusses topical industry issues.
“Are early experiences of the IMO 2020 Sulphur cap and the changeover to compliant fuels proving to be a success in terms of safety?” Frantzeskos D. Kontos
George Teriakidis
Deputy Chief Operating Officer, Prime Marine Management
Area Manager East Med and Black Sea, DNV GL
Yes
In preparation for 2020 the IMO developed several guidelines to support the industry, including the Ship Implementation Plan, which addressed issues and risks related to the use of compliant fuels. Many shipowners started testing these fuels in mid-2019 and the industry was ready for the switch well before the end of the year. During the first three months of enforcement, no major incidents have been reported, to our classification. There have been cases where the fuel quality created problems with equipment onboard, but they have been rather limited and under control. Shipping companies and crews have the challenge managing different fuels onboard, making sure that mixing is avoided and each fuel is treated and handled properly based on its specific properties. It is worth to note that they have been quite successful in managing this transition so far
Yes
the changeover to compliant fuels has been overall successful in terms of safety. There have been no alarming reports for immobilized vessels or for incidents caused due to compliant fuel quality issues. However, the good results should not misguide anyone: in fact the analysis of the compliant fuels recurrently show alarming values of several components, the Total Sediment Potential (TSP) and Total Acid Number (TAN) being the most frequent ones (leading to filters overload and implying the presence of extraneous components in the fuel respectively). Furthermore, the unknown combustion behavior of compliant fuels necessitated close monitoring of Main Engine condition by narrowing scavenge space inspections and frequently changing cylinder oils in an effort to combine acceptable residual BN levels, sufficient lubricity and good detergency. It is therefore the good preparedness level of all Shipmanagement companies, the HAZIDs, HAZOPs, RAs conducted throughout 2019 and the mitigating measures adopted that essentially contributed to the good end result, the safety aspect included.
Kostas Vlachos
Chief Operating Officer, LATSCO Marine Management
No
The use of VLSFO 0.5% S is really an early experience for the whole shipping industry requiring thus further evidence and data to be collected in order to assess the impact the compliant fuels may have in the normal operation of the M/E. The importance of such monitoring and evaluation of the collected data is very critical for purposes of objective conclusions, since the ships are supplied with 0,5% S VLSFO by different fuel suppliers around the world. The only sure for the time being is that cycle oil is blended into VLSFO with the aim to increase the Calorific value. However, these blended fuels don’t like to burn having as an immediate effect the flames to reach the liner wall and consequently the Cylinder oil is combusted developing a high risk event. This fact in combination with inefficient cylinder oil feed rate and a carryover of cat fines contained in VLSFO lead to impinge in the liner wall. Those factors until now have created significant worn out, broken and seized piston rings, accelerated cylinder liner wear, scavenge fires due to worn out liners and damaged rings. We wouldn’t say that these findings up to now constitute a success in terms of safety. It is necessary for the engine makers to re-design their electronic lubricating systems and the material they use for piston rings and cylinder liners so that to tackle successfully the challenge of the blended VLSFO 0.5%S
A safety column in association with the
28 I SAFETY4SEA Log I May 2020 I ISSUE 48
ARTICLE
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Expertise at Sea E During the last SAFETY4SEA Limassol Forum, Captain VS Parani, discussed the need of expertise, as the keel of effective leadership at sea. Citing maritime casualties and personal experience, Capt. Parani argued that STCW certificates are only the starting point.
ffective leaders lead by expertise, not by authority. Expertise could be defined as the highest possible skill in that domain, and can help save lives and ships run smoothly. When people observe that experts know their job, and that they can understand their teams’ problem, or even help solve it- such experts gain the trust of their team. Much like a keel that supports and stabilizes the hull of a ship, an officer’s expertise is the basis of their leadership. On the other hand, lack of expertise is often the reason for navigational accidents, machinery failure or damages, cargo claims and personal injuries- news of which we hear about almost daily. Expertise cannot be obtained just
with a certificate, but rather is cultivated through a long, deliberate, and passionate learning process. Competency certificates may be sufficient to get the job done most of the time, it does not assure the high, flawless performance a ship deserves. Also, research shows that we forget a lot of what we learn, and some of our previous studies become irrelevant over time. Hence, competency certificates are only a starting point; aim for expertise, and the continuous development of expertise. To help understand the expertisedevelopment process, I introduced the Porthole Model of Expertise in my book Golden Stripes- Leadership on the High Seas.
EXPERTISE • Max it daily! • Go for 150% • Lateral skills
KNOWN BY SELF
Deliberate Practice
Intentional Knowledge
• Self-analysis • Log in your Journal • Learn from mistakes • Observe & Listen • Train
COMPETENCY
Captain VS Parani Author, Golden Stripes Leadership on the High Seas
• Time • Maximise experience through Deliberate Practice, Intentional Knowledge and Focused Feedback
30 I SAFETY4SEA Log I May 2020 I ISSUE 48
Focused Feedback
Experience
UNKNOWN BY SELF
• Actively ask feedback • Untangle emotions
The Porthole Model of Expertise
OPINION
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however, maximize the value of our experience through deliberate practice, intentional knowledge and focused feedback.
The inner circle, the starting point, is our area of competency gained from our studies and time at sea. The outer circle represents expert level skill and knowledge. Between these circles lies our untapped potential. The strategy to get from competency to expertise are four-fold: 1. Deliberate practice: This includes practice of a task in an intentional, thoughtful manner. It also means that we complete out our current tasks with maximum effort and professionalism, despite all challenges and moods. One good way to keep track of our effort is through setting ‘micro-goals’, such as acknowledging our accomplishment in tasks such as plotting a non-GPS plot, reading a manual, completing a cargo operation or a maintenance task. Deliberate practice also includes making a conscious attempt to carry out tasks which are outside our comfort zones, or beyond our job descriptions. This may include asking to be assigned to a ‘problem ship’ or a challenging trade. But it could also mean learning lateral skills like working a lathe machine or learning to code. 2. Intentional knowledge: No matter how much the amount of practice, one cannot become an expert without the right kind of knowledge. We don’t always know what we need to know, and knowledge doesn’t easily come our way. One must go out there and obtain this knowledge;
this is called Intentional Knowledge. The five powerful sources of intentional knowledge that can help build expertise are: i) Self-analysis by reading and reflecting. Asking questions such as why, what and how are good tools. ii)Journaling, i.e. recording our daily observations and lessons. iii) Learning from mistakes (and successes). iv)Observing and listening. Joining a constructive peer group helps. v) Receiving and providing training. Research shows that training is required at regular intervals, else the performance falls back to the base level. 3. Focused Feedback: Research shows that many of us begin our careers not knowing many of the things we need to know to be at our best. Feedback helps us here, particularly when we are able to develop the skill for actively asking ‘focused’ feedback, and when we can separate emotions from information when receiving feedback. Feedback opens the door to the unknown, but you must turn the door handle by asking the right questions. 4. Experience: There is no substitute for experience but we are not always able to control the kind of experience we will get. Therefore, ‘sea-time’ alone is not sufficient, and neither is it a reliable indicator of future performance. We can,
Finally, being an expert is not a destination, it is a process. Be aware of the limits of expertise. For example, I may have some good ship handling skills but not necessarily in ice navigation skills simply because I haven’t had sufficient experience. It’s good to remember that we’re human. Experts also make mistakes, though they make less mistakes than non-experts. That’s where good teamwork can help alert each other when we are going wrong. A safer maritime industry won’t just happen. Expert seafarers with powerful problem-solving capabilities are key. What is required is the time, strategy and effort to develop expertise.
Above text is an edited version of Capt. VS Parani’s presentation during the SAFETY4SEA Limassol Forum View his presentation at https://bit.ly/3dno61K
ISSUE 48 I May 2020 I SAFETY4SEA Log I 31
ISM Code as the key driver in addressing cyber risk ARTICLE
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In the new era of digitalization, the ISM Code, supported by the IMO Resolution MSC.428(98), requires ship owners and managers to assess cyber risk and implement relevant measures across all functions of their safety management system, until the first Document of Compliance after 1 January 2021.
A
dding cyber risk into the SMS, typically, needs several months of preparations, depending on how complex are the technological systems on the vessel concerned. However, all cases must be completed ahead of the first inspection by the ISM auditors after January 1st, 2021. Yet, since the vessels of today comprise of complex systems, making them more vulnerable to cyber-attacks, from their IT and OT, to bridge systems, as well as communications systems, it is of great importance that all shipping companies include cyber risk into their SMS, so they know how to deal and approach a cyber incident.
Incorporating cyber risk into the company’s SMS The SMS should include instructions and procedures to ensure the safe operation of the ship and protection of the environment in compliance
with relevant international and flag state requirements. These instructions and procedures should consider risks arising from the use of IT and OT on board, taking into account applicable codes, guidelines and recommended standards. The industry, now, aspires to deal with the risks from IT and OT systems in an almost identical way to minimizing physical risks such as fire.
