Gregory B. Weeter, Editor
NAMSGlobal National Office Evie Hobbs
Steven P. Weiss, President
John Venneman, Vice-President
Ian D. Cairns, Secretary
David M. Pereira, Treasurer
Immediate Past President
Richard L. Frenzel
In This Issue
On The Move
Welcome to spring. I am sure it has now arrived in all its splendor in all parts of the northern hemisphere.
It is amazing that another Spring Conference has come and gone and what a conference it was. We had almost 100 attendees with outstanding talks by many of the best and brightest in our midst. The admiral gave us a good start and I was impressed by the professionalism and skill of our presenters. All of the tracks seemed to have great speakers this round.
We are now looking forward to the fall BOD meeting in Rhode Island. Greg Gant and the National Committee team are hard at work on spring 2015. I know there will be regional meetings and with the approval of the BOD, the national officers will be able to travel and at least have one national officer at the regional meetings. Please let me know when they are scheduled so they can be published here as well as arranging attendance.
There still seems to be confusion as to what the BOD and the executive committee has been doing with IAMWS, various new ways to be certified and all of the operations of the organization. The members of NAMSGlobal elect their BOD who then runs the organization. Between BOD meetings the running of the organization rests with the executive committee. Any significant decision affecting the organization is either voted on at one of the two formal BOD meetings or if necessary, we can call a special telephonic meeting. The same rules apply for Quorum etc. on those meetings. Another option is that an email vote is conducted of the BOD. This must be voted on by 100% of the BOD and a simple majority applies.
Your BOD spends a lot of time working to the betterment of the organization and I would like to thank each and every one of them formally here and if you get a chance give them a shout out. There is always some lively conversation at the members meetings and this meeting was no different. Your feedback is important to us and be sure to give your feedback to your Regional Vice President or one of the members of the Executive Committee. We all look forward to this interaction.
I also want to take this opportunity to thank Greg and Reggie Gant and their National Conference Committee for yet another excellent conference. I am not sure how many but at least 5 or 6 have been under their mentorship. Greg has retired as National Vice President (term limited) and John Venneman has been elected as the new National Vice President. John has jumped in eagerly and is looking forward to serving the membership.
Online testing is in the final stages of development and we are looking to have it fully implemented within the next 90 days for IAMWS and 180 days for NAMSGlobal. This will be the wave of the future for testing and accreditation.
Applications for membership in the IAMWS (NAMSGlobal subsidiary) will be available within 10 days. Please let Evie know if you are interested. If you choose to submit an application, it will be screened by the IAMWS screening committee. Remember this is focused on those Marine Warranty Surveyors who use the Joint Rig Committee Code of Practice and Scope of work in accomplishing their day to day work. This does not include Project Cargo or other warranty work outside this at this time.
As discussed on my last letter, Mike Beijar has resigned as webmaster. We have had several folks step up to volunteer and fill the gap for the newsletter but we are still looking for a webmaster to take on the role. Capt. Sam Pirtle has stepped up to be our new E-publisher. Please let John Venneman or me know if you are interested as he is working to redesign the website.
David Pereira has volunteered and been confirmed by the BOD as the new NAMSGlobal Treasurer. He will be serving in that role and as a member of the Executive Committee.
Please let Greg Weeter, editor of the E-news know in advance when there are functions in your regions. Please copy me as I will be coordinating with the Executive Committee representation at regional meetings.
Steven P. Weiss, NAMS-CMS
Spring Conference attendees: Greg Gant, Gayle Shearer, Cheryl Vincent,
Ed Shearer, Tim Vincent, Joe Derie and Reggie Gant
Spring Conference attendees: Shawn Bartnett, Greg Weeter,
Steve Knox, Annette Knox & Deborah Weeter
The news articles and current events you send in make the NAMSGlobal E-News interesting to readers in all disciplines of marine survey: Please send new material to email@example.com.
Thanks, and best regards to all.
Greg Weeter, Editor
We request those wishing to submit articles and / or papers for publishing in the NAMS eNews, please refer to the Disclaimer, Copyright Statement and Submissions Policy at the bottom of this NAMS eNews or use the link to the left.
|Name||Status & Discipline Applying For||Region||Sponsor(s)|
|Anirudh Verma||NAMS-Applying / Cargo & Y&S||E Gulf||Rajesh Verma|
|James E Hilton||NAMS-CMS/Y&S||N England||Dennis Layfield|
New Members Elected 6 April 2014
|Nigel Robinson, IAMWS-CMWS||Marine Warranty||W Gulf||Doug Devoy|
|Norman Dimmell, IAMWS-CMWS||Marine Warranty||W Gulf||Doug Devoy|
|Charles Hazouri, NAMS-CMS||Y&S||E Gulf||Richard Frenzel|
|Matthew Knoll , NAMS-CMS||H&M||E Gulf||Mark Shiffer|
|Wesley Shiffer, NAMS-CMS||H&M||E Gulf||Mark Shiffer|
|Kevin Jirak, NAMS-CMS||Cargo||W Gulf||Louis Marino|
|Christopher LaBure||H&M||E Gulf||Chris LaBure, Conrad Breit, Wade Olsen|
|Mark Clark||H&M and Cargo||N York||Andrew Kinsey, Reinier VanderHerp, Richard Frenzel|
|Dean Ford||Y&S||S Pacific||George LeBaron|
Members Change In Status
|Richard Frenzel, NAMS-CMS||Retired Life Member||W Gulf|
|John Strong, NAMS-CMS||Retired||N Pacific|
|Kevin Moran, NAMS-CMS||Retired||W Rivers|
|Michael Schiehl, NAMS-CMS||Retired||E Gulf|
|Donn Kaylor, NAMS-CMS||Retired||S Pacific|
|Robert Gibble, NAMS-CMS||Inactive||N York|
|Roy Summers, Non-Certified||Inactive||W Gulf|
|Edward Lowe, NAMS-CMS||Resigned||N York|
|Heather Morse, Associate||Resigned||N Pacific|
|Terry Brown’s Marine Service, Affiliate||Resigned||S Pacific|
|Sunset and evening star, And one clear call for me!And may there be no moaning of the bar, When I put out to sea,But such a tide as moving seems asleep, Too full for sound and foam,When that which drew from out the boundless deep Turns again home.Twilight and evening bell, And after that the dark!And may there be no sadness of farewell, When I embark;For though from out our bourne of Time and Place The flood may bear me far,I hope to see my Pilot face to face When I have crossed the bar.
