Worldwide there are approximately 3,000 merchant ports and the work of the Harbour Master can vary widely from country to country and from port to port even within the same country.
At its Nor-Shipping press conference in Oslo on 3 June DNV GL Maritime CEO Knut Ørbeck-Nilssen (illustrated here, image kindly provided by DNV GL) emphasised the classification society’s dedication to maritime safety. Although shipping losses have declined over the last decade, challenging markets, demanding environmental regulations, and new technologies threatened to pull the industry’s focus away from marine safety, he said.
He added: ‘At a time when shipping is rapidly transforming, I believe it is crucial to put our primary focus on safety, making sure it is at the core of all changes – whether it is ways of working, technology, or regulations.
He noted there were tectonic shifts within the maritime industry on three fronts: (a) in the market, which are increasingly unpredictable; (b) in regulations, headed by the upcoming 2020 global sulphur limits; and (c) in technology, driven by the constant evolution in digitalization.
The tectonic shifts were creating their own safety challenges, Ørbeck-Nilssen said: (i) from growing ship sizes, (ii) fire risks due to new cargo types such as cars with Li-ion batteries, to (iii) environmental regulations with unintended consequences, as well as (iv) the increased risk of cyber-attack due to vessel automation and ship-to-shore connectedness.
Ørbeck-Nilssen continued by indicating that the industry needed to be both aware of these challenges, but also to embrace the opportunities they created. However, a safety net was needed to unlock these opportunities, which was where class and DNV GL could be instrumental.
He explained: ‘I have five proposals that I believe could benefit our industry and improve safety at sea. Firstly, to develop holistic regulations with safety at the core – this is a challenge to the IMO and the classification societies when they are developing rules. Secondly, to improve the safety culture within shipping companies. Thirdly, to apply barrier management lessons from other industries. The fourth proposal is to increase transparency on incident findings. And finally, to unlock data silos for deeper insights into incidents and near-misses.’
There were already many substantial examples of how DNV GL had been working on projects that built on these proposals, he said: ‘We have been working with Carnival on a holistic safety management system, which integrates the human, organizational and technical dimensions of safety to help develop a more efficient incident investigation process. Also in the cruise industry, we have developed barrier models for critical areas, such as fire in machinery or escape and evacuate. And we have carried out more than 200 surveys where we have put class and statutory findings into context by presenting the results in a barrier dashboard on the industry data platform Veracity.’
As a classification society, DNV GL was also providing safety-related research and technical expertise that was leading to informed debates and better decisions. To continue Ørbeck-Nilssen added: ‘In a recent joint development project, we tested the properties of the new Environmentally Acceptable Lubricants (EALs) after a series of stern tube bearing failures were reported. Based on the results, we updated our design rules, to add a viscosity influence parameter as a safety margin.’
Furthermore, DNV GL has been sharing its expertise on critical issues such as cargo liquefaction. ØBeck-Nilssen noted: ‘In 2015, we published our first guideline for the design and operation of vessels with bulk cargo that may liquefy. This was created to raise the awareness of the risks of liquefaction and to offer mitigating actions for crews, owners and operators. We have been working on this over the past years and have published an updated version at Nor-Shipping.’
With ABB’s shore connection technology, three Corsica Linea ferries will cut emissions and noise pollution when berthed in the Port of Marseille, France.
Instead of running diesel-fuelled auxiliary engines the ferries Paglia Orba, Jean Nicoli and Pascal Paoli will use electricity for power at the berth. Each of the three vessels is being modified to feature ABB’s power compensation device Dynacomp, which allows electricity available from the local grid in Marseille to be stepped down to 11KV in order to take care of ship power needs while in port.
Jean Nicoli is illustrated here with the kind assistance of Corsica Linea / ABB ©.
In the words of Ludovic Amouroux, Project Manager, Corsica Linea: ‘ABB shore connection technology enables the type of emissions-free ship power that regulators, ports and local residents increasingly demand. With ABB’s proven technology, Paglia Orba, Jean Nicoli and Pascal Paoli will be emissions-free when berthed in Marseille. We estimate we will use between 7MWh and 11 MWh of zero-emission power per call, depending on the vessel.’
Jyri Jusslin, Head of Service, ABB Marine & Ports added: ‘Decision-makers in the ferry sector like Corsica Linea continue to lead on zero-emission shore power, proving that existing vessels can significantly reduce environmental impact with technology that is available to shipowners today. We are delighted to offer our turnkey shore connection solution to meet Corsica Linea’s shoreside power needs.’
This second volume in the Collecting Maritime Evidence series has a special focus on electronic evidence – what it is, how to preserve and collect it, and how it can be used to understand the circumstances that led to a maritime incident.
While not completely replacing traditional records such as hard-copy logbooks, data from electronic sources such as ECDIS, VDR and AIS is vital for the investigator. Admiralty Judge Mr Justice Teare points out that the great benefit of such evidence is that “electronic or digital records cannot lie or have a faulty or imperfect recollection. They will be the best evidence of what happened.”
The book’s expert contributors are drawn from a wide range of disciplines. Among the subjects they discuss are the roles of the average adjuster and the mariner lawyer, evidence collection from the P&I perspective and that of the naval architect, and fire, deterioration of agricultural cargoes, machinery failure and surveying.
Introducing the volume, Captain Ian McNaught CVO MNM FNI, Deputy Master of Trinity House, emphasises, “It is imperative that seafarers understand the need for accurate evidence after an accident on board ship.” The expert advice contained here and in Volume 1 will enable seafarers to protect themselves and defend their actions through the production of such evidence.