Assessing the potential physical damage from a cyber incident When included in the company’s SMS, a cyber incident should be assessed on: 1. how it could manipulate the operation of sensors and actuators to impact the physical environment 2. what redundant controls and manual overriding possibilities exist in the OT system to prevent an incident
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3. how a physical incident could emerge. 4. how to evaluate potential effects to the physical process performed by the OT system. More specifically, a shipping company should firstly “plan” its objectives. This means that the company has to know its goals and how to be protected , make an inventory of systems and software and execute its cyber risk assessment. Then, the company should “do”. In other words, the company ought to set its cyber security policy & procedures, define roles and responsibilities, implement cyber security training and report any cyber incident. The third step is to “check”. Each company is advised to evaluate the effectiveness of its plan, analyse the cyber incident and event report, & conduct internal audits of cyber security,
ARTICLE
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The last step is to “act”. After planning, acting and checking, each company has to take a step back, understand the procedure, execute corrective & preventive actions and continue improving. Yet, another issue arising is that you have to maintain the management system systematics, to ensure that you will continue being protected and that the personnel is aware of the possible dangers and knows how to deal with them. You may achieve that through: #1 Identification A shipping company can define key personnel for specific roles and responsibilities on cyber risk management and be able to identify systems the systems, assets, data and capabilities that, when disrupted, pose risks to
ship operations. #2 Protection Implement risk control processes and measures, and contingency planning to protect against a cyber-event and ensure continuity of shipping operations. #3 Detection Develop and implement activities necessary to detect a cyber-event in a timely manner. #4 Response Develop and implement activities and plans to provide resilience and to restore systems necessary for shipping operations or services impaired due to a cyber-event. #5 Recovery Identify measures to back-up and restore cyber systems necessary for shipping operations impacted by a cyber-event.
Cyber awareness is the key
Onboard personnel have a key role in operating the IT and OT systems onboard, as well as pro- tecting them and when it comes to cyber security, experts believe that human factor is the weakest link. It is therefore important that seafarers are given proper training to help them identify and report cyber incidents. Training and awareness should be tailored to the appropriate seniority of onboard personnel including the master, officers and crew. Overall, the key is the need to raise awareness of cyber risk threats, understand the challenges, prevent any incident and know how to deal with any problem that may arise.
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ISSUE 48 I May 2020 I SAFETY4SEA Log I 33
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BWTS Compliance:
Key challenges
During the last GREEN4SEA Athens Forum, Dr Efi Tsolaki, highlighted that invasive aquatic species are a major threat to the marine ecosystems, and shipping has been identified as a vital pathway for introducing species to new environments.
T Efi Tsolaki Chief Scientific Officer, ERMA FIRST S.A.
here are many reasons why a ballast water treatment system is necessary onboard a vessel. First of all, is for environmental protection and regulatory compliance. Invasive aquatic species present a major threat to the marine ecosystems, and shipping has been identified as a major pathway for introducing species to new environments. Thus, the BWM Convention came into force on Sept. 2017 (EIF date). Since then and till 2024 all vessels with 400 gross tonnage and above should manage their ballast water and sediment with a D2 Performance Standard. Other reasons are: • To have the ticket to Trade: After the EIF of the convention every vessel subject to, need to have an IBWMC. Such includes the ballast water treatment via a BWTS. If such is not
in place, then the vessel will not be able to trade. • To be Compliant on the Discharge: Up today the installation of an approved BWTS was enough to prove compliance. But since Oct. 2018 (BWM.2/Circ.70) additional testing for proving correct installation.
Ways for compliance
Select an efficient BWTS and not just a Type Approved one The owners should select an efficient Ballast Water Treatment System and not just a type approved one. The administrations have already contacted several compliance tests at vessels calling their ports. This is part of IMO experience Building Phase (EBP). Almost 60% of those are failing on organisms >50 μm testing.
Experience from testing regimes 2017-2019
Administration Testing 2017-2019 37 Samplings • 100% success in 10-50μm • 20 samples failed the >50μm
Administration Testing 2019 7 Samplings • 100% success in 10-50μm • 5 samples failed the >50μm
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Testing labs data since Nov. 2019 40 Samplings • 100% success in 10-50μm • 18% failures in >50μm
OPINION
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The preliminary data for the experience building phase from testing regimes 2017-2019 showcased the following: • Lack of adequate filtration • Damaged filter screens • Use of different size screen than that used during the Type Approval Testing • Contamination due to valve leakages • Contaminated Ballast Water Tanks Use the BWTS Once it is installed, there are a lot of cases where shipowners are having their systems just in idle, so they don’t operate them. The system should be operable on every operation. In order to use the Ballast Water Treatment System, shipowners have to take into consideration the following: • Vendor Support: The selected vendor should provide full support to the operators • Owner preparation: Owner should make sure the critical spares are stored onboard the vessel • Contingency measures: A list of contingency measures should be included in the BWMP Crew training The crew should be familiar with the Convention requirements and the use of Ballast Water Treatment System that is installed onboard. In fact, the crew should be familiar with the documentations, the records, the vessel that should keep and report to every port and the flag. So, the crew should be well trained on the operations. It was identified that training during commissioning has been proved not efficient. Land based training at a training center and Computer Based Training are two efficient ways to keep the crew updated and well educated. Circular 70 was introduced by IMO back in 2018 and is the guidance for the commissioning testing.
Last summer, there were some countries that shared circulars or notice guidance for the commissioning testing. Such as Singapore, it is not Liberia yet but is Panama, Australia, Cyprus and from classification societies DNV GL. These are the first countries and classes that requesting compliant testing during the commissioning. Also, the European Union has announced the adoption of the compliance testing at the commissioning on all the members from October 2021. Onwards we have the USA. We are talking about a different perspective, protocols and sampling. So, there we have two different bodies for regulating this. We have the EPA VGP and what it is mandated in the CFR rules. Finally, we have a very recent approach on the guidance of the commissioning, this is the circular 70, which was discussed in the IMO PPR 7. So, we have now a new draft on the circular that will be moved forward maybe to next MEPC.
Compliance parameters’ categories
#1 Organisms >50 μm Those are mainly zooplankton which is hard to render with the use of Active Substance (Chlorine, Chlorine Dioxide, Ozone etc) or UV radiation. Mechanical means such as filters are required unless an in-tank BWTS is used. #2 Organisms 10-50 μm Those are mainly phytoplankton, easy to render with the use of Active Substance (Chlorine, Chlorine Dioxide, Ozone etc) or UV radiation. Many portable devices with high accuracy are already available to measuring those. #3 Indicators Those are the pathogens such as cholerae, E-Coli and Enterococcus. Those are extremely easy to render with the use of low Active Substance or UV radiation dosage. Those mainly concern the human health. This is the reason why only those are included in
the EPA’s VGP analysis.
So, what is the way forward?
#1 The compliance testing This has arrived to stay, so we should all be prepared for making the Ballast Water Management Systems and this installation in success. #2 The Indicative Analysis Tools The frequent use of the already available portable compliance tools will provide a good performance evidence prior any official testing. #3 IBWMC Renewal Most probably after 2022, when the EBP finishes, compliance testing should be part of the annual IBWMC renewal. #4 Ask for Compliance Testing Compliance testing at commissioning eventually will become industry’s standard. With these we can follow a roadmap for a successful implementation of the Convention and the effective experience building phase.
Above article is an edited version of Dr. Tsolaki’s presentation during the last GREEN4SEA Athens Forum. Explore more at https://bit.ly/3cgYROq
ISSUE 48 I May 2020 I SAFETY4SEA Log I 35
ZERO ACCIDENT COLUMN
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BUILDING SAFETY CULTURE:
DOs AND DONâ&#x20AC;&#x2122;Ts FOR FALL PREVENTION
Every year, there are serious and often fatal accidents involving falls from stages, bosunâ&#x20AC;&#x2122;s chair, portable ladders and others working places aloft. Furthermore, according to data, slips, trips and falls are the most frequent incidents onboard causing of injuries and potential loss of life.