|Arthur DeFever||6/6/18 – 4/10/13Icon of the San Diego Waterfront, Arthur DeFever passed away peacefully on April 10, 2013, at the age of 94 with members of his family by his side. He was born and raised in San Pedro, California and is survived by his wife Ruth, daughter Carolyn (Doug), sons Arthur Jr. and Donald (Nancy), 3 grandchildren: Joseph, Samuel and Daniel DeFever, sister Teresa and half-sister Martha of Oostende, Belgium.He was preceded in death by his oldest son Alan, and first wife Dulcie. Arthur started his career in the early 1940’s with design and construction of custom furniture for the Los Angeles and Hollywood elite. During World War II he worked with San Pedro Boat Works, involved in military watercraft design and construction. After the war he became involved in the growing tuna fishing business in Southern California with designs for conversions of small naval vessels to tuna fishing bait boats. In 1954 he moved his naval architecture practice to San Diego, establishing a presence to service the burgeoning tuna fishing industry and providing designs for tuna seiners built by San Diego Marine Construction (later to become Campbell Industries), Mauricio, Martinac & Southwest Marine among his many clients.In his time and influence, the modern tuna clipper design developed with the bulbous bow, aft engine room, high-powered net and chase boats, helicopter spotting and many other innovations to his credit. The custom furniture and marine design naturally melded into a career designing yachts, which Arthur pursued from the late fifties until his passing. The design of pleasure oriented offshore cruising motor yachts, inspired by his early work in the rugged tuna clippers, established his signature name, put him at the forefront of power-cruising yacht development and made him an icon in the yacht world and on the San Diego waterfront.His first yachts were for the Ocean Cruising Club in the late 1950’s, and in the following decades he developed many custom and production yacht designs built in the USA, Mexico, Japan, Holland, Taiwan, China, Spain and Italy. His yachts now grace the wide world’s waters, are enjoyed by the very exclusive set and ordinary yachtsmen alike and form his enduring legacy. The DeFever Rendezvous, an annual gathering of DeFever yacht devotees, is a testament to what he gave to the yachting world and to the craftsmanship and love he put into his many yacht designs.Arthur lived life to the fullest and enjoyed outdoor adventure. Beside cruising in his designs all over the world, he was an avid sailboat racer at world and national championship levels, enjoyed hunting, fishing, spending time at Catalina Island and entertaining friends and family. He was involved in many local organizations such as the Catalina Conservancy, Ducks Unlimited, San Diego Maritime Museum and the San Diego Zoological society. He was commodore of the San Diego Yacht Club in 1974 and was involved in the San Diego Association of Yacht Clubs, the Southern California Yachting Association and numerous other yachting organizations.|
|Ernest “Chip” Gunther||Posted On April 30th, 2014 – Honolulu Star-AdvertiserERNEST CHIP GUNTHER Ernest “Chip” Gunther of Kailua, Oahu died March 22. He was born on September 12, 1923 in San Francisco to Admiral Ernest Gunther and his wife, Helen, where they lived prior to moving to Santiago, Chile. Upon returning to the United States, he attended boarding school at Milton Academy in Milton, Massachusetts. His early university years were spent at University of California, Berkeley until he joined the United States Navy. Chip loved his years in the US Navy as a fighter pilot and flight trainer. Upon retiring, he and his wife Peggy moved to Hawaii where they raised their two daughters, Susan and Molly. After the death of Peggy, he married Norma Larsgaard. Chip was a highly congenial man who thoroughly enjoyed being with friends and would go out of his way to be of assistance to them. An avid outdoorsman, Chip enjoyed fly fishing and bird hunting trips with his younger brother, Charles, raced Cal 20s primarily out of the Kaneohe Yacht Club, and walking Kailua beach with his dogs. In his later years, he was a devoted docent at the Pacific Aviation Museum. Chip is survived by his daughters, Susan Hoff of Marin, California and Molly Killefer of Ashland, Oregon.|
American Institute of Marine Underwriters
EDUCATION CALENDAR – 2014
Upcoming Opportunities! Students now have two options: Attend in the classroom or as a Distance Learning Student. AIMU now offers this option as a means to train the ocean marine industry. You can attend from anywhere in the U.S. We provide you with a link to video-conference into the classroom. Registrations are open at http://www.aimu.org/AIMUEducationSchedule.htm
REMINDER: PAPERS AVAILABLE ON AIMU WEBSITE
Please be sure to check out the numerous papers that are available under the Papers tab of our website to the link for “Papers Available Online”. There is a great deal of useful material from prior years’ seminars and Marine Insurance Day presentations. We also include the Amicus Curiae briefs that AIMU has filed over the years, including the most recent one “Sosebee, et al, v. Certain Underwriters at Lloyds, London, Case No. 13-30738”. On March 31, 2014, Mr. Joseph Grasso of Wiggin & Dana is scheduled to present an oral argument to the Fifth Circuit Court of Appeals in New Orleans in support of our Amicus brief filing.
American Boat & Yacht Council (ABYC) Education
ABYC is the essential source of technical information for the international marine industry. ABYC develops product safety standards, credentialing, education, training, and other tools to equip members to be successful. ABYC supports members to achieve the goal of making boating safer. Website: http://www.abycinc.org/ Class Descriptions Click here for the Class Calendar
“PROJECT CARGO OVERVIEW” ON-DEMAND WEBINAR
Released in February, 2014; Duration: 71 minutes
DETAILS: This is an informative, highly rated presentation that ends with a lively Q&A. Issues addressed include: What is project cargo? Coverage provided including Delay in Start-Up (DSU); How to approach from an underwriting perspective and how brokers can identify these exposures when dealing with clients; What is a critical item? The importance of marine loss control during the life of a project; Lenders requirements in project financing; Owner versus contractor controlled projects; Inco terms and their impact on Delay in Start Up coverage; Project shipping timelines; The importance of claims handling; Types of projects and highlight the heavy lift carriers’ role in project cargo insurance. To register, go to http://www.aimu.org/online-web-lecture-center.html
May 27-29, 2014, Seattle, Washington
Pacific Maritime Institute
Course Name: Beyond Basic Stability & Trim
Course Overview: This Workshop is for those who want and need more practical working Beyond Basic Stability and Trim. This Workshop will be offered by the author of Stability and Trim for the Ship’s Officer, William E. George. With William George’s methods all you really need is the vessel’s hydrostatic table, capacity plan, a simple calculator and a few sheets of paper. Participants will be able to eliminate the “trial and error” methods now used with loading computers by employing these direct “Old School Methods” covered in the workshop. All participants who attend this workshop will receive an autographed copy of Stability and Trim for the Ship’s Officer, 4th Edition. To learn more about this course and to view our comprehensive flyer, please click on the following hyperlink. Beyond Basic Stability & Trim. Price: $895. For further information or to register for Beyond Basic Stability, click hereor contact Ms. Jennifer Pitzen toll free at (888) 893-7829 or via e-mail at firstname.lastname@example.org
May 29-30, 2014 Sayreville New Jersey
New Jersey State Fire Academy
Fire Investigation course.
