Navigational claims highlight poor bridge procedures
Stowaways update ........
New drug-testing kits
Gabon sanitary checks
Stevedore claims in Brazil
Filipino crew claims
Stowing and securing containers and their contents
Dangerous dunnage from China
New arrest convention
Unpaid hire - exercise of lien
Signals Letters
‘Williamson Turn’
Health authorities fines in Brazil
SCOPIC – A new deal for salvors
Good housekeeping poster published
“Where there’s smoke…”
Out-and-about
Signals Swot Quiz
Swot on-line
Former Newcastle P&I Association telephone and fax lines
Navigational claims highlight poor bridge procedures
The vast amount of money that is wasted each year through totally avoidable collisions and other navigational errors has exposed a continuing weakness in shipboard bridge procedures despite the advent of the ISM Code and revised STCW Convention. Collisions account for only 2% of the number of claims handled by North of England P&I Club each year but, in value terms, the figure increases significantly to about 13%.
A P&I Club’s liabilities for a collision traditionally includes the so-called 1/4 RDC cover – one quarter of its member’s liability towards the apportionment of the other ship’s claim – plus a whole range of other potential liabilities flowing directly from the collision such as personal injuries, pollution, cargo damage, general average and salvage and possibly even wreck removal. The hull and machinery underwriter is also exposed to substantial claims for damage to own ship as well as the remaining 3/4 RDC cover.
The prudent shipowner will be insured for these various risks and liabilities but is likely to carry fairly large deductibles – in effect is self-insured for what might be a significant first part of the exposure. During repair the ship is also likely to be losing income and collisions do nothing for the commercial reputation of any shipowner.
In addition to collisions between ships, there are many other liabilities which can arise from navigational errors. These include damage to property such as piers, jetties, light-buoys and pipelines – the so-called ‘fixed and floating objects’ (FFO) – as well as strandings and groundings. Added to collisions they represent approximately 25% by value of all claims experienced by the Club each year. Most P&I Clubs would record a similar experience.
The total claims experience across the International Group of P&I Clubs amounts to about US$2,000,000,000 a year. If North of England experience was reflected across the rest of the Group then claims linked to navigational incidents would be in the region of about US$500,000,000. Add to that H&M claims, and shipowners’ uninsured losses and the figure could be multiplied many times.
When navigational accidents and incidents are analysed – admittedly with the benefit of hind-sight – just about every single one could have been avoided. These types of incidents are all capable of being prevented. So why are they continuing to happen with such regularity?
Theoretically the revisions to the STCW Convention and the ISM Code along with various approaches to risk assessment should have reduced the risk of navigational incidents to a negligible amount. The reality is that in those companies where the spirit of the STCW Convention and the ISM Code has been fully embraced, the incidence of navigational errors has been reduced considerably. However, some companies are still struggling to create a culture or ethos in which the full benefits of a safety management system can be reaped.
A contributory factor in almost all navigational incidents is a failure, or in some cases an absence of, good bridge procedures. Such procedures are fundamental to STCW as well as the ISM Code. Experience has shown that properly formulated bridge procedures and the development of bridge teamwork are critical to maintaining a safe navigational watch.
Compliance with conventions such as the STCW and the development and implementation of a safety management system within the ISM Code requirements are down to each individual ship- owner and the ships and personnel within those individual companies. Clearly it is in the interests of all shipowners if P&I Club’s can help and encourage their members and members’ staff to work towards these goals.
North of England has thus enclosed with this issue of Signals to members the recently published third edition of the International Chamber of Shipping’s ‘Bridge Procedures Guide’. The guide brings together good seafaring practice with the aim of improving navigational safety and protecting the marine environment. The need to ensure the maintenance of a safe navigational watch at all times, supported by safe manning levels on the ship, is a fundamental principle adhered to in the guide.
All Members and their masters, officers and crew are encouraged to embrace the guidance within the book in their concerted efforts to reduce navigational accidents to an absolute minimum.
Stowaways update ........
Balkans
North of England has not experienced any increase in the number of stowaway incidents as a result of recent developments in the Balkans. Nevertheless, Members must be aware when trading to ports within the region of the potential increase in risk.
Netherlands
Club correspondents in Holland have recently advised the Club of proceedings brought against the national airline, KLM, which may have worrying consequences for shipowners.