I
n this context, a joint initiative by ABS, the American Club, and Lamar University has recently addressed the most critical injury factors related to slips, trips, falls, lifting incidents and near miss and hazardous situation reporting. Proper precautions should therefore always be taken to ensure personal safety when working aloft or overboard. Situational awareness, applying proper safety procedures and using the appropriate equipment are the keys to prevent such incidents. Explore more at https://bit.ly/2KOD1FT
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FALL PREVENTION SAFETY CAMPAIGN WATCH YOUR STEP and: 1. 2. 3. 4. 5. 6. 7.
wear suitable footwear clean up all spillages remove all obstructions have anti-slip surfaces hold handrail when using stairs avoid standing on unsecured objects use safety signage
For fall prevention,
Maintain three points of contact when climbing or working from a ladder and always hold onto the handrail on stairs
Plan your work and agree appropriate safety measures with your co-workers
Check condition of fall arrestors / lines Check if a Permit is required before commencing a task, understand the requirements and comply with them
Maintain situational awareness of other work being conducted around you
NEVER X Start work without a pre-job risk assessment to identify risks and appropriate controls X Start work if you think that the conditions are unsafe X Start work if you are unclear of the safety or emergency procedures X Rely only on PPE; it is your last line of defense
SAFETY4SEA
GREEN NEWS
Lessons learned from scrubber installation and operation
► ABS has gathered several lessons learned associated with the installation and operation of scrubbers. When it comes to interrupted operations, the problem could be caused by clogged filters. But the operational interruptions become frequent, it is constructive to thoroughly examine your redundancy options. If the performance of the scrubber makes it noncompliant, these symptoms could be due to inadequacies in the washwater, low alkalinity in the water supply or simply an ineffective water-spray pattern. Improving the overall design, and verification of alkalinity levels in the water supply may resolve the issue. Additionally, if operators experience poor reliability of monitoring systems, this could be due to the fact that the system may not be designed for marine applications, or it may not be calibrated or installed correctly. Ensure that the monitoring system is approved for marine use, and then follow the manufacturer’s instructions. Explore more at https://bit.ly/34SbFb5
Tips for safe bunkering operations during COVID-19 ►The American Club advised on key practices for safe bunkering operations during these challenging times recommending “social distancing”, with individuals standing at least six feet (two meters) apart from each other. In addition, all involved should wear the proper PPEs including masks, goggles, and gloves. Moreover, the bunker station should be disinfected before and after the operation. Disinfection should include flanges, ends of bunker hoses, valve handles, handrails, platforms etc. Shore personnel should not be allowed into the vessel’s accommodation other than at a designated place which would be specifically identified as area under hygienic control. Finally, sample bottles should be disinfected before they are handed to shore personnel, while all coveralls should be laundered following completion of the bunkering operation.
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BWTS compliance dates extended ►In light of the lockdown situation due to the COVID-19 pandemic and the “Do Not Travel” orders resulting in closed country borders, closed drydocks, equipment/parts being downed warehouses and unable to be shipped, minimal international flights impacting technicians’ travel to locations where ships are drydocked, limited port or drydock availability, and social distancing requirements, the Coast Guard decided to extend the BWTS compliance dates before 1 April 2021. USCG also estimates that the installation and commissioning of BWTS will be completed as scheduled for any vessel which conducts a credit drydock before 1 April 2021.
ClassNK on SOx scrubber challenges ►ClassNK has recently received several reports of sea water leakage detected from distance piece attached to hull on SOx scrubber discharge water line. The leakages were detected at an early stage and did not cause heavy water ingress into E/R. As explained, leakages have occurred around welds between “distance piece” and “flange or bluff body”. Having inspected the distance pieces internally, the corrosion occurred/progressed around the welds and caused the leakages. In some cases, the progress of corrosion, which has not resulted in leakage yet, was found around the same welds. To resolve these issues, masters should inspect the discharge water lines, especially around the distance pieces externally from E/R with more attentions and frequencies. Distance pieces should also be inspected internally.
GREEN NEWS
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Successful tests for 100% methanol powered engine
New research on bio and waste-based oils for ships ► VTT Technical Research Centre of Finland along with several collaborators are exploring how fuel oils made from biomass and waste plastics can be suitable for power plants and ship diesel engines. Through their research, the partners aim to determine the most ecologically and economically sustainable ways for fossil fuels’ replacement. SpecificallyVTT, explained that they compare different methods of industrially producing fuel oils from, for example, waste plastics or biomass, such as harvest residues from forestry and agriculture. The partners are also conducting experiments to examine the suitability of the oils for applications.
►Within the Green Maritime Methanol project a new milestone has been achieved, with the successful start of the engine test programme on 100% methanol. In January 2020 Pon Power started its engine testing programme with a Caterpillar 3508 spark ignited high speed gas engine. The engine operated on 100% methanol as a fuel. The tests were performed successfully and the test setup enables the researchers to study questions regarding optimisation of ignition timing, lubricating requirements, and emissions.
Ships with open loop scrubbers may face fines in Turkey
New Asian start-ups decarbonisation programme launched ► Asia’s first ‘Decarbonising Shipping’ initiative was recently launched, to harness the power of start-ups to meet UN targets on greenhouse gas emissions. The regional initiative, based in Singapore, is part of the Trade & Transport Impact (TTI) programme from venture development firm Rainmaking to bring startups together with backers with maritime experience and expertise. The new initiative is expected to identify 1,000+ projects offering models to tackle decarbonisation, with selected start-ups to be matched with maritime industry leaders willing to build collaborative pilot projects.
►Although there is no formal limitation on scrubber wash-water discharge, Turkey may fine ships if the samples are suspected to be pollutant, the Standard P&I Club warned. Namely, article 8 of the environment code notes: ‘It is prohibited, to introduce into, store in, transport to or remove from the receptor area any discharge or waste in such a way as to inflict damage on the environment or in a way directly or indirectly in contradiction with the standards and methods specified in the applicable regulations, or to engage in similar activities.’ Although the text mentions that the residue or poured material must have an effect inflicting damage on the environment, the authorities widely interpret the term of pollutant.
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GREEN NEWS
Research on hydrogen as an alternative fuel ►To capture the opportunities offered by low-carbon alternatives, five Singapore and two Japanese companies signed a Memorandum of Understanding to study how hydrogen as a low-carbon alternative can contribute to a clean and sustainable energy future for Singapore. Namely, PSA Corporation Limited (PSA), Jurong Port Pte Ltd (Jurong Port), City Gas Pte Ltd, Sembcorp Industries Ltd, Singapore LNG Corporation Pte Ltd, Chiyoda Corporation (Chiyoda) and Mitsubishi Corporation (Mitsubishi) will establish ways to use hydrogen as a green energy source. This regards the research and development of technologies related to the importation, transportation and storage of hydrogen.
Ships ignore voluntary speed zone
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In Brief World’s first methanol powered ferry holds 5th anniversary Exactly five years have passed, since the methanol fuelled ferry “Stena Germanica” first set sail. The vessel, a joint venture effort among Methanex Corporation, Stena Line, and Wärtsilä, was the world’s first ferry using methanol as a marine fuel.
UK MCA suspends IMO 2020 checks In efforts to mitigate the impact of COVID-19 on supply chains, the UK Maritime Coast Guard Agency suspended all checks on vessels for compliance with the 2020 sulphur cap regulations.
Suez Canal adjusts rates of reductions for LNG carriers The Suez Canal Authority adjusted the rates of reductions granted by some of the LNG carriers, while it announced new incentives and discounts for some petroleum gas tankers and container ships for a period of three months starting from April 1st https://bit.ly/2x8Bc3q
First combustion trials for ammonia as a fuel ► Oceana released the results of an analysis finding ships ignoring a voluntary speed zone in an area south of Nantucket designed to protect endangered North Atlantic right whales. According to the study, between January 22 and March 6, 2020, over 41% of the 446 ships in the area exceeded the voluntary speed limit of 10 knots, which was established by the National Oceanographic and Atmospheric Administration (NOAA) to reduce the risk of injury and death to these whales. Other studies have found that the speed of a ship contributes to ship-related collisions with North Atlantic right whales. Explore more at https://bit.ly/2VJ48Y1
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Wärtsilä initiated combustion trials using ammonia, to help prepare for the use of ammonia as a fuel that can contribute to reducing both the shipping’s and energy sectors’ greenhouse gas emissions.
GREEN4SEA
04 MAR 2020
ATHENS Forum 2020 Highlights pANEL 1 Current Fuel Challenges of the Market
John N. Cotzias Xclusive Shipbrokers
pANEL 2 Fuel Options for the future
Giannis Moraitakis Wärtsilä
Bill Stamatopoulos VeriFuel
Panos Kourkountis Sea Traders S.A.