The course consists of classroom study as well as practical field investigation. They’ve pulled together approximately 10 to 12 salvage boats and will stage unique fires on each one. All the attendees split up into teams and are assigned to investigate the origin and cause of fire on one of the boats. It’s a great opportunity for a very practical learning experience. They put the same course on two years ago and it was a rousing success. The class is already half full, so it will be well attended this year. This is a great opportunity for surveyors interested in these type of losses as well as a chance to get a bunch of CE credits while getting dirty. Good for 12CE’s.
June 12, 2014 New York, New York
AIMU/MICA ‘MARINE CLAIMS ADJUSTING’ SEMINAR
Full-day seminar “Marine Claims Adjusting: Performance, Pitfalls and Profitability”, jointly hosted by AIMU and MICA, at the Marriott Downtown, NYC. The seminar will include six sessions designed to attract audience participation and engagement. The topics include: “Practical Management of Complex Cargo Losses”, “Salvage Success: Cargo Salvage”, “What Makes a Good P&I Investigation”, “Loss Case Reserving: An Art or a Science”, “Key Concepts for A Successful Hull Salvage or Wreck Removal” and “Investigation Methods: Cargo Theft and Fraud”. A one-hour cocktail reception will directly follow the seminar. Pending Approval of 7 CE credits for P&C Brokers & Agents, Public Adjusters (BR, C3, PA, PC) in NY, NJ, and TX. This seminar is approved for 7 SAMS and NAMS credits. Sponsorship Opportunities are available at this link: http://www.aimu.org/aimu-mica-sponsorship.html. For further details or to register: http://www.aimu.org/aimu-mica-seminar-info.html.
July 24, 2014, New Orleans (Kenner), Louisiana
American Society of Appraisers USPAP 7 hour Update for Machinery & Technical Specialists
July 25-26, 2014, New Orleans (Kenner), Louisiana
American Society of Appraisers 15 hour USPAP course
Contact Jan LaBure on cell phone 504-487-4706
September 14-17, 2014, Savannah, Georgia
INTERNATIONAL APPRAISERS CONFERENCE
The 77th annual International Appraisers Conference (IAC) WWW.APPRAISERS.ORG
Download PDF Registration Form
September 21 – 23, 2014 Houston, Texas
The 49th annual Houston Marine Insurance Seminar will be held at Westin Galleria Hotel. We are looking forward to our 49th year as the leading Global Energy and Marine Seminar. Registration questions can be addressed to Sammie Aden at email@example.com or Kellie Whittleman at firstname.lastname@example.org. Reservations for accommodations can be made on the web at: https://www.starwoodmeeting.com/book/mii15 or by mail using the hotel reservation form. All lodging reservations are to be made direct with the hotel.
October 15-18, 2014 New Orleans, Louisiana
SAMS 2014 Annual Meeting and Educational Training Symposium, at the Hyatt Regency New Orleans Hotel, 601 Loyola Avenue, New Orleans, Louisiana. Contact Rhea P. Shea at email@example.com, 904-384-1494 or 800-344-9077
October 24, 2014, Lincoln, Rhode Island
NAMSGlobal New England Regional Fall Seminar and NAMSGlobal Board of Director’s Meeting will at the AMICA Insurance building. Further details at www.namsglobal.org click on th events tab. For details contact Douglas B. Mentuck, NAMS-Certified Marine Surveyor
Phone, Direct 978-712-4015 Email firstname.lastname@example.org
Maritime Training Academy
Online Marine Incident Investigation course, specifically designed for people who are: personnel responsible for accident prevention such as ship safety officers, company safety officers, designated persons ashore (DPA), Captains and senior ship officers, operational ship managers, engineering and/or marine superintendents. It also applies to safety professionals, incident investigators, marine surveyors, loss prevention managers, risk managers, P&I underwriters and claims managers, solicitors, accountants, flag and port state control inspectors and classification society surveyors. The online course consists of 1 module that must be completed within 6 months. For further information about the Marine Incident Investigation certificate please contact Lou Blackaby at email@example.com or telephone +44 (0) 1252 732220
ABYC 2014 Course Calendar
For the latest information on ABYC’s 2014 educational programs, please go to the ABYC home page by clicking here and look under Events in the right sidebar. Be advised it opens a new window in your browser. Simply close it to return here.
ABYC conducts many educational programs including, but not limited to, Marine Electrical Systems, Corrosion Surveys, Diesel Engines & Support Systems, Air Conditioning & Refrigeration, and ABYC Standards.
If you have questions regarding registration for the ABYC courses please contact Cris Gardner or Sandy Brown at 410.990.4460.
AIMU Education 2014 Calendar
There are new additions to AIMU’s online Web Lecture Center, which now offers fourteen webinars. The online Web Lecture Center can be accessed through the AIMU website under the ‘Education’ tab or directly at http://www.aimuedu.org/default.aspx. Additional recordings will be added continually and will particularly benefit those who prefer viewing the lectures at their convenience. The fee for each webinar is $50 (members) and $75 (non-members).
Students now have two options: Attend in the classroom or as a Distance Learning Student. AIMU now offers this option as a means to train the ocean marine industry. You can attend from anywhere in the U.S. We provide you with a link to videoconference into the classroom. Turn on your computer, dial your phone (or turn on your computer speakers) and attend. This includes video and audio capability using Microsoft Live Meeting! You will have the ability to see, hear, and ask questions of the instructor. For a list of classes go to: http://www.aimu.org/AIMUEducationSchedule.htm.
For the latest information, please visit http://www.aimu.org/OceanMarine2013.html.
SUNY Maritime College
SUNY Maritime College is offering online courses. Typical costs for the online classes are $800.00 plus class book, saving travel, lodging, meals and time away from your business practice. The typical 6-week course earns 18 credit hours for continuing education credits.
Each of the classes will require at least 20 hours completing and some may take up to 30 depending on the extensiveness of the student. If Members require CEs, I am now able to provide the office with an attendance time on task for each student so that you know the minimum amount of time put in by each student.
To obtain syllabus of the classes contact: Janet Peck, NAMS-CMS, 843.628.4340 or 843.291.2922 or email firstname.lastname@example.org. To enroll in any of these classes you should contact: Margaret Poppiti Administrative Assistant Department of Professional Education & Training SUNY Maritime College 6 Pennyfield Avenue Throggs Neck, NY 10465 www.sunymaritime.edu (718) 409-7341 MPoppiti@sunymaritime.edu
MPI Online Education
On-Line modular Marine Incident Investigation course, specifically designed for people who are: personnel responsible for accident prevention such as ship safety officers, company safety officers, designated persons ashore (DPA), Captains and senior ship officers, operational ship managers, engineering and/or marine superintendents. It also applies to safety professionals, incident investigators, marine surveyors, loss prevention managers, risk managers, P&I underwriters and claims managers, solicitors, accountants, flag and port state control inspectors and classification society surveyors. Contact Lou Blackaby at email@example.com or telephone +44 (0) 1252 732220
ProBoat E-Training is a series of online courses developed by the staff of Professional BoatBuilder magazine offering a variety of web-based courses. If you have suggestions for new offerings, please contact us.