The airline was charged under Article 6 of the Dutch Aliens Act for carrying passengers without proper travel documentation to Amsterdam. KLM was found guilty and a fine of NLG3.2 million (approximately US$1.5 million) has been confirmed by the Court of Appeal
A further appeal to the Supreme Courts is pending and, depending on the outcome, there is real concern that the Public Prosecutor may try to apply this breach of Article 6 to maritime stowaway cases. This would inevitably result in a substantial rise in fines being imposed on shipowners.
Spain
There are reported incidents from Spain of officials turning up at the dock with a number of ‘stowaways’ they allege to have come off a subject ship. Although the master may know for a fact that they could not have possibly been on board his ship, this is actually very difficult to prove.
The situation presents a variety of problems for the shipowner, not least of which is having to carry stowaways placed on board by the authorities. The shipowner is also deemed to be in contravention of the local requirement to declare all stowaways before arrival in port, resulting in a substantial fine.
Perhaps of greater concern is the apparent disregard for shipboard safety which is regularly displayed. In a recent case the number of ‘stowaways’ which local officials insisted originally came from a ship actually outnumbered the crew on board. The only allowable measure to protect the safety of ship and crew is the additional carriage of guards, thus increasing the number on board further still. This is irrespective of class requirements, shipboard facilities and the level of safety equipment.
It would seem, therefore, that not only are Spanish authorities completely unwilling to assist shipowners unfortunate enough to be carrying stowaways, but appear to be using them as a means of deporting unwanted alien immigrants from Spain.
New drug-testing kits
Crewmembers are the most valuable resource of any shipowner and can contribute significantly to the smooth running and profitability of their ships. On the other hand, a poorly trained crew with low morale can lead to inefficiency, delays, claims and higher costs.
Most jurisdictions place responsibility for the competence of employees on their employers, particularly where the safety of either the general public or the remaining workforce may be affected. In this regard drug and alcohol testing of crewmembers can be seen as a vital if expensive part of a shipowner’s loss prevention policy. However, members should ensure that such testing is allowed under the relevant crew contract and/or legislation. Resmar, a British-based company can now supply drug check and alcohol check kits which do not require any medical training. Tests take less than 10 minutes to complete, provide immediate results and are claimed to be more than 99% accurate.
For further details of Resmar, please contact Belinda Ward at the Association.
Gabon sanitary checks
From 1 February 1999 the Sanitary Department and the Health Service in Gabon are boarding all ships for the purpose of conducting a sanitary inspection, when agents board for the ships inward clearance.
Any medicine, food, drink or other products with an expired validity date will be destroyed and subject to a penalty ranging from FRF1,000 to FRF20,000 per item. Dangerous products must also be stored in special conditions in accordance with local safety regulations.
Masters should ensure therefore that all such products are inspected prior to berthing and that any additional specific requirements are clarified in advance with local agents.
Stevedore claims in Brazil
From advices received by the Club, it appears that in certain cases the time limit for stevedores to bring a claim against shipowners in Brazil can be as long as 20 years. Furthermore, an apparent loophole in recent legislation enables plaintiff lawyers to pursue claims without defendants being informed, resulting in default judgments against owners.
Because fatal accident claims follow a ship, even if it is sold a number of times, shipowners can also be held responsible for an incident which happened many years previously and long before they had any interest in the ship concerned.
Members and their masters should ensure that any accident involving stevedores is fully investigated, recorded and relevant evidence collected and retained.
Filipino crew claims
The trend for the National Labor Relations Council (NLRC) in the Philippines to hand down unfavourable awards against shipowners continues. In a recent case a crew member was beaten up while ashore and his employer was subsequently found liable for a high level of compensation.
Stowing and securing containers and their contents
The following simple and basic facts are often neglected when stowing goods in containers.
- Proper conditioning of the goods prior to loading. Many claims are the result of inadequate drying of the cargo before loading. Moreover, the use of wet dunnage or pallets can cause considerable damage to containerised cargo.
- Ensuring the exterior and interior condition of the box prior to loading. Visual verification of the container weatherproofness is essential. The latter can easily be carried out by observing if any light enters the container when fully closed.
- Inserting sufficient craft paper on all contact surfaces. The use of adequate moisture absorbers will reduce damage caused by condensation during variable climatic conditions (mainly for bagged goods).
