Restrictions regarding the sulphur levels in fuels used by vessels in the North Sea and off the coast of California is already seeing claims for engine damage as the switch from the high sulphur bunker and the need to purify the low sulphur fuels for catalytic fines is seeing rising numbers of engine losses.

Delegates at the IUMI annual conference in Zurich were told the low sulphur fuel requires expert treatment if it is to be used without damaging the vessel’s engines.

Gerry Williams, chief surveyor hull and machinery Europe with BMT Marine & Offshore Surveys said the biggest threat was the level of cat fines which were evident in the low sulphur fuel and the damage they could cause if the bunker fuel was not properly purified.

“The fines have the potential to seriously damage the engine,” he told delegates. “Already we have seen several losses off the coats of California where fines have damaged engines and in some cases caused engine failure.

“Thankfully at present the failures have not caused collisions but the loss of power on a vessel has to be a concern.”

He also urged ship’s masters and engineers to check the quality of the fuel they were taking on board and warned them to ensure they sent off their samples for testing.

“All too many will keep the sample on board and only produce it when there is a loss or and incident by which time it is too late,” warned Williams.

“We are finding ever more exotic constituents in fuel including waste from the cosmetic industry for instance and high levels of water. The quality of the bunker will impact on the performance of the fuel and its effect on the ship’s engines.”

IUMI Ocean Hull Committee Chairman Peter McIntosh said: “The concern we have as underwriters is by necessity when vessels look to enter an area where there is a low sulphur requirement the engines have to be shut down  in order for the necessary adjustments for the fuel change can be made. A vessel without power is at risk of drifting and therefore the danger of grounding or collision will increase.”

The session also discussed the rise in slow steaming.

McIntosh said at present there had not been the sudden spike in claims the industry had feared.

“We were concerned over the effect slow steaming would have on engines and while the use of the practice has not been at a level or for a time to provide any concrete data we are not seeing the feared claims.”

Ludovic Gerard, vice president CMA CGM Group said the use of slow steaming within the container sector was here to stay.

“There are clear benefits in terms of the amounts of fuel used and we believe that slow steaming will be here for the long term,” he said. “We have been working with the engine manufacturers and have carried out tests and while there are some minor issues, they can be overcome and with expert support both ashore and on the vessel ships can slow steam with no negative impact on performance of the condition of the engine.

“My view is that if it is carried out correctly then underwriters need not worry.”