Please visit our website for the current ProBoat course list.
Houston Marine Education Schedule
Since its inception in 1972 Houston Marine has become the premier source for the certification and training of maritime personnel by offering efficient, cost-effective products and services in a variety of locations and formats. The education schedule is available at http://www.houstonmarine.com/.
Maritime Training Academy (MTA)
The Maritime Training Academy has a selection of short courses designed to grow your skills in key areas of the maritime industry . If you require more information, please email firstname.lastname@example.org. Alternatively click here to download the brochure and application for ship building & repair.
Click here for other short courses including, but not limited to, marine incident investigation.
Svitzer Salvage Academy
With a history spanning centuries and an unbeaten track record in maritime emergency management, Svitzer Salvage has a unique combination of knowledge and experience to offer. The Svitzer Salvage Academy provides professionals in the marine industries access to the know-how gained over thousands of casualty situations, prevented, managed and controlled by Svitzer and its affiliates over the years. Svitzer Salvage B.V. http://www.salvage-academy.com/
MITAGS-PMI, Maritime Training Courses
To visit the Maritime Institute of Technology and Graduate Studies-PMI website, click here
To learn more about the courses at Maritime Institute of Technology and Graduate Studies (MITAGS), contact Robert Becker at: email@example.com
To learn more about the courses at Pacific Maritime Institute (PMI), contact Jennifer Pitzen at: firstname.lastname@example.org
National Cargo Bureau Training Courses
The National Cargo Bureau has a number of self-study courses. For more information, visit their website by clicking here..
The www.aimu.org web site has been redesigned for optimal display on any device including smart phones, tablets and desktop monitors. The web site content and access to password-protected information remains the same. The Site Search feature has been added for fast location of content. The Calendar of Events on the home page will quickly let you know about AIMU courses/ seminars and industry events.
SURVEYING COMMERCIAL FISHING VESSELS FOR WATERTIGHT INTEGRITY
CAPT Joseph A. Derie, NAMS-CMS; AMS, SAMS; CMI, Chair, Fishing Vessel Technical Committee, NAMS Southwest Passage Marine Surveys and, CAPT Timothy M. Vincent, NAMS-CMS; SAMS-AMS, Member, Fishing Vessel Technical Committee, NAMS, Vincent Maritime Services, LLC
Watertight integrity is defined as the ability of a structure on a vessel to prevent the passage of water in any direction. This can either be a structure on a weather deck, or a bulkhead, or a deck below the main deck. Openings on a weather deck that are watertight are components such as hatches, cargo hatches, port-lights and bridge windows. Due to their exposed positions on the outer structure of the hull and their frequent use, any problem with the watertight integrity of these items is immediately noticeable, which allows steps to be taken to effect repairs before the situation becomes serious.
The lack of watertight integrity of items in below deck bulkheads and decks and compartments is not so easily recognized. These items include hatches (vertical and horizontal), piping runs, electrical cables and conduits, and remote valve actuators. That is because normally the only time they are exposed to water and found to be leaking is when that compartment is taking on water and the vessel is probably in grave danger. That is a bad time to find that a below deck opening is not watertight, and generally it is impossible to repair them at that time.
The most recent example of a vessel finding that its openings in a below deck bulkhead were not watertight was the F/V Alaska Ranger, a factory ship which sank in the Bering Sea after progressive flooding on 28 March 2008. The National Transportation Safety Board (NTSB) report on its investigation of the incident found that the vessel had lost its rudder and the rudder flat flooded. The NTSB stated that: “Flooding of the rudder room should not have sunk the ship since there was a watertight bulkhead.” The NTSB speculated that the door was left open, the seals or latching dogs failed, or that the holes cut in the bulkhead for refrigeration lines needed for fish processing were not watertight.
US COAST GUARD SAFETY ALERT
Following the sinking of the F/V Alaska Ranger the US Coast Guard issued Marine Safety Alert 1-08: “Maintaining Vessel Watertight Integrity.” This safety alert had an emphasis on “Watertight Integrity” and “Bilge and High Water Alarms.” Under “Watertight Integrity” the Coast Guard recommended that owners and operators:
- Ensure all crew-members are familiar with the locations of the watertight doors (WTDs) and weather tight closures throughout their vessels. Knowing the locations of such WTDs and weather tight closures should be part of the crew-member vessel familiarization process.
- Ensure WTDs and hatches are closed while at sea and as otherwise specified in the stability guidance provided to the master or individual in charge. The importance of keeping WTDs and hatches closed should be emphasized on a regular basis (e.g. at safety meetings). WTDs and hatches should be opened only briefly to allow passage and labeled appropriately to remind crew-members to close them. If they must remain open to permit work, WTDs and hatches should be attended at all times so that they can immediately be closed. Any WTDs permitted to be open while the vessel is underway should be secured during drills to ensure they work properly.
- Implement a WTD inspection program to ensure each WTD is regularly inspected and properly maintained.
- Ensure compartments and external hull structures fitted with ventilation ducts that have hinged covers with gaskets, hinges, sealing surfaces and securing mechanisms are regularly inspected and properly maintained.
- Ensure all watertight decks and bulkheads are inspected periodically to verify that there are no unprotected openings or improper penetrations that will allow progressive flooding and that closure devices (e.g. watertight doors, duct closures, etc.) are in place and in working order.
- Ensure electrical cables and conduits, piping runs, remote valve actuators, and other components that penetrate watertight bulkheads, decks, and compartments are inspected frequently and properly maintained. WTD inspection and inspection of electrical cables and conduits, piping runs, remote valve actuators, and other components that penetrate watertight bulkheads, decks, and compartments should be part of any survey of a commercial fishing vessel.
To survey these items the USCG states that:
- As part of the inspection of each WTD, the following should be examined: straightness of the knife edge; the door assembly for twisting or warpage; evidence of loose, missing, seized or damaged components; permanent set in gasket material, cracks in the gasket; gaps at gasket joints; paint, rust, or other foreign material on gaskets, knife-edges and working parts; binding and difficult operations; and loose or excessively tight dogs. Rotating spindles of the dog, handles and hinges, and other points of friction should be lubricated to prevent seizing and allow proper closure. If fitted, the spindle packing should also be examined.
- Ensure watertight hatches, dogged manholes, bolted manhole covers, and access plates are given similar examinations, focusing on the sealing surfaces and the method by which the hatch is secured. Gasket materials should be replaced whenever they are found insufficient. Regardless of the type of hatch or access, every component that secures the device, such as dogs, wing nuts, or bolts should be inspected, lubricated and free, and repaired or replaced as necessary to ensure they operate properly. As with watertight doors, hatches and accesses should be labeled to indicate they remain closed while underway.
NORTH PACIFIC FISHING VESSEL OWNERS ASSOCIATION VESSEL SAFETY MANUAL (NFPVOA VSM)
A good source of information on this topic is provided in the NPFVOA VSM.