- Assuring a tight stow from wall to wall if feasible. A good stowage is the best securing arrangement.
- Special instructions indicated on packages should be followed. For example, drums marked with ‘this way up’ can and will start leaking at their closing cap when not stowed accordingly.
- The use of sufficient dunnage between various tiers. This not only increases the frictional component between packages, but also avoids damage to the goods (very important when loading plastic receptacles).
- Adequate securing to prevent movement in all directions. This should be by means of timber chockings and the use of wires, nylon straps, or cords. It is essential that goods in the container are secured so as to prevent longitudinal, transversal and vertical movement.
- Assuring a proper securing without damaging the packing. Damaging receptacles with nails used for chocking frequently occurs and it is clear that this can cause serious complications, especially when dealing with dangerous cargo.
- Wood treatment. Care should be taken that all wood in the container complies with the prevailing wood treatment quarantine regulations of the country of destination.
Containers are increasingly transported on board ships specially designed for the purpose. Not surprisingly most problems are encountered when containers are loaded on board ships which are not specially designed for the job.
In such instances, special attention has to be paid when loading in order to prevent shifting of the boxes and deformation of hatch covers from local pressure.
It is essential that all lashing equipment is suitable for its purpose, is free of any deterioration and of the correct strength.
- Corner castings should be positioned onto dunnage boards and not the bottom rails. Bottom rails are not designed to support the container’s weight and will buckle or collapse when subject to stress. Local overloading of hatch covers can cause deflections and therefore possible water ingress.
- When loading takes place on older types of ships special attention should be paid to levelling the hatch covers by means of timber.
- In case containers are loaded two or more high, the lower corner castings of the boxes should be provided with permanent (welded) restraints. In absence of those it is necessary to use foot lashings or timber foot chocks.
- Individual lashing of each unit should be arranged. It is important that all lashings should be equally positioned and tensioned.
- All lashing and securing arrangements should be accompanied with the necessary calculations based on maximum weights for dry boxes and in accordance with the prevailing deck cargo rules and ecommendations. One widely accepted rule of thumb is ‘3 - times rule’ for lashing strength.
Based on experience, safe lashing and securing can be carried out in a cost-effective way. However, when work is not done correctly and things go wrong, the initially prosperous sea venture may end in a financial disaster for all parties involved.
With thanks to Intermar Surveys N.V. (Antwerp) for this article.
Dangerous dunnage from China
Members loading cargo in China, including Hong Kong, for discharge in the US are warned to take care in the event of solid wood being used as dunnage, pallets or packaging for cargo.
With effect from 17 December 1998 the US Department of Agriculture's Animal and Plant Health Inspection Services (APHIS) has implemented regulations that solid wood packaging material (SWPM) exported from China will have to be heat treated, fumigated or treated with preservatives prior to departure.
The APHIS has deemed it necessary to take such action to prevent the further introduction and spread of exotic pests in the US. Of particular concern is infestation by the Asian long-horned beetle which, if left unchecked, could destroy a large number of trees including maple and fruit trees.
The regulations are not intended to ban SWPM from China but are an attempt to upgrade treatment procedures to prevent infestation. The acceptable methods of treatment include heat sterilisation, kiln drying, fumigation, chemical application to the wooden surface by spray or dips, or chemical application by pressure chambers.
The APHIS requires that every shipment which has SWPM must be accompanied by certification from an official within the Chinese government confirming the wood has been appropriately treated. Where shipments do not have SWPM they must be accompanied by an exporter statement confirming this.
If a shipment containing SWPM arrives from China without certification at a port in the US and has not been treated as prescribed, an APHIS inspector may deny entry of the entire shipment (cargo and SWPM). Although there is flexibility allowing, in some instances, the importer to separate cargo from the SWPM, this can only be done where there is a secure facility for separation, available means to destroy the SWPM and an available inspector to supervise. Obviously this is not going to be possible in all circumstances, especially where cargo is normally discharged into barges (e.g. New Orleans).
The end result could be that the ship will not be allowed to discharge any of the cargo in the US. Potentially, this is going to lead to problems between owners and charterers, especially where the reason for rejecting the cargo is the type of dunnage used, which in many cases will be the liability of the charterers. The inability of the ship to discharge cargo in the US may have a knock-on effect in respect of hire or future fixtures.