Stamatis Bourboulis EURONAV
Panayiotis Mitrou Lloyd’s Register
Antonis Trakakis Arista Shipping
Nikos Xydas WLPGA
Konstantinos G. Karavasilis Thomas Miller
John Kokarakis Bureau Veritas
pANEL 3 Green Challenges & Best Practices
Dimitrios V. Lyridis NTUA
Giorgos Kyriazis P Ship Systems
Stavros Niarchos Foundation Cultural Center (SNFCC)
Frantzeskos D. Kontos Prime Marine
Mikael Laurin Lean Marine
Ralf Moeck Aquametro Oil & Marine
Miltos Messinezis OCEANKING
Klaus Bärnthaler ANDRITZ AG
Andreas Kokkotos ARGO NAVIS
Vaggelis Papalaios Alfa Laval
pANEL 4 Fuel Management Optimization
Dimitris Poulos Alfa Laval
pANEL 5 Ballast & Scrubber Challenges
Efi Tsolaki ERMA FIRST
Explore more events.safety4sea.com
ARTICLE
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ATHENS FORUM
FUEL OPTIONS AND GREEN SHIPPING CHALLENGES Fatigue can result to various long-term physical and mental health implications. For the maritime industry, fatigue is considered a significant contributory factor to many incidents at sea since long hours of duty onboard may lead to increased sleepiness, loss of sleep quality and reduced motivation for the seafarers.
T
he event, which successfully concluded in early March, at the Lighthouse at SNFCC in Athens, was sponsored by MacGregor and SQEMARINE (lead sponsors). Other sponsors were: Alfa Laval, ANDRITZ, Aquametro Oil & Marine GmbH, Arcadia Shipmanagement Co Ltd, Argo Navis Engineers, Arcadia Shipmanagement Co Ltd, Blue Planet Shipping Ltd (BPS), Bureau Veritas, Capital Shipmanagement, CHANDRIS HELLAS INC., ClassNK, COSTAMARE Shipping Company S.A., CR Ocean, Dorian LPG, ERMA First, Green Jakobsen, LAROS by Prisma Electronics, Latsco Marine Management Inc, Lean Marine, Lloyd’s Register, MarineTraffic, Metropolitan College, MINERVA
MARINE Inc, Neptune Lines, OCEANKING S.A, Orpheus Marine Transport Corporation (OMTC), Palau International Ship Registry, P Ship Systems, RISK4SEA, SHIP MED CARE, The Swedish Club, Thomas Miller, TSAKOS Group of Companies, UTECO, WALLEM, Wärtsilä, World Link Communications and World LPG Association (WLPGA). Also, the event was supported by: GREEN AWARD Foundation, INMARSEP, IWSA, NAMEPA, SNAME and Yacht Club of Greece.
Panel No. 1 – Current Fuel Challenges of the Market
John N. Cotzias, Xclusive Shipbrokers, explained that even if equipping all ships with scrubbers made
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economic sense, there is no way all ships could be converted within reasonable time. Thus, the vast majority of vessels expected to switch to low sulphur fuel or VLSFO bunkers. Bill Stamatopoulos, VeriFuel, attempted to bust some of the myths about the sulphur cap, that existed prior 2020. Specifically, he said that cat fines are not a big problem for the VLSFOs, while a small number of ULSFOs had initial “teething” issues.
ARTICLE
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Panos Kourkountis, Sea Traders S.A., gave emphasis on the upheaval caused by the implementation of the 2020 sulphur cap and identified challenges associated with the market, fuel quality, and gap between best practices and what is being implemented. Stamatis Bourboulis, EURONAV SHIP MANAGEMENT (HELLAS), stood on the transition to the 2020 sulphur cap, and the changes that have emerged. As he said, 2020 brought no catastrophe, as fuels are available. Nevertheless, there are problems, which concern viscosity spread, the need for new lubricants and commercial unpredictability.
Panel No. 2 – Fuel Options for the future
Panayiotis Mitrou, Lloyd’s Register Marine & Offshore, shared his views on LNG as a fuel, towards 2050 compliance and beyond and called the shipping industry to consider LNG in new construction projects, saying that the major barrier to its uptake is being tackled with favourable financials. Antonis Trakakis, Arista Shipping, said that developments in LNG bunkering infrastructure, allow for global trade with medium sized tanks, of moderate cost, adding that the technological advances will soon minimize the methane slip. Nikos Xydas, World LPG Association (WLPGA), gave emphasis on LPG as marine bunker fuel which provides an increased efficiency by approximately 11% in comparison to compliant fuels. In addition, it has lower CAPEX compared to LNG or scrubbers, while it also has the potential for fuel cost savings. Dimitrios Lyridis, NTUA, explained that new policies, technology and social benefits, drive the energy upgrade of modern ports and shipping. As he described, environmental challenges and risks at ports can be tackled with greener fuels and innovative technologies.
Panel No. 3 – Green Challenges & Best Practices
Konstantinos Karavasilis, Thomas Miller (Hellas), talked about sustainability and marine insurance. As he explained, through many actions, marine insurance, both P&I and Hull and Machinery, aim to minimizing maritime industry’s footprint. John Kokarakis, Bureau Veritas, explained how to open the path of reducing GHG emissions through Vessel Performance Monitoring as it can answer critical questions; this tactic will eventually lead to a better operation of the vessel, he noted, as it will measure and decide when corrective actions are needed. Giannis Moraitakis, Wärtsilä, presented how shipping can increase efficiency through the use of hybrid technology. Using big data, along with ma-
chine learning and simulation tools, can identify the needs of a vessel, so operators can act accordingly, he noted. Giorgos Kyriazis, P Ship Systems, talked about stopping plastic bottled water for vessels, explaining that plastic bottles are almost the only usable drinking water solution so far yet they cover none of the drinking water industry/shipping regulations with yellowish tap water occurring even on fairly new vessels. Frantzeskos Kontos, Prime Marine, provided an overview of green shipping best practices. With several challenges affecting the shipping industry nowadays, such as the 2020 sulphur cap, and ship recycling, he focused on the sustainability factor.
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AthensForum J. Cotzias on 2020 challenges:
P. Kourkountis on industry change:
“If we need something that will change the market drastically now, these are operational measures, studies, speed limitation and better fuels.”
A. Trakakis on environmental compliance:
“Since we are just at the dawn of more stringent environmental regulations, we need to always bear in mind the cost impact of the new measures and the required solutions.”
K. Karavasilis on marine insurance:
“Marine insurance cooperates with all international bodies and a vast network of surveyors and contractors in order to rectify any deficiencies.”
B. Stamatopoulos on 2020 fuels:
“Apart from bunker consumption, age of ship is also a key factor as younger vessels will have more time to recover the investment in a scrubber.”
“The latest ISO 13739:2020 is not a regulation, but a standard that may improve the sample issue. It can be well used in bunker stem enquiries or in charter party clauses.”
St. Bourboulis on a greener future:
P. Mitrou on LNG outlook:
“In 2030 some, ships should be carbon neutral and until then new fuels will be close to emerge. For this reason, a better focus on alternative fuels is needed.”
“LNG market and its supply chain are expected to mature and expand with more spot trading opportunities and a wider storage network.”
N. Xydas on LPG:
‘’Everything is going very positively and the waves are really of growth, supporting the upcoming of LPG. This is helped by the fact that relevant Codes are in place, such as the IGF Code’’
J. Kokarakis on industry’s future:
“What does the future bring? It brings data. Shipping becomes data-centric and data becomes a valuable commodity. We are running in the era of big data.”
D. Lyridis on innovative technologies:
‘’New greener fuels and innovative technologies, including electricity and hydrogen, are introduced in maritime transport, port operations and energy.”
G. Kyriazis on potable water onboard:
“People onboard distrust water due to the taste and the appearance. While there are many incidents reported worldwide to medical centers from crewmembers suffering from kidney issues.”
G. Moraitakis on hybrid technology:
“The reason for the invasion of the hybrids is the drop of the batteries prices.”
D. Poulos on new fuels:
“In general, when we have treatment of VLSFO, the main parameters to take into account are: viscosity, temperature, catfines, compatibility and density.”
M. Messinezis on green footprint:
“Greener shipping can be achieved by utilizing a combination of systems and technologies onboard a vessel.”
M. Laurin on operational excellence:
“Speed optimization is very important; speed is optimized for each voyage basis operational parameters, fuel cost, earning and forecasted market with the goal to boost earnings and save fuel.”
Kl. Bärnthaler on demand of scrubbers:
Fr. Kontos on green practices:
“A Life Cycle Cost Analysis for dual fuel engines on newbuidlings is currently in progress, taking into consideration vessels’ operational profile, machinery specifications, CAPEX and boil off rate.”
R. Moeck on green ship challenges:
“The green ships of today are in need of fuel monitoring and performance since they face many challenges such as fuel efficiency, fuel sludge reduction and emission control due to regulations.”
A. Kokkotos on BWTS:
“While a big boom for scrubbers was noticed especially in 2018 until mid-2019, the demand now is a little bit down due to the price difference between LSFO and HSFO.”
“One of the biggest issues in the BWT retrofits is that the crew is not involved in the process.”
V. Papalaios on BWMS:
E. Tsolaki on BWMC:
“Vessels in need of USCG type approval will have to install systems at the next dry docking while some owners will make early moves due to concern of availability in 2022.”
“Invasive aquatic species present a major threat to the marine ecosystems, and shipping has been identified as a major pathway for introducing species to new environments.”