This manual is considered the industry standard for commercial fishing vessel owners and operators and was developed in conjunction with the US Coast Guard Fishing Vessel Safety Task Force, naval architects, engineers and end-users in the commercial fishing industry.
The NPFVOA VSM is an excellent reference for a wide variety of topics concerning fishing vessel safety. Developed for the commercial fishing industry in the North Pacific, its coverage applies to commercial fisheries in any geographical area and it should have a place in any fishing vessel surveyor’s reference library. Surveyors who perform surveys of commercial fishing vessels should be aware of the following challenges they may face when inspecting these vessels:
Commercial Fishing Vessels are often highly dynamic, with a wide variety of on board systems. These systems include but are not limited to:
- Refrigeration machinery (refrigerated seawater systems) or refrigerated cargo holds, blast freezers.
- Extensive hydraulic systems.
- Exhaust and supply ventilation systems.
- Bilge/wash down/fire pumping systems.
- Seawater ballast systems, bow thrusters.
- Processing machinery systems and other ancillary equipment.
Surveyors should pay particular attention to the fact that these systems are subject to constant change, due to functional obsolescence, need for greater efficiency, changing of fisheries, and upgrades required to remain competitive in an extremely competitive industry.
These factors often contribute to compromise in watertight integrity, due to penetrations in bulkheads and through hull fittings installed for new piping, electrical and ventilation runs. Often these installations are carried out, but not fully finished, leaving open penetrations and potential for disaster.
More information can be found on pp 53-54 of the NFPVOA VSM.
SURVEYING FOR WATERTIGHT INTEGRITY
Fishing vessel surveyors should be aware that electrical cables and conduits, piping runs, remote valve actuators, and other components that penetrate watertight bulkheads, decks, and compartments may have a unique sealing method involving glands with packing assemblies, penetration seals, or other methods. They should be surveyed to see if the owner or operator inspects them frequently and if they have been properly maintained.
An important part of surveying watertight hatches, dogged manholes, bolted manhole covers, and access plates is inspecting the gaskets. This is best done by the “chalk test,” that is chalking the knife-edge and then closing and dogging the hatch. The hatch is then opened and the gasket inspected. An area where there is no chalk on the gasket is an area that is not secured properly and is therefore not watertight. Irregularities or breaks will indicate the following:
- Improper adjustment of dogs.
- Defective gaskets.
- Wear due to closure of frame.
- Worn out or damaged places along the knife-edge.
Gaskets and knife-edges should always be visually inspected during a survey. A badly worn or torn gasket or damaged knife-edge indicates a door that needs repair and a test is probably superfluous. If a gasket or knife-edge has an irregularity it is best to take a conservative approach to the irregularity and a chalk test should be performed.
A watertight door that is not watertight must be repaired before the vessel gets underway again. A watertight door that is not watertight is a clear indicator that the vessel is not suitable for use in its intended service and that should be noted on the survey report.
Testing the sealing of packing assemblies and glands of electrical cables and conduits, piping runs, remote valve actuators, and other components that penetrate watertight bulkheads, decks, and compartments is more difficult. The primary method is the “light leak” test. The surveyor looks at the packing assembly or gland and sees if light is visible from the adjacent compartment or deck. If so, then obviously the watertight integrity of the item has been compromised and it needs to be repaired or replaced immediately. Often this can be difficult to do because of their remote location and height above the deck.
Even if the item passes the light leak test, the surveyor should still inspect the item for condition and maintenance. Does it look like it will hold up in the event of flooding or does it look like it will deteriorate and fail if the compartment floods? This can be a difficult call at times and the surveyor should always be conservative in his findings. Lacking any other criteria, if it looks bad, it is bad, and replacement should be recommended.
Other means of testing for watertight integrity include pressure testing of a compartment by pumping air into the compartment to see if it holds air or spraying watertight doors with a fire hose. These tests are beyond the scope of most surveys.
DAMAGE CONTROL KITS, THROUGH-HULL FITTINGS AND HIGH WATER ALARMS
Keep in mind the vessel that you are surveying is more than likely manned by a Captain and crew who would like nothing better than to fill their boat with the maximum allotment of catch. When a fishing vessel is fully loaded with catch, the margin for safety where watertight integrity is concerned becomes razor thin.
CAPT Tim Vincent, one of the co-authors of this article, knows this well, because he spent nearly 30 years of his career attempting to do just that. He will never forget returning to Dutch Harbor in 45 knot winds and 25 foot following seas, fully loaded with catch and essentially zero freeboard, to find out the lazarette hatch cover had failed and the lazarette bilge pumping system had become clogged with debris. You learn a lot about damage control real fast in a situation like that.
As a surveyor when inspecting fishing vessels, you should always ask the owner or operator to show you their damage control kit and what sort of supplies they have. This kit is the fisherman’s last line of defense and no commercial fishing vessel should be without one.
As part of your due diligence, pay careful attention to examining through-hull fittings. Flanged pipe fittings are best, but often threaded pipe fittings are what you find. Are the threads corroded? Do you see rust streaks anywhere adjacent to the fitting on the side shell? Is anything jury-rigged in-line with the fitting, such as neoprene hose with hose clamps? Are there any unusual added pipes/fittings to the through-hull fitting on the outboard side of the main sea valve?
It is suggested that through-hull valves should be butterfly valves or other type valves whose handles or hand wheels are arranged so that it can be clearly seen whether the valve is open or closed.
Keep a sharp eye out for locking handles on directional butterfly valves serving brine and circulating seawater pump systems. Often these are found in poor condition from rust, missing detent springs or removed handles. These handles should always be installed and in working order. The stability of the vessel could be dependent on this.
Keep an eye on ANY overhead hatches above you when working below decks. Many watertight hatch covers are steel construction and will waste over time. Examine the hatch carefully for corrosion. When examining these hatches, keep an eye out for rust streaks on the coaming as an indicator of lack of watertight integrity.
Finally, you should inspect bilge high water alarms as well. 46 CFR 28.250 requires high water alarms on documented vessels that operate beyond the boundary lines, or with more than 16 individuals on board, or for fish tender vessels engaged in the Aleutian trade:
On a vessel 36 feet (11.8 meters) or more in length, a visual and audible alarm must be provided at the operating station to indicate high water level in each of the following normally unmanned spaces:
(a) A space with a through-hull fitting below the deepest load waterline, such as the lazarette;
(b) A machinery space bilge, bilge well, shaft alley bilge, or other space subject to flooding from sea water piping within the space; and
(c) A space with a non-watertight closure, such as a space with a non-watertight hatch on the main deck.
The Commercial Fishing Vessel Safety Digest published by the Marine Safety Division of the 1st Coast Guard District recommends that:
- Any vessel with an enclosed space that uses water in the sorting or processing of fish [should] be fitted with a high water alarm in each corner of the space; and
- Masters should test each high water alarm at least weekly for proper operation.