The best course of action is to ensure that all SWPM of Chinese origin carries the necessary certification or that alternative materials such as synthetic or highly processed wooden materials (e.g. plywood, particle board or plastic and resin composites) are used wherever possible.
- Members needing further information on this topic are encouraged to contact the Association.
Thanks are extended to Murphy Rogers and Sloss – New Orleans for their assistance in providing information on this topic.
New arrest convention
In many jurisdictions the arrest of ships is governed by the Brussels Arrest Convention 1952 or domestic national legislation giving effect to the convention. At a United Nations/International Maritime Organisation Diplomatic Conference held in Geneva in March this year, a new convention was agreed, the International Convention on Arrest of Ships 1999.
In part the new convention merely updates the 1952 agreement, making it more logical and coherent. Nevertheless it also makes a number of important and potentially far reaching changes.
There are a number of important additions to the list of claims in respect of which ships may be arrested. In addition to the existing claims it is now expressly provided that ships can be arrested for the following
- salvage agreements including special compensation for threatened damage to the environment
- environmental damage claims
- removal or destruction of a wreck
- claims relating to the carriage of passengers
- claims for services rendered to the ship for its operation, management or maintenance
- claims for port and other dues and charges
- claims for repatriation of crew and social security payments to crew
- claims for insurance premiums, including those payable in connection with demise charterers
- claims for commission, brokerages or agency fees
- disputes arising out of a contract for the sale of a ship
A number of other heads of claim that already exist under the 1952 convention have also been extended and widened to some extent. The first important effect of the new agreement will therefore be significantly to increase the number and type of claims in respect of which a ship can be arrested.
The 1999 convention makes it clear that a ship can be arrested for claims against demise charterers, but only in states where an action in rem in respect of that claim is permissible, even where the claim in question is not one secured by a maritime lien. Also there is a general right of arrest if the law of the state where the arrest is sought recognises a maritime lien over the ship.
The maximum amount of security to be provided in order to release a ship from arrest is now expressly limited to the value of the ship. There is also an express right to apply to the court for that security to be reduced, modified or cancelled.
The general rule is that a ship can be arrested in respect of a particular claim only once. There is nevertheless an express right to re-arrest if the security provided is inadequate, if the person who provides the security is unlikely to be able to fulfil his obligations under that security, or if the ship is released without security being provided.
The new convention includes more detailed provisions regarding the right of the court granting the arrest to order the provision of counter security in return for that arrest in case the arrest is wrongful or the amount of security is excessive. It also makes it clear that the question of whether an arrest is wrongful or the security is excessive is to be determined by the law of the state where the arrest was obtained.
There is another important change regarding jurisdiction on the merits of a claim. Generally speaking the 1952 convention only gave jurisdiction on the merits to the state where the arrest is effected for claims arising in that country. The new convention automatically gives jurisdiction to the state where the arrest is obtained for all claims unless the courts of that state decline to accept jurisdiction or the parties have validly agreed to some other jurisdiction.
Finally, it was not entirely clear under the 1952 convention to what extent it was capable of applying to ships of states that are not a party to the convention. The new agreement makes it clear that it applies to the ships of all states whether they are parties to the convention or not.
Although the 1999 convention has now been agreed it has not yet come into effect. It will not enter into force until 6 months after 10 states have expressed their consent to be bound by its terms. In the way of such international conventions it could be some time before the necessary number of countries have agreed. Nevertheless, it can be expected that the British government at least is likely to ratify the new convention at an early stage as it has consistently supported the work of revising the 1952 convention.
Unpaid hire - exercise of lien
Non-payment of hire is a common problem. Therefore the exercise of a lien over cargo may be an important means for owners to obtain security and exert pressure on a charterer to pay.
Most charterparties contain lien clauses but this does not necessarily give an owner a right of lien. Clause 18 of the NYPE form provides a lien “for any amounts due under the charter”. However, this does not automatically give owners any right of lien over cargo against bill of lading holders which are not time charterers.
The problem does not arise where the bill of lading incorporates the charterparty lien clause. Often the incorporation clause in the bill of lading does not identify a particular charterparty and therefore problems arise where there are two charters, namely a head time charter and a sub-voyage charter. In those circumstances it is a presumption of English law that the terms of the head charter will be incorporated since this is the contract to which the owner (who issues the bill) is a party. However, the courts may determine that the intention of the parties was to incorporate the terms of the sub charter.