ARTICLE
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Panel No. 4 – Fuel Management Optimization
Dimitris Poulos, Alfa Laval, gave an insight on adaptive fuel lines, which enhance engine protection and energy efficiency by creating a single, flexible process that responds to changes and challenges and gave his recommendations in order companies to ensure compliance with the new fuel regulations. Mikael Laurin, Lean Marine Sweden AB, highlighted the most important points to consider on improving vessel operations and gave several examples which play a major role in achieving fuel saving, such as speed optimization, hull condition, propeller pitch optimization, waste heat recovery and power management. Ralf Moeck, Aquametro Oil & Marine, provided a brief overview of old and new challenges surrounding fuel efficiency, preventing fuel sludge in booster system combustion improvement and how to control emissions. Hull performance, engine exhaust gas emission and experience in ship operations, can among others bring fuel efficiency.
Miltos Messinezis, OCEANKING SA, presented the main technology challenges for shipping: IMO 2020 sulphur general cap for marine fuels, digitalization disruption and decarbonization. He also referred to today’s efficient and cost-effective solutions in the field of Propulsion Energy Devices (ESD).
Panel No. 5 – Ballast and Scrubber Challenges
Klaus Bärnthaler, ANDRITZ AG, shared several technology highlights based from his experience on scrubbers. Following technological investigations, his company decided to use open spray scrubber design for his Utype scrubbers, as it has proved to increase safety, reduce pressure drop, scrubber footprint and weight. Andreas Kokkotos, ARGO NAVIS, explained that confusion with owners’ supplied items can result to misunderstandings, delays or even to missing
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equipment. In light of the situation, he highlighted the reasons why the crew must be familiar with convention requirements before the ship leaves the shipyard. Vaggelis Papalaios, Alfa Laval, shared lessons learned from 15 years of BWM experiences. Providing statistics from ballast water in numbers for the world’s fleet, he highlighted the need of balance between price and value when retrofitting a BWTS, while focused on high power consumption as a measure of biological performance. Efi Tsolaki, Chief Scientific Officer, ERMA FIRST, highlighted that invasive aquatic species are a major threat to the marine ecosystems and presented ways for compliance with the BWM Convention, focusing on why is important to install BWTS for the environment’s protection. Explore more at https://bit.ly/2yFJT5S
2020 INITIATIVE AWARD
2020 CLEAN SHIPPING AWARD
2020 TECHNOLOGY AWARD
2020 DRY BULK OPERATOR AWARD
2020 TANKER OPERATOR AWARD 2020 PERSONALITY AWARD DR. JOHN KOKARAKIS
2020 LEADERSHIP AWARD ANDREAS CHRYSOSTOMOU
to all winners!
Discover more at events.safety4sea.com
ARTICLE
T
he winners across green shipping categories who walked with a 2020 GREEN4SEA Award were announced at a prestigious ceremony which took place in early March at the Yacht Club of Greece, Piraeus. The awards focus exclusively on initiatives and individuals who foster Environmental Excellence & Sustainable Shipping, following a combination of open nomination and audience-vote. Thome Group received the GREEN4SEA Dry Bulk Operator Award, sponsored by Lean Marine, for setting direction toward greener shipping. The company is operating a powerful fleet with enhanced environmental performance, putting in place daily practices to safeguard the environment and initiatives to achieve environmental excellence. Other shortlisted nominees for this category were: Carras (Hellas) SA, Cosco Shipping Bulk Company LTD, Fleet Management
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Limited and Ionic Shipping (MGT) Inc GASLOG LNG Services LTD received the GREEN4SEA Tanker Operator Award, sponsored by Wärtsilä, for embracing environmentally sound and energy efficient practices, putting sustainability at the core of its activities. The company is committed to conduct its activities, both ashore and at sea, in an environmentally responsible manner. Other shortlisted nominees for this category were: Anglo Eastern, Dorian LPG, Maersk Tankers and Wallem. Dynagas Ltd received GREEN4SEA Technology Award, sponsored by Bureau Veritas, for featuring state of the art LNG carriers supporting a more sustainable industry. Notably, Dynagas made history in 2012, when the company’s LNG carrier OB RIVER became the world’s first LNG Carrier to transit and carry a cargo through the Northern Sea Route. Other short-listed nominees for this category were: Capital
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Ship Management Corp, MAN Energy Solutions, Nippon Paint Marine Coating and Norsepower OY. World LPG Association (WLPGA) received the GREEN4SEA Initiative Award, sponsored by DORIAN LPG MANAGEMENT CORP, for adding value to the maritime industry by addressing the benefits of using LPG as a marine fuel. The latest report by WLPGA offers guidance for LPG marine fuel supply, concluding that sufficient potential infrastructure for distribution of LPG is available to serve potential marine market demand. Other shortlisted nominees for this category were: Carbon Hub, GoodShipping Program, Maritime LNG Platform and MarRI-UK. Lloyd’s Register FOBAS received the GREEN4SEA Clean Shipping Award, sponsored by ERMA FIRST S.A., for offering a high quality Fuel Testing service. During the last months, FOBAS raised the alarm when
ARTICLE
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contaminated fuels were found in several regions, providing best practices to acknowledge such cases and to prevent fuel contamination and its harmful effects. Other shortlisted nominees for this category were: ABS, Clean Arctic Alliance, Getting to Zero coalition and the Methanol Institute. Dr. John Kokarakis, Vice President Technology & Business Development â&#x20AC;&#x201C;Bureau Veritas received the GREEN4SEA Personality Award, sponsored by MacGregor. Dr. John Kokarakis has extensive experience in ship design and operations. His work focuses on the implementation of the green regulations with specialization in fuel saving techniques, slow steaming & speed optimization, hydrodynamic optimization, resistance and propulsion & performance monitoring. In his capacity as a forensic engineer, among many incidents, he participated in the technical investigation of Exxon Valdez
grounding, Space Shuttle Challenger disaster, and Piper Alpha explosion. Mr. Andreas Chrysostomou, Chief Strategy Officer, Tototheo Maritime received the GREEN4SEA Leadership Award, sponsored by ANDRITZ AG. Mr. Chrysostomou is a seasoned professional with a long-standing career in the shipping industry. He holds a Bachelor of Engineering in Naval Architecture and an MBA. Mr. Chrysostomou has held senior management roles in fields such as safety and security, protection of the marine environment and administration. Before joining Tototheo Maritime as CSO in 2018, he was the Director of the Department of Merchant Shipping, Cyprus. In the past, he has also been the CEO of Transmed shipping Co. Ltd. and Act. Secretary General of CLIA Europe. Explore more at https://bit.ly/357stuT
ISSUE 48 I May 2020 I SAFETY4SEA Log I 49
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ARTICLE
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Supporting gender diversity in the COVID-19 era The pandemic has brought several disruptions to global business, most of which are yet to be seen and most of which are expected to hit women disproportionately hard, for several reasons. So how business may support women amid an unprecedented crisis for the global economy?
C
OVID-19 crisis affects women significantly, since women are more likely than men to work in low-paying and informal jobs. A recent UN report found that 740 million women globally work in the informal economy. Meanwhile, the global gender pay gap remains at 16%, touching even 35% in some countries. In addition, women make up the majority of health professionals and essential workers in the COVID-19 response. ILOSTAT data reveals that women make up 70% of those employed in the health sector and, based on data available for close to 100 countries, 72% of skilled health occupations. In short, women are disproportionately on the front lines in the world’s struggle to treat infected patients. Also, with 90 countries in lockdown and over four billion people sheltering at home, the risk of domestic violence against women and children increases. UN data revealed that domestic violence has increased by upwards of 25% in some countries because of quarantine.
Key business actions for diversity
In these challenging times, companies should offer flexible work arrangements, support safe and appropriate childcare options, as well as paid sick, family and emergency leave, and offer equal maternity and paternity leave. To use this experience to accelerate progress towards a genderequitable future, it will be key to collect data disaggregated by gender, age and other factors to track the impact of all response efforts. The idea of having both parents taking time off for actually being with their children, creates a different and completely level-playing field in the workplace. This will actually change the way business world addresses the career growth of women until today. Namely, a UN webinar emphasized as a silver lining of the pandemic the possibility of seeing more companies adopt gender-inclusive workplace policies and practices, including flexible work arrangements and family-friendly workplaces that can in turn, encourage more balanced share of care and
family responsibilities between women and men globally. For example, the Target Gender Equality programme supports companies in setting and reaching ambitious corporate targets for women’s representation and leadership - in times of crisis and beyond. Launched within April, the UN Global Compact invites companies to join Target Gender Equality. In order to take part, companies are required to be participants of the UN Global Compact and to meet the following criteria: • Currently engaged with a Global Compact Local Network or willing to join • Committed to strengthening corporate target setting and action to increase women’s representation and leadership in business • Willing to appoint two representatives to participate in programme activities and events and an executive-level “Ambassador” to follow programme developments, provide support and participate in high-level events.