Checking the high water alarms for proper operation should be on any Vessel Pre-underway and Vessel Safety Inspection Checklists.
A USCG marine inspector gave some good advice recently suggesting the use a Ziploc bag filled with water to test bilge alarms, as opposed to poking the sensor with a screwdriver or other device, as that could jam the sensor.
USCG 3RD PARTY FISHING VESSEL EXAMINERS
Surveyors acting as USCG 3rd Party Fishing Vessel Examiners should be aware of:
- Page 2 of the USCG Commercial Fishing Vessel Safety Examination which requires inspection of High Water Alarms for vessel 36’ or more, and
- Supplement 2, Subpart E, to the USCG Commercial Fishing Vessel Safety Examination, which is required to be filled out for “Vessels 79 feet or more not required [to have] load lines, [which were] constructed or had a major conversion or alteration to fishing/processing equipment after 15 September 1991,” specifically the section referring to 46 CFR 28.560 Watertight/Weathertight Integrity.
Watertight integrity is a key element in vessel safety, especially commercial fishing vessels, due to the nature of their mission and customs, and their operation away from well-traveled sea-lanes where rescue or aid would be on hand in case of an accident. Marine surveyors that survey fishing vessels should be aware of the USCG requirements for watertight integrity and high water alarms, as delineated in 46 CFR 28, and the industry standards of the NPFVOA VSM. Their survey checklist should include inspecting watertight doors and watertight bulkhead penetrations and their survey tool bag should include chalk.
In addition, as with other safety related parts of a survey, they should use the time spent inspecting watertight doors and watertight bulkhead penetrations as an opportunity to instruct the personnel from the vessel who are accompanying them on what they are doing and its importance, so that the crew can identify problems and take effective action to correct them early.
In the last issue we failed to credit the author of the article on Fishing Vessel Stability. It was CAPT. Joe Derie, a frequent contributor to NAMS-E-news. We apologize for the oversight. The credits should have read:
FISHING VESSEL STABILITY
CAPT Joseph A. Derie, NAMS-CMS; AMS, SAMS; CMI
Chair, Fishing Vessel Technical Committee, NAMS
Southwest Passage Marine Surveys
“Stability and Trim for the Ship’s Officer” (4th Ed., 2005), defines stability as “the ability of a vessel to return to its original condition or position after it has been disturbed by an outside force.” The National Cargo Bureau (NCB) defines it as the “tendency for a floating vessel to resist a sudden change of position or condition relative to the surface of the water in which it is floating.” The NCB goes on to point out that “the greater the tendency to resist a sudden change of position or condition a vessel has the greater the stability the vessel possesses. In like manner a lesser tendency to resist a sudden change indicates the vessel has less stability.”
SEWOL BECOMES 100th PASSENGER VESSEL LOST SINCE 2002
As an exclamation point on the seriousness of the tragedy unfolding offshore South Korea, the sunken RoRo-Passenger (RoPax) vessel Sewol is officially the 100th passenger vessel lost since 2002. The exact cause of this vessel’s demise is unclear, however one thing is rather clear – she lost stability and sank taking with her a significant number of passengers. The initial pictures that came out on local Korean news stations showed a scenario visually similar to the Costa Concordia as she began to sink off Giglio in 2012; however there are some distinct differences.
1) The Costa Concordia was a new vessel, the Sewol was not.
Sewol was built in June 1994 by Hayashikane Dockyard Co, in Japan to Korean Register class – a member of the International Association of Classification Societies (IACS). In March 2013 February 2014, the vessel went through an inspection called an “Intermediate Survey” which according to IACS, “include examinations and checks as specified in the Rules to determine whether the ship remains in a general condition which satisfies the Rule requirements.”
It’s unknown whether or not the condition of the vessel was a factor in this incident, but the Korean Register notes in an emailed statement today:
“The survey found no major deficiencies for information on that particular survey.”
2) The Costa Concordia was specifically built for passengers only – the Sewol carried passengers and vehicles.
Ships that carry vehicles require a significant amount of flat space to park those vehicles. This open area is also located relatively close to the waterline. In sinking incidents which have befallen similar ships such as the Herald of Free Enterprise and Estonia, both of which resulted in a significant number of deaths, the primary cause was due to loss of stability from the “free surface affect” of having water sloshing around these large open compartments. When even an inch or two of water covers the decks of these open compartments, the destabilizing affect is immediate. In 1987, when water poured into the Herald of Free Enterprise, covering her cargo hold, she capsized in 90 seconds, killing 193 passengers and crew. This danger inherent to RoPax vessels such as the Sewol was most certainly not apparent to the passengers who were aboard.
Following the Costa Concordia disaster, amendments were made to the International Convention for the Safety of Life at Sea (SOLAS) regulation III/19 which requires musters of newly-embarked passengers prior to or immediately upon departure, instead of “within 24 hours”, as stated in the current regulations. This amendment is not expected to enter into force until 2015 however. Considering the lack of deployed lifeboats from the Sewol, it seems quite possible the passengers didn’t know where to go or what to do when the incident occurred.
Lesson to be Learned
Statistically-speaking, there’s a really good chance this won’t be the last ferry disaster of 2014. Ferries all over the world are being operated far beyond their useful lives or outside their operational envelopes with far too many people on board. For ferry and passenger vessel operators who are serious about protecting the lives of their passengers, they need to really dig deep into analyzing the risks of their operations and come up with solutions to mitigate them. I believe that these risks and mitigating actions should be detailed and submitted to their respective Flag State for review and tracked on a ship-by-ship basis to ensure that the operators do what they say they will do. (gCaptain, 4/16/2014)
ABYC Steps Up Electric Shock Drowning Awareness
The American Boat & Yacht Council’s Foundation is partnering with the Energy Education Council’s Safe Electricity “Teach Learn Care TLC” campaign to help prevent Electric Shock Drowning (ESD). The safety messages include proper maintenance of your boat’s electrical system and safe actions in the water.
Thanks to a grant recently awarded by the National Fire Protection Association’s Fire Protection Research Foundation and support from the ABYC Foundation, an expert investigation for solutions on the dockside mitigation of this hazard is underway. The outreach is especially timely with the approach of National Safe Boating Week and subsequent Memorial Day holiday when more people are on and around boats.
“We are very impressed with the Energy Education Council and their outreach efforts on this and other electrical safety issues,” said John Adey, ABYC President. “The additional effort by ABYC’s Foundation along with the Fire Protection Research Foundation will produce tangible results that will make an impact,” Adey continued.
“We’re grateful to ABYC for their commitment to water recreation/electrical safety,” says Molly Hall, executive director of the Energy Education Council. “Arming people with knowledge will help prevent tragedies and save lives.”