Of course a lien clause in a bill of lading will not assist the owner unless the owner is a party to the bill of lading contract.
Also, some provisions in bills of lading, such as
“Freight and all other conditions as per charter”
or
“Freight payable as per charterparty”
will not necessarily be effective in incorporating the lien clause in the charterparty.
To avoid the problem it is recommended that the relevant charterparty is clearly identified – by its date and the parties to it – in the space provided on the face of the bill of lading. It is also good practice for the charterparty to specify that the time charter must be identified on the face of the bill of lading. This should preserve owners’ lien over cargo where the contract is governed by English law.
Although the lien might be validly exercised under English law, there are certain jurisdictions which will not permit the exercise of a lien against a holder of an original bill of lading. Advice should therefore be taken on whether under the local law of the discharge port the owner can in fact exercise its lien.
- Members contemplating exercising a lien over cargo should consult the FD&D department for further guidance.
Signals Letters
To Whom it May Concern,
‘Signals letters’ is devoted to answering specific questions which have been put to the Club by Members or other parties and which may be of general interest to the rest of the membership or other readers of ‘Signals’.
Readers are invited, and indeed encouraged, to write to the Editor of ‘Signals’ at the Association with relevant questions or specific points they may wish to make.
Anonymity will be maintained unless the author asks for his or her details to be published.
The questions can involve any maritime related issue although questions relating P&I claims issues and loss prevention will be particularly welcome.
The Editor
‘Williamson Turn’
“We are presently updating our Emergency Contingency Plan and would like to add a so-called ‘Williamson Turn’ in the Appendices. We would appreciate your assistance please.” The Williamson Turn is a well established ‘man overboard’ manoeuvre to turn a ship around in a relatively short distance onto a reciprocal course in order to be in a position to recover someone who has fallen into the sea. It is illustrated in the diagram here, which was produced with the help of South Tyneside College. Diagram taken from The International Aeronautical and Maritime Search and Rescue Manual. (IMO/ICAO)
Health authorities fines in Brazil
Correspondence has been received from two of the leading P&I Correspondents in Brazil drawing attention to a significant increase in potential fines for violations of local sanitary regulations. Under the relevant Brazilian law, ships are treated in the same category as hospitals, drugstores, restaurants and similar establishments where very strict sanitary and hygiene regulations are in place.
Fines for minor infringements start at about US $1,250 rising to about US $250,000 for more serious violations. The more common infringements include
- ship’s compartments (toilets, kitchens, hospital, provisions store) in a poor state of cleanliness
- presence of cockroaches
- provisions with period of validity expired
- provisions without having mentioned the period of validity
- provisions not properly wrapped, (e.g. aluminium foil)
- medicines with the period of validity expired
- absence of garbage buckets in the kitchen and toilets
- absence of plastic bags inside garbage buckets
- absence of soap in toilets
- absence of protection against rats on ropes
- absence of gangway protection net or protection net not properly in place
- absence of standard vaccination cards and deratting certificate.
Ships agents may find themselves liable to pay the fine in the absence of the ship and already the Association has experienced an agent demanding a guarantee for the maximum potential exposure before allowing the ship to sail.
Members are advised to exercise considerable care when trading to Brazilian ports and to encourage the masters, officers and crew on board to ensure that toilets, kitchens, hospitals and similar compartments are very clean and tidy, that provisions and medicines are all properly marked with their expiry date and that the date has not expired and to generally comply with the other requirements highlighted here.
More detailed information can be obtained from the loss prevention department at the Association.
SCOPIC – A new deal for salvors
A number of requests have been received in recent months from Members asking for clarification as to exactly what ‘SCOPIC’ is and what are ‘SCOPIC’ Clauses.
It is anticipated that a detailed set of guidelines will be circulated to Members in the near future once a final agreement is reached between the International Group of P&I Clubs, the respective Club boards, the International Salvage Union and certain other bodies.