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CAREER PATHS
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Basic Info Name: Dr. John Kokarakis Position: Vice President Technology & Business Development, Bureau Veritas
Short Bio Dr Kokarakis a 1979 graduate of National Technical University of Athens, holds PhD (1986) and Masters degrees in Naval Architecture (1983) and Mechanical Engineering (1984) from the University of Michigan. He worked for over ten years as a consultant undertaking technical problems worldwide. His specialization was in the area of technical investigation of marine accidents. In his capacity as a forensic engineer he participated in the technical investigation of the Exxon Valdez grounding, the Space Shuttle Challenger disaster, the drillship Sea-Crest capsize,
His side How did it come about that you joined shipping industry? I am an islander and grew up by the sea. Love for sea. What about your current job/ role most excites you? Its variability. It is different every day. When you think of the word “successful”, who is the first person that comes to mind? Panos Laskaridis who created an empire of businesses from low beginnings. More importantly, he shares his wealth. Who is the most influential person to you? My ABS Colleague Petros Kontraros, because he taught me a lot of what I know on how ships are made. What is the best and what was the worst piece of advice you’ve ever been given? The best: When in Rome live like the Romans / The worst: You can do this tomorrow as well. What is the most worthwhile career investment you’ve
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the Piper Alpha fire and explosion, the Aleutian Enterprise foundering in Alaska as well as many other accidents of less notoriety.
ever made? My graduate studies at the University of Michigan If you could give a piece of advice to your 18-year-old self, what would it be and why? Knowledge is infinite. Focus on a specific area and learn. Never stop learning. In the last five years, what new habit has most improved your business life? Utilization of computer to explore and learn What would you like to change in the current maritime landscape? It would be nice to have more time to make a decision. What is your personal motto? One photo is worth one thousand words.
CAREER PATHS
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Basic Info Name: Nicole Rencoret Position: Head of Communications and Development, Sustainable Shipping Initiative
Short Bio Nicole Rencoret is a facilitator of conversations, an engager of stakeholders and a believer in the power of partnerships. Nicole jhas specific expertise in sustainable development policy and strategy, organisational strategy and learning as well as multi-stakeholder initiatives. An Australian/Chilean national, Nicole’s career has seen her live and work with the UN and other development-related organisations across the globe in Timor-Leste, Switzerland, Kenya, Niger, USA, Palestine, Haiti, Colombia, Fiji and Denmark (where
Her side What about your current role most excites you? What excites me more is working with individual members at a human level, building relationships and trying to figure out how we can collectively make a dent and drive change for a more sustainable maritime industry. When you think of the word “successful”, who is the first person that comes to mind? Samantha Power, whose very personal and compelling memoir I’m currently reading. An idealist yet at the same time a pragmatic leader whose story shows that true success is not the shiny happy perfect life seen from the outside. What is the best and piece of advice you’ve ever been given? Don’t let anyone define what your success looks like. Define success on your own terms. If you could give a piece of advice to your 18-year-old self, what would it be and why? Three things (!), with a consistent theme: Try everything you possibly can. Be curious. Ask questions. Why? Be-
she is currently based). She graduated with an MBA from Warwick Business School and also holds an MA in Professional Communication.
cause life is rich and it would be a shame to miss out on what it has to offer. In the last five years, what new habit has most improved your business life? No telephone by the bed and no checking emails until after breakfast. Also, winter bathing in Scandinavia! What would you like to change in the current maritime landscape? I see change in the current maritime landscape being driven by stakeholders outside the sector. Shipping alone will not change shipping. Shippers like the Ikeas, Heinekens and Unilevers of this world are connecting the dots and realising their enormous leverage and capacity to make change in supply chains happen through the market. And those with the money! – the investors, the lenders…they are increasingly wielding their influence and demanding sustainability not as a CSR side project, but as an integrated part of business operations. What is your personal motto? Learn. Laugh. And love. All the rest will fall into place.
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COVID-19 vs Flu:
Stopping their spread onboard Flu and common cold are among the most frequent diseases affecting seafarers. The COVID-19 pandemic has led to panic since many of symptoms of the new coronavirus appear many similarities in comparison to the flu; however, at the same time there are key differences.
Influenza (Flu)
Flu is a common viral illness, spread through coughs and sneezes. Flu can make seafarers feel very unwell. They may have high temperature, aches and pains, headache, feelings of tiredness and sore throat. Flu can also make them loose their appetite, give them a cough or make them feel nauseous. Usually there is no reason to go to a doctor; seafarers may feel very unwell but it may be best to stay in bed until they feel better, keep warm and drink plenty of water to stay hydrated. To lower temperature and to relieve from aches and pains, the use of paracetamol or ibuprofen is recommended.
Common cold
Symptoms include runny nose, sneezing, blocked nose, a cough, sore throat and these symptoms will usually last around one week. These also are same symptoms identified in COVID-19. Although there are no real cures for a cold, seafarers can take medication such as paracetamol while drinking lots of fluids will help
them. Usually there is no need to see a doctor for a cold but if temperature gets higher than 39°C or if symptoms persist for longer than 2 weeks, it is important to seek medical advice. Having in mind the similarities with COVID-19 symptoms this onboard may require additional attention. If a seafarer experiences symptoms such as coughing up blood, chest pains, swelling of glands in neck or armpits, or breathing difficulties, this could mean a more serious infection; thus it may be important to see a shore based doctor as soon as possible.
Key measures onboard
Colds, flu, COVID-19 diseases are spread through contact with fluid droplets containing the virus. If someone with a cold or flu sneezes or coughs, droplets of this virus are launched into the air within their saliva and these droplets can be breathed in by others. Colds and flu can also be spread through indirect contact. Sneezing onto a surface, such as a door handle, and then someone else touches this surface, they can catch cold if they then touch their mouth, nose or face.
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In order to prevent diseases from spreading, it is important to wash hands regularly and properly, especially before and after handling food or before and after touching face. Use plenty of soap and/or hand antiseptic gel and follow the provided guidance for effective hand washing which should be posted in all areas assigned for hand wash. Coughing and sneezing into tissues can also help to stop fluid droplets containing the virus from entering the air and infecting other people. Used tissues should be thrown away immediately afterwards and hands should also always be washed after using a tissue to blow or wipe nose. Cleaning surfaces often will also help to keep them free of germs and make the spread of infection less likely â&#x20AC;&#x201C; i.e. use hot water with 10% chlorine to neutralize all viruses on surfaces.
6
ALERTS
Handling cargo from COVID-19 affected countries ►As of April, WHO stated that ‘’there are no data to suggest that contact with goods or products shipped from countries affected by the COVID-19 outbreak have been the source of COVID-19 infection in humans’’. Concerning the use and distribution of PPE when handling cargo from and to countries affected by the COVID-19 outbreak, WHO recommended the following: • Wearing a mask of any type is not recommended when handling cargo from an affected country. • Gloves are not required unless they are used for protection against mechanical hazards, such as when manipulating rough surfaces. • Importantly, the use of gloves does not replace the need for appropriate hand hygiene, which should be performed frequently, as described above. • When disinfecting supplies or pallets, no additional PPE is required beyond what is routinely recommended. • Hand hygiene should be practiced.
Propulsion loss incidents in China reported ►On the occasion of several incidents, reported in China, where ships presented danger through their inability to freely maneuver in high-density traffic areas or narrow waters, the Republic of Marshall Islands highlighted that before entering these areas, operators need to pay attention when entering or exiting a DECS to F.O preparation and changeover and report the incident immediately to local authorities. In general, such propulsion loss incidents occur: • When maintenance has been deferred, since the ship will be proceeding to a shipyard; • After routine maintenance without renewing spares when required; • On departure from a shipyard or after a long repair period, without purging the F.O. pipelines adequately or testing the main engine properly; and • Inadequate investigation into the root cause resulting in repeated failures, or an incomplete solution of the problem.
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IMO guidance on ships delivery delays amid COVID-19 ►Vessels that were first scheduled to be delivered before 1 July 2020 may be delayed, IMO noted, explaining that some of these vessels were not designed and constructed in line with the SOLAS regulation II-1/3-10 (Goal-based ship construction standards for bulk carriers and oil tankers) requirements, which are to enter into force by 1 July 2020. In this respect, IMO urges the flag administration to focus on applications on a case-by-case basis, while keep in mind the particular circumstances. To accomplish this, a forma report from the authorities of the country in which the ship was built should state that the delay was due to unforeseen circumstances beyond the control of the builder and the owner. Concluding, the certificates should be footnoted to indicate that the ship is accepted by the flag administration.