ABYC has been aware of and taken steps to mitigate ESD incidents since 1999. In 2008, the United States Coast Guard sponsored grants to ensure ABYC’s electrical document “E-11 AC & DC Electrical Systems On-Board Boats – 2008” included an “Equipment Leakage Circuit Interrupter” device. This “interrupter” is similar in function to ground-fault outlets installed in homes. It responds to a potential fault by tripping the main circuit breaker and cutting power to the boat.
“ABYC has enhanced our standards requiring safety equipment on new boats that have alternating current (AC) electrical systems that protects against ESD,” adds Adey. Boats with AC Shore Power should have isolation transformers or equipment leakage circuit interrupter (ELCI) protection, to comply with ABYC standards, and should be serviced by an ABYC Certified Tech.
This is not a new scam, I have received emails like this before and had a little fun with them while the FBI investigates. Anyone requesting a survey who will not speak on the phone or have someone do it on their behalf is a con artist. He wants a little favor. This means he will send you a bogus check for $2500 and expects you to deposit it, deduct your survey fees, then give the remaining cash to whom ever he sends to pick it up. Funny thing is this is the same person that tried to scam me two years ago when I was selling a washer and dryer on Craigslist. Courtesy Perry J. Beebe, NAMS-CMS
Perry Beebe & Associates, LLC
Australia – crew member fatality
The Australian Transport Safety Bureau (ATSB) issued the report of its investigation of a crew member fatality on board the bulk carrier Nireas at the Old Gladstone Anchorage on 20 March 2013. An engineer was carrying out the routine task of draining water from the ship’s main air receiver when the air receiver drainage pot observation window exploded. Flying debris from the observation window fatally injured the engineer. Explosive pressure accumulated in the drainage pot because the water being drained restricted air flow into and through the pot outlet line. The shipyard that built the ship, and designed and installed the condensate drain system, considered the drain system to be open to the atmosphere. When the design of the drainage pot was modified to create a closed system, the shipyard did not ensure that the design was adequately engineered, tested, and approved prior to installation, despite having procedures in place that should have ensured such scrutiny. Similar designs of drainage systems have been, and continue to be, fitted in ships by various shipyards around the world. MO-2013-005 (3/4/14). Courtesy: Bryant’s Maritime Blog – Bryant’s Maritime Consulting email@example.com Website http://brymar-consulting.com © Dennis L. Bryant
New Apps Issued by Lloyd’s Register and the UK P&I Club
News arrives of innovations: the parties have updated the their ILO MLC smartphone app and launched a new ISM & ISPS pocket checklist app. We understand both apps are free and are available for iPhone, iPad, and Android devices. In a fully paperless operation, the apps enable ships’ crews and their managers to view necessary legislative and regulatory requirements, save multiple checklists, check off completed activities, add essential notes and send the completed checklists via email.
LR and the UK P&I Club have analyzed ISM, ISPS and ILO MLC reported deficiencies found by Port State Control. Accordingly, the apps have been designed to help counter the risk of Port State Control detentions and help companies comply with the legislative and regulatory requirements. The effective implementation of ISM, ISPS and ILO MLC will protect the fleet’s reputation and help to get the most out of the company’s resources. Captain Jim Barclay, Lloyd’s Register’s Port State Control specialist said: “After the release of our first smartphone app for the ILO MLC Pocket Checklist we received very good constructive comments from the marine industry which showed that the app was indeed very helpful, however, there was room for improvement by making the app more interactive. We have taken on those comments and this new edition of the ILO MLC app is enhanced by the improvements requested by the marine industry. “Now, launching another app for ISM/ISPS we can provide further support to benefit both ship and shore based personnel in the course of their duties.“
UK Club Loss Prevention Director Karl Lumbers explained: “Just as the MLC 2006 convention aimed to rationalize the complex previous legislation relating to seafarers, we thought it made sense to simplify the compliance process as much as possible via the guidance of a checklist. “It would be frustrating for our owners to face detention due to simple teething problems with documentation or other proofs of compliance. Both these smartphone apps should empower the master and senior officers to make their ships compliant, guiding them through the necessary steps and providing an immediate note of what has been implemented and what remains outstanding. ” Lloyd’s Register and the UK Club have now produced six pocket checklists in a series that address regulatory compliance requirements which have been well received by the marine industry worldwide. For information about other checklists in this series visit: http://www.ukpandi.com
Courtesy Maritime Advocate Online a weekly digest of news and views on the maritime industries, with particular reference to dispute resolution. To contact the editor Bevis Marks, send an e-mail to: firstname.lastname@example.org
American Bureau of Shipping
|Position Title:||Class/Marine Surveyor|
|Company Name:||American Bureau of Shipping|
|Location(s):||Dalian, Other / Non-US, ChinaYantai, Other / Non-US, ChinaTianjin, Other / Non-US, ChinaNantong, Other / Non-US, ChinaGuangzhou, Other / Non-US, China|
US Coast Guard proposes to replace the Coast Guard-unique Portable Fire Extinguishers rating system.
The US Coast Guard reported in the January 13, 2014 Federal Register the following:
Extinguisher Ratings: UL 711 and NFPA 10 Portable Fire Extinguishers
The US Coast Guard proposes to replace the Coast Guard-unique rating system set forth in 33 CFR 145.05, 46 CFR 34.50–5, 76.50–5, 95.50–5, 132.210 and 193.50–5 with the rating system in UL 711, ‘‘Standard for Rating and testing of Fire Extinguishers’’ (UL ratings) to eliminate confusion caused by fire extinguishers being labeled with both the Coast Guard rating and the UL rating. UL 711 details performance testing required for rating a fire extinguisher, and its use for marking fire extinguishers would be required in 46 CFR 162.028–2 and 162.039–2 (the UL rating uses the classification of fires as set forth in NFPA 10:2010). Currently, Coast Guard regulations in §162.028–4 and 162.039–4 require labeling fire extinguishers with the Coast Guard unique rating system using an alphanumeric designation, which is based on the weight of the extinguishing agent in the extinguisher.
Therefore, if the proposal passes, all Coast Guard rated extinguishers will be labeled with the UL ratings (example: 20–B:C) and this (example: B-II) will go away.
Courtesy John McDevitt, SAMS-AMS via Boatpokers.