The acronym SCOPIC stands for ‘Special Compensation P&I Clause’ and represents an amendment to the Lloyd’s Open Form of Salvage Agreement with regard to remuneration payable to salvors, even though they may not be successful in actually salving the ship or cargo. The intention is that it will replace the article 14 award which was introduced in the 1989 Salvage Convention and subsequently into LOF 1990 and LOF 1995.
Problems had been encountered in the actual working of the article 14 provisions partly because of the ambiguous wording of the article itself, what levels of compensation should be paid and also whether damage to the environment had been prevented by the actions of the salvors. Disputes also arose as to what should constitute reasonable levels of compensation to salvors for the use of personnel and equipment.
SCOPIC is an attempt to cut through the problems by agreeing in advance a whole range of fundamental issues, including the following:
- A detailed and fixed tariff will exist which will set out the agreed rate of remuneration for tugs and other equipment plus an agreed percentage for uplift to be paid to the salvor.
- The SCOPIC remuneration tariff can be invoked at any time but penalties will apply if it subsequently transpires that SCOPIC is inapplicable.
- Once SCOPIC has been invoked shipowners will be obliged to provide security for US$3 million within two working days. This may subsequently be adjusted up or down to reflect a more realistic security figure.
- Salvage services will continue to be assessed in accordance with article 13 – that is assuming that the salvage was successful – regardless of whether the salvor has invoked SCOPIC. However, if the article 13 award is greater than the SCOPIC remuneration, then the article 13 award will be discounted by 25%.
- The shipowner will have the right to put on board a casualty representative (SCR) who will monitor the reasonableness of the activities and expenditure of the salvors. The SCR will be a special category of expert selected from an approved panel. Hull and cargo underwriters will also have the right to appoint their own suitable expert representatives.
- A non-binding code of practice will exist between the ISU and the International Group of P&I Clubs.
If a Member requires more information on SCOPIC ahead of the detailed circular being issued, they should not hesitate to contact the Association.
Good housekeeping poster published
The latest safe work accident prevention poster (SWAPP), distributed with this issue of Signals, emphasises the importance of good housekeeping, cleanliness and good management.
Good housekeeping is a vital part of shipboard safety management and means far more than simple cleanliness; it encompasses many aspects of the routines undertaken daily on board ship.
All ships personnel must always ensure that they
- keep the workplace clean, tidy and well lit
- always clear up oil spills, however small
- remove obstacles
- clearly mark and effectively fence off openings in decks and gratings
- clearly mark safe paths of access for visitors and crew
- return tools after use
- promptly dispose of garbage and waste in accordance with legislation and good practice
- rectify oil leaks before they become serious - buckets and catch pots should not be used
- keep all equipment and stores properly secured
All too often personal injuries have resulted from personnel falling through openings in gratings and engine room plates. These openings must be clearly marked and roped off.
Good housekeeping, which is largely common sense, will reduce the likelihood of accidents and injury, particularly the 45% of all shipboard injuries which result from slips and falls.
“Where there’s smoke…”
Introduction
The risk to property and life caused by fire onboard ship, and particularly fire in the engine room, is well understood. Seafarers are trained in general fire fighting skills and appreciate the usual mechanisms by which combustion occurs. There is, however, a phenomenon that results in the self-heating of combustible fluids to the point at which they can ignite, and this is less well known in the industry. The ‘lagging fire’ is so named because it originates in insulation material that has been soaking in oil from leaking pipe work, valves etc. This article describes the factors affecting ignition in lagging materials, preventative measures, both at the design stage and with ships currently in service and goes on to advise regarding the extinguishing of such fires.
The circumstances
For a lagging fire to occur there must be a leakage of a flammable liquid into adjacent insulation or lagging material. The lagged pipework must also be heated to some extent. The type of insulation material in use can influence the risk of fire and this will be discussed later. Lagging fires have been reproduced in laboratory conditions at liquid temperatures as low as about 130 degrees Celsius. In other words, oil circulating at this temperature and which is able to leak into surrounding insulation may reach ignition temperature through oxidation. The time for the oil to reach ignition temperatures varies considerably, but can be between a few minutes and a day or so.
Much depends on the rate of leakage, the thickness and type of insulation, the oil temperature and its characteristics. Heavy leakage is unlikely to result in any significant rise in oil temperature as heat is rapidly carried away from the source by virtue of the flow rate. Similarly, insulation that is not porous or is thinly applied will neither encourage oxidation nor conserve heat sufficiently to produce significant temperature rise.