Alarming issues on fixed gas detection systems ►During exams on three separate LNG carriers in Boston, USCG PSCOs discovered issues with the fixed flammable gas detection system that resulted in the issuance of deficiencies and delay of cargo operations. Namely, while witnessing tests, multiple sensors measured outside the tolerances established by the manufacturer and subsequent calibration checks failed. On the occasion, USCG highlighted that such sensors pose a significant safety threat and could be grounds for vessel control actions, for example delayed departure from port, delayed cargo operations, or detention. Continuing, USCG strongly recommended: • Testing and calibration of fixed gas detection systems to be completed per the vessel’s SMS and manufacturer’s instructions. • Sensors to be operating within established parameters as required. • The appropriate span gas for the type of sensor to be correctly applied to the sensor. • The crewmember responsible for maintaining the gas detection system to be trained accordingly.
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Vessel reporting requirements for illness or death
ALERTS
Cargo hold cleaning requirements in Argentina
►Due to COVID-19 pandemic, USCG reminded operators of their obligation to report illness or death of persons on board, otherwise they will face delays and disruption of operations, such as returning to the previous port after sailing. Reporting delays create significant challenges to protect persons on board vessels and, more broadly, maintain an effective Marine Transportation System, USCG further noted. In particular, illness of a person onboard a vessel that may adversely affect the safety of a vessel or port is a hazardous condition as per 33 CFR 160.216 and therefore operators must immediately notify the nearest Coast Guard Captain of the Port (COTP). Overall, any master of a ship heading to a US port of call has to report immediately to the quarantine station at or nearest the port at which the ship will arrive, the occurrence, on board, of any death or any ill person among passengers or crew during the 15-day period preceding the date of expected arrival or during the period since departure from a U.S. port.
Alarming rise in suicide incidents onboard ►A new study by Yale University to 1,572 seafarers has identified potentially dangerous levels of depression, anxiety and suicide risk among the world’s seafarers. The survey indicated that: • 25% had scores suggesting depression (significantly higher than other working and general populations). • 17% were defined as seafarers with anxiety. • 20% had suicidal ideation, either several days (12.5%), more than half the days (5%) or nearly every day (2%) over the two weeks prior to taking the survey. Moreover, he survey identified the following factors as being associated with the feelings of depression, anxiety and suicidal thoughts: Lack of adequate training; An uncaring work environment; Exposure to violence or threats of violence; Co-existing medical conditions (including cardiac disease and sleep disorders); Low job satisfaction and; Ill health. Explore more at https://bit.ly/2EIynGD
►The North Club was informed that the Argentinian National Food Safety and Quality Service (SENASA) will not accept a “suitable” cargo for the loading of grain products if one of the items shown below is present: Live insects; Loose rust scale; Moisture; Damage or signs of leakage; Odour; Fresh paint; Residues of previous cargoes; Excrement or sign of presence of animals or rodents; Defective closing of hatch covers. Keeping in mind that local surveyors are very strict, the Club further advised: • Lack of cleanliness behind frame; • cargo residues wedged on holds ladders platform added to paint flakes and rust scales; • cargo residues on pipe brackets; • Cargo residues underneath hatch covers steelwork; • Traces of previous cargo over tank top; • Transferable stains at hatch covers; • Presence of rust and debris on drain channel will eventually lead to the clogging of drain hole; • Loose rust scales; • Oxidation rust/ Rust dust on tank top; • Unsanitary conditions; • Wetness; • Odours; • Infestation.
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SAFETY DIGEST
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Safety Digest in cooperation with SQEMARINE We have reviewed the following case studies to provide this safety digest. The below cases are ideal to be considered on subject items at any forthcoming safety meetings onboard vessel(s). The Incident
Root Causes
Preventive Action
Fatal accident while rigging pilot ladder During heavy weather with strong winds, the deck crew was trying to secure the pilot ladder to a height of 1.5 m above the water. Without wearing safety helmets due to strong winds and after securing the pilot ladder, the crew lowered the accommodation ladder to 5m below the main deck and an experienced OS went down to set the railings. Although he was wearing a lifejacket and secured by a lifeline, the OS was found suddenly lying in the water unconscious. Despite immediate artificial respiration the victim passed away.
• The lifeline was more than 4m longer than required which allowed this freefall. • The OS did not wear the safety helmet. The fall provoked head injuries and unconsciousness, hindering his rescue. • Total absence of surveillance. Nobody noticed the victim falling. • The weather conditions increased the risk for pilot ladder operation. • The accommodation ladder was on windward side of vessel.
• Risk assessment to be conducted before pilot ladder operations. • No operation should be carried out by crew without wearing proper equipment, properly maintained and inspected before use. • No operations should be carried out without constant surveillance of a person. • The crew should be properly trained, fully familiarized with Company’s procedures for pilot ladder operations.
• Repair work had been started on ballast pump but the suction line had not been blanked off and suction valves were not isolated. • The ballast operation procedure did not provide sufficient guidance to crew. • No work permit was completed for the pump maintenance and ‘Danger: Do Not Operate’ tags were not placed on the ballast valve remote control panel. • The communications onboard were not effective.
• Ballast operations checklist should be developed to ensure that all risks associated with ballast operations are identified. • Communication between respective departments should be strengthened. • Regular attendances and audits on the vessel should monitor crew performance. • Ballast operation procedures specific to vessel should be reviewed and compliance with these procedures should be monitored.
• It was common practice onboard not to fully open watertight doors before passing through, which would have contributed to the victim becoming trapped. • The doors were set to close with a speed that was twice the maximum allowable speed. • The door operating handle protruded further inside the watertight doorway space than was necessary. • The Safety Management System did not deal adequately with the maintenance and testing watertight doors, in accordance with manufacturer instructions.
• Always fully open a watertight door before passing through the doorway when the door is in the remote-close mode. • Under no circumstances should watertight doors be set to close faster than the maximum allowable speed. • Ship operators should adopt specific procedures for operating watertight doors in both local-control and remoteclose modes. • Planned maintenance systems should be designed and followed to ensure that watertight doors are maintained in accordance with good standard marine engineering practice.
Engine room flooding During cargo discharge operations, the Chief Mate remotely opened two ballast valves adjacent to the water ballast pump to gravitate seawater into a ballast tank. About 10 minutes later, the engine room bilge alarm sounded and the duty motorman found seawater flooding into the space through the open casing of ballast pump. About 390m3 of seawater had entered the engine room and a total of 22 electric motors were damaged by the water ingress.
Watertight door fatality The crew of a small passenger ship were conducting a fire and emergency drill, which included closing and testing the hydraulically operated watertight doors. The Master closed the watertight doors remotely from the bridge. Some minutes later, the Chief Engineer opened the watertight door to the engine room, but for some reason he became trapped by the door as he passed through the doorway. He remained trapped for more than eight minutes before being found and freed. He was resuscitated but never regained consciousness and later died in hospital.
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VIDEO REVIEW
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Duration: 13:53 Info: Edward Tenner is an independent writer, speaker and editor who analyzes the cultural aspects of technological change. Views: 1,250,000+ Extra: This talk was presented at TED2019
https://bit.ly/2RydyV7
Everyday leadership In order to keep up with the frantic pace of today’s world, people developed an obsession over efficiency, so they can do more with less. However, is more in fact less? In this talk, writer and historian Edward Tenner discusses the promises and dangers of our drive to get things done as quickly as possible. He suggests that despite the positive results that will naturally occur, efficiency may harm itself. For this reason, Mr. Tenner recommends seven ways to increase productivity through “inspired inefficiency”.
Duration: 14:28 Info: Elizabeth Dunn is a social psychologist, trying to discover ways that people can optimize their resources to maximize their happiness. Views: 3,200,000+ Extra: This talk was presented at TED2019
https://bit.ly/3efwly9
Helping others makes us happier – but it matters how we do it Giving is a wonderful human trait. In fact, research shows that helping others makes us happier. But in her work on generosity and joy, social psychologist Elizabeth Dunn found that there’s a catch: it matters how we help. As Ms. Dunn explains, people feel happier about helping when they see that their action had a tangible, visible result. Therefore, she urges to stop thinking about giving as just this moral obligation and start thinking of it as a source of pleasure.
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VIDEO REVIEW
How to wear medical masks in the pandemic era
Stena Bulk tests biofuel on MR tanker
Italian architects turn shipping containers into intensive care units
Unmanned trencher carries out trial
Veniceâ&#x20AC;&#x2122;s canals become clearer due to COVID-19 lockdown
National Geographic ship successfully completes sea trials
The stress associated with the global COVID-19 outbreak has triggered many everyday people to wear medical masks. The World Health Organization released a video, providing guidelines on the use of medical masks.
In the ongoing fight against COVID-19, the Italian architects Carlo Ratti and Italo Rota have designed an intensive-care pod within a shipping container that could be added to hospitals.