MISDECLARED CARGO ON THE RISE
While there was a rise in the number of cargo fires reported in 2013, nearly half of all incidents and problems that disrupted container lines’ operations cited miss declaration of cargo, an almost fivefold increase from 2012, according to the Cargo Incident Notification System database. The CINS initiative, created in 2010 by five of the top 20 container lines and hosted by the Container Owners’ Association, captures information on cargo and container incidents from 10 carriers that account for about 60 percent of container slot capacity, according to Alphaliner. The records, which are analyzed by TT Club, include the nature of the cargo concerned and its packaging, details of the routing, type of incident, root cause and severity rating. Over the last decade, about a third of units with deficiencies consistently related to placarding and marking, as poor or incorrect packing remains a “persistent” issue, the report said. COA declined to specify the total number of incidents analyzed in the report. Given the fivefold increase in findings of misdeclaration, coupled with an increase in the number of fires and “only marginal” reduction in leakages, it “might be expected” that 75 percent of incidents arose from dangerous goods substances in 2013, up from roughly 66 percent in 2012, CINS noted. About 23 percent of problem shipments were loaded in Europe and North America, although that is down from prior years, which typically showed that one-third of incidents were from those regions. Meanwhile, the proportion of incidents emanating from China increased compared with past years, according to CINS. (Journal of Commerce, 3/26/2014) Courtesy AIMU Weekly Bulletin
New Zealand – proposed survey performance requirements
Maritime New Zealand issued a notice stating that it invites comments on a number of proposed marine survey performance requirements that would be applicable to all regulatory surveys of ships. Comments must be submitted by 19 May. (4/1/14). Courtesy: Bryant’s Maritime Blog – Bryant’s Maritime Consulting email@example.com Website http://brymar-consulting.com © Dennis L. Bryant
Carbon monoxide poisoning – is it possible on YOUR boat?
‘Carbon monoxide alert. Is it installed correctly? Is it actually working’
In 2013, a mother and her 10 year old daughter died as a result of carbon monoxide poisoning in a cabin cruiser. More recently two fishermen, who were found dead on their boat, are believed to have died from carbon monoxide poisoning because the boat’s cooker was left on for heat on a cold night. Sailors should make themselves aware of what equipment on your boat gives off carbon monoxide
Carbon monoxide is a highly poisonous gas that has no color, taste or smell. It can be produced by anything that burns gas, wood, oil or coal. Poisoning by Carbon Monoxide can be fatal or cause lasting health damage.
The Message is simple: Fit an Alarm, Do not block ventilation, know the signs, service appliances
Fitting an alarm
Carbon monoxide is impossible to detect without an alarm. ‘Black Spot’ indicators are not as accurate and will not alert or wake you if there is carbon monoxide present.
When buying a carbon monoxide alarm, make sure it meets current safety standards in your location.
Boats have to be built with adequate ventilation for open flame appliances such as LPG cookers. It is dangerous to block ventilation for these appliances. If you block ventilation it can lead to carbon monoxide poisoning. Appliances need a consistent supply of air in order for complete combustion to happen and for the appliance to work correctly. Small generators also pose a threat. If you have an emergency generator working on board for any reason, make sure the exhaust is aimed over the side of the boat and not into the cabin.
Know the signs
The six main symptoms of carbon monoxide poisoning are headaches, dizziness, nausea, breathlessness, collapse and loss of consciousness which may well lead to death. Many of the symptoms of carbon monoxide are similar to those of flu, food poisoning, viral infections, or simple tiredness.
Danger signs to look out for around gas and other fuel-burning appliances include:
- Soot or yellow/brown staining on or around your appliance
- Excessive condensation in the room where the appliance is installed
- Lazy yellow / orange colored gas flame rather than a sharp blue one
- Pilot lights that frequently blow out
For protection from carbon monoxide poisoning, it is strongly recommended that you have all fuel-burning appliances – including stoves, fires and heaters – serviced at the recommended interval by a qualified and registered engineer.
Sail-World Cruising wishes to thank the Royal Yachting Association and the Carbon Monoxide – Be Alarmed! Campaign for much of the information provided in this article. Carbon Monoxide – The campaign is run by Energy UK on behalf of British Gas, EDF Energy, E.ON, npower, Scottish Power and SSE, in partnership with the Dominic Rodgers Trust and is the British campaign to reduce the number of deaths and injuries caused by Carbon Monoxide.
Courtesy Sail World.com USA (Sail-WorldCruisingNH@marinenewsletter.com)
Towing Vessel fuel shut-off valve remote operators
A new FAQ regarding fuel shut-off valve remote operators has been posted on the TVNCOE website. The FAQ can be found under FAQs in the “Fire Fighting, Protection & Suppression Equipment” section. The FAQ can be read at: http://www.uscg.mil/hq/cg5/TVNCOE/FAQS.asp#F
Further guidance on shut-off valve and remote operators can be found on the Coast Guard Office of Design and Engineering Standards (CG-ENG) Lifesaving and Fire Safety Division website: http://www.uscg.mil/hq/cg5/cg5214/regtow.asp#fuel_shutoff
In February, Norwegian marine service provider Buksér og Berging refueled their new LNG-powered tugboat, M/T Borgøy at the Belgian port of Zeebrugge. Ever since LNG-power has come on scene over the past few years, one of the topics of conversation has been the refueling (bunkering) process. The following video gives an idea of what this looks like via a refueling truck and the Borgøy.Read full post » Courtesy G Captain.
USCG – lifeboat release mechanisms
The US Coast Guard issued a notice announcing the availability of a policy letter regarding the recent IMO amendment to Chapter III of the SOLAS Convention relating to lifeboat release mechanisms. For vessels subject to SOLAS, the change comes into effect no later than the next scheduled dry-docking after 1 July 2014. The Coast Guard recommends voluntary compliance with the guidelines in IMO MSC.1/Circ.1392 by US non-SOLAS vessels, MODUs, and offshore facilities that carry lifeboats and rescue boats fitted with release mechanisms described in the Circular. Comments on the policy letter should be submitted by 28 April. 79 Fed. Reg. 17556 (March 28, 2014). Courtesy: Bryant’s Maritime Blog – Bryant’s Maritime Consulting firstname.lastname@example.org Website http://brymar-consulting.com © Dennis L. Bryant
The George Bush Library and ENSCO put together the following video recently going into detail the day-to-day operations on board the ENSCO DS-5, an ultra-deepwater drill-ship built by Samsung Heavy Industries in 2011 and operating in the Gulf of Mexico for Petrobras and Repsol. Gives a pretty decent snapshot of life on a rig for those who haven’t had the opportunity. Read full post »Courtesy G Captain.
Replica of San Salvador, Juan Cabrillo’s flagship
Those who attended our NAMSGlobal conference in San Diego may be interested to know that the launch of the San Salvador, Juan Cabrillo’s flagship, is scheduled for July. Updated info may be found on sdmaritime.org/san-salvador-build. Courtesy Jonathan Ide, NAMS-CMS.
(In Holenia v. North German Lloyd, involving a master and a friendly but slightly inebriated feminine passenger, Federal Judge Cosgrave of Los Angeles recently ruled that it is the duty of the captain to see that single women passengers do not drink too much.)
* * * * * *
Now the duties of the skipper on a modern ocean clipper
Are diverse to a remarkable degree,
But he shouldn’t mix flirtation with the art of navigation
If the lady in the case is on a spree.
So if her eyes are glamorous with invitation amorous,
Consider well the District Court’s decree-
Oh my Captain, you’re her master, but officially her pastor,
And the warden of her maiden frailty.
Though it’s difficult as Hades, you must see that single ladies
Do not drink too much when traveling by sea.
By James A. Quinby
The Street And The Sea
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