Conditions that influence the balance between heat loss and generation are crucial to the incidence of lagging fires. For example, an elevated risk of fire will exist when leakage occurs from an insulated oil pipe, situated amongst a number of other oil pipes, where air movement is minimal and local temperatures are kept high through the radiant heat of the surrounding pipe system.
Method of ignition
This type of fire is generally (but not exclusively) confined to machinery spaces and engine room compartments. Ignition is dependent on heat being generated through the oxidation of a flammable liquid, which has seeped into the surrounding insulation material. The porous lagging material provides a medium by which the maximum surface area of the liquid is exposed to air; heat generated through the oxidation process is conserved by the low thermal conductivity of the insulating material. Heat transfer through the lagging and away from the source may be less than the heat energy produced through the reaction with air, causing a rise in temperature of the liquid soaked lagging. The liquid need not have a particularly low flash point or be prone to rapid evaporation; indeed these characteristics have been shown to be much less likely to produce a lagging fire. Non-fuels such as lubricating, hydraulic and thermal oils are more likely agents of such fires.
Prevention and fire fighting
The single most important measure that ship’s crews can take to minimise the chances of a lagging fire is to ensure the proper maintenance of valve glands and pipe joints. If leakage is prevented then such fires will not occur. Where leakage is a frequent occurrence, such as at sampling points, it may be prudent not to lag adjacent pipe work or protect it with sheathing.
Lagging should be kept in sound condition and, if possible, lightly coloured to quickly identify leakage problems. Painted lagging can reduce air permeability and thus lessen the chances of oxidation taking place.
For the process of self-heating to commence the lagging material must be porous. If lagging of a non-porous nature is used, such as foamed glass, there will be no risk of fire from oil leakage. Such materials are more expensive and their use must therefore be weighed against any potential risk.
Awareness amongst sea staff of the risks posed by oil leakage into lagging can be raised through the circulation of technical bulletins. The author is aware that, on a number of occasions, sea staff have mistakenly taken smouldering lagging to indicate a problem with the quality or specification of a particular oil. If lagging material is seen to be smoking it should not be interfered with until a supply of water can be brought to bear. Once the insulation is disturbed or removed, air can circulate freely causing the rapid development of fire. The heat generated can be sufficient to re-ignite material after it has been doused with foam, water or powder, it is important therefore to ensure adequate cooling has taken place before standing personnel down. If, during the course of maintenance, areas of insulation are discovered to be charred, it is a sure sign that self-heating has taken place in the past and additional safety measures should be implemented to prevent a recurrence.
Our thanks to Stephen R Knapp IEng AMIMarE, of Con-Mar International Ltd for allowing us to publish this article.
Out-and-about
India
The Association sponsored this year’s loss prevention seminar organised by the Indian branch of the Nautical Institute. Over 250 delegates attended the event on Friday 23 April at the Taj Mahal Hotel in Mumbai.
The keynote address was given by P.K. Srivastava, chairman and managing director of the Shipping Corporation of India (pictured below with top table of speakers including Rodney Eccleston, Savraj Mehta and Phil Anderson). He pointed out that shipowners are being expected to operate on incomes equivalent to those of the mid 1960s but with cost levels of 1999. Accident and loss prevention is even more important in such difficult market conditions, he said.
Rodney Eccleston, the Association’s joint managing director, then described the purpose of the seminar and drew attention to three important reasons why North of England was supporting such an important event. Firstly, the commitment to and pre-eminent position held by the Association in the sphere of loss prevention; secondly, the importance with which the Association regards the Indian Members and the Indian market generally; and, finally, the continuing support for the excellent work being done by the Nautical Institute.
Other speakers included Julian Parker, the Nautical Institute secretary and Douglas Lang of Denholm Shipmanagement. Captain Savraj Mehta, the Associations’ underwriting manager with a special responsibility for the Indian market, explored some issues of underwriting and risk management. Phil Anderson participated in a dual capacity – both in his role as the manager in charge of the Association’s loss prevention programme and also in his capacity as vice president of the Nautical Institute.
Individual loss prevention workshops were also arranged for groups of masters and officers from Denholms (pictured above), Acomarit and V-Ships.