Following the COVID-19 and the major disruption that has brought, Venice canals look clearer and cleaner, as there are no boats and reduced traffic.
Stena Bulk will perform a test running on an MR tanker on 100% biofuel. The fuel is the MR1-100 bio-fuel oil, produced from used cooking oil.
A strange vehicle will be driving on the bottom of the harbor in Port of Rotterdam. It is the Deep Dig-it, an unmanned trencher of 17 meters and 138,000 kilos.
National Geographic Endurance, an expedition ship built for polar navigation, has successfully completed its first sea trials. Explore more videos at safety4sea.com/videos
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BOOK REVIEW
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The Outlaw Ocean: Journeys Across the Last Untamed Frontier Author:
Ian Urbina
Publisher:
Knopf; 1st Edition (August 20, 2019)
Pages:
560
Website:
https://www.theoutlawocean.com/
A true account on the unregulated high seas: What happens when no one is watching
W 5 common human rights abuses in maritime and fishing industry ►► Forced labor ►► Excessive working hours and low wages ►► Bullying or harassment ►► Abandonment ►► Piracy threat
Did you know? UN estimates that there are currently 43 million commercial fishers worldwide, supporting 520 million people – 7.3% of the world’s population.
hile human presence has touched almost every corner in this planet, the world’s oceans will always remain the unsolved mystery: Too big to explore, and, most importantly, too big to regulate. Under no clear authority, the ocean constitutes a fertile terrain for criminality and exploitation: Trafficking, smuggling, piracy, illegal fishing and many others. Have you ever wondered how cruel life on the high seas can be for workers, as the inhabitants of an unseen world? A recently released book, entitled ‘The Outlaw Ocean: Journeys Across the Last Untamed Frontier’, serves as a stunning exposé and an adrenalinefueled tour on the oceans’ sinful secret: How humans abuse not only seas, but also other humans, in a place where anyone can do anything because no one is watching. Written by Ian Urbina, an investigative reporter in New York Times with over 20 years of experience and winner of a Pulitzer Prize for Breaking News, these pages result from a fiveyear research in a journey across 5 seas and 14 countries in Africa, Asia,
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the Mediterranean, South America, and the Middle East. Attempting to expose, both the weakness of international maritime law and the inability of developed countries to perceive the scale of the problem, the ‘Outlaw Ocean’ provides exactly what it promises: An adventurous read regarding a dystopic place, but also a well-written insight into the deepest aspects of humanity itself. In a bid to close the reporting gap in about two-thirds of the Earth’s surface, the book is building uniquely the portraits of scofflaws, vigilantes and activists, unveiling the everyday reality of sea slavery and shocking the reader with how global indifference can make the ocean a danger zone and trap innocent people in exploitation. As such, the Outlaw Ocean is addressed to any sea worker or landlubber, any human interested to meet a hidden but real world. Do not ambition a pleasant, light story. The author may dress his story telling with the perks of a fantasy movie, but ultimately, the book serves accurately the goal of investigation reporting: The ugly truth of a disturbing world.
REPORTS
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Reports library at safety4sea.com/reports
Safety Digest 2020/01
USCG PSC Annual Report
Publisher: UK MAIB
Publisher: USCG
UK MAIB published its first Safety Digest for 2020, including lessons learned from accidents involving vessels from the merchant, fishing and recreational sectors.
In 2019 10,394 individual vessels, flying under 84 different flags, made 83,231 port calls to the US and the USCG conducted 8,622 SOLAS safety exams and 8,619 ISPS exams on these vessels.
BPM West Africa
Publisher: BIMCO, CLIA & other Key Industry Associations This publication provides Best Management Practices to Deter Piracy and Enhance Maritime Security off the Coast of West Africa (BMP- West Africa) including the Gulf of Guinea.
Outbreak Management Plan: COVID-19 Publisher: INTERTANKO
INTERTANKO outlines plans and procedures to be put in place to prepare a ship for shore personnel to come onboard and to protect seafarers from COVID-19 spread.
COVID-19: Scenarios and impact on global energy markets Publisher: Rystad
Rystad Energy notes that the COVID-19s pandemic should be expected to last for the entirety of 2020 and provides possible scenarios and impact on the global energy markets.
Static Towing Assembly Guidelines (STAG) Publisher: OCIMF
The report provides technical guidance on selecting fit for purpose towing assemblies that reduce injury risks to crewmembers or damage to equipment, while boost the effectiveness of static towing operations.
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REGULATORY UPDATE
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Regulatory Update in cooperation with SQEMARINE # 1
2
3
Regulation
Ship Type / Due Date
Outline of Requirement
MARPOL VI/14 MEPC.305(73)
All ships
Prohibition of Carriage of Non-Compliant Fuel Oil Resolution MEPC.305(73) amends regulation 14 of MARPOL Annex VI and the form of the Supplement to the IAPP Certificate to prohibit the carriage of non-compliant fuel oil for combustion purposes for propulsion or operation on board a ship. The carriage prohibition does not apply to ships employing an alternative arrangement (e.g., exhaust gas cleaning system) approved under regulation 4.1 of MARPOL Annex VI which is annotated in the Supplement to International Air Pollution Prevention Certificate.
SOLAS V/18 MSC.452(99) MSC.252(83)
All ships GT≥500
MARPOL VI MEPC.316(74)
Bulk Carriers, Container ships, General Cargo ships, refrigerated cargo ships, Combination carriers, Passenger ships, Ro-Ro cargo ships, Oil tankers, Chemical tankers, Gas Carriers, Cruise Passengers, LNG carriers, with GT≥400 and keel laid ≥01/10/2020
01/03/2020
Installed after 01/07/2020
Integrated Navigation Systems INS should comply with the revised performance standards EEDI for Ice-Strengthened Ships MARPOL Annex VI has been amended to clarify that in stating that EEDI Regulations 20 and 21 will not apply to “cargo ships having ice-breaking capability”, this will instead refer to “category A ships as defined in the Polar Code”.
01/10/2020 4
5
MARPOL VI MEPC.316(74)
All ships
MARPOL VI/13 MEPC.317(74)
All ships with contract of construction >01/01/2020
01/10/2020
01/10/2020
6
MARPOL VI/13 MEPC.317(74)
All ships with contract of construction >01/01/2020 01/10/2020
Electronic Record Books MARPOL Annex VI has been amended to permit the use of Electronic Record Books, in lieu of hard copies, for the purpose of recording discharges, transfers or other operations as required by Annex VI provided the electronic recording system is approved by the Administration on or before the first International Air Pollution Prevention (IAPP) Certificate renewal survey carried out on or after 1 October 2020, but not later than 1 October 25, taking into account Guidelines adopted by resolution MEPC.312(74). Amendments to NOx Technical Code Amendments to the NOx Technical Code permit, in lieu of hard copies, the use of approved electronic record books to record information required by the NOx Code. Additionally, amendments were made to the requirements for pre-certification testing of combined engine/NOx-reducing devices built after 1 October 2020. Amendments to NOx Technical Code Amendments to the NOx Technical Code permit, in lieu of hard copies, the use of approved electronic record books to record information required by the NOx Code. Additionally, amendments were made to the requirements for pre-certification testing of combined engine/NOx-reducing devices built after 1 October 2020.
ISSUE 48 I May 2020 I SAFETY4SEA Log I 65
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safety4sea.com
SAFETY4SEA Log Monthly Edition Issue 48 - May 2020
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ISSN: 2241 - 343X
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Managing Editor Apostolos Belokas
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Owner SAFETY4SEA Email: editor@safety4sea.com www.safety4sea.com
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2. Open feedback and ... should be promoted across shipping organization to raise fatigue awareness. 3. Fatigue has physical, ... and behavioural signs and symptoms. 8. DBMS focuses on four different areas: ..., people, plant and process. 10. The Flag Administrations of ... and Korea became eligible in USCG â&#x20AC;&#x2DC;s QS21 program. 11. Seafarers are need of proper ... in order to identify and report cyber incidents. 12. For fall prevention, always check if a ... is required before commencing a task.
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1. Shipping organizations should use tools for ... fatigue. 4. USCG informed of a ... in the number of detentions in comparison to previous year. 5. Colds, flu and COVID-19 can be spread through coughing and ... 6. Maintain a healthy ... onboard with adequate training facilities must become a key priority for shipping organizations. 7. ..., trips and falls are the most frequent incidents onboard causing serious injuries and/or even fatalities. 9. The new standard for the dry bulker sector is launched by .. 1.MONITORING 2.REPORTING 3.COGNITIVE 4.DECREASE 5.SNEEZING 6.LIFESTYLE 7.SLIPS 8.PERFORMANCE 9.RIGHTSHIP 10.CYPRUS 11.TRAINING 12.PERMIT
66 I SAFETY4SEA Log I May 2020 I ISSUE 48
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