Dubai
The return from India was broken by a stop over in Dubai where Phil Anderson and Julian Parker addressed a crowded meeting of the United Arab Emirates branch of the Nautical Institute.
The opportunity was also taken of personally presenting a certificate to Mr T.N. Raman of Gulf Agency Company (pictured) who had completed the distance learning course in P&I insurance and loss prevention, achieving a pass with merit.
Manila
Responding to a request from Jardine Shipmanagers in Hong Kong, Matthew Moore – one of the Association’s claims executives from the Hong Kong office – made a series of loss prevention presentations to groups of masters, officers and crew employed by Jardines from Manila. The presentations were aimed at raising the awareness of the important contribution those on board can make to accident prevention and also to collecting evidence.
Cyprus
During May the Association ran a successful four-day training course in Limassol for the Cyprus Shipping Council. A good cross section of delegates attended from the Cyprus shipping community including representatives from most of the large shipmanagement companies based in Cyprus.
The employers of the delegates clearly demonstrated their commitment to the importance that education and training can play in the field of loss prevention by allowing their staff to attend and participate in the training course. The greatest compliment was paid at the end of the course when the Cyprus Shipping Council asked the Association to return and run the course again.
UK
The one week residential training course at Lumley Castle has become a major annual event on North of England loss prevention calendar. This year’s course was held between 7 and 11 June when delegates were welcomed from 15 different countries. The course not only provides an excellent grounding in the basics of P&I insurance and loss prevention but also provides an excellent opportunity for people from different sectors of the shipping, marine insurance and maritime law communities from many geographical regions to meet and discuss topics of mutual interest.
Signals Swot Quiz
In July 1996 the first crossword appeared in ‘Signals’ and became a regular competition feature on page 8. In January 1998 a new competition was introduced - the ‘Mariner Quiz’ – and this alternated with the crossword. It is now clear from the enormous number and variety of entries we receive to the Mariner Quiz, that it is far more popular.
The quiz has thus been revamped and will now appear in every issue. It is now called “Signals Swot” and we would like to introduce you to our resident quiz master: “Big Bosun Bo’ the Brains”. We invite you to pit your wits against “Bosun Bo” and become a Signals Swotter!
This is not a general knowledge quiz but rather the answers to all the questions are to be found within the particular issue of Signals in which the quiz appears. The rules of the competition are similar to those of the ‘Mariner Quiz’.
- The quiz is open to all readers of Signals.
- The quiz comprises of 12 multiple choice questions – simply tick the correct answer 3 .
- Send a photocopy of your answers, along with your name, and if appropriate – name of ship and position on board-address and company to the editor of ‘Signals’ at the Association or submit your entry via our Internet Website: http://www.nepia.com.
- All correct entries received by the closing date will be entered in a prize draw.
The first correct entry drawn will receive a limited and numbered edition of a high quality print of the portrait of our quiz master “Big Bo” personally signed by the illustrator “Tugg” Wilson as well as a specially commissioned “Bo’ the Brains” T-shirt. The next 20 correct entries drawn will each receive a “Bo’ the Brains”
T-shirt. Details of all the winners will appear in the following edition of Signals.
Swot on-line
Signals is issued quarterly in January, April, July and October providing up to date guidance, advice and information on a whole range of loss prevention issues and projects as well as an opportunity to participate in the loss prevention quiz. Between issues of Signals, up-to-the minute loss prevention information is placed on North of England Internet site at http://www.nepia.com
At the beginning of September 1999 there will also be an additional Swot Quiz run on the website which will become a regular feature to appear between issues of Signals in March, June, September and December each year. That quiz will be a general knowledge loss prevention quiz. The quiz master will still be “Big Bosun Bo’ the Brains” and there will be a first prize of a signed and numbered original copy of the “Tugg” portrait of “Bo” plus 20 runner up prizes of the specially commissioned T-shirts.
The website also gives details of many of the loss prevention publications and training courses which North of England makes available to Members.
Former Newcastle P&I Association telephone and fax lines
Since the merger with Newcastle P&I, the Association has maintained a call divert facility on the following numbers: Telephone +44 191 232 4591 Fax +44 191 232 5361.
With effect from 30 June 1999 the divert facility has been terminated and the main North of England P & I Association telephone and fax lines should be used. These are: Telephone +44 191 232 5221 Fax +44 191 261